JP7620437B2 - Vehicle driving control device - Google Patents

Description

This invention relates to a vehicle driving control device that can perform lane keeping driving assistance control to drive a vehicle along a target driving route set within a driving lane.

In recent years, there has been progress in the development of automatic driving control technology for automobiles and other vehicles that allows the vehicle to travel automatically without the driver's intervention. In addition, various types of driving control devices that can use this type of automatic driving control technology to perform various driving controls to assist the driver in driving have been proposed and are becoming more widely used.

In conventional driving control devices, a vehicle equipped with the driving control device recognizes markings (e.g., road center lines, road outer lines, lane boundaries, etc.) marked on the road on which the vehicle is traveling using image data acquired by an imaging device (camera), and sets a target driving route to be targeted when traveling within the traveling lane on the basis of various information related to the recognized markings, information acquired using various other sensing devices, or various information acquired from external devices (map information, etc.), and performs driving control to maintain traveling within a specified driving lane by driving the vehicle along the set target driving route. Various proposals for lane keeping driving support control have been made, for example in JP 2020-32802 A, and are generally in practical use.

In addition, in conventional driving control devices, when a three-dimensional obstacle such as a parked vehicle is recognized in a driving lane that includes a set target driving route or on the side edge of the driving lane (such as a road shoulder), various driving control technologies are being considered that reset a new target driving route to avoid the vehicle colliding with or coming into contact with the recognized three-dimensional obstacle while driving.

JP 2020-32802 A

However, in the conventional lane keeping driving assist control described above, the main target for collision avoidance is generally obstacles that are recognized and that may pose a danger to the vehicle or impede the vehicle's travel (e.g., three-dimensional obstacles).

On typical roads, for example, minute irregularities may form on the road surface due to aging or other factors, resulting in the appearance of planar obstacles such as puddles that temporarily form on the road surface when certain conditions arise, such as during rainfall (hereinafter referred to as planar obstacles, etc.).

However, flat obstacles such as puddles are considered to pose a relatively small risk to the vehicle or to impede the vehicle's travel. For this reason, the conventional lane keeping driving assist control does not take these flat obstacles into consideration, and sets a target driving route regardless of the road surface conditions.

However, for example, when the wheels of a vehicle pass over a flat obstacle such as a puddle formed on the road surface, in some cases, splashing mud, dirty water, etc. into the surrounding area. In this case, for example, if there is a pedestrian walking near the traveling vehicle, there is a possibility that the pedestrian will be splashed with mud, dirty water, etc. from the puddle.

In this way, if a vehicle is traveling along a set target driving route and the vehicle drives through a puddle or the like without avoiding it, causing mud or dirty water from the puddle to splash around and cause trouble for others, the driver of the vehicle may be held liable for a traffic violation under the Road Traffic Act.

In addition, puddles and the like that form on roads may be formed, for example, when a depression or step of a certain depth occurs due to damage to a part of the road surface. In such a situation, if a vehicle recognizes a puddle that is formed by the depression or step, but passes over it without avoiding it, a vehicle accident may occur.

The present invention has been made in consideration of the above-mentioned points, and its purpose is to provide a vehicle driving control device that can reset a new target driving path that takes into account puddles and the like that are recognized on the road surface ahead in the driving lane when executing lane keeping driving assistance control that causes the vehicle to drive along a target driving path set within the driving lane.

In order to achieve the above object, a vehicle driving control device according to one aspect of the present invention has a surrounding environment information acquisition device that acquires surrounding environment information of a vehicle, a dividing line detection unit that recognizes left and right dividing lines based on the surrounding environment information acquired by the surrounding environment information acquisition device, and a target driving route setting unit that estimates a driving lane of a host vehicle based on the left and right dividing lines recognized by the dividing line detection unit and sets a target driving route within the driving lane, and is a vehicle driving control device that executes lane keeping driving assist control to drive a vehicle along the set target driving route, and further includes a normal road surface luminance estimation unit that calculates an average road surface luminance within the driving lane for each image data based on image data included in the surrounding environment information acquired by the surrounding environment information acquisition device , and estimates a normal road surface luminance within the driving lane based on the average road surface luminance for a predetermined time period, and a normal road surface luminance estimation unit that estimates a normal road surface luminance within the driving lane based on the average road surface luminance for a predetermined time period . the vehicle travels along the target driving route set within the driving lane based on the surrounding environment information including puddle information related to the puddle, road information related to the road on which the vehicle is traveling, and host vehicle information related to the host vehicle, and the target driving route setting unit resets a new target driving route taking the puddle into consideration based on the puddle information and information on the position where the wheels will pass through .

According to the present invention, when executing lane keeping driving assistance control to drive a vehicle along a target driving path set within a driving lane, it is possible to provide a vehicle driving control device that can reset a new target driving path taking into account puddles and the like that are recognized on the road surface ahead within the driving lane.

FIG. 1 is a block diagram showing a schematic configuration of a driving control device according to an embodiment of the present invention; 1 is a display example of one frame of an image captured by a camera unit of a driving control device according to an embodiment of the present invention. FIG. 1 is a conceptual diagram showing an example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of steering avoidance within the own lane); FIG. 13 is a conceptual diagram showing another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of avoiding crossing over the own lane); FIG. 13 is a conceptual diagram showing another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of avoiding running into an oncoming lane); A flowchart for setting a target driving route taking into consideration puddles, etc. in a driving control device according to an embodiment of the present invention. A flowchart showing a subroutine of the process of step S12 in FIG. 6 (target driving route setting process). A flowchart showing a subroutine of the process of step S14 in FIG. 6 (processing for estimating puddles, etc.) A flowchart showing a subroutine of the process of step S18 in FIG. 6 (target travel route re-setting process). A flowchart showing a subroutine of the process of step S58 in FIG. 9 (a process of setting an avoidance route within the range of the own lane). A flowchart showing a subroutine of the process of step S55 in FIG. 9 (a process of setting a route to avoid running into an oncoming lane) A flowchart showing a subroutine of the process of step S59 in FIG. 9 (processing for setting a route passing through a puddle area within the own lane range). A flowchart showing a subroutine of the processes (deceleration control process) of steps S93, S98, S99, 105, and 106 of FIG. A flowchart showing a subroutine of the process of steps S97 and S100 in FIG. 12 (second and third shape pattern corresponding travel route setting process (left and right)). A flowchart showing a part of the flowchart of FIG. 12 (a processing sequence after branching from the processing of step S102 of FIG. 12). A flowchart showing a subroutine of the process of step S104 in FIG. 12 (travel route setting process corresponding to second and third shape patterns (center)). FIG. 13 is a conceptual diagram showing yet another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of passing over a puddle, etc. area within the own lane); FIG. 1 is a conceptual diagram showing a situation in which a vehicle equipped with a cruise control device according to the present embodiment drives while taking into consideration puddles, etc. (three modes for avoiding puddles, etc.); FIG. 13 is a conceptual diagram showing a situation in which a vehicle equipped with the cruise control device of the present embodiment passes over a partial area when passing through a lateral position of a puddle or the like (an example of a situation in which droplets are scattered outward); FIG. 13 is a conceptual diagram showing another situation in which a vehicle equipped with the cruise control device of the present embodiment passes over a partial area when passing through a lateral position of a puddle or the like (an example of a situation in which droplets are scattered inward); FIG. 1 is a conceptual diagram showing one aspect of a first shape pattern (an example of a rectangular shape) used when classifying and recognizing a planar shape such as a puddle; FIG. 13 is a conceptual diagram showing another aspect of the first shape pattern (an example of an elliptical shape) used when classifying and recognizing a planar shape such as a puddle; FIG. 13 is a conceptual diagram showing one aspect of a second shape pattern of a planar shape such as a puddle (an example in which a lateral protruding region is on the near side when typifying the pattern with a triangle as a feature point); FIG. 13 is a conceptual diagram showing another aspect of the second shape pattern of a planar shape such as a puddle (an example in which a lateral protruding region is on the far side when typifying the pattern with a triangle as a feature point).

The present invention will be described below with reference to the illustrated embodiments. The drawings used in the following description are schematic, and the dimensional relationships and scales of each component may be different for each component in order to show each component at a size that can be recognized on the drawing. Therefore, the present invention is not limited to the illustrated forms with respect to the quantity of each component shown in each drawing, the shape of each component, the size ratio of each component, the relative positional relationship of each component, etc.

The driving control device of one embodiment of the present invention is a device that is mounted on a vehicle such as an automobile and performs driving control to assist the driver of the vehicle in driving operations. The driving control device of this embodiment acquires information about the environment ahead of the vehicle and the surrounding environment (for example, other vehicles such as leading vehicles, following vehicles, oncoming vehicles, and vehicles traveling alongside the vehicle, moving objects such as bicycles and pedestrians, buildings, various structures, three-dimensional obstacles, and information about the surrounding environment of the vehicle including the road surface conditions on the road on which the vehicle is traveling; hereinafter, simply referred to as surrounding environment information, etc.) using sensing devices such as an on-board camera unit and a radar device.

The driving control device of this embodiment recognizes road conditions, including information about preceding and following vehicles, various structures, and three-dimensional obstacles, based on the surrounding environment information acquired as described above, as well as road map information acquired through communication from an external device, such as a high-precision road map database. The driving control device of this embodiment then appropriately uses these various pieces of information (surrounding environment information, map information, recognition information, etc.) as information when executing driving control to assist the driver in driving operations.

The driving control device of this embodiment has a configuration that can at least execute lane keeping driving assistance control that causes the vehicle to drive along a target driving route set within the driving lane. Furthermore, the driving control device of this embodiment has a function of resetting the target driving route taking into account the puddle, etc., when a planar obstacle (planar obstacle), for example a puddle, is recognized on the road surface within the driving lane while lane keeping driving assistance control is being executed.

In this case, the target driving route that takes the puddle into consideration is, for example, a driving route that avoids the puddle. Alternatively, it refers to a driving route that can prevent the scattering of mud, sewage, etc. from the puddle when there are other vehicles traveling nearby, or when the puddle cannot be avoided due to its shape, size, etc., and the vehicle has no choice but to pass over it. Furthermore, in this case, it is also a driving route that takes into account the scattering direction of mud, sewage, etc. from the puddle, etc., and at least prevents mud, sewage, etc. from scattering toward pedestrians walking near the vehicle. Note that when the driving control device of this embodiment resets the target driving route as described above and drives the vehicle, it also performs deceleration control, etc. as necessary, to prevent mud, sewage, etc. from scattering from the puddle, etc.

In simple terms, when the driving control device of this embodiment is performing driving control along a set target driving route and, for example, recognizes a puddle or the like on the road surface in the driving lane, it resets the target driving route to avoid the puddle. In this case, if the puddle cannot be avoided, it performs deceleration control and sets a driving route that passes over the puddle, taking into consideration the adverse effects of mud, sewage, etc., splashed from the puddle onto pedestrians, bicycles, other vehicles, buildings, various structures, etc. in the vicinity.

Even if there are no pedestrians or other objects around the vehicle and there is no possibility of adverse effects on the surrounding area due to splashes from puddles, etc., splashes from the vehicle passing over a puddle or the like may soil the vehicle. Therefore, in such a situation, deceleration control is performed to slightly reduce the deceleration.

However, in such an environment where there are no pedestrians or the like around the vehicle, and it is estimated that the adverse effects of splashing water on the vehicle will be minimal even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be around the periphery of a puddle, where splashing water is minimal, or when the vehicle is originally set to a low driving speed), the deceleration control may be omitted and the vehicle may pass over the puddle or the like while continuing to drive at the same speed. First, the schematic configuration of a driving control device according to one embodiment of the present invention will be described below with reference to FIG. 1. FIG. 1 is a block diagram showing the schematic configuration of a driving control device according to one embodiment of the present invention.

The configuration of the driving control device 1 of this embodiment is basically similar to the configuration of the same type of driving control device in a conventional form. Therefore, when explaining the configuration of the driving control device 1 of this embodiment, only the main configuration related to the present invention will be explained. As the detailed configuration of the driving control device 1 of this embodiment is substantially similar to that of a conventional driving control device, a detailed explanation of the configuration other than that directly related to the present invention will be omitted. Also, in FIG. 1, only the main configuration of the driving control device 1 of this embodiment is illustrated, and configuration that is not directly related to the present invention is omitted.

As shown in FIG. 1, the driving control device 1 of this embodiment includes as its main components a locator unit 11, a surroundings monitoring unit 20, a camera unit 21, a driving control unit 22 as a driving control section, an engine control unit 23, a power steering control unit 24, and a brake control unit 25.

The locator unit 11, the surroundings monitoring unit 20, and the camera unit 21 are sensor units for recognizing the driving environment inside and outside the vehicle, and are components that function as environmental recognition devices. Each of these units (11, 20, 21) exists as a completely independent component unit without depending on each other.

The cruise control unit 22, engine control unit 23, power steering control unit 24, and brake control unit 25 are connected to each other via an in-vehicle communication line 10 such as a CAN (Controller Area Network), together with the locator unit 11, the surroundings monitoring unit 20, and the camera unit 21, and share data as needed.

The locator unit 11 is an information acquisition device that estimates the position of the vehicle (own vehicle position) on a road map and acquires road map information, etc., mainly about the area ahead of the estimated own vehicle position.

The locator unit 11 includes a map locator calculation unit 12, an acceleration sensor 13, a wheel speed sensor 14, a gyro sensor 15, a GNSS receiver 16, a road information receiver 17, a high-precision road map database (DB; Data Base; abbreviated as road map DB in FIG. 1) 18 as a map information storage unit, and a route information input unit 19.

Of these, the acceleration sensor 13, the wheel speed sensor 14, and the gyro sensor 15 are various sensors required to estimate the position of the vehicle (host vehicle position). For example, the acceleration sensor 13 is a sensor that detects the longitudinal acceleration of the host vehicle. The wheel speed sensor 14 is a sensor that detects the rotational speed of each wheel on the front, rear, left and right sides (in the case of a four-wheeled vehicle). The gyro sensor 15 is a sensor that detects the angular velocity or angular acceleration of the host vehicle. Each of these sensors (13, 14, 15) is a group of autonomous driving sensors that function as a driving state acquisition unit, and is connected to the input side of the map locator calculation unit 12.

The autonomous driving sensor group (sensors 13, 14, 15) are sensors provided to enable autonomous driving when, for example, the reception sensitivity from GNSS satellites (not shown) decreases, such as when driving through a tunnel, and the positioning signal cannot be effectively received. In addition to the above-mentioned sensors (13, 14, 15), the autonomous driving sensor group also includes, for example, a vehicle speed sensor and a yaw rate sensor, although these are not shown.

The GNSS receiver 16 functions as a vehicle position acquisition unit and is a receiving device that receives various information from, for example, the Global Navigation Satellite System (GNSS). In other words, the GNSS receiver 16 receives positioning signals transmitted from multiple positioning satellites. The GNSS receiver 16 outputs the acquired positioning signals to the map locator calculation unit 12 of the locator unit 11. The map locator calculation unit 12 estimates the vehicle position (latitude, longitude) based on the positioning signals received by the GNSS receiver 16 from the multiple positioning satellites. For this reason, the GNSS receiver 16 is connected to the input side of the map locator calculation unit 12.

Furthermore, the map locator calculation unit 12 is connected to a road information receiver 17, a high-precision road map database 18 as a storage device, a route information input unit 19, etc.

The road information receiver 17 is a receiving device that receives and acquires various information, such as information necessary for autonomous driving and map information, stored in a predetermined base station (not shown) or a cloud server (not shown) connected via the Internet. This road information receiver 17 outputs the acquired various information to the map locator calculation section 12 of the locator unit 11. The road information receiver 17 further includes a function for transmitting various information possessed by the vehicle to the above-mentioned base station or cloud server (not shown), and may take the form of a road information transmitting/receiving device.

The map locator calculation unit 12 performs map matching of the vehicle's position on a map based on map information received by the road information receiver 17, and constructs a target driving route connecting the input destination and the vehicle's position. Furthermore, the map locator calculation unit 12 sets a target driving route for performing autonomous driving up to several kilometers ahead of the vehicle on the constructed target driving route. Here, items set as the target driving route include various items such as the lane in which the vehicle will be driven (for example, which lane to drive in if there are three lanes), lane changes to overtake a preceding vehicle, and the timing to start lane changes.

The high-precision road map database 18 is mainly composed of large-capacity storage media such as HDDs (Hard Disk Drives) and SSDs (Solid State Drives). Well-known high-precision road map information (local dynamic maps) is stored in this high-precision road map database 18. Here, the high-precision road map information has the same layer structure as a global dynamic map provided in, for example, a cloud server (not shown), and forms a hierarchical structure in which additional map information necessary to support automated driving is superimposed on the lowest static information layer that serves as the foundation.

The additional map information includes static location information such as road type (general road, expressway, etc.), road shape, left and right dividing lines (e.g. center line, outer side line, lane boundary, etc.), exits of expressways and bypass roads, entrance/exit lengths (start and end positions) of branching lanes and merging lanes leading to junctions, service areas, parking areas, etc., as well as dynamic location information such as traffic congestion information, accidents, or traffic restrictions due to construction.

When a target driving route is set by the map locator calculation unit 12, this additional map information is continuously acquired from the global dynamic map and sequentially updated as surrounding information required for the vehicle to autonomously drive along the set target driving route.

High-precision road map information also contains lane data required for autonomous driving, such as lane width data, lane center position coordinate data, lane heading angle data, and speed limit information. This lane data and other information is stored at intervals of several meters for each lane on the road map.

The route information input unit 19 is a terminal device operated by a person on board the vehicle, such as the driver or a passenger. This route information input unit 19 can collect and input a series of information required when setting a target driving route in the map locator calculation unit 12, such as setting a destination and intermediate points (such as a service area to stop at on a highway).

The route information input unit 19 is specifically an input unit of a car navigation system (e.g., a touch panel of a monitor, etc.), a mobile terminal such as a smartphone, a personal computer, etc. The route information input unit 19 is connected to the map locator calculation unit 12 by wire or wirelessly. As a result, when the driver or passenger operates the route information input unit 19 to input information about the destination and intermediate points (facility name, address, telephone number, etc.), the input information is read into the map locator calculation unit 12. The map locator calculation unit 12 sets the position coordinates (latitude, longitude) of the destination and intermediate points input from the route information input unit 19.

The map locator calculation unit 12 includes a vehicle position estimation unit 12a and a map information acquisition unit 12b.

The vehicle position estimation unit 12a is a component that has the function of estimating the vehicle position. The vehicle position estimation unit 12a acquires the position coordinates (latitude, longitude) of the vehicle based on the positioning signal received by the GNSS receiver 16. The vehicle position estimation unit 12a then performs map matching of the acquired position coordinates on the route map information to estimate the vehicle position (current position) on the road map.

In addition, in an environment where a valid positioning signal from a positioning satellite cannot be received due to reduced sensitivity of the GNSS receiver 16, such as when driving inside a tunnel, the vehicle position estimation unit 12a switches to autonomous navigation, which estimates the vehicle position based on various data such as vehicle speed data obtained based on the wheel speed detected by the wheel speed sensor 14, angular velocity data detected by the gyro sensor 15, and longitudinal acceleration data detected by the acceleration sensor 13, and estimates the vehicle position (latitude, longitude) on the road map.

Based on the position information (latitude, longitude) of the vehicle position estimated by the vehicle position estimation unit 12a and the position information (latitude, longitude) of the destination and intermediate points input by the driver or the like from the route information input unit 19, the map information acquisition unit 12b constructs target driving route information from the current location to the destination (target driving route information connecting the vehicle position on the high-precision road map information and the destination (or the destination via the intermediate point if an intermediate point is set)) according to preset route conditions (recommended route, fastest route, etc.). At this time, the vehicle position estimation unit 12a identifies the driving lane in which the vehicle is traveling, acquires the road shape such as the driving lane and merging lane stored in the road map data, and stores this information sequentially. In addition, the map information acquisition unit 12b transmits the target driving route information to the vehicle position estimation unit 12a.

In this way, the map locator calculation unit 12 performs map matching of the vehicle position estimated by the vehicle position estimation unit 12a on a road map to identify the current location of the vehicle, and acquires road map information including information about the surrounding conditions. In addition, the map information acquisition unit 12b sets a target driving route for the vehicle.

The camera unit 21 is a surrounding environment information acquisition device that recognizes the environment mainly in the traveling direction (forward) of the vehicle and acquires it as image information, and forms part of the surrounding environment recognition device.

Specifically, the camera unit 21 recognizes various road surroundings, including, for example, other vehicles traveling in front of or to the sides of the vehicle (preceding vehicles, oncoming vehicles, vehicles traveling alongside, following vehicles, etc.), three-dimensional objects including moving objects such as bicycles and motorcycles traveling alongside, road markings such as traffic lights (lighting color, flashing state, arrow direction, etc.), road signs, stop lines and dividing lines (for example, center lines of the road, outer lines of the road, lane boundaries, etc.), and road surface conditions (for example, the presence, shape, size, etc. of puddles on the road surface).

The camera unit 21 is fixed to the upper center of the front part of the vehicle interior and is configured with an on-board camera (stereo camera) consisting of a main camera 21a and a sub-camera 21b arranged symmetrically on either side of the center in the vehicle width direction, an image processing unit (IPU) 21c, a driving environment recognition unit 21d, etc.

The camera unit 21 captures reference image data with the main camera 21a and captures comparison image data with the sub-camera 21b. The two image data acquired by these two cameras 21a and 21b are subjected to predetermined image processing by the IPU 21c.

The driving environment recognition unit 21d reads the reference image data and the comparison image data that have been image-processed by the IPU 21c, recognizes the same object in both images based on the parallax between the two images, calculates distance data (distance information from the vehicle to the object) from the positional deviation of the object in both images using the principles of triangulation, and generates forward driving environment image information (distance image information) that includes this distance information.

The driving environment recognition unit 21d also recognizes various road markings, including markings (e.g., center lines, outer lines, lane boundaries, etc.) that divide the left and right sides of the lane in which the vehicle is traveling, as surrounding environment information based on distance image information acquired by the camera unit 21 and processed by the IPU 21c. In this case, the driving environment recognition unit 21d functions as a marking detection unit that detects markings of the lane in which the vehicle is traveling.

The driving environment recognition unit 21d also calculates the road curvature [1/m] at the center of the left and right dividing lines (lane boundary lines, etc.) of the road on which the vehicle is traveling (the vehicle's driving lane), the width between the left and right dividing lines (lane width), etc.

There are various known methods for determining the road curvature and lane width at the center between the dividing lines. For example, the driving environment recognition unit 21d recognizes the left and right dividing lines by binarizing the road curvature based on the brightness difference based on the forward driving environment image information, and determines the curvature of the left and right dividing lines for each specified section using a curve approximation formula using the least squares method, and further calculates the lane width from the difference in curvature between the two dividing lines. The driving environment recognition unit 21d then determines the road curvature at the center of the lane based on the curvature of the left and right dividing lines of the vehicle's lane and the lane width.

The driving environment recognition unit 21d also performs a predetermined pattern matching on the distance image information to recognize guardrails, curbs, and various three-dimensional objects along the road (pedestrians, motorcycles, vehicles other than motorcycles, etc. that are around the vehicle). Here, when recognizing three-dimensional objects in the driving environment recognition unit 21d, for example, recognition is performed of the type of three-dimensional object, the distance to the three-dimensional object, the moving speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle.

Furthermore, the driving environment recognition unit 21d recognizes puddles and the like formed on the road surface in a driving lane ahead of the vehicle traveling in the driving lane based on image data and the like processed by the IPU 21c.

The driving environment recognition unit 21d detects puddles and other objects, for example, through the following process.

First, the driving environment recognition unit 21d calculates the average value of the road surface luminance (hereinafter referred to as road surface luminance) in a predetermined road surface search area (see symbol SA in FIG. 2) set in advance within one frame's image frame (see symbol 200 in FIG. 2) for each piece of continuously acquired image data based on the image data acquired by the camera unit 21 and processed by the IPU 21c. Then, the driving environment recognition unit 21d estimates the normal road surface luminance value of the road on which the vehicle is traveling every predetermined time (several seconds) based on the average values of multiple road surface luminances corresponding to each of the multiple pieces of continuously acquired image data, and calculates an estimated normal road surface luminance value. At this time, the driving environment recognition unit 21d functions as a normal road surface luminance estimation unit.

The road surface search area SA is set to an area of the image displayed by the image data acquired by each of the two cameras 21a and 21b that is assumed to mainly include the road surface. Specifically, for example, the area that includes the road surface is often an area slightly below the approximate center area within the rectangular image frame 200.

Furthermore, the driving environment recognition unit 21d detects changes in road surface luminance (luminance difference) that occur as the vehicle travels within the road surface search area.

This allows high-luminance areas with a luminance value equal to or greater than a predetermined value relative to the normal road surface luminance estimate to be detected, and a predetermined shape estimation process is performed for each detected high-luminance area to estimate from its area distribution whether it is a regular road marking placed on the normal road surface, or a flat, irregularly shaped area such as a puddle (see reference numeral 208 in Figure 2) that exists on the road surface.

The puddles, etc. 208 thus estimated are recognized as surrounding environment information by the driving environment recognition unit 21d. In this case, the driving environment recognition unit 21d functions as a road surface condition recognition unit that recognizes road surface conditions such as puddles, and as a planar obstacle estimation unit that serves as a puddle estimation unit.

Here, the predetermined shape estimation process is a process of comparing the shape of each high-luminance area detected by the driving environment recognition unit 21d with the surface shape of road markings, etc., determining whether the shape of the high-luminance area approximately matches the shape of an object installed on the road surface, and estimating that shape.

Examples of road markings include manhole covers (see reference number 206 in FIG. 2) and various road markings (such as the speed limit markings shown by reference number 207 in FIG. 2). The shapes of these road markings are generally standardized. Therefore, their shape specification data is stored in advance in a predetermined memory area in the driving control device 1 (such as the internal memory area (not shown) of the driving control unit 22) and is referenced and compared in the shape estimation process. In addition, since some shape specification data of road markings is included in road map information, it may be read from a map database, etc.

In the above-mentioned shape estimation process, the shape of each high-luminance area detected by the driving environment recognition unit 21d is compared with the surface shape of the road marking, etc., and if the two shapes approximately match, it is determined to be a road marking, etc. If the area does not match a road marking, etc. and is determined to be an irregularly shaped area, the irregularly shaped high-luminance area is estimated to be a puddle, etc.

In this case, for example, even if it is a puddle, if it has a shape similar to a standard road marking, it may not be possible to reliably determine whether it is a road marking or a puddle. In such cases, for safety reasons, it is desirable to presume it is a puddle. Also, as described above, in this embodiment, the estimation of puddles is based on the detection of high-luminance areas. For example, the shadow of an object formed on the road surface has low luminance and does not meet the estimation conditions for a puddle, so it is excluded.

In this way, various surrounding environment information recognized by the driving environment recognition unit 21d is output to the driving control unit 22.

The surroundings monitoring unit 20 is a surrounding environment information acquisition device that recognizes the situation around the vehicle and acquires it as information, and forms part of the surroundings situation recognition device. This surroundings monitoring unit 20 is composed of a surroundings recognition sensor 20a, a surroundings recognition unit 20b, etc.

The surrounding environment recognition sensor 20a is a group of autonomous sensors that serve as a surrounding environment detection means, and includes sensing devices such as ultrasonic sensors, millimeter wave radar, LIDAR (Light Detection and Ranging), and cameras, as well as combinations of these.

Specifically, for example, multiple millimeter wave radars serving as surrounding environment recognition sensors 20a are disposed at the four corners of the vehicle (e.g., left front side, right front side, left rear side, right rear side, etc.). Of these, the left and right front side millimeter wave radars are provided, for example, on the left and right sides of the front bumper, and are used to monitor some areas around the vehicle that are difficult to recognize using images acquired by the two cameras 21a, 21b of the camera unit 21 (areas diagonally forward and to the left and right of the vehicle).

In addition, the left and right rear millimeter wave radars are installed, for example, on the left and right sides of the rear bumper, and are used to monitor some areas around the vehicle (areas from the sides to the rear of the vehicle) that cannot be monitored by the left and right front millimeter wave radars.

The surrounding environment recognition unit 20b acquires surrounding environment information, which is information about moving objects around the vehicle (e.g., vehicles traveling alongside, following vehicles, oncoming vehicles, etc.), based on the output signal from the surrounding environment recognition sensor 20a.

The periphery monitoring unit 20 and the camera unit 21 constitute the surrounding environment information acquisition device and surrounding situation recognition device in the driving control device 1 of this embodiment. Here, the driving environment recognition section 21d of the camera unit 21 and the surrounding environment recognition section 20b of the periphery monitoring unit 20 are connected to the input side of the driving control unit 22 through the in-vehicle communication line 10. In addition, the driving control unit 22 and the map locator calculation section 12 are connected to each other so as to be able to communicate in both directions through the in-vehicle communication line 10. And, to the input side of the driving control unit 22, a mode change switch 33, a steering wheel touch sensor 34, a steering torque sensor 35, a brake sensor 36, an accelerator sensor 37, etc. are connected as a plurality of various switches or a plurality of sensor groups that detect the vehicle internal environment information.

The mode changeover switch 33 refers to a group of switches that the driver can use to select various driving modes and to switch on and off to select multiple control functions related to driving assistance control. By operating the mode changeover switch 33, the driver can selectively switch on and off various driving modes, such as the manual driving mode, the first driving assistance mode, the second driving assistance mode, and the evacuation mode.

Here, the manual driving mode is a driving mode that requires the driver to maintain steering. For example, it is a driving mode in which the vehicle is driven according to the driver's driving operations (steering, accelerator, brake, etc.).

The first driving assistance mode is a semi-automated driving mode that requires the driver to maintain steering and supports the driver's operation according to the vehicle's surrounding environment and other conditions recognized by various sensors, while reflecting the driver's driving operations.

That is, the first driving assistance mode is a semi-automated driving mode that controls, for example, the engine control unit 23, power steering control unit 24, brake control unit 25, etc., and performs a combination of various controls, mainly preceding vehicle following control, lane keeping driving assistance control, lane departure prevention control, lane change control, etc., to drive the vehicle along a set target driving route and appropriately control driving in accordance with the driver's intentions.

The second driving assistance mode is an automatic driving mode in which the vehicle automatically travels along a target driving route by combining various driving controls, such as lane keeping driving assistance control, through control by the engine control unit 23, power steering control unit 24, brake control unit 25, etc., without requiring the driver to maintain steering, operate the accelerator, or operate the brakes.

The evacuation mode is an emergency driving mode for automatically and safely stopping the vehicle when, for example, while driving in the first or second driving assistance mode, the vehicle is unable to continue driving and driving operations cannot be handed over to the driver (i.e., when transition to the manual driving mode or the first driving assistance mode cannot be made).

Furthermore, the mode changeover switch 33 also includes an operating member that allows the driver to selectively switch on and off the driving control that the driver desires from among the various driving controls (e.g., lane keeping driving assist control, etc.) that can be executed by the driving control device 1 of this embodiment.

The steering wheel touch sensor 34 is a sensor for detecting the state in which the driver is gripping the steering wheel (not shown; hereafter simply referred to as the steering wheel) of the steering device, i.e., the driver's holding state. The steering wheel touch sensor 34 is provided at a predetermined location on the steering wheel of the vehicle. The steering wheel touch sensor 34 outputs an ON signal when the driver is gripping a predetermined location on the steering wheel (when the driver is in a holding state).

The steering torque sensor 35 is a sensor that detects steering torque as an amount of driving operation by the driver. The steering torque sensor 35 is provided on a steering shaft (not shown) in the steering device of the vehicle.

The steering wheel touch sensor 34 and the steering torque sensor 35 are sensors for recognizing the state in which the driver of the vehicle is holding the steering wheel, and function as a holding state recognition unit. The output signals of both of these sensors (34, 35) are output to the driving control unit 22.

The brake sensor 36 is a sensor that detects the amount of brake pedal depression as a driving operation amount by the driver.

The accelerator sensor 37 is a sensor that detects the amount of depression of the accelerator pedal as a driving operation amount by the driver.

On the other hand, an alarm device 38 equipped with a monitor panel, a speaker, etc. is connected to the output side of the driving control unit 22. This alarm device 38 is a device that notifies the driver of an alarm (for example, a visual alarm display on a display device such as a monitor panel, an auditory alarm display such as a voice or a horn on a sound device such as a speaker, etc.) according to the surrounding environment recognized based on the surrounding environment information acquired by the driving environment recognition unit 21d and the surrounding environment recognition unit 20b, etc. by the driving control unit 22.

The notification device 38 also displays various types of indications to the driver as necessary, such as indications suggesting the operation the driver should perform (specifically, indications such as "Please depress the brake pedal," "Please release the accelerator," "Please correct the steering wheel," etc.) that allow the driver to perceive them audibly or visually.

The driving control unit 22 is a component unit that performs overall driving control of the vehicle. For example, the driving control unit 22 drives the vehicle along a target driving route that is set based on various information (surrounding environment information, etc.) acquired by the driving environment recognition unit 21d, the surrounding environment recognition unit 20b, etc., and contributes to driving control when executing lane keeping driving assistance control that allows the vehicle to continue driving safely while maintaining the driving lane.

In this case, when the driving control unit 22 in the driving control device 1 of this embodiment recognizes obstacles, such as puddles, on the road surface in the driving lane while lane keeping driving assistance control is being executed, the driving control unit 22 avoids these obstacles or resets a new target driving route taking into account the puddles.

To this end, the driving control unit 22 is configured with a steering assistance control unit 22a, a target driving path setting unit 22b, a wheel passing position estimation unit 22c, etc.

The steering assist control unit 22a performs control to assist the driver in steering the vehicle to travel stably within the travel lane, as well as in steering the vehicle to avoid collisions or contact with dangers that the vehicle may encounter while traveling or obstacles on the travel path. This is one of the various types of control that can be executed by the travel control device 1 of this embodiment.

For example, the steering assist control unit 22a performs steering assist control as needed during execution of lane keeping driving assist control for driving the vehicle along a set target driving route. In addition, when the vehicle recognizes an obstacle, such as a puddle, on the road surface ahead while driving under lane keeping driving assist control, the steering assist control unit 22a performs steering assist control as needed to avoid the obstacle.

The target driving path setting unit 22b virtually sets target setting lines (see the two-dot chain lines indicated by the symbols TL and TR in FIG. 2) along the inner edges of the recognized left and right dividing lines on the left and right based on information about the left and right dividing lines (see the symbols LL and LR in FIG. 2) of the vehicle's driving lane (vehicle driving lane; see symbol 201 in FIG. 2) that are determined based on surrounding environment information recognized by the driving environment recognition unit 21d of the camera unit 21, and sets the center position of these target setting lines TL and TR as the target driving path (see the two-dot chain line indicated by the symbol TC in FIG. 2) based on lane width data, etc.

Then, the target driving path setting unit 22b recognizes the area between the target setting lines TL and TR as the driving lane in which the host vehicle will travel. The target driving path TC drawn in the center position of the recognized driving lane is set within the host vehicle lane, and becomes a virtual driving line that is the target when the lane keeping driving assist control is executed to drive the host vehicle.

The wheel passing position estimation unit 22c estimates a predicted line (predicted wheel passing path) that connects the positions where the front, rear, left and right wheels of the host vehicle are predicted to pass when the vehicle is driven along the target driving path TC set by the target driving path setting unit 22b. In this case, the predicted wheel passing position is estimated based on the set target driving path TC and various information about the host vehicle (host vehicle information), such as the vehicle width data or tread width data of the host vehicle.

Note that vehicle information such as vehicle width data and tread width data of the vehicle is referenced from data previously stored in a predetermined memory area in the driving control device 1 (e.g., an internal memory area (not shown) of the driving control unit 22, etc.).

The driving control unit 22 performs various predetermined situation judgments based on output information from the driving environment recognition unit 21d of the camera unit 21 and the surrounding environment recognition unit 20b of the surrounding monitoring unit 20 (i.e., the surrounding environment information acquisition device), as well as various information obtained through the map locator calculation unit 12, and vehicle internal environment information obtained from the mode change switch 33 and various sensors (34, 35, 36, 37), etc., and performs driving control of the vehicle through the engine control unit 23, power steering control unit 24, brake control unit 25, etc. based on the results of these judgments.

When an automatic driving section where automatic driving control is permitted is set within the target driving route set by the map locator calculation unit 12, the driving control unit 22 sets a driving route for performing automatic driving control in the automatic driving section. In the automatic driving section, the driving control unit 22 also has a function of appropriately controlling the engine control unit 23, power steering control unit 24, brake control unit 25, etc. to automatically drive the vehicle in the second driving assistance mode along the target driving route set from the vehicle position estimated based on various information.

At that time, the driving control unit 22 performs driving control such as preceding vehicle following control, lane keeping driving support control, etc. based on the surrounding environment information recognized by the driving environment recognition unit 21d to make the vehicle follow the preceding vehicle if a preceding vehicle is detected, and to make the vehicle travel at a set vehicle speed within the speed limit if a preceding vehicle is not detected. In addition, steering support control such as lane keeping driving support control, lane departure prevention control, lane change control, etc., which are appropriately selected, is performed, and further, driving control such as driver abnormality response control is performed in some cases.

As described above, the driving control unit 22 is connected to each control unit, such as the engine control unit 23, the power steering control unit 24, and the brake control unit 25, via the in-vehicle communication line 10. In this way, the driving control unit 22 controls each control unit (23, 24, 25), etc.

A throttle actuator 27 is connected to the output side of the engine control unit 23. This throttle actuator 27 opens and closes the throttle valve of an electronically controlled throttle provided in the throttle body of the engine, and generates the desired engine output by opening and closing the throttle valve in response to a drive signal from the engine control unit 23 to adjust the intake air flow rate.

An electric power steering motor 28 is connected to the output side of the power steering control unit 24. This electric power steering motor 28 applies steering torque to the steering mechanism by the rotational force of the electric motor. In driving modes other than the manual mode (first and second driving assistance modes, evacuation mode, etc.), various steering assistance controls that assist steering operation (i.e., steering) are executed by controlling the electric power steering motor 28 with a drive signal from the power steering control unit 24. In addition, the steering torque sensor 35 indicates a steering torque value by detecting a change in the drive amount of the electric power steering motor 28 or the drive amount of the steering mechanism, etc.

A brake actuator 29 is connected to the output side of the brake control unit 25. This brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. When the brake actuator 29 is driven by a drive signal from the brake control unit 25, the brake wheel cylinders generate a braking force on each wheel, forcibly decelerating the vehicle.

The map locator calculation unit 12, surrounding environment recognition unit 20b, driving environment recognition unit 21d, driving control unit 22, engine control unit 23, power steering control unit 24, brake control unit 25, etc. are configured by well-known microcomputers and their peripheral devices, for example, equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), and non-volatile storage units. The ROM stores programs executed by the CPU and fixed data such as data tables in advance. This concludes the general configuration of the driving control device 1 of this embodiment.

When a vehicle equipped with the driving control device 1 of one embodiment of the present invention configured in this manner is traveling on a road, the image displayed based on the image data acquired by the camera unit 21 is as shown in Figure 2.

In the following description of this embodiment, an example is given of a road system based on left-hand traffic, where the vehicle's traffic zone is on the left side. Therefore, to apply the configuration of this invention to a road system based on right-hand traffic, it can be easily applied by simply switching the left and right.

Figure 2 shows an example of one frame of an image displayed based on image data acquired by the camera unit 21 while a vehicle equipped with the driving control device of this embodiment is traveling on a road.

In this embodiment, the display image of one frame of image data acquired by the camera unit 21 in the driving control device 1 is shown in a horizontally long rectangular image frame indicated by the reference numeral 200 in FIG. 2.

In the display image 200, the lane in which the vehicle (not shown) is traveling is shown as the vehicle's own lane 201. The vehicle's own lane 201 is the area between the target setting lines TL and TR, which are set by the left-side dividing line LL and the right-side dividing line LR. A target driving route TC is set in the center position of the vehicle's own lane 201.

Note that the target setting lines TL, TR and the target driving route TC are images of setting lines that are virtually set by the driving control device 1, and are not necessarily displayed on the display image that is displayed based on the image data acquired by the camera unit 21, and are shown in FIG. 2 for convenience of explanation.

In the right area of the own lane 201, an oncoming lane 204 exists along the own lane 201. That is, FIG. 2 illustrates an example of a road with one lane in each direction. In this case, the right-side dividing line LR of the own lane 201 is both a center line dividing the left and right lanes (201, 204) of the two-lane road, and is also a right-side dividing line for other vehicles traveling in the oncoming lane 204 (the oncoming vehicle indicated by symbol M2 in FIG. 3).

In addition, a sidewalk 205 and a curb 202 that is the boundary between the sidewalk 205 and the roadway (the vehicle's lane 201) are provided on the left edge of the left dividing line LL of the vehicle's lane 201. In this case, the reference numeral 203 in FIG. 2 indicates the left edge of the road.

Figure 2 shows that there are planar obstacles on the road surface within the vehicle lane 201, such as a manhole cover 206, a road marking 207, and a puddle 208.

These flat obstacles, such as manhole covers 206, road signs 207, and puddles 208, are recognized by the driving environment recognition unit 21d, which performs a predetermined process based on the image data acquired by the camera unit 21 and the image-processed data by the IPU 21c.

A road surface search area SA is set in a specific area of the display image 200, and is shown in FIG. 2 as a rectangular frame area indicated by dotted lines. The display frame of this road surface search area SA is also a virtual display, and is not necessarily displayed on the actual image, and is shown in FIG. 2 for convenience of explanation.

In this case, the driving environment recognition unit 21d in the driving control device 1 of this embodiment detects the normal road surface luminance estimate value of the road surface and the change in road surface luminance (luminance difference) that changes with driving, based on the image data acquired by the camera unit 21 and subjected to a predetermined image processing by the IPU 21c. Then, when a high luminance area with a predetermined luminance value or more is detected, a shape estimation process is performed to estimate the presence of a puddle, etc. 208 on the road surface from the area distribution of the high luminance area, and to estimate the shape, area, position, etc. of the puddle, etc. 208. Note that information related to these puddles, etc. 208 is referred to as puddle information.

In this way, when the driving control device 1 recognizes a puddle or the like 208 in the driving lane ahead, the driving control device 1 performs a process of resetting the target driving route taking into account the recognized puddle or the like 208, and performs driving control along the newly set target driving route.

Figure 3 is a conceptual diagram showing an overview of a situation similar to that shown in Figure 2. Note that in Figure 3, the manhole cover 206 and road markings 207 shown in Figure 2 are omitted in order to avoid cluttering the drawing.

In FIG. 3, the vehicle M equipped with the driving control device 1 (not shown in FIG. 3) of this embodiment is traveling along the target driving route TC (two-dot chain line arrow) in the vehicle's lane 201. In this case, a puddle or the like 208 is formed ahead in the vehicle's lane 201. In the example shown in FIG. 3, the puddle or the like 208 is formed in a planar and irregular shape in an area from a part of the vehicle's lane 201 across the left-side dividing line LL to the left edge 203 of the road. In other words, FIG. 3 shows an example in which the puddle or the like 208 is at least partially within the vehicle's lane 201 and is formed in an area to the left of the target driving route TC set in the center of the vehicle's lane 201.

In FIG. 3, a pedestrian H is shown to be present on the sidewalk 205 at a lateral position of the area where the puddle 208 is formed. In this case, the pedestrian H is walking in a direction that is approximately parallel to the traveling direction of the vehicle M. Furthermore, an oncoming vehicle M2 is shown to be traveling in the oncoming lane 204. Note that the lateral position here refers to the left-right direction (width direction of the vehicle M) that is the extension direction of the road and perpendicular to the traveling direction of the vehicle M (direction along the target driving route TC).

Under such circumstances, the driving control device 1 of the vehicle M acquires information about the surrounding environment of the vehicle M while it is traveling, and based on the acquired information about the surrounding environment, recognizes puddles, etc. 208 ahead in the vehicle lane 201, pedestrians, etc. H on the sidewalk, other vehicles traveling nearby (oncoming vehicle M2 in Figure 3), etc.

When a puddle or the like 208 is recognized ahead in the vehicle's lane 201, the driving control device 1 first estimates a predicted wheel passage path TA (see the dashed two-dot arrow in FIG. 3 ), which is a path that the wheels of the vehicle M (see the left wheel MT (L) in FIG. 3 ) are expected to pass through if the vehicle M is caused to travel along the currently set target travel path TC. Then, it estimates whether the predicted wheel passage path TA will pass over the puddle or the like 208 (the example in FIG. 3 shows that the wheels pass through). In other words, it estimates whether the wheels MT (L) of the vehicle M will pass over the puddle or the like 208 after a predetermined time has elapsed if the vehicle M continues traveling along the current target travel path TC.

If it is estimated that the predicted wheel passage path TA will pass over a puddle or the like 208, the driving control device 1 resets a new target driving path TC2 that can avoid the recognized puddle or the like 208 (see the two-dot chain line in FIG. 3). Then, driving control involving steering control is performed to switch from the previously set target driving path TC to the newly set target driving path TC2 for smooth and safe driving. The example in FIG. 3 shows a path from the original target driving path TC to the new target driving path TC2 via a changed path indicated by the symbol TC1.

In this way, the vehicle M transitions from traveling along the initially set target travel route TC to traveling along the new target travel route TC2, and eventually passes the side of the puddle, etc. 208. In FIG. 3, the position of the vehicle M when it reaches the side of the puddle, etc. 208 is indicated by the symbol M1.

When it is confirmed that the vehicle has passed through the lateral position of the recognized puddle or the like 208 and avoided it, the driving control device 1 returns the setting to the initially set target driving route TC, and driving control is performed to continue driving along the target driving route TC. FIG. 3 shows an example of returning to the initial target driving route TC from the target driving route TC2 via a changed route indicated by the symbol TC3.

In this case, the driving control device 1 also recognizes pedestrians H on the sidewalk 205 near the lateral position of the puddle 208, and an oncoming vehicle M2 on the oncoming lane 204. In this case, the driving control device 1 executes a predetermined deceleration control, etc. at the same time, or before steering control for changing the target driving route.

In this way, the driving control device 1 of this embodiment takes into consideration the puddle 208 recognized ahead in the driving lane, and also the surrounding environment such as pedestrians H and other vehicles (oncoming vehicles M2), and resets a new target driving route that can avoid the puddle 208, or, if the puddle cannot be avoided, suppress the impact on the surroundings caused by the scattering of mud, sewage, etc. from the puddle 208, and performs driving control along the new target driving route. Note that other situations different from the case described in FIG. 3, such as different situations when the host vehicle M avoids the puddle 208 ahead, or when the host vehicle M cannot avoid the puddle 208 ahead, and the details of each corresponding action will be described later.

Next, the operation of the driving control device 1 of this embodiment when setting a target driving route that takes into account puddles, etc. will be explained below with reference to Figures 3 to 24.

Figures 3 to 5 are conceptual diagrams showing examples of cases where, when a vehicle equipped with the driving control device of this embodiment recognizes a puddle or the like in front of the vehicle's lane that may impede driving while driving on a road, the vehicle performs driving control to avoid the puddle or the like, and reliably avoids the puddle or the like without passing over it. Of these, Figures 3 and 4 show two examples of cases where the vehicle performs avoidance driving control within the range of the vehicle's lane. Note that Figure 3 is an example of a case where the vehicle changes its driving route to the right by steering within the vehicle's lane to avoid a puddle or the like (avoidance by steering within the vehicle's lane). Also, Figure 4 is an example of a case where the vehicle changes its driving route to the left by steering within the vehicle's lane to avoid a puddle or the like by straddling it (avoidance by straddling within the vehicle's lane). Figure 5 shows an example of a case where the vehicle performs avoidance driving control by straying from the vehicle's lane into the oncoming lane (avoidance by straying from the oncoming lane).

Figures 6 to 16 are flowcharts showing the operation of the driving control device of this embodiment when setting a target driving route that takes into account puddles, etc. and performing driving control. Of these, Figure 6 is a flowchart that shows an outline of the processing flow when setting a target driving route that takes into account puddles, etc. in the driving control device of this embodiment.

Figure 7 is a flowchart showing a subroutine of the process of step S12 in Figure 6 (target driving route setting process). Figure 8 is a flowchart showing a subroutine of the process of step S14 in Figure 6 (puddle, etc. estimation process). Figure 9 is a flowchart showing a subroutine of the process of step S18 in Figure 6 (target driving route re-setting process).

Figure 10 is a flowchart showing a subroutine of the process of step S58 in Figure 9 (processing for setting an avoidance route within the range of the own lane). Figure 11 is a flowchart showing a subroutine of the process of step S55 in Figure 9 (processing for setting a route for avoiding deviation into the oncoming lane). Figure 12 is a flowchart showing a subroutine of the process of step S59 in Figure 9 (processing for setting a route through a puddle area within the range of the own lane).

Figure 13 is a flowchart showing the subroutine of the processing of steps S93, S98, S99, 105, and 106 in Figure 12 and step S141 in Figure 15 (deceleration control processing). Figure 14 is a flowchart showing the subroutine of the processing of steps S97 and S100 in Figure 12 (second and third shape pattern corresponding driving route setting processing (left and right)). Figure 15 is a flowchart showing a part of the flowchart in Figure 12 (the processing sequence after branching from the processing of step S102 in Figure 12). Figure 16 is a flowchart showing the subroutine of the processing of steps S104 and S107 in Figure 12 (second and third shape pattern corresponding driving route setting processing (center)).

Figure 17 is a conceptual diagram showing an example of a situation in which, when a vehicle equipped with the driving control device of this embodiment is traveling on a road and recognizes a puddle or the like in front of the vehicle's lane that may impede driving, the vehicle is unable to avoid the puddle or the like and passes over the area of the puddle or the like. Note that Figure 17 shows an example of a case in which the vehicle performs avoidance driving control within the range of the vehicle's lane. Note that the basic surrounding conditions shown in Figure 17 are similar to those in Figures 3 to 5.

Figures 18 to 20 are conceptual diagrams showing situations when a vehicle equipped with the driving control device of this embodiment drives while taking into consideration puddles on the road. Of these, Figure 18 shows three situations in which the vehicle can reliably avoid a puddle without passing over it. Figures 19 and 20 show situations in which, when the vehicle passes a puddle laterally, a sufficient avoidance area cannot be secured, and the vehicle is unable to avoid the puddle and is forced to pass over the area of the puddle. Of these, Figure 19 shows one situation in which splashes from a puddle splash toward the outside of the vehicle. Figure 20 shows one situation in which splashes from a puddle splash toward the inside of the vehicle.

Figures 21 to 24 are conceptual diagrams showing examples of various aspects when classifying and recognizing planar shapes such as puddles. Of these, Figure 21 is a diagram showing one aspect of the first shape pattern of planar shapes such as puddles (when classified using a rectangular shape as a feature point). Figure 22 is a diagram showing another aspect of the first shape pattern of planar shapes such as puddles (when classified using an elliptical shape as a feature point). Figure 23 is a diagram showing one aspect of the second shape pattern of planar shapes such as puddles (when classified using a triangle as a feature point and the lateral protruding region is on the front side). Figure 24 is a diagram showing another aspect of the second shape pattern of planar shapes such as puddles (when classified using a triangle as a feature point and the lateral protruding region is on the back side).

When the vehicle M equipped with the driving control device 1 of this embodiment is started and each component unit such as the camera unit 21, the surroundings monitoring unit 20, and the driving control unit 22 starts operating, the vehicle M starts driving on the road in response to a specified operation by the driver.

At this time, first, in step S11 of FIG. 6, the driving control unit 22 starts the recognition process of the environment ahead and the surrounding environment of the vehicle through the surrounding environment recognition unit 20b, the driving environment recognition unit 21d, etc.

The surrounding environment recognition unit 20b, driving environment recognition unit 21d, etc. recognize the forward and surrounding environment, including the left and right dividing lines of the vehicle's lane and adjacent lanes. The driving control unit 22 also detects the state of the vehicle itself (e.g., vehicle speed, the type of driving control selected, etc.). The surrounding environment recognition process is performed continuously while the driving control device 1 is running.

The functions related to driving assistance such as lane keeping driving assist control are configured so that the driver can selectively set them on and off as desired by operating various operating members, such as the mode change switch 33. However, in this embodiment, in order to simplify the explanation, it is assumed that the instruction signal for executing lane keeping driving assist control is already in the on state at the time of the processing of step S11.

Next, in step S12, the driving control unit 22 sets a target driving route TC (target setting lines TL, TR of the vehicle's lane, lane center position, etc.) for lane keeping driving assist control using the target driving route setting unit 22b, etc., based on the left and right dividing line information of the vehicle's lane recognized in the processing of step S11, the position information of the vehicle's M, road map information, etc. Also, at this point in time, in addition to the shape information of the road on which the vehicle M is traveling (such as shape information of a two-lane road, two lanes on one side, or three-lane road, etc.), position information of the lane on which the vehicle M is traveling (such as information on the center lane of a three-lane road, etc.) is also acquired.

Here, the details of the target driving route setting process in step S12 are shown in the processing sequence in FIG. 7. The target driving route setting process performed here is similar to the process performed by a conventional driving control device. Therefore, the processing sequence for setting the target driving route in this embodiment will only be briefly described below.

First, in step S31 of FIG. 7, the driving environment recognition unit 21d recognizes the left and right dividing lines LL and LR.

Next, in step S32, the target driving path setting unit 22b of the driving control unit 22 sets target setting lines TL and TR on the left and right sides that run along the inner edges of the recognized left and right dividing lines LL and LR.

Next, in step S33, the target driving route setting unit 22b of the driving control unit 22 sets the center position of the target setting lines TL, TR as the target driving route TC based on lane width data, etc. acquired from map information, etc.

Furthermore, in step S34, the target driving path setting unit 22b of the driving control unit 22 recognizes the area between the target setting lines TL and TR as the driving lane (the own lane 201). After that, the process exits (returns) from this target driving path setting process sequence and proceeds to the process of step S13 in FIG. 6.

Returning to FIG. 6, in step S13, the cruise control unit 22 starts lane keeping cruise assist control along the set target cruise route TC. The basic processing sequence of this lane keeping cruise assist control is substantially the same as that performed in conventional cruise assist control. Therefore, a detailed description of the lane keeping cruise assist control will be omitted.

Next, in step S14, the cruise control unit 22 starts the puddle estimation process. Details of the puddle estimation process in step S14 are shown in the processing sequence in FIG. 8.

First, in step S41 of FIG. 8, the driving environment recognition unit 21d calculates the average road surface luminance in a predetermined road surface search area SA (see FIG. 2) that is preset within the image frame for one frame, for each piece of image data that is continuously acquired, based on the image data acquired by the camera unit 21 and processed by the IPU 21c.

Next, in step S42, the driving environment recognition unit 21d estimates the normal road surface luminance value of the road on which the host vehicle M is traveling every predetermined time (several seconds) based on the average value of multiple road surface luminance values corresponding to each of the multiple image data acquired in succession, and calculates the normal road surface luminance estimate value.

In step S43, the driving environment recognition unit 21d detects changes in road surface luminance (luminance difference) that occur as the vehicle travels within the road surface search area.

Next, in step S44, the driving environment recognition unit 21d checks whether a high-luminance area with a predetermined luminance value or more has been detected relative to the normal road surface luminance estimate value. If a high-luminance area is detected, the process proceeds to the next step S45. If a high-luminance area is not detected, the process returns to step S43.

In step S45, the driving environment recognition unit 21d performs a shape estimation process for each detected high-luminance area to estimate whether the object corresponding to the detected high-luminance area is a road marking, etc., or a puddle, etc. The shape estimation process performed here is, for example, a process of estimating the planar shape, etc., of the high-luminance area based on the area distribution, etc.

Generally, road markings include, for example, manhole covers 206 (see FIG. 2) and various road markings 207 (see FIG. 2). Since the shapes of these road markings are standardized, their shape standard data is stored in advance, and in the shape estimation process, the shape standard data is referenced and compared with the detected high-luminance area, making it easy to determine whether the high-luminance area corresponds to an object installed on the road surface.

In addition, information (such as position and shape information) about road markings, etc. (206, 207) may also be included in road map information, etc. Therefore, in addition to the shape estimation process described above, it is also possible to determine whether an object is a road marking, etc. by referring to road map information, etc.

In addition, in this shape estimation process, if a detected high-luminance area is estimated to be a puddle or the like, related information such as the position, shape, area (size) and so on within the own lane 201 is also obtained at the same time.

In this way, when the shape estimation process (step S45 process) for the high-luminance area detected in the process of step S44 is completed, the process then exits (returns) from this puddle, etc. estimation process sequence and proceeds to the process of step S14 in FIG. 6.

Returning to FIG. 6, in step S15, the cruise control unit 22 checks whether or not a puddle or the like 208 has been recognized ahead in the vehicle's own lane 201 in the processing of step S14 described above. If a puddle or the like 208 has been recognized, the process proceeds to step S16. If a puddle or the like 208 has not been recognized, the process returns to step S13.

In step S16, the driving control unit 22 estimates a predicted wheel passage path if driving continues along the current target driving path TC. In the example shown in FIG. 3, this predicted wheel passage path corresponds to the predicted wheel passage path TA along which the left front wheel MT (L) of the vehicle M will pass.

In step S17, the cruise control unit 22 checks whether the predicted wheel path TA estimated in the processing of step S16 described above, i.e., the path of either the left or right wheel of the vehicle M, is likely to pass over the currently recognized puddle, etc. 208.

The confirmation process performed here is, for example, as follows (see FIG. 3). That is, the puddle estimation process determines the location, shape, and size (area) of the puddle 208 recognized in the above-mentioned puddle estimation process (step S14 in FIG. 6) within the driving lane (own lane 201).

Therefore, first, information about recognized puddles, etc. 208 is superimposed on information about the driving lane (own lane 201). This makes it clear where and in what form the puddles, etc. 208 are distributed within the range of the own lane 201. Then, based on the target driving path TC set within the own lane 201, the lane width data of the own lane 201, and the vehicle width data, tread width data, etc. of the own vehicle M, a predicted wheel passage path TA of the own vehicle M is obtained, and information about the predicted wheel passage path TA is superimposed on related information about the own lane 201, which includes information about the puddles, etc. 208. This makes it possible to confirm whether the predicted wheel passage path TA overlaps with the puddles, etc. 208.

The predicted wheel passage path TA can be calculated as follows. That is, as shown in FIG. 3, the target driving path TC is set to be the center position of the target setting lines TL, TR, and approximately the center position of the vehicle's lane 201. When the vehicle M drives along the target driving path TC, the center position of the vehicle M in the width direction is made to coincide with the target driving path TC. As a result, the predicted wheel passage path TA is set to each position that is separated laterally to the left and right by half the tread width W2 (W2/2) from the target driving path TC.

The examples shown in Figures 3 and 4 show a situation in which, if the vehicle M continues to travel along the initially set target travel route TC, after a predetermined time has elapsed, the predicted wheel passage route TA of the vehicle M passes over a puddle or the like 208 (i.e., a situation in which the predicted wheel passage route TA overlaps with the puddle or the like 208).

In addition, when a puddle or the like 208 is recognized ahead within the range of the vehicle's own lane 201, the predicted wheel passage path TA of the vehicle's own vehicle M does not overlap with the puddle or the like 208 (when there is no possibility that the wheels will pass over the puddle or the like), for example, the following is an example of such a case.

That is, the puddle or the like 208 is located within the range of the vehicle's lane 201, near the approximate center of the lane 201, the lateral length (width dimension) of the puddle or the like 208 itself is smaller than the tread width W2 of the vehicle M, and there is a predetermined lateral distance between the outer edges (left and right ends) of the puddle or the like 208 and the target setting lines TL, TR at the opposite positions. In this case, the vehicle M can avoid the puddle or the like 208 by straddling it without the wheels passing over it, by performing a predetermined avoidance driving control as necessary.

The vehicle indicated by the symbol M1 in FIG. 4, which will be described in detail later, indicates the host vehicle M traveling along the initially set target travel route TC, which performs avoidance travel control to avoid a puddle or the like 208 recognized ahead within the range of the host vehicle's lane 201, and travels along a newly set target travel route TC2.

Figure 4 shows an example of a case where the changed predicted wheel passage path TA1 does not overlap with a puddle or the like when the vehicle M1 travels along the changed target driving path TC2 (there is no possibility of the wheels passing over a puddle or the like).

That is, if it is confirmed in the process of step S17 in FIG. 6 that the predicted wheel passage path TA overlaps with a puddle or the like 208 (if there is a possibility that the wheels will pass over a puddle or the like), the process proceeds to step S18.

In addition, if it is confirmed that the predicted wheel passage path TA does not overlap with a puddle or the like 208 (if there is no possibility that the wheels will pass over a puddle or the like), the wheels of the vehicle M will continue traveling without passing over the puddle or the like 208, and it is considered that there will be no adverse effects on the surroundings caused by splashing mud, dirty water, etc. Therefore, in this case, the process returns to step S13, and the same process is repeated while continuing the driving control as it is.

As described above, the predicted wheel passage path TA is set as a predicted line connecting the positions where the front, rear, left and right wheels of the vehicle are predicted to pass. However, the wheels used in an actual vehicle have a certain width dimension in the lateral direction. Therefore, the predicted wheel passage path TA as a predicted line along which the vehicle will pass actually has a width dimension in the lateral direction that is approximately equal to the wheel width.

In the above explanation, the predicted wheel passage path TA is calculated using tread width data of the vehicle M. In general, tread width refers to the distance (lateral distance) between the centers of the ground contact surfaces of the left and right wheels of the vehicle (see symbol W2 in Figure 3). Therefore, the above explanation does not take this wheel width into consideration.

For this reason, for example, if it is estimated that the predicted wheel passage path TA will pass very close to the outer edge of the puddle, etc. 208, there is a possibility that the wheels of the vehicle M will overlap part of the outer edge of the puddle, etc. 208 because the wheel width is not taken into account. Therefore, in order to obtain greater accuracy when calculating the predicted wheel passage path TA, it is necessary to take into account the width dimension of one wheel (half the wheel width on each side) relative to the tread width. In other words, it is ideal to use "tread width W2 + width data of one wheel" when calculating the predicted wheel passage path TA.

However, in this specification, to avoid complicating the explanation, it is simply referred to as "tread width data." This also applies when tread width data is used in the following explanation.

In the process of step S17 in FIG. 6, if it is estimated that the predicted wheel passage path TA overlaps with a puddle or the like 208 (there is a possibility that the wheels will pass over the puddle or the like), and the process proceeds to step S18, the driving control unit 22 executes a target driving path resetting process in step S18 to change the currently set target driving path TC to a new target driving path to avoid the puddle or the like 208. Here, the details of the target driving path resetting process in step S18 are shown in the processing sequence in FIG. 9.

First, in the target driving route resetting process of FIG. 9, the driving control unit 22 checks whether or not there is an avoidance area to the side of the currently recognized puddle, etc. 208 based on various information (hereinafter collectively referred to as surrounding environment information, etc.) such as the set target driving route TC, the lane width data W of the driving lane (own lane 201), the vehicle width data W1 and tread width data W2 of the own vehicle M, and data on the currently recognized puddle, etc. 208 (position, shape, area (size), etc.).

Here, the avoidance area lateral to the puddle, etc. 208 refers to a lateral spatial area that allows the host vehicle M to continue traveling safely even if the host vehicle M takes a traveling route that deviates from the currently set target traveling route TC in order to avoid the puddle, etc. 208.

For example, as shown in FIG. 3, the lane width W of the lane in which the host vehicle M is traveling (host vehicle lane 201) is set to be sufficiently wider than the vehicle width W1 of the host vehicle M. Here, the lane width W of a road is set to about 3 m for a typical road. Also, the vehicle width of a standard passenger car is set to about 1.7 m.

When a regular-sized passenger vehicle (own vehicle M) travels on such a road, depending on the position, shape, and area (size) of a puddle or the like 208 on the travel lane, the own vehicle M may be able to avoid the puddle or the like 208 by simply shifting its travel path laterally within the own lane 201 without going out (deviation) from the own lane 201.

For example, the example shown in FIG. 3 shows a specific example of a case in which the host vehicle M can avoid a puddle or the like without going outside the range of the host vehicle lane 201.

In FIG. 3, the lane width of the host lane 201 is indicated by the symbol W, the vehicle width of the host vehicle M is indicated by the symbol W1, and the tread width of the host vehicle M is indicated by the symbol W2.

3, the puddle 208 is formed within the lane 201, at a position forward and to the left as viewed from the vehicle M. In this case, the left lateral edge position (see B in FIG. 3) of the puddle 208 is at least in contact with the left lane LL or extends to an area to the left of the left lane LL (in the example shown in FIG. 3, the left edge position B of the puddle 208 is located near the left edge 203 of the road). The right lateral edge position (see A in FIG. 3) of the puddle 208 indicates the rightmost position of the puddle 208 that is formed by extending a predetermined length from the left lane LL toward the center area of the lane 201.

Note that here (when checking for the presence of an avoidance area), the length of the puddle etc. 208 in the vertical direction (the direction of travel of the vehicle) and its overall shape are not taken into consideration. This information (shape etc.) is used in a specific process that will be described later.

In this type of puddle or the like 208, the overall lateral distance (width dimension) can be indicated as the distance between the left end position B and the right end position A. Also, when focusing on the area in which the puddle or the like 208 exists within the range of the vehicle's own lane 201, this corresponds to the area indicated by the lateral distance (width dimension; symbol W3 in FIG. 3) from the left-side dividing line LL to the right end position A.

3, the lateral distance (width) from the right end position A of the puddle, etc. 208 to the right-side dividing line LR is indicated as W4. This lateral distance indicated by W4 indicates the lateral distance (width) of an area within the own lane 201 where the puddle, etc. 208 does not exist. Therefore, the area indicated by W4 in FIG. 3 can be considered as an avoidance area within the own lane 201 when the own vehicle M avoids the puddle, etc. 208. That is, as shown in FIG. 3, the lane width W is
Lane width W≒Width W3 of the area in the lane including puddles 208 +Width W4 of the avoidance area
In this case,
Avoidance area width W4>vehicle width W1 (or tread width W2)
When the above relationship is established, the left front wheel MT(L) of the vehicle M can reliably avoid the puddle 208 without passing over the puddle 208. Therefore, in this case, it can be estimated that an avoidance area exists to the side of the puddle 208.

Note that FIG. 3 illustrates a case where the puddle 208 is located on the front left side within the range of the own lane 201, but if the puddle is located on the front right side within the range of the own lane, it can be considered in the same way by switching the left and right. Therefore, a description of the case where the puddle is located on the right side within the range of the own lane will be omitted.

In addition to the above, a case such as that shown in FIG. 4 can be considered as an example of a case in which the host vehicle M can avoid a puddle or the like 208 without going beyond the range of the host vehicle lane 201.

In FIG. 4, the lane width of the host lane 201 is indicated by the symbol W, the vehicle width of the host vehicle M is indicated by the symbol W1, and the tread width of the host vehicle M is indicated by the symbol W2, as in FIG. 3.

In the example shown in FIG. 4, the puddle or the like 208 is formed within the range of the vehicle's lane 201, in a position approximately in the center area ahead of the vehicle M as viewed from the vehicle's lane (in the example shown in FIG. 3, it is slightly to the left of the center).

In this case, the rightmost position A and the leftmost position B of the puddle etc. 208 in the lateral direction are not in contact with either of the left and right dividing lines LL, LR, and the puddle etc. 208 as a whole is considered to be formed within the range of the own lane 201. Note that here (when checking for the presence of an avoidance area), no particular consideration is given to the length of the puddle etc. 208 in the vertical direction (the direction of travel of the vehicle) and its overall shape, as in the case of Figure 3.

When the vehicle M recognizes a puddle or the like 208 of this type ahead, if the predicted wheel passage path TA of the vehicle M continuing to travel along the current target driving path TC is predicted to pass over the area of the puddle or the like 208 (Figure 4 shows the case where the path passes over the area), a new target driving path TC2 will be set.

Here, the lateral distance between the rightmost position A and the leftmost position B of the puddle or the like 208 in the lateral direction is indicated as W3, and the lateral distance indicated by the symbol W3 indicates the lateral length (width dimension) of the puddle or the like 208 itself existing in the own lane 201. In this case,
Tread width W2>Width W3 of area of puddle, etc. 208
If the above holds true, then it is considered that the vehicle M can straddle the puddle, etc. 208 with both the left and right wheels MT (L, R) without passing over it, and therefore the vehicle M can avoid the puddle, etc. 208 by straddling it. Therefore, if a new target driving route is set at this time so as to follow the center position C of the lateral distance (width) W3 of the puddle, etc. 208, the vehicle M can straddle the puddle, etc. 208.

Then, the lateral distance (width) from the center position C of the width W3 of the puddle, etc. 208 to the left-side dividing line LL is defined as W5, and the lateral distance (width) from the center position C of the lateral distance (width) W3 of the puddle, etc. 208 to the right-side dividing line LR is defined as W6. Then,
Tread width W2>Width W3 of area of puddle, etc. 208
W5>Vehicle width W1/2 (or tread width W2/2)
W6>vehicle width W1/2 (or tread width W2/2)
If any of the relationships above is satisfied, then when the vehicle M straddles the puddle or the like 208 to reliably avoid it, it is considered that the left and right wheels MT (L, R) can safely pass through on both the left and right sides in the lateral direction of the vehicle M. Therefore, in this case as well, it can be estimated that an avoidance area exists to the side of the puddle or the like 208.

As shown in Figures 3 to 5, when the vehicle M is traveling on a one-lane road, an area of the oncoming lane 204 exists. In this case, the vehicle M may be able to avoid a puddle or the like 208 in the travel lane (the vehicle's own lane 201) by drifting (deviation) into the oncoming lane 204. In this case, however, it is necessary to take into consideration the presence of an oncoming vehicle M2 (see Figure 3) traveling in the oncoming lane 204, the presence of traffic regulations (such as a prohibition on drifting out of a lane), etc.

In addition, when the vehicle M is traveling on a road with two or more lanes in each direction (not shown), it may be possible to avoid a puddle or the like 208 in the traveling lane by changing lanes to an adjacent lane. When changing lanes in this way to avoid a puddle or the like 208, it is necessary to take into consideration vehicles traveling alongside or following in the adjacent lane.

Therefore, in the target driving route resetting process in FIG. 9 (the process of step S18 in FIG. 6), first, in step S51, the driving control unit 22 checks whether or not an avoidance area exists to the side of the puddle or the like 208 within the driving lane (own lane 201) in which the host vehicle M is traveling. If the existence of an avoidance area is confirmed here, the process proceeds to step S58. On the other hand, if the existence of an avoidance area is not confirmed, the process proceeds to step S52.

Here, the confirmation of the presence or absence of an avoidance area performed in the processing of step S51 described above is performed as follows. That is, first, the cruise control unit 22 confirms the location of puddles, etc. 208 within the range of the own lane 201.

The location of the puddles etc. 208 within the vehicle's lane 201 may be, for example, as shown in FIG. 3, formed in the left-hand region of the vehicle's lane 201, with the left end touching the left-hand dividing line LL or extending to the left of the left-hand dividing line LL, or in the right-hand region (not shown) (when the left and right sides of FIG. 3 are swapped), or formed approximately in the center of the vehicle's lane 201, as shown in FIG. 4.

First, when the puddle or the like 208 is in the left or right area within the own lane 201 (see FIG. 3), the cruise control unit 22 calculates the width W4 of the avoidance area from the lane width W of the own lane 201 in which the own vehicle is traveling and the lateral distance (width) W3 of the puddle or the like 208. Then, based on the calculated width W4 of the avoidance area and each data of the vehicle width W1 or tread width W2 of the own vehicle M, it is confirmed whether or not there is an avoidance area lateral to the puddle or the like 208 within the own lane 201. Here,
Width W4 of avoidance area>vehicle width W1 or tread width W2
If the above equation holds, it is estimated that there is an avoidance area within the lane 201, and the process proceeds to step S58 in FIG.
Width of avoidance area W4≦Vehicle width W1 or tread width W2
If so, it is estimated that there is no avoidance area within the range of the own lane 201, and the process proceeds to step S52 in Fig. 9. Note that the determination of the absence of an avoidance area includes the case where the width W4 of the avoidance area is equal to the vehicle width W1 (or the tread width W2). This is because, for example, when the width W4 of the avoidance area is equal to the vehicle width W1 (or the tread width W2), if the vehicle travels through an avoidance area with little lateral space (on the W4 side), there is a possibility that the vehicle will travel over an area of a puddle or the like 208.

On the other hand, when the puddle or the like 208 is located in the vicinity of the approximate center region within the range of the own vehicle lane 201 (see FIG. 4), the cruise control unit 22 calculates the following with respect to the tread width W2 of the own vehicle M and the lateral distance (width) W3 of the puddle or the like 208:
Tread width W2> Width of puddle, etc. W3
If this condition is met, the lateral distance (width) W5 from the center position C of the lateral distance (width) W3 of the puddle, etc. 208 itself to the left demarcation line LL, the lateral distance (width) W6 from the center position C of the lateral distance (width) W3 of the puddle, etc. 208 to the right demarcation line LR, and the vehicle width W1 or tread width W2 of the vehicle M are as follows:
W5>vehicle width W1/2 or tread width W2/2
W6>vehicle width W1/2 or tread width W2/2
If both of the above are true, it is estimated that there is an avoidance area within the own lane 201, and the process proceeds to step S58 in FIG.

In addition,
Width of puddle, etc. W3 ≧ Tread width W2
If so, it is estimated that there is no avoidance area within the range of the own lane 201, and the process proceeds to step S52 in FIG.

In this way, if it is estimated in step S51 of FIG. 9 that there is an avoidance area within the range of the own lane 201, the process proceeds to step S58 of FIG. 9. Also, if it is estimated that there is no avoidance area within the range of the own lane 201, the process proceeds to step S52 of FIG. 9.

If it is determined that there is an avoidance area and the process proceeds to step S58 in FIG. 9, the cruise control unit 22 executes a process in step S58 to set a new driving route that can reliably avoid puddles, etc. 208 within the range of the own lane 201. The details of this process are shown in the processing sequence in FIG. 10.

Before explaining the processing sequence in FIG. 10, we will first use FIG. 18 to explain a situation in which the host vehicle M can reliably avoid a puddle, etc. 208.

Figure 18 shows the lateral positional relationship between the vehicle and a puddle, etc., when the vehicle passes through the lateral position of the puddle, etc., and can reliably avoid the puddle, etc., without passing over the area of the puddle, etc. (i.e., when the wheels of the vehicle can continue traveling without passing over the area of the puddle, etc.).

For example, FIG. 18 shows a case where a puddle or the like 208A is within the range of the own lane 201 (not shown in FIG. 18; see FIG. 3) and is in an area to the left of the own vehicle M. In this case, in order for the own vehicle M to avoid the puddle or the like 208A, for example, the driving route is changed to the right of the currently set target driving route TC (not shown in FIG. 18; see FIG. 3) to set a target driving route in which the left wheel MT(L) of the own vehicle M (the predicted wheel passing route TA; not shown in FIG. 18) does not pass over the area of the puddle or the like 208A.

To achieve this, for example, a driving route is set such that the left wheel MT (L) passes through a position laterally to the right of the right end position A of the puddle, etc. 208A. When such a driving route is set, the host vehicle M passes through the lateral position area (avoidance area) on the right side of the puddle, etc. 208A at a sufficient distance. In other words, a driving route is set such that the puddle, etc. 208A is located laterally on the left side of the body of the host vehicle M. This allows the host vehicle M to reliably avoid the puddle, etc. 208A.

In this case, an avoidance area with dimensions equal to or greater than the vehicle width of the vehicle M is required in the lateral area to the right of the puddle, etc. 208A. The avoidance area is not limited to the area within the vehicle lane 201. For example, if the vehicle M is traveling on a one-lane road (see FIG. 3), a sufficient avoidance area can be secured if the vehicle M can protrude (devote) itself to the oncoming lane 204 (see FIG. 5).

Here, if an oncoming lane area is present on the road on which the vehicle M is traveling, the vehicle M can travel by straying into the oncoming lane 204 and use the oncoming lane area as an avoidance area. In this case, it is necessary to check for the presence of oncoming vehicles traveling in the oncoming lane 204 and to take into consideration traffic regulations such as whether straying (deviation) from lanes is prohibited.

Therefore, if the road on which the vehicle M is traveling is a one-way lane road, and the vehicle M is aware of the presence of an oncoming vehicle or has received traffic regulation information such as a no-departure policy, the vehicle M cannot travel by straying into the oncoming lane. In such a case, the vehicle M can only travel while reliably avoiding puddles, etc. 208 in its own lane 201 if an avoidance area exists.

Note that puddles, etc. 208A can be reliably avoided within the vehicle's lane only when a sufficient avoidance area is secured, and whether or not a sufficient avoidance area can be secured depends on the position, shape, area (size), etc., of the puddles, etc. 208A.

In addition, if the vehicle M is traveling on a road with two or more lanes in each direction, and if it is possible to change lanes to an adjacent lane, a sufficient avoidance area can be secured. In this case, it is necessary to check for the presence of vehicles traveling alongside or following in the adjacent lane.

Note that FIG. 18 illustrates a case where the puddle or the like 208A is in the left-hand region within the range of the vehicle's lane 201, but the same approach can be taken even if the puddle or the like is in the right-hand region by switching the left and right sides.

However, if there is a puddle or the like in the right-hand area, the vehicle cannot extend onto the left sidewalk. Therefore, in the case of a one-lane road, if there is a puddle or the like in the right-hand area of the driving lane, in order to reliably avoid this puddle, it is necessary that there is a sufficient avoidance area to the left of the puddle or the like. Therefore, on a one-lane road, whether a puddle or the like in the right-hand area can be avoided reliably by changing the driving route to the left depends on the position, shape, area (size), etc. of the puddle or the like 208A.

On the other hand, the puddle 208B shown in FIG. 18 is within the range of the host vehicle lane 201 and is in an area to the right of the host vehicle M. In this case, in order for the host vehicle M to avoid the puddle 208B, for example, the host vehicle M can change its driving route to the left of the current driving route and set a driving route in which the right wheel MT(R) of the host vehicle M (the predicted wheel passing route TA; not shown in FIG. 18) does not pass over the area of the puddle 208B.

To achieve this, for example, a driving route is set such that the right wheel MT (R) passes through a position laterally to the left of the left end position B of the puddle, etc. 208B. When such a driving route is set, the host vehicle M passes through a lateral position area (avoidance area) on the left side of the puddle, etc. 208B. In other words, a driving route is set such that the puddle, etc. 208B is located laterally on the right side of the body of the host vehicle M. This allows the host vehicle M to reliably avoid the puddle, etc. 208A.

Furthermore, in the example shown in FIG. 18, since it is only necessary that the right wheel MT (R) does not pass over the left end position B of the puddle, etc. 208B, for example, in a configuration in which there is an inner area on the right side of the body of the vehicle M (see the overhanging portion CL on the side of the vehicle; the part of the vehicle inside the vehicle width W1), the driving route may be set so that the left end position B of the puddle, etc. 208B is located in that inner area. By setting it in this way, the vehicle M can reliably avoid the puddle, etc. 208B.

Note that FIG. 18 illustrates a case where the puddle or the like 208B is in the right-hand area within the range of the vehicle's lane 201, but the same approach can be taken even if the puddle or the like is in the left-hand area by switching the left and right sides.

On the other hand, the puddle etc. 208C shown in FIG. 18 is an example of a case where the puddle etc. 208C is present in the approximately center area ahead of the vehicle in the lane 201, and the width of the puddle etc. 208C is within the tread width W2 of the vehicle M.

In order to avoid such puddles, etc. 208C, for example, a driving route is set so that the puddle, etc. 208C is located between the predicted wheel passage paths TA (see FIG. 4, etc.) of the left and right wheels MT (L, R) of the vehicle M (i.e., so as to straddle the puddle, etc. 208). In other words, a driving route is set so that the puddle, etc. 208C is located within the tread width W2 of the vehicle M. This makes it possible to reliably avoid the puddle, etc. 208C. Details of the means for setting a new driving route to avoid puddles, etc. will be described later.

Returning to FIG. 9, the processing sequence of step S58 in FIG. 9, i.e., the processing for setting a new driving route that can reliably avoid puddles, etc. 208 within the range of the own lane 201 (avoidance route setting processing within the own lane) will be described below with reference to FIG. 10.

First, in step S71 of FIG. 10, the cruise control unit 22 checks whether the position of the puddle, etc. 208 within the range of the host vehicle's lane 201 is in the left/right area or in the approximate center area as viewed from the host vehicle M. If the puddle, etc. 208 is in the left/right area as viewed from the host vehicle M (see FIG. 3), the process proceeds to step S72. If the puddle, etc. 208 is in the approximate center area as viewed from the host vehicle M (see FIG. 4), the process proceeds to step S73.

In step S72, the driving control unit 22 sets a new target driving route TC2 at approximately the center of the recognized avoidance area (see symbol W4 in FIG. 3) (see FIG. 3). Here, the new target driving route TC2 is set as follows.

That is, the center position of the width W4 of the avoidance area determined in the processing of step S51 in FIG. 9 described above is determined. In the example shown in FIG. 3, the center position of the width W4 of the avoidance area is a position separated by a distance W4/2 laterally to the left from the right-side dividing line LR. Or, it is a position separated by a distance W4/2 laterally to the right from the right edge position A of the puddle, etc. 208. At this position, a line drawn in the driving direction of the host vehicle M is set as a new target driving route TC2. Then, proceed to the processing of step S74.

On the other hand, in step S73, the driving control unit 22 sets a new target driving route TC2 at approximately the center position C of the recognized puddle, etc. 208 (see FIG. 4). Here, the new target driving route TC2 is set as follows.

That is, the center position of the width W3 of the puddle, etc. 208 obtained in the processing of step S51 in FIG. 9 described above is obtained. The center position of the width W3 of the puddle, etc. 208 is a position separated laterally to the left from the right end position A of the puddle, etc. 208 by the width W3/2 of the puddle, etc. 208. It is also a position separated laterally to the right from the left end position B of the puddle, etc. 208 by the width W3/2 of the puddle, etc. 208. At this position, a line drawn in the driving direction of the host vehicle M is set as the new target driving route TC2. Then, proceed to the processing of step S74.

In step S74, the driving control unit 22 starts lane keeping driving assist control along the target driving route TC2 newly set in steps S72 and S73 described above. As a result, the host vehicle M switches from driving control along the initially set target driving route TC to driving control along the new target driving route TC2 via the changed route TC1 (see Figures 3 and 4). After that, the process exits (returns) from the processing sequence in Figure 10 and proceeds to the processing of step S56 in Figure 9.

Returning to FIG. 9, in step S56 in FIG. 9, the cruise control unit 22 checks whether the vehicle M has passed the lateral position of the puddle, etc. 208 based on the surrounding environment information, etc. This process is repeated until the vehicle M has passed the lateral position of the puddle, etc. 208. Then, when it is confirmed that the vehicle M has passed the lateral position of the puddle, etc. 208, the process proceeds to the next step S57.

In step S57, the driving control unit 22 returns the setting to the original target driving route TC. As a result, the host vehicle M returns from driving control along the new target driving route TC2 to driving control along the originally set target driving route TC via the changed route TC3 (see FIG. 3; not shown in FIG. 4).

Note that if, for example, a predetermined deceleration control process has been performed in a processing step prior to this process (see the example described below), the vehicle M's traveling speed should have decreased. In this case, acceleration control is performed to restore the traveling speed to the speed prior to the deceleration control process. This acceleration control process is a control process performed by the cruise control unit 22, similar to the deceleration control process described above, by executing control of the throttle actuator 27 through the engine control unit 23. Thereafter, the process sequence of FIG. 9 is exited (returned) and the process returns to step S13 of FIG. 6.

On the other hand, if it is estimated in the above-mentioned step S51 that there is no avoidance area to the side of the puddle, etc. 208 within the range of the own lane 201 and the process proceeds to step S52, the cruise control unit 22 checks the road configuration on which the own vehicle M is traveling based on the surrounding environment information, etc. In this case, the road configuration is determined by checking whether or not there is an adjacent lane (adjacent lane traveling parallel) for another vehicle traveling parallel to the own vehicle M traveling in the same direction. Here, if it is confirmed that there is an adjacent lane traveling parallel to the own vehicle M and that the road has two or more lanes on one side, the process proceeds to step S61. On the other hand, if it is confirmed that there is no adjacent lane traveling parallel to the own vehicle M and that the road has one lane or less on one side, the process proceeds to step S53.

In step S53, the driving control unit 22 checks whether the vehicle is in a traffic regulation area where lane deviation is prohibited, etc., based on surrounding environment information, etc. If it is confirmed that the vehicle is in a traffic regulation area where lane deviation is prohibited, etc., the process proceeds to step S59 (see FIG. 12). If it is confirmed that the vehicle is not in a traffic regulation area where lane deviation is prohibited, etc., the process proceeds to step S54.

In step S54, the cruise control unit 22 checks for the presence of an oncoming vehicle M2 traveling in the oncoming lane 204 based on surrounding environment information, etc. If the presence of the oncoming vehicle M2 is confirmed, the process proceeds to step S59 (see FIG. 12). If the presence of the oncoming vehicle M2 is not confirmed, the process proceeds to step S55 (see FIG. 11).

In step S55, the cruise control unit 22 executes a process (see FIG. 11) for setting a new driving route that will allow the host vehicle M to avoid puddles, etc. 208 by going into the oncoming lane 204. Details of this process are shown in the processing sequence in FIG. 11. Please refer to FIG. 5 for the surrounding conditions in this case.

The processing sequence of step S55 in FIG. 9, that is, the processing for setting a new driving route that will allow the vehicle M to reliably avoid puddles, etc. 208 by going into the oncoming lane 204 (processing for setting a route to avoid going into the oncoming lane) will be described below with reference to FIG. 11. Note that the situation in which this processing sequence is executed is as shown in FIG. 5.

First, in step S81 of FIG. 11, the cruise control unit 22 sets a new target travel route TC2 along the travel direction of the vehicle M at a position that is a vehicle width W1/2 or a tread width W2/2 of the vehicle M to the right in the lateral direction (see the example in FIG. 5) from the right end position A of the puddle, etc. 208. Then, the process proceeds to step S82.

In step S82, the driving control unit 22 starts lane keeping driving assist control along the target driving route TC2 newly set in the above-mentioned step S81. As a result, the host vehicle M switches from driving control along the initially set target driving route TC to driving control along the new target driving route TC2 via the changed route TC1 (see FIG. 5). After that, the process exits (returns) from the processing sequence of FIG. 11 and proceeds to the processing of step S56 in FIG. 9.

On the other hand, if the road configuration on which the vehicle M is traveling is confirmed to be a road with two or more lanes in each direction in the process of step S52 described above and the process proceeds to step S61, the cruise control unit 22 in step S61 checks whether the vehicle is in a traffic regulation area where traffic regulations prohibit lane changes (such as no going outside the lane or no overtaking) based on surrounding environment information, etc. If it is confirmed that the vehicle is in a lane change prohibited area, the process proceeds to step S59 in FIG. 9 (see FIG. 12 for a detailed process sequence). If the vehicle is not confirmed to be in a lane change prohibited area, the process proceeds to step S62.

In step S62, the cruise control unit 22 checks for the presence of other vehicles (not shown), such as a vehicle traveling alongside or a following vehicle, traveling in an adjacent lane (not shown), based on surrounding environment information, etc. If the presence of other vehicles, such as a vehicle traveling alongside or a following vehicle, in an adjacent lane is confirmed, the process proceeds to step S59 in FIG. 9 (see FIG. 12 for a detailed processing sequence). If the presence of other vehicles, such as a vehicle traveling alongside or a following vehicle, in an adjacent lane is not confirmed, the process proceeds to step S63.

In step S63, the cruise control unit 22 executes lane change control to an adjacent lane. Note that this lane change control is the same as the cruise control that is generally performed in the past. Therefore, a detailed description of this control is omitted. Then, the process returns to step S51.

In this way, if the process proceeds to step S59 in FIG. 9 for any of the following reasons: the process in steps S61 and S62 above indicates that the vehicle M is unable to change lanes to the adjacent lane; or the process in steps S53 and S54 above indicates that the vehicle M is unable to leave the lane due to traffic restrictions or the presence of an oncoming vehicle; in step S59, the cruise control unit 22 executes a process to set a new travel route that passes over areas of puddles, etc. 208 within the range of the vehicle's lane 201. Details of this process are shown in the processing sequence in FIG. 12.

Here, the processing sequence of step S59 in FIG. 9, that is, the processing for setting a new driving route that passes through an area of puddles, etc. 208 within the range of the own lane 201 (processing for setting a route through a puddle area within the own lane) will be described below with reference to FIG. 12.

Before explaining the processing sequence in FIG. 12, we will first use FIG. 19 and FIG. 20 to explain a situation in which the vehicle M is unable to avoid a puddle or the like 208 and is forced to pass through the area of the puddle or the like 208.

Figures 19 and 20 show situations in which, when a vehicle passes over a lateral position of a puddle, etc., it is not possible to secure a sufficient avoidance area, and the vehicle is unable to avoid the puddle, etc., and is forced to pass over the area of the puddle, etc. Of these, Figure 19 shows one situation in which splashes from the puddle, etc. fly toward the outside of the vehicle. Figure 20 shows one situation in which splashes from the puddle, etc. fly toward the inside of the vehicle.

For example, as shown in FIG. 19, if there is a puddle or the like 208D ahead within the range of the driving lane of the vehicle M (not shown in FIG. 19; see reference numeral 201 in FIG. 4), when resetting the driving route to avoid such a puddle or the like 208D, the avoidance area will be confirmed based on various environmental information (road configuration, width of the driving lane, position of the driving lane, other vehicles in the vicinity, etc.) in addition to surrounding environment information, etc.

In this case, if the avoidance area cannot be sufficiently secured, it is expected that the puddle, etc. 208D cannot be avoided reliably. Therefore, in this case, a target driving route is set in which the wheels of the host vehicle M pass over a portion of the area of the puddle, etc. 208D.

At this time, a target driving path is set so that the predicted wheel passage path of the left wheel MT(L) passes through an area near one lateral end of the puddle, etc. 208D, for example, an area near the right end position A in the example shown in FIG. 19. This causes the left wheel MT(L) to pass only over a part of the area of the puddle, etc. 208D (near the right end position A), minimizing the adverse effects on the surroundings of splashes of mud, sewage, etc., scattered from the puddle, etc. 208D.

In addition, as mentioned above, when setting a new target driving path, if the wheels will pass over a part of a puddle or other area, taking into consideration the direction in which mud, sewage, etc. will be scattered from the puddle, etc., may further reduce the negative impact on the surrounding area.

For example, the situation shown in FIG. 20 is an example of a case where the width W3 of the puddle 208E is greater than the tread width W2 of the vehicle M (W3>W2), and when setting a driving route to avoid the puddle 208E, a driving route is set that causes the vehicle M to straddle the puddle 208E. In this case, only one of the left and right wheels MT (L, R) passes near either the left or right end position A, B of the puddle 208E. The example in FIG. 20 shows a case where the right wheel MT (R) passes near the right end position A of the puddle 208E (so as not to pass over the area of the puddle 208).

In this case, for example, if a driving route is set such that the left wheel MT (L) of the vehicle M passes over a portion of the area near the left end position B of the puddle, etc. 208E, splashes of mud, sewage, etc. from the puddle, etc. 208E will be scattered inward and to the right of the vehicle M. Therefore, for example, on roads with left-hand traffic regulations, it is possible to prevent splashes of water onto the sidewalk on the left side, thereby contributing to minimizing adverse effects on the surrounding area.

Next, returning to FIG. 9, the process of step S59, i.e., the process sequence of FIG. 12 (processing for setting a route through a puddle area within the own lane), will be described below.

In step S91 of FIG. 12, first, the cruise control unit 22 checks the approximate location of the puddle or the like 208 within the range of the driving lane (own lane 201) based on surrounding environment information, etc. Here, if the puddle 208 is in an area biased toward either the left or right dividing line LL, LR of the own lane 201 (see FIG. 3 and FIG. 4), the process proceeds to step S92. On the other hand, if the puddle 208 is in the approximate center area of the own lane 201 (see FIG. 5), the process proceeds to step S101.

In step S92, the driving control unit 22 checks the general shape of the puddle, etc. 208 based on the surrounding environment information, etc. and the puddle shape pattern data, etc. Here, the puddle shape pattern data refers to data that has been stored in advance in, for example, an internal memory area (not shown) of the driving control unit 22.

The puddle shape pattern data described above is roughly as follows. Puddles, etc. 208 are generally formed in irregular shapes on the plane of the road surface. Therefore, in this embodiment, the planar shapes of puddles, etc. 208 are categorized and classified to simplify the control process.

Here, Figs. 21 to 24 are conceptual diagrams showing examples of shapes (shape patterns) when classifying the planar shapes of puddles and the like. Of these, Figs. 21 and 22 show shapes that have a shape that spreads overall in both the vertical and horizontal directions on the road plane. In the driving control device 1 of this embodiment, the shapes shown in Figs. 21 and 22 are classified as "first shape patterns."

More specifically, the first shape pattern is an example formed by expanding approximately evenly in the depth direction (front-to-back direction) and width direction (left-to-right direction). A specific shape of the first shape pattern is, for example, the shape of a puddle or the like 208 that fits into a frame F1 that is approximately rectangular overall, as shown in FIG. 21. Also, as shown in FIG. 22, the shape of a puddle or the like 208 that fits into a frame F2 that is approximately oval overall.

Here, when the wheels pass over a puddle or the like that is categorized as the first shape pattern, the time that the wheels pass over the area of the puddle or the like will be long regardless of the lateral position of the puddle or the like 208 (see the predicted wheel passage path TA in Figures 21 and 22). Therefore, in this case, measures that involve vehicle deceleration control are effective in suppressing the scattering of droplets from the puddle or the like.

On the other hand, Figures 23 and 24 show a shape having a region that spreads vertically on the road plane and a region that protrudes laterally. In this case, the region that spreads vertically is formed unevenly on either the left or right side in the horizontal direction, and the region that protrudes laterally is formed of a region that is narrow in the vertical direction. As shown in Figure 23, the case where the region that protrudes laterally is formed toward the front side is categorized as a "second shape pattern." Furthermore, as shown in Figure 24, the case where the region that protrudes laterally is formed toward the back side is categorized as a "third shape pattern."

Specific examples of shapes included in the second and third shape patterns include a puddle or the like 208 that fits into frames F3 and F4, which are generally triangular overall, as shown in Figures 23 and 24. Note that Figure 23 shows an example in which the vertical region is biased to the left side, and the horizontal protruding region is formed on the front side in the direction of travel, protruding to the right. Separately, a second shape pattern could be a shape in which the left and right sides of Figure 23 are swapped, i.e., a shape that protrudes to the left.

Also, FIG. 24 shows an example in which the vertical region is biased toward the right side, and the horizontal protruding region is formed toward the back in the direction of travel, protruding toward the right. Separately, a third shape pattern may be one in which the left and right sides of FIG. 24 are reversed, i.e., protruding toward the left.

Here, when passing the wheels through a puddle or the like 208 categorized as the second or third shape pattern, if a travel path is set so that the wheels pass through an area as close as possible to the tip of the lateral protruding area, the scattering of droplets from the puddle or the like can be suppressed to a greater extent (see the predicted wheel passage path TA in Figures 23 and 24).

The details will be described later, but in the case of the second shape pattern in FIG. 23, the lateral protruding area is closer, so the wheels will pass over a part of the area such as a puddle at an earlier timing. Therefore, in this case, it is appropriate to first prioritize setting a travel route for avoidance while also performing deceleration control.

In addition, in the case of the third shape pattern in FIG. 24, the lateral protruding area is located on the far side, so the timing at which the wheels pass over a portion of the area such as a puddle is slightly delayed compared to the second shape pattern in FIG. 23. Therefore, in this case, it is appropriate to first prioritize deceleration control while also setting a driving route for avoidance.

Returning to FIG. 12, if it is confirmed in step S92 (checking the shape of the puddle, etc.) in FIG. 12 that the shape of the puddle, etc. 208 corresponds to the first shape pattern (see FIG. 21, FIG. 22), the process proceeds to step S93. If it is confirmed that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see FIG. 23, FIG. 24), the process proceeds to step S96.

In step S93, the cruise control unit 22 executes a predetermined deceleration control process. The details of this process are shown in the processing sequence in FIG. 13.

The processing sequence of deceleration control will now be described with reference to FIG. 13. In step S121 of FIG. 13, the cruise control unit 22 checks whether or not a following vehicle (not shown) is present in the vehicle's own lane 201 based on surrounding environment information, etc. If the presence of a following vehicle is confirmed, the process proceeds to step S122. If the presence of a following vehicle is not confirmed, the process proceeds to step S123.

In step S122, the cruise control unit 22 executes a first deceleration control process by controlling the throttle actuator 27 via the engine control unit 23 or the brake actuator 29 via the brake control unit 25. In this first deceleration control process, for example, a gradual deceleration of 0.3 G or less is performed, taking into account the relative speed with respect to the following vehicle. Then, the process proceeds to step S123.

As a guideline for the target speed after deceleration when the presence of a following vehicle is not confirmed, it is desirable to set it at approximately 20 km/h on general roads and at approximately 60 to 80 km/h on expressways. In practice, the target speed will be set appropriately according to the legal speed limit in accordance with the traffic regulations of the road on which the vehicle M is traveling.

In step S123, the cruise control unit 22 checks whether or not a pedestrian H is present around the vehicle M, based on the surrounding environment information, etc. If the presence of a pedestrian H is confirmed, the process proceeds to step S124. If the presence of a pedestrian H is not confirmed, the process exits this deceleration control process sequence (return) and returns to the process sequence of FIG. 12, after which the process immediately proceeds to step S56 of FIG. 9 (return).

In step S124, the cruise control unit 22 executes a second deceleration control process by controlling the throttle actuator 27 via the engine control unit 23 or the brake actuator 29 via the brake control unit 25. In this second deceleration control process, the vehicle M is decelerated to a speed at which it can be stopped immediately (so-called slow movement), taking into consideration the presence of nearby pedestrians H, etc. After that, the process exits from this deceleration control process sequence (return) and returns to the process sequence of FIG. 12, after which the process immediately proceeds to step S56 in FIG. 9 (return).

In the deceleration control processing sequence of FIG. 13, for example, following vehicles and pedestrians H are checked, and if neither are found, driving is continued without performing any deceleration control. This means that if following vehicles and pedestrians H are not found, the vehicle M will continue driving at the same driving speed and pass over the area of the puddle 208. In this case, the vehicle M passing over the area of the puddle 208 will splash mud, sewage, etc. However, if there are no following vehicles or nearby pedestrians H, it is considered that there is no risk of adverse effects on the surroundings even if mud, sewage, etc. are splashed.

However, splashes of mud, dirty water, etc., that are scattered when passing over an area of a puddle, etc. 208 may have some effect on the vehicle M in some cases (for example, the vehicle M may become dirty due to splashes, etc.). Taking this into consideration, when setting a driving route for the vehicle M to pass over an area of a puddle, etc. 208, a processing sequence may be used that executes at least the first deceleration control regardless of the presence of a following vehicle, pedestrian, etc. H.

Furthermore, in cases where the presence of neither a following vehicle nor pedestrians H has been confirmed, and where it is estimated that there will be little adverse effect on the vehicle due to splashing water even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be around the periphery of a puddle, where splashing water is likely to be small, or when the vehicle is originally set to a low driving speed), the processing sequence may omit deceleration control.

On the other hand, if the shape of the puddle, etc. 208 is confirmed to correspond to either the second shape pattern or the third shape pattern (see FIGS. 23 and 24) in the process of step S92 in FIG. 12 described above (checking the shape of the puddle, etc.), and the process proceeds to step S96, the cruise control unit 22 in step S96 checks whether the shape of the puddle, etc. 208 corresponds to the second shape pattern (see FIG. 23) based on the surrounding environment information, etc. If it is confirmed that the shape of the puddle, etc. 208 corresponds to the second shape pattern (see FIG. 23), the process proceeds to step S97. If it is confirmed that the shape of the puddle, etc. 208 corresponds to the third shape pattern (see FIG. 24), the process proceeds to step S99.

In step S97, the driving control unit 22 executes a driving route setting process (when a puddle or the like is present on the left or right side) corresponding to the second shape pattern based on the surrounding environment information, etc. Details of this process are shown in the processing sequence in FIG. 14.

Here, in step S131 of FIG. 14, the driving control unit 22 sets a new target driving route at a lateral position away from the dividing line (either the left or right dividing line LL or LR) on the side facing the tip position of the protruding area of the puddle, etc. 208, by a vehicle width W1/2 toward the dividing line on the opposite side, based on surrounding environment information, etc.

The leading edge position of the protruding region of the puddle, etc. 208 can be determined as follows. That is, when the puddle, etc. 208 exists mainly in the left region within the range of the own vehicle lane 201, the leading edge position of the protruding region is the right edge position A, as shown in FIG. 23. Also, when the puddle, etc. 208 exists mainly in the right region within the range of the own vehicle lane 201, the leading edge position of the protruding region is found to be the left edge position B by considering the left and right sides of FIG. 23 in reverse. The position information of the right edge position A and the left edge position B within the range of the own vehicle lane 201 has already been acquired by the puddle, etc. estimation process in FIG. 8 described above.

Therefore, in the process of step S131, if the puddle or the like 208 has the second shape pattern and is in the leftward area, a new target driving path is set at a lateral position that is a vehicle width W1/2 away from the right-side dividing line LR on the side facing the right end position A of the puddle or the like 208 toward the left-side dividing line LL. As a result, the left wheel MT (L) of the vehicle M passes over the area near the right end position A of the puddle or the like 208 (see the predicted wheel passing path TA in FIG. 23).

Also, if the puddle or the like 208 has the second shape pattern and is in the right-side area, a new target driving path is set at a lateral position that is a vehicle width W1/2 away from the left-side dividing line LL on the side facing the left edge position B of the puddle or the like 208 toward the right-side dividing line LR. This causes the right-side wheel MT (R) of the vehicle M to pass over the area near the right edge position A of the puddle or the like 208.

Next, in step S132 of FIG. 14, the driving control unit 22 starts lane keeping driving assist control to drive the host vehicle M along the target driving route newly set in the processing of step S131 described above. After that, the processing sequence of FIG. 14 is exited (returned) and the processing proceeds to step S98 of FIG. 12.

As mentioned above, the process sequence of FIG. 14 is used to explain the driving route setting process corresponding to the second shape pattern (see FIG. 23), but this process sequence of FIG. 14 can be applied in exactly the same way as the driving route setting process corresponding to the third shape pattern (see FIG. 24).

Returning to FIG. 12, in step S98 in FIG. 12, the cruise control unit 22 executes a predetermined deceleration control process. The details of this process are the processing sequence shown in FIG. 13, similar to step S93 described above. Therefore, a description thereof will be omitted. After that, the process exits the processing sequence in FIG. 13 (return) and returns to the processing in FIG. 12, after which the process immediately proceeds to the processing of step S56 in FIG. 9 (return).

On the other hand, if the shape of the puddle etc. 208 is confirmed to correspond to the third shape pattern (see FIG. 24) in the process of step S96 in FIG. 12 described above and the process proceeds to step S99, the cruise control unit 22 executes a predetermined deceleration control process in this step S99. The details of this process are the process sequence shown in FIG. 13, similar to the above steps S93 and S98. Therefore, a description thereof will be omitted. Thereafter, the process sequence of FIG. 13 is exited (returned) and the process proceeds to step S100 in FIG. 12.

In step S100 of FIG. 12, the driving control unit 22 executes a driving route setting process (when a puddle or the like is present on the left or right side) corresponding to the third shape pattern based on surrounding environment information, etc. The details of this process are the same as those of the processing sequence shown in FIG. 14, as with step S97 described above. Therefore, a description thereof will be omitted. After that, the process exits the processing sequence of FIG. 14 (return) and returns to the processing of FIG. 12, and then immediately proceeds to the processing of step S56 of FIG. 9 (return).

On the other hand, in the process of step S91 in FIG. 12 described above, if a puddle or the like 208 is located in the approximate center area within the range of the driving lane (own lane 201) (see FIG. 5), the process proceeds to step S101, as follows:

First, in step S101 of FIG. 12, the driving control unit 22 calculates the lateral distance W8 between the left end position B of the puddle, etc. 208 and the left side dividing line LL, and the lateral distance W9 between the right end position A of the puddle, etc. 208 and the right side dividing line LR based on surrounding environment information, etc. (see FIG. 17 below for distances W8 and W9).

Next, in step S102, the cruise control unit 22 checks the shape of the puddle, etc., in the same manner as in step S92 described above. If it is confirmed that the shape of the puddle, etc. 208 corresponds to the first shape pattern (see Figures 21 and 22), the process proceeds to step S141 in Figure 15 (see circled number 15 in Figures 12 and 15). If it is confirmed that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see Figures 23 and 24), the process proceeds to step S103.

Here, the processing sequence when the puddle etc. 208 is the first shape pattern will be explained using FIG. 15. Note that the specific situation in this case will be referred to FIG. 4. However, in FIG. 4, the width W3 of the puddle etc. 208 is illustrated as being smaller than the tread width W2 of the host vehicle M (W3<W2). In contrast, in the processing sequence of FIG. 15, while referring to FIG. 4, it is considered that the width W3 of the puddle etc. 208 is equal to or larger than the tread width W2 of the host vehicle M (W3≧W2).

When the shape of the puddle, etc. 208 is confirmed to be the first shape pattern in the process of step S102 in FIG. 12 described above and the process proceeds to step S141 in FIG. 15, the cruise control unit 22 executes deceleration control processing in this step S141. The details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 in FIG. 12 described above. Therefore, a detailed description thereof will be omitted.

Next, in step S142 of FIG. 15, the cruise control unit 22 compares the distance W8 with the distance W9 to check whether or not the distance W8 is greater than or equal to the distance W9. If the distance W8 is greater than or equal to the distance W9, the puddle or the like 208 is considered to have a first shape pattern, to be located in an approximately central area within the range of the host vehicle 201, and to be biased toward the right of the road center as viewed from the host vehicle M. If the distance W8 is not greater than or equal to the distance W9, that is, if the distance W8 is less than the distance W9, the puddle or the like 208 is considered to have a first shape pattern, to be located in an approximately central area within the range of the host vehicle 201, and to be biased toward the left of the road center as viewed from the host vehicle M.

Therefore, in step S142, if distance W8 is greater than or equal to distance W9, the process proceeds to step S143. If distance W8 is less than distance W9, the process proceeds to step S144.

In step S143, the driving control unit 22 sets a new target driving route at a position that is laterally leftwardly away from the right edge position A of the puddle, etc. 208 by the tread width W2/2 (or vehicle width W1/2) based on surrounding environment information, etc. This sets a target driving route in which the right wheel MT (R) of the host vehicle M passes near the right edge position A of the puddle, etc. 208. At this time, it is preferable that the right wheel MT (R) of the host vehicle M actually passes through an area (area indicated by symbol W9) laterally to the right of the right edge position A of the puddle, etc. 208. As a result, mainly only the left wheel MT (L) of the host vehicle M passes over the area of the puddle, etc. 208.

As described above, if distance W8 is greater than or equal to distance W9, the puddles etc. 208 are considered to be located in an area to the right of the center of the road as viewed from the vehicle M within the vehicle lane 201.

In this case, by setting a driving route for the host vehicle M to the right within the host vehicle lane 201, the host vehicle M will travel on a driving route set away from the sidewalk 205 on the left side of the host vehicle M. Furthermore, in this case, if the right wheel MT (R) of the host vehicle M is made to pass outside the area of the puddle, etc. 208 (area W9), only the left wheel MT (L) will pass over the area of the puddle, etc. 208. Therefore, making the vehicle pass through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by the scattering of mud, sewage, etc. from the puddle, etc. 208.

In step S144, the driving control unit 22 sets a new target driving route at a position that is tread width W2/2 (or vehicle width W1/2) away from the left edge position B of the puddle, etc. 208 laterally to the right, based on surrounding environment information, etc. This sets a target driving route in which the left wheel MT(L) of the host vehicle M passes near the left edge position B of the puddle, etc. 208. At this time, it is preferable that the left wheel MT(L) of the host vehicle M actually passes through the lateral left outer area (area indicated by symbol W8) of the left edge position B of the puddle, etc. 208. This results in mainly only the right wheel MT(R) of the host vehicle M passing over the area of the puddle, etc. 208.

As described above, if distance W8 is less than distance W9, the puddle etc. 208 is considered to be biased toward the left of the road center as viewed from the vehicle M within the vehicle lane 201.

Therefore, in this case, by setting a driving route for the vehicle M on the left side within the vehicle lane 201, the vehicle M can travel on a driving route set closer to the sidewalk 205 on the left side of the vehicle M, and if the left wheel MT (L) closer to the sidewalk 205 passes outside the area of the puddle 208 (area marked with symbol W8), only the right wheel MT (R) will pass over the area of the puddle 208. At this time, splashes of mud, sewage, etc. from the puddle 208 caused by the right wheel MT (R) will be scattered inside the vehicle M. Furthermore, even if the left wheel MT (L) passes over the area of the puddle 208 when passing near the left end position B of the puddle 208, the splashes of mud, sewage, etc. will be scattered inside and to the right of the vehicle M. Therefore, by passing through such a route, it helps to prevent adverse effects on pedestrians H caused by splashes of mud, sewage, etc. from puddles, etc. 208.

In this way, after a new target driving route is set in the processing of steps S143 and S144, the processing sequence of FIG. 15 is exited (return), and the processing sequence of FIG. 12 is returned to (see circled number 15B in FIG. 12 and FIG. 15), and the processing immediately proceeds to the processing of step S56 of FIG. 9 (return).

On the other hand, if the shape of the puddle, etc. 208 is confirmed to correspond to either the second shape pattern or the third shape pattern (see FIG. 23 and FIG. 24) in the process of step S102 in FIG. 12 described above and the process proceeds to step S103, the cruise control unit 22 performs a shape check of the puddle, etc. in the same manner as in step S96 described above. Here, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the second shape pattern (see FIG. 23), the process proceeds to step S104. On the other hand, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the third shape pattern (see FIG. 24), the process proceeds to step S106.

Next, in step S104, a driving route setting process corresponding to the second shape pattern (when a puddle or the like is present approximately in the center) is executed. Details of this process are shown in the processing sequence in FIG. 16.

Here, FIG. 17 is a conceptual diagram showing a situation in which a puddle or the like that corresponds to the second shape pattern and whose lateral width is wider than the tread width (or vehicle width) of the vehicle is present in approximately the center region of the lane in which the vehicle is traveling.

To elaborate on the situation shown in Figure 17, a puddle or the like 208 is present ahead within the range of the lane 201 in which the vehicle M is traveling. This puddle or the like 208 is located in the approximate center region of the lane 201, has a shape corresponding to the second shape pattern, and has a protruding region protruding toward the right. This illustrates an example in which the width W3 of the puddle or the like 208 is greater than the tread width W2 of the vehicle M (W3>W2).

In this situation, the vehicle M is traveling along the set target driving route TC, and while traveling, the vehicle M recognizes a puddle or the like 208 of the above-mentioned shape ahead within the range of the vehicle's lane 201.

At this time, if the vehicle M continues to travel along the currently set target travel route TC, it is estimated that the left and right wheels MT (L, R) of the vehicle M will pass over the area of the puddle, etc. 208 (see the predicted wheel passage route TA (L, R) in Figure 17).

Although not shown, it is assumed that the vehicle M is in a situation where it cannot deviate from the vehicle lane 201 due to various surrounding conditions, such as an oncoming vehicle M2, road configuration, traffic regulations, etc. In such a situation, if the vehicle M continues traveling, it will be unable to avoid the puddle, etc. 208 and will be forced to pass over at least a portion of the recognized area of the puddle, etc. 208.

In such a case, first, in step S111 of FIG. 16, the driving control unit 22 checks the protruding direction of the protruding region of the puddle, etc. 208 based on the surrounding environment information, etc. Here, if the protruding region protrudes toward the left side, the process proceeds to step S112. On the other hand, if the protruding region protrudes toward the right side, the process proceeds to step S115.

Next, in step S112, the driving control unit 22 checks whether the distance W8 is greater than or equal to the wheel width TW (W8 ≥ TW) based on surrounding environment information, etc.

Here, the puddle or the like 208 has a second shape pattern, is located in an approximately central area within the range of the own lane 201, and the protruding area protrudes toward the left side as viewed from the own vehicle M. In this case, if the distance W8 is greater than or equal to the wheel width TW, it is considered that a drivable area that is equal to or greater than the wheel width TW exists in the left edge area of the own lane 201 (area marked with symbol W8). This means that if the left wheel MT(L) is caused to pass through the left edge area of the own lane 201 (area marked with symbol W8), there is a possibility that the left wheel MT(L) will be able to drive without passing over the area of the puddle or the like 208.

In addition, when the distance W8 is not greater than or equal to the wheel width TW, that is, when the distance W8 is less than the wheel width TW, it can be considered that the left edge region of the own lane 201 (region marked with symbol W8) only has an area narrower than the wheel width TW. This means that when the left wheel MT(L) passes through the left edge region of the own lane 201 (region marked with symbol W8), the left wheel MT(L) will necessarily pass over a portion of the puddle, etc. 208. In this situation, a region that extends in the vertical direction of the puddle, etc. 208 (a region with a long length in the front-to-rear direction) is formed near the region W8. Having the wheel pass through this region (region that extends in the vertical direction of the puddle, etc. 208) has a large impact on the surroundings, so it is best to avoid this as much as possible.

Therefore, in step S112, if the distance W8 is equal to or greater than the wheel width TW (W8 ≥ TW), the process proceeds to step S113. If the distance W8 is less than the wheel width TW (W8 < TW), the process proceeds to step S114.

In step S113, the driving control unit 22 sets a new target driving route at a position that is tread width W2/2 (or vehicle width W1/2) away from the center position (W8/2) of the distance W8 laterally to the right, based on surrounding environment information, etc. As a result, a new driving route is set for the left wheel MT(L) of the vehicle M that passes through the area (area W8) on the left side of the puddle, etc. 208. In other words, at this time, the left wheel MT(L) of the vehicle M does not pass over the vertical area of the puddle, etc. 208 (area with a long longitudinal dimension), and only the right wheel MT(R) passes over the area of the puddle, etc. 208 with a shorter longitudinal dimension.

As described above, if the distance W8 is greater than or equal to the wheel width TW, it is considered that a drivable area of at least the wheel width TW exists in the left end area (area W8) of the vehicle's lane 201.

In this case, by setting a travel route such that the left wheel MT (L) of the vehicle M passes through the area W8, only the right wheel MT (R) of the vehicle M passes over the area of the puddle, etc. 208. The mud, dirty water, etc. that is scattered at this time will be scattered inward and to the left of the vehicle M. Therefore, passing through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by the scattering of mud, dirty water, etc. from the puddle, etc. 208.

On the other hand, when the distance W8 is smaller than the wheel width TW (W8<TW), the process proceeds to step S114. In step S114, the driving control unit 22 sets a new target driving route at a position that is laterally leftwardly away from the right end position A (tip position of the protruding region) of the puddle, etc. 208 by the tread width W2/2 (or vehicle width W1/2) based on the surrounding environment information, etc. As a result, a target driving route is set in which the right wheel MT(R) of the vehicle M passes near the right end position A (tip position of the protruding region) of the puddle, etc. 208. At this time, it is preferable that the right wheel MT(R) of the vehicle M actually passes through the lateral right outer region (region indicated by symbol W9) of the right end position A of the puddle, etc. 208. As a result, mainly only the left wheel MT(L) of the vehicle M passes over the region of the puddle, etc. 208.

As described above, if the distance W8 is less than the wheel width TW, when the left wheel MT(L) of the vehicle M passes through the area W8, the left wheel MT(L) of the vehicle M will necessarily pass over a portion of the puddle, etc. 208.

In this case, the host vehicle M is set to pass through a position on the right side of the host vehicle lane 201, and a travel route is set so that the right wheel MT (R) passes near the right end position A (the tip position of the protruding area) of the puddle, etc. 208, so that the host vehicle M travels on a travel route set at a position away from the sidewalk 205 on the left side of the host vehicle M. In this case, if the right wheel MT (R) of the host vehicle M is made to pass outside the area of the puddle, etc. 208 (area marked with symbol W9), only the left wheel MT (L) will pass over the area of the puddle, etc. 208. Therefore, passing through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by the scattering of mud, sewage, etc. from the puddle, etc. 208.

After setting a new target driving route in this way in steps S113 and S114, the process exits the processing sequence in FIG. 16 (return) and proceeds to the deceleration control processing in step S105 in FIG. 12. The details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 in FIG. 12 described above. Therefore, a detailed description thereof will be omitted. After that, the process exits the processing sequence in FIG. 13 (return) and returns to the processing sequence in FIG. 12, and immediately proceeds to the processing of step S56 in FIG. 9 (return).

On the other hand, if the protruding area of the puddle, etc. 208 protrudes toward the right in step S111 of FIG. 16 described above, and the process proceeds to step S115, the process sequence is as follows. Note that the process sequence of steps S115 to S117 described below is roughly similar in concept to the process sequence of steps S112 to S114 described above.

That is, in step S115, the driving control unit 22 checks whether the distance W9 is greater than or equal to the wheel width TW (W9 ≥ TW) based on surrounding environment information, etc.

Here, the puddle or the like 208 has a second shape pattern, is located in a substantially central area within the range of the own lane 201, and has a protruding area protruding to the right as viewed from the own vehicle M. In this case, if the distance W9 is greater than or equal to the wheel width TW, it is considered that a drivable area that is equal to or greater than the wheel width TW exists in the right edge area (area W9) of the own lane 201. This means that if the right wheel MT (R) is caused to pass through the right edge area (area W9) of the own lane 201, there is a possibility that the right wheel MT (R) will be able to drive without passing over the area of the puddle or the like 208.

In addition, when the distance W9 is not greater than or equal to the wheel width TW, that is, when the distance W9 is less than the wheel width TW, it can be considered that the right edge region (region marked with symbol W9) of the own lane 201 only has an area narrower than the wheel width TW. This means that when the right wheel MT (R) passes through the right edge region (region marked with symbol W9) of the own lane 201, the right wheel MT (R) will necessarily pass over a portion of the puddle, etc. 208. In this situation, a region that extends in the vertical direction of the puddle, etc. 208 (a region with a long length in the front-to-rear direction) is formed near this region W9. Having the wheel pass through this region (region that extends in the vertical direction of the puddle, etc. 208) has a large impact on the surroundings, so it is best to avoid this as much as possible.

Therefore, in step S115, if the distance W9 is greater than or equal to the wheel width TW (W9 ≥ TW), the process proceeds to step S116. If the distance W9 is less than the wheel width TW (W9 < TW), the process proceeds to step S117.

In step S116, the driving control unit 22 sets a new target driving path at a position that is tread width W2/2 (or vehicle width W1/2) away from the center position (W9/2) of the distance W9 laterally to the left, based on surrounding environment information, etc. As a result, a new driving path is set for the right wheel MT (R) of the vehicle M, passing through the area (area W9) to the right of the puddle, etc. 208.

As a result, the right wheel MT (R) of the vehicle M does not pass over the area of the puddle etc. 208 that extends vertically (the area with a longer length dimension in the front-to-rear direction), and only the left wheel MT (L) passes over the area of the puddle etc. 208 that has a shorter length dimension in the front-to-rear direction.

As described above, if the distance W9 is greater than or equal to the wheel width TW, it is considered that a drivable area of at least the wheel width TW exists in the right end area (area W9) of the vehicle's lane 201.

In this case, a travel route is set so that the left wheel MT (L) of the vehicle M passes outside the area of the puddle, etc. 208 (area W9). As a result, only the left wheel MT (L) passes over the area of the puddle, etc. 208. Therefore, passing through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by the scattering of mud, sewage, etc. from the puddle, etc. 208.

On the other hand, when the distance W9 is smaller than the wheel width TW (W9<TW), the process proceeds to step S117. In step S117, the driving control unit 22 sets a new target driving route at a position that is tread width W2/2 (or vehicle width W1/2) away from the left end position B (tip position of the protruding region) of the puddle, etc. 208 laterally to the right, based on the surrounding environment information, etc. As a result, a target driving route is set in which the left wheel MT(L) of the host vehicle M passes near the left end position B (tip position of the protruding region) of the puddle, etc. 208. At this time, it is preferable that the left wheel MT(L) of the host vehicle M actually passes through the lateral left outer area (area indicated by symbol W8) of the left end position B of the puddle, etc. 208. As a result, mainly only the right wheel MT(R) of the host vehicle M passes over the area of the puddle, etc. 208.

As described above, if the distance W9 is less than the wheel width TW, when the right wheel MT(R) of the vehicle M passes through the area W9, the right wheel MT(R) of the vehicle M will necessarily pass over a portion of the puddle, etc. 208.

In this case, by setting a travel route such that the left wheel MT (L) passes near the left edge position B (tip position of the protruding area) of the puddle, etc. 208, the left wheel MT (L) of the vehicle M passes outside the area of the puddle, etc. 208 (area marked with symbol W8), only the right wheel MT (R) passes over the area of the puddle, etc. 208. Therefore, passing through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by the scattering of mud, sewage, etc. from the puddle, etc. 208.

After setting a new target driving route in this way in steps S116 and S117, the process exits the processing sequence in FIG. 16 (return) and proceeds to the deceleration control processing of step S105 in FIG. 12. The details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 in FIG. 12 and step S141 in FIG. 15 described above. Therefore, a detailed description thereof will be omitted. After that, the process exits the processing sequence in FIG. 13 (return) and returns to the processing sequence in FIG. 12, and immediately proceeds to the processing of step S56 in FIG. 9 (return).

On the other hand, if the shape of the puddle, etc. 208 is confirmed to correspond to the third shape pattern (see FIG. 24) in the process of step S103 in FIG. 12 described above and the process proceeds to step S106, the cruise control unit 22 executes deceleration control processing in this step S106. The details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, S99, and S105 in FIG. 12 described above and step S141 in FIG. 15. Therefore, a detailed description thereof will be omitted. After that, the process proceeds to step S107 in FIG. 12.

In step S107 in FIG. 12, the driving control unit 22 executes a driving route setting process corresponding to the third shape pattern (when a puddle or the like is present approximately in the center). The details of this process are similar to the processing sequence shown in FIG. 16. Therefore, a detailed description thereof will be omitted. After that, when returning to the processing sequence of FIG. 12, the process immediately proceeds to the processing of step S56 in FIG. 9 (return).

As described above, according to the embodiment, the driving control device 1 is mounted on a vehicle traveling on a road while executing lane keeping driving support control to drive the vehicle along a set target driving path, and includes the surrounding environment information acquisition device 21d, 20b, the lane marking detection unit 21d, and the target driving path setting unit 22b. The normal road surface brightness estimation unit 21d estimates the normal road surface brightness in the driving lane based on the acquired surrounding environment information, and the planar obstacle estimation unit 21d detects high brightness areas having a predetermined value or more higher than the normal road surface brightness, and estimates the surface shape for each high brightness area to obtain information about puddles on the road surface. The wheel passing position estimation unit 22c estimates the wheel passing position of the host vehicle when the host vehicle travels along the target driving path set in the driving lane, based on the surrounding environment information including the puddle information, road information on the road on which the host vehicle is traveling, and host vehicle information regarding the host vehicle. The target driving route setting unit then resets a new target driving route that takes puddles into account based on the puddle information and the wheel passing position information.

With this configuration, when the driving control device 1 of this embodiment recognizes a puddle or the like on the road surface ahead while performing driving control (lane keeping driving assistance control) that drives the vehicle along a target driving route set within the driving lane, it resets a new target driving route that takes the puddle or the like into consideration. In this case, if it is estimated that the puddle or the like can be reliably avoided, it resets a new target driving route that can reliably avoid the puddle or the like while continuing safe driving, and performs driving control along the newly set target driving route. Then, after confirming that the vehicle has passed the lateral position of the puddle or the like, it returns the setting to the original target driving route, and performs driving control along this original target driving route.

On the other hand, if it is estimated that the vehicle cannot avoid a puddle or the like due to the conditions around the vehicle and that it will be forced to pass over the area of the puddle or the like, the vehicle will slow down and pass over the area of the puddle or the like, taking into consideration the adverse effects of mud, sewage, etc., splashing from the puddle or the like on nearby pedestrians, bicycles, other vehicles, buildings, various structures, etc. In this case, a new target driving route is reset that can suppress the splashing of mud, sewage, etc. from the puddle or the like while continuing safe driving by slowing down, and that can prevent the adverse effects on pedestrians, etc., around the vehicle, and driving control is performed along the newly set target driving route. Then, after it is confirmed that the vehicle has passed the lateral position of the puddle or the like, the setting is returned to the original target driving route, and driving control is performed along this original target driving route.

In addition, even if the vehicle is forced to pass over an area such as a puddle, and there are no pedestrians or other objects around the vehicle, and there is no possibility of droplets from the puddle causing adverse effects on the surrounding area, the droplets may soil the vehicle. Taking this into consideration, in such cases, deceleration control is performed to slightly reduce the deceleration.

However, in such an environment where there are no pedestrians or the like around the vehicle, and it is estimated that there will be little adverse effect on the vehicle from splashing water even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be around the periphery of a puddle, where splashing water is small, or when the vehicle's driving speed is originally set to a low speed), the vehicle may continue driving at the current speed while passing over the puddle or the like, and deceleration control may be omitted.

The new target driving route is set so that the wheels of the vehicle equipped with the driving control device of this embodiment do not pass over areas of recognized puddles, etc., as much as possible. In this case, a new target driving route is re-set taking puddles, etc. into consideration, based on puddle information such as the position and shape of the recognized puddles, vehicle information such as vehicle width and tread width, and surrounding environment information including road information such as lane width.

In this way, by resetting the target driving route taking into account puddles and the like, and controlling the driving along the new reset target driving route, it is possible to prevent the scattering of mud, sewage, and other droplets from puddles and the like, which could have a detrimental effect on pedestrians, etc. This makes it possible to prevent traffic violations, etc., that occur unintentionally or against the driver's will.

The present invention is not limited to the above-described embodiment, and various modifications and applications can be implemented without departing from the spirit of the invention. Furthermore, the above-described embodiment includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple components disclosed. For example, if some components are deleted from all the components shown in the above embodiment, and the problem that the invention is intended to solve can be solved and the effects of the invention can be obtained, the configuration from which these components are deleted can be extracted as the invention. Furthermore, components from different embodiments may be appropriately combined. This invention is not restricted by its specific implementations other than as limited by the attached claims.

1...cruising control device 10...in-vehicle communication line 11...locator unit 12...map locator calculation unit 12a...vehicle position estimation unit 12b...map information acquisition unit 13...acceleration sensor 14...wheel speed sensor 15...gyro sensor 16...GNSS receiver 17...road information receiver 18...high-precision road map database 19...route information input unit 20...surrounding monitoring unit 20a...surrounding environment recognition sensor 20b...surrounding environment recognition unit 21...camera unit 21a...main camera 21b...sub-camera 21c...IPU
21d...driving environment recognition unit 22...driving control unit 22a...steering assistance control unit 22b...target driving path setting unit 22c...wheel passing position estimation unit 23...engine control unit 24...power steering control unit 25...brake control unit 27...throttle actuator 28...electric power steering motor 29...brake actuator 33...mode change switch 34...steering wheel touch sensor 35...steering torque sensor 36...brake sensor 37...accelerator sensor 38...alarm device 200...display image frame 201...own lane 202...curb 203...left edge of road 204...oncoming lane 20 5...sidewalk 206...manhole cover 207...road markings 208, 208A, 208B, 208C, 208D, 208E...puddles, etc. A...right edge position of puddle, etc. B...left edge position of puddle, etc. C...center position of puddle, etc. CL...overhanging portion of vehicle side H...pedestrians, etc. LL...left side dividing line LR...right side dividing line M, M1...own vehicle M2...oncoming vehicle MT (L)...left front wheel MT (R)...right side wheel SA...road surface search area TA, TA1...predicted wheel passage path TC, TC2...target driving path TL, TR...target setting line TW...wheel width W...lane width W1...vehicle width W2...tread width W3...width of puddle, etc.

Claims (4)

A surrounding environment information acquisition device that acquires surrounding environment information of a vehicle;
a marking line detection unit that recognizes left and right marking lines based on the surrounding environment information acquired by the surrounding environment information acquisition device;
a target driving route setting unit that estimates a driving lane of the host vehicle based on the left and right lane lines recognized by the lane line detection unit and sets a target driving route within the driving lane;
A vehicle driving control device that performs lane keeping driving assist control to drive a vehicle along the set target driving route,
a normal road surface luminance estimation unit that calculates an average road surface luminance in the driving lane for each image data based on image data included in the surrounding environment information acquired by the surrounding environment information acquisition device , and estimates a normal road surface luminance in the driving lane based on the average road surface luminance for a predetermined time period;
a planar obstacle estimation unit that detects high luminance areas having a predetermined value or more higher than the normal road surface luminance for each of the image data , estimates a surface shape for each of the detected high luminance areas, and, if the estimated surface shape of the estimated high luminance area does not match the surface shape of a predetermined planar obstacle, estimates the estimated high luminance area to be a puddle , thereby acquiring information about puddles on the road surface;
a wheel passing position estimating unit that estimates a position where wheels of the host vehicle will pass when the host vehicle travels along the target travel route set within the travel lane, based on the surrounding environment information including puddle information about the puddle, road information about a road on which the host vehicle is traveling, and host vehicle information about the host vehicle;
Equipped with
A vehicle driving control device characterized in that the target driving route setting unit resets a new target driving route that takes into account the puddles based on the puddle information and information on the positions where the wheels will pass . The vehicle driving control device according to claim 1, characterized in that the surrounding environment information acquisition device further communicates with other vehicles or an external server device to acquire surrounding environment information including map information. The vehicle driving control device according to claim 1, characterized in that the wheel passing position estimation unit estimates the position where the wheels of the host vehicle will pass based on the surrounding environment information including setting information regarding the currently set target driving route, puddle information having at least position information of the puddle in the driving lane and surface shape information of the puddle, road information including at least lane width information of the driving lane on the road on which the host vehicle is traveling , and host vehicle information including at least vehicle width information or tread width information of the host vehicle. when it is determined that the estimated puddle can be avoided reliably based on the surrounding environment information, the target travel route setting unit resets a new target travel route that can reliably avoid the puddle;
A vehicle driving control device as described in claim 1 or claim 3, characterized in that if it is determined that the estimated puddle cannot be reliably avoided, a new target driving path is reset that can prevent splashing from the puddle when passing over a portion of the puddle.

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