Travel assistance method and travel assistance device

Abstract

A travel assistance device (10) acquires a first stop candidate position located closer to the front side in the direction of travel than a deviation region, and a second stop candidate position located closer to the front side in the direction of travel than a pedestrian crosswalk and closer to the inner side in the direction of travel than the first stop candidate position, and decelerates a host vehicle toward the first stop candidate position. When it is determined that the host vehicle is stopped at the first stop candidate position, the host vehicle is stopped at the first stop candidate position, and when it is determined that the host vehicle passes through the first stop candidate position, the host vehicle is controlled to pass through the first stop candidate position and decelerate toward the second stop candidate position. When it is determined that the host vehicle is stopped at the second stop candidate position, the host vehicle is stopped at the second stop candidate position.

Description

Technical Field

[0001] The present invention relates to a driving assistance method and a driving assistance device. Background Art

[0002] There is known the following technique: As a detection range for a detection target object, a range including a crosswalk area including a crosswalk across which a vehicle passes and a sidewalk area including a sidewalk adjacent to the crosswalk is set, the detection target object is detected, and the driving of the vehicle is controlled based on the detection target object.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2021-144524

[0006] Problems to be Solved by the Invention

[0007] However, in the technique of Patent Document 1, when the stop position in front of the crosswalk is located close to the crosswalk, the vehicle does not decelerate close to the crosswalk. Therefore, when detecting the approach of an object that deviates from the crosswalk and moves toward the vehicle side at a position close to the crosswalk, there is a problem that the deceleration for stopping the vehicle is greater than the deceleration required to stop the vehicle at the stop position in front of the crosswalk. Summary of the Invention

[0008] The problem to be solved by the present invention is to provide a driving assistance method and a driving assistance device that can make the deceleration for stopping the vehicle smaller than the deceleration required when detecting the approach of an object that deviates from the crosswalk and moves toward the vehicle side at a position close to the crosswalk in a scenario where the vehicle passes through a crosswalk.

[0009] The present invention solves the above problems by performing the following processing: obtaining a first stop candidate position located closer to the front side in the traveling direction than the deviation area and a second stop candidate position located closer to the front side in the traveling direction than the crosswalk and further inside in the traveling direction than the first stop candidate position, decelerating the own vehicle toward the first stop candidate position, stopping the own vehicle at the first stop candidate position when it is determined that the vehicle stops at the first stop candidate position, controlling the own vehicle to pass through the first stop candidate position and decelerate toward the second stop candidate position when it is determined that the vehicle passes through the first stop candidate position, and stopping the own vehicle at the second stop candidate position when it is determined that the vehicle stops at the second stop candidate position.

[0010] Advantages of the Invention

[0011] According to the present invention, in a scenario where a vehicle passes through a crosswalk, when detecting the approach of an object moving towards the vehicle side while deviating from the crosswalk, the deceleration used to stop the vehicle can be less than the deceleration required when detecting the approach of the object at a position close to the crosswalk. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a block diagram showing an embodiment of the driving assistance system of the present invention.

[0013] Figure 2 is a diagram showing an example of a scenario in which the driving assistance method of this embodiment is executed.

[0014] Figure 3 is a diagram showing an example of obtaining a deviation area in this embodiment when the deviation area is divided into multiple deviation areas.

[0015] Figure 4 is a diagram showing an example of obtaining a deviation area in this embodiment when there is an obstacle at the boundary between the lane and the sidewalk.

[0016] Figure 5 is a diagram showing an example of obtaining a stop candidate position in this embodiment when the vehicle makes a right turn at an intersection while passing through the oncoming lane.

[0017] Figure 6 is a diagram showing an example of setting the first detection area of this embodiment.

[0018] Figure 7 is a diagram showing an example of setting the second detection area of this embodiment.

[0019] Figure 8 is a flowchart showing an example of the sequence of the driving assistance method of this embodiment. DETAILED DESCRIPTION OF THE EMBODIMENT

[0020] An embodiment of a driving assistance system including a driving assistance device according to the present invention will be described based on the drawings. In addition, in the following description, it is assumed that the vehicle travels on the left side in a country with left-hand traffic regulations. In a country with right-hand traffic regulations, since the vehicle travels on the right side, the left and right in the following description are symmetrically replaced.

[0021] Figure 1 is a block diagram showing an embodiment of the driving assistance system of the present invention. The driving assistance system 100 of this embodiment is an embodiment of implementing the driving assistance method of the present invention. As Figure 1As shown, the driving assistance system 100 of the present embodiment is a system that assists the driving of a vehicle (hereinafter referred to as the host vehicle), and includes: a driving assistance device 10, a surrounding information detection device 11, a host vehicle information detection device 12, a map database 13, an in-vehicle device 14, a navigation device 15, a prompting device 16, an input device 17, and a driving device 18. These devices are mounted on the host vehicle 1 and are connected by an in-vehicle LAN such as CAN, for example, to send and receive information to and from each other. In addition, in the present embodiment, the driving assistance system 100 is not limited to the above structure. For example, the map database 13 is not limited to being mounted on the host vehicle 1 and may be a database outside the host vehicle 1.

[0022] The surrounding information detection device 11 includes sensors that detect the surrounding environment of the host vehicle 1. For example, the surrounding information detection device 11 includes a front camera that captures the front of the host vehicle 1, a rear camera that captures the rear of the host vehicle 1, and side cameras that capture the left and right sides of the host vehicle 1. The detected surrounding environment of the host vehicle 1 includes objects around the host vehicle 1. The objects include ground objects. The ground objects include, for example, lane boundary lines, center lines, road markings, median strips, guardrails, curbstones, side walls of highways, planted plants, fences, road signs, signal lights, crosswalks, construction sites, accident sites, and speed limit signs. In addition, the objects include moving objects. The moving objects include automobiles other than the host vehicle (other vehicles such as a preceding vehicle and an oncoming vehicle), motorcycles, bicycles, and pedestrians.

[0023] The surrounding information detection device 11 includes radars such as a front radar that detects objects in front of the host vehicle 1, a rear radar that detects objects behind the host vehicle 1, and side radars that detect objects existing on the left and right sides of the host vehicle 1. The surrounding information detection device 11 outputs the detection result of the surrounding environment of the host vehicle 1 as surrounding environment information to the driving assistance device 10 at a prescribed cycle. The surrounding environment information includes: road environment information related to a road environment including a crosswalk, and / or object information related to at least any one of the presence, position, and moving direction of moving objects around the host vehicle 1. The road environment information includes information on ground objects around the crosswalk.

[0024] In addition, the surrounding information detection device 11 includes a distance sensor that obtains the distance to an object. The distance sensor includes a laser sensor and a depth camera, etc. In addition, as the surrounding information detection device 11, it may be configured to use one of the above multiple sensors, or may be configured to use a combination of two or more sensors.

[0025] The vehicle information detection device 12 includes sensors for detecting the driving state of the vehicle 1. For example, the vehicle information detection device 12 includes a GPS unit, a gyro sensor, a vehicle speed sensor, and the like. The vehicle information detection device 12 detects radio waves transmitted from multiple communication satellites through the GPS unit and periodically obtains the position information of the target vehicle (the vehicle itself). In addition, the vehicle information detection device 12 detects the current position of the vehicle 1 based on the obtained position information of the vehicle 1, the angular change information obtained from the gyro sensor, and the vehicle speed obtained from the vehicle speed sensor. The vehicle information detection device 12 outputs the detected position information of the vehicle 1 to the driving assistance device 10 at a prescribed cycle. In addition, the vehicle information detection device 12 includes a vehicle speed sensor for detecting the vehicle speed of the vehicle 1. The vehicle information detection device 12 includes a steering angle sensor for detecting the steering angle of the steering gear.

[0026] The map database 13 is a database that stores map information including road information. The map database 13 is stored in a memory accessible from the driving assistance device 10. In the road information, each location on the map such as intersections and branch points is saved as a node, and the road section between nodes is saved as a road link. The road information includes information such as the road type, width, number of lanes, crosswalk, intersection, curved road and its curvature (e.g., curvature or radius of curvature), and the speed limit set for the road. The road information of the intersection includes, for example, information on the shape of the intersection. The map information includes ground object information related to ground objects. Ground objects are, for example, lane boundary lines, center lines, road surface markings, median strips, guardrails, curbstones, side walls of highways, planted plants, fences, road signs, traffic lights, speed limit signs. In addition, the road information includes information on stop lines. The stop line is, for example, a stop line in front of an intersection where traffic lights, temporary stop road signs, and / or road surface markings are provided. In addition, in the present embodiment, it is also possible to include in the map database 13 stop candidate positions preset on the map and / or deviation areas for crosswalks. The stop candidate positions and deviation areas will be described later.

[0027] The in-vehicle device 14 is various devices mounted on the vehicle and operates through the driver's operation. Examples of such in-vehicle devices include a steering wheel, an accelerator pedal, a brake pedal, a direction indicator, a windshield wiper, lights, a horn, and other specific switches. When the driver operates the in-vehicle device 14, its operation information is output to the driving assistance device 10. For example, when the driver operates the accelerator pedal or the brake pedal, operation information including the operation amount is output to the driving assistance device 10.

[0028] The navigation device 15 obtains the current position information of the host vehicle 1 from the host vehicle information detection device 12, overlaps the position of the host vehicle 1 in the map information for navigation, and displays it on a display or the like. In addition, when a destination is set, the navigation device 15 has a navigation function of setting a travel route to reach the destination and guiding the set travel route to the occupants. This navigation function displays the travel route on the map of the display and notifies the driver of the route by sound or the like.

[0029] The prompting device 16 includes, for example, various displays such as the display included in the navigation device 15, the display integrated in the interior rearview mirror, the display integrated in the instrument panel, and the head-up display projected on the windshield. In addition, the prompting device 16 includes devices other than the display such as the speaker of the audio device. The prompting device 16 notifies the driver of various prompting information according to the control of the driving assistance device 10. For example, the prompting device 16 notifies the driver of the setting cancellation information by displaying the setting cancellation information indicating the state in which the setting of the stop candidate position is cancelled on the display or by voice guidance through the speaker.

[0030] The input device 17 is, for example, a button switch that can be manually operated by the driver for input, a touchpad arranged on the display screen, or a microphone that can be input by the driver's voice. In the present embodiment, by the driver operating the input device 17, setting information for the prompting information prompted by the prompting device 16 can be input. In addition, the direction indicator lever of the direction indicator or the switch of other in-vehicle devices 14 can also be used as the input device 17. The input device 17 outputs the input setting information to the driving assistance device 10. The setting information is, for example, information on the destination of the host vehicle.

[0031] The drive device 18 includes a drive mechanism (power system) such as an engine and / or an electric motor, a brake (brake system), a steering actuator (steering system), etc. In the present embodiment, the operation of the drive device 18 is controlled by the driving assistance device 10. The operation of the drive device 18 includes the operation of the drive mechanism, the operation of the brake, and the operation of the steering actuator. In addition, the operation of the drive device 18 includes the operation of the internal combustion engine in an engine vehicle and the operation of the drive motor for travel in an electric vehicle system. In addition, in a hybrid vehicle, it includes the torque distribution between the internal combustion engine and the drive motor for travel.

[0032] The driving assistance device 10 is a device that assists in the driving of the host vehicle 1, and includes: a ROM that stores a program for controlling the host vehicle 1, a CPU that executes the program stored in the ROM, and a RAM that functions as an accessible storage device, etc. In addition, as an operation circuit, an MPU, a DSP, an ASIC, an FPGA, etc. can be used instead of the CPU or together with the CPU. The driving assistance device 10 controls the driving of the host vehicle 1 along the driving path through a speed control function and a steering control function. The driving assistance device 10 acquires the driving path of the host vehicle 1, calculates the target speed and the target steering angle for the host vehicle 1 to travel along the driving path, and outputs a control command value including the calculated target speed and target steering angle to the drive device 18. In the present embodiment, the speed control function includes, for example, a deceleration control function for decelerating the host vehicle 1 in order to stop the host vehicle 1 at a stop candidate position. The driving assistance device 10 realizes driving assistance through the cooperation of software and hardware for realizing the above-mentioned various functions or executing various processes.

[0033] In the present embodiment, the driving assistance device 10 acquires road environment information related to a road environment including at least a crosswalk, and identifies moving objects around the host vehicle 1. The driving assistance device 10 acquires a stop candidate position on the driving path of the host vehicle 1. The stop candidate position is a position that becomes a candidate for the host vehicle 1 to stop before passing through a crosswalk on the driving path. The driving assistance device 10 determines the action of the host vehicle 1 with respect to the stop candidate position, and controls the host vehicle 1 based on the determined action. When the stop candidate position is acquired, the driving assistance device 10 determines to execute deceleration control, and starts the deceleration control for the stop candidate position from a deceleration start position that is a predetermined distance closer to the front than the stop candidate position. The deceleration control is the deceleration control required when the host vehicle 1 stops at the stop candidate position.

[0034] In addition, the driving assistance device 10 determines whether the host vehicle 1 passes through the stop candidate position or stops at the stop candidate position with respect to the stop candidate position based on the object information of the moving objects around the host vehicle 1. The object information of the moving object includes at least any one of the presence or absence, position, and moving direction of the moving object. For example, when there is a moving object on the crosswalk and the moving object is likely to approach the host vehicle 1, the driving assistance device 10 determines that the host vehicle 1 stops at the stop candidate position. When it is determined that the host vehicle 1 stops at the stop candidate position, the driving assistance device 10 continues the deceleration control of the host vehicle 1 to control the host vehicle 1 to stop at the stop candidate position.

[0035] In this embodiment, since the vehicle 1 starts deceleration control before determining whether to pass through the stop candidate position or stop at the stop candidate position, when it is determined that the vehicle 1 stops at the stop candidate position, the vehicle 1 can continue to decelerate and stop smoothly. Therefore, the vehicle 1 can stop without sudden deceleration. That is, compared with the deceleration required when the vehicle 1 travels without deceleration and detects the approach of the object at a position close to the crosswalk when approaching the crosswalk, the deceleration used to stop the vehicle 1 can be reduced. In addition, when it is determined that the vehicle 1 passes through the stop candidate position, the driving assistance device 10 aborts the deceleration control of the vehicle 1 and controls the vehicle 1 to pass through the stop candidate position. Thus, when there is no possibility of a moving object approaching the crosswalk and around the crosswalk, unnecessary stopping of the vehicle 1 can be prevented. Since the vehicle 1 can pass through the crosswalk smoothly, traffic flow disruption can be prevented. Hereinafter, each function of the driving assistance device 10 will be described in detail.

[0036] The driving assistance device 10 is configured to include: a road environment acquisition unit 101, a host vehicle information acquisition unit 102, a surrounding object recognition unit 103, a stop position acquisition unit 104, an action determination unit 105, and a controller 106 as functional modules. In addition, in this embodiment, based on dividing the functions of the driving assistance device 10 into six modules, the functions of each functional block will be described. However, the functions of the driving assistance device 10 do not necessarily need to be divided into six modules, and may also be divided into five or fewer functional blocks or seven or more functional blocks.

[0037] The road environment acquisition unit 101 acquires road environment information related to the road environment including at least a crosswalk. For example, the road environment acquisition unit 101 acquires the road environment information of the crosswalk and around the crosswalk located on the driving path from the surrounding information detection device 11 and / or the map database 13. For example, the road environment information includes the shape of the road where the crosswalk is provided. In addition, when the crosswalk is provided on the approach lane in front of a right turn or a left turn at an intersection, the road environment information includes the shape of the intersection. In addition, the road environment information includes ground object information related to the ground objects around the crosswalk. The ground object information includes obstacles located on the boundary between the lane where the crosswalk is provided and the sidewalk. The obstacle is a ground object that hinders the movement of a moving object between the sidewalk and the lane, such as a guardrail, a planted plant, a fence, etc. The host vehicle information acquisition unit 102 acquires the host vehicle information of the vehicle 1 from the host vehicle information detection device 12. The host vehicle information includes the current position information of the vehicle 1. In addition, the host vehicle information includes the vehicle speed of the vehicle 1.

[0038] The surrounding object recognition unit 103 recognizes moving objects around the host vehicle 1. The surrounding object recognition unit 103 obtains surrounding environment information indicating the surrounding environment of the host vehicle 1 from the surrounding information detection device 11. The surrounding environment information is, for example, a surrounding environment image including moving objects around the host vehicle 1. The surrounding object recognition unit 103 performs image recognition processing on the surrounding environment image to recognize moving objects around the host vehicle 1, and obtains information on the presence or absence of moving objects as object information. In addition, the surrounding object recognition unit 103 obtains information on the positions and moving directions of the recognized moving objects as object information. In the present embodiment, the surrounding object recognition unit 103 recognizes moving objects located on and around the crosswalk. The moving objects are, for example, pedestrians and bicycles.

[0039] The stop position acquisition unit 104 performs stop position acquisition processing to obtain a stop candidate position at which the host vehicle stops before passing through a crosswalk located on the travel path of the host vehicle 1. The stop position acquisition unit 104 obtains a stop candidate position near the crosswalk based on the road environment information acquired by the road environment acquisition unit 101.

[0040] Here, Figure 2 An example of the stop position acquisition processing will be described. Figure 2 is a diagram showing an example of a scene in which the driving support method of the present embodiment is executed. In addition, in Figure 2 , a scene in which the host vehicle 1 turns left at an intersection and passes through a crosswalk is taken as an example for description, but it is not limited thereto. As long as the host vehicle 1 needs to give priority to pedestrians crossing the crosswalk, it can also be other scenes. For example, it can also be a scene in which the host vehicle 1 goes straight while passing through the crosswalk. In the following description, an example of the driving support device 10 obtaining a stop candidate position based on the road environment information will be described, but in the present embodiment, it is not limited thereto, and the driving support device 10 may also obtain a stop candidate position preset on the map from the map database 13.

[0041] Figure 2This is a scenario where the vehicle V1 makes a left turn at the intersection CP along the driving path TL and enters the entry lane R1. Sidewalks LSW and RSW are provided on both sides of the entry lane R1. The entry lane R1 includes the driving lane L1 in front of the entry of the vehicle V1, i.e., the driving lane, and the oncoming lane L2 opposite to the lane L1. A crosswalk PC connecting the sidewalks LSW and RSW on both sides is provided on the entry lane R1. In the present embodiment, the stop position acquisition unit 104 acquires stop candidate positions SP1 and SP2 that are closer to the inside in the traveling direction of the driving path than the stop line SL in front of the intersection CP and are on the front side of the crosswalk. That is, the stop candidate positions SP1 and SP2 are positions that are candidates for the vehicle V1 to stop before passing through the crosswalk PC after crossing the stop line SL and entering the intersection CP. As described later, in the present embodiment, for the acquired stop candidate positions, the action of the vehicle to pass through the stop candidate positions or stop at the stop candidate positions is determined.

[0042] The two stop candidate positions SP1 and SP2 in front of the crosswalk PC are the first stop candidate position for the deviation area DA adjacent to the crosswalk PC and the second stop candidate position for the crosswalk PC, respectively. The deviation area DA is an area where a moving object may deviate from the crosswalk PC and move.

[0043] First, the first stop candidate position will be described. First, the stop position acquisition unit 104 acquires a deviation area closer to the front side in the traveling direction of the driving path than the crosswalk. In addition, in the following description, an example of the driving assistance device 10 acquiring the deviation area based on the road environment information is described, but in the present embodiment, it is not limited thereto, and the driving assistance device 10 may also acquire the deviation area from the map database 13. In addition, the acquisition of the deviation area is not an essential structure. When the first stop candidate position for the deviation area is pre-stored in the map database 13, the driving assistance device 10 may acquire the first stop candidate position without acquiring the deviation area.

[0044] For example, as Figure 2 shown, when the crosswalk PC is a crosswalk provided on the entry lane R1 in front of the vehicle 1 making a left turn at the intersection CP, the stop position acquisition unit 104 acquires the area extending from the crosswalk PC toward the intersection CP as the deviation area DA. For example, the deviation area DA is the area between the crosswalk PC and the cross lane R2. The cross lane R2 is a lane intersecting the entry lane R1 at the intersection CP. As Figure 2As shown, when the traveling direction of the driving lane L1 (+Y direction) is defined as the front and the opposite direction (-Y direction) is defined as the rear, the deviation area DA has front and rear ends E1 and E2 respectively at its front and rear. The front and rear ends E1 and E2 are end lines that define the length of the deviation area DA along the traveling direction (Y direction) of the driving lane L1. The end located on the downstream side in the traveling direction (Y direction) of the driving lane L1 among the front and rear ends E1 and E2 is defined as the first end E1. On the other hand, the end located on the upstream side in the traveling direction (Y direction) of the driving lane L1 among the front and rear ends E1 and E2 is defined as the second end E2.

[0045] In addition, as Figure 2 shown, when the side of the driving lane L1 in the road width direction (X direction) of the entrance lane R1 (-X) is defined as the left side and the side of the oncoming lane L2 (+X) is defined as the right side, the deviation area DA has left and right ends E3 and E4 respectively on its left and right. The end on the side of the driving lane L1 in the road width direction (-X) among the left and right ends E3 and E4 is defined as the third end E3. The end on the side of the oncoming lane L2 in the road width direction (+X) among the left and right ends E3 and E4 is defined as the fourth end E4.

[0046] The first end E1 is a line along the end EPC of the crosswalk PC. The end EPC is the end located on the upstream side in the traveling direction (Y direction) of the driving lane L1 among the front and rear ends in the road width direction (X direction) of the crosswalk PC. The third end E3 is a line extending from the first endpoint P1 along the boundary B1 between the lane and the sidewalk to the second endpoint P2. The first endpoint P1 is the intersection of the end EPC of the crosswalk PC and the boundary B2 on the left side of the entrance lane R1. The second endpoint P2 is the end of the boundary between the cross lane R2 intersecting the entrance lane R1 at the intersection CP and the sidewalk LSW. In addition, the fourth end E4 is a line extending from the third endpoint P3 along the boundary B3 between the lane and the sidewalk to the fourth endpoint P4. The third endpoint P3 is the intersection of the end EPC of the crosswalk PC and the boundary B4 on the right side of the entrance lane R1. The fourth endpoint P4 is the end of the boundary between the cross lane R2 and the sidewalk RSW. The second end E2 is a line connecting the second endpoint P2 and the fourth endpoint P4.

[0047] As Figure 2As shown, when the boundary B1 between the lane and the sidewalk from the first end point P1 to the second end point P2 is curved, the second end point P2 becomes the position where the curved section ends. That is, the third end portion E3 becomes a curved shape. Similarly, when the boundary B3 between the lane and the sidewalk from the third end point P3 to the fourth end point P4 is curved, the fourth end point P4 becomes the position where the curved section ends. That is, the fourth end portion E4 becomes a curved shape. In addition, the boundaries B1 and B3 between the lane and the sidewalk from the first end point P1 and the third end point P3 to the cross lane R2 respectively are not limited to curves and may also be straight lines. In this case, the third end portion E3 and the fourth end portion E4 become straight shapes.

[0048] The stop position acquisition unit 104 acquires a first stop candidate position that is located closer to the front side in the traveling direction of the traveling path than the deviation area. For example, the stop position acquisition unit 104 acquires a position that is a predetermined distance closer to the front side in the traveling direction of the traveling path than the intersection of the deviation area DA and the traveling path TL as the first stop candidate position. The predetermined distance is, for example, the distance at which the entire deviation area is included in the detection area of the surrounding information detection device 11. In Figure 2 the example, the first stop candidate position SP1 located closer to the front side in the traveling direction of the traveling path TL than the deviation area DA is acquired.

[0049] As described above, in the present embodiment, the host vehicle 1 approaches the area where the moving object may deviate from the crosswalk while decelerating, and when the approach of the moving object deviating from the crosswalk is detected, the host vehicle 1 can continue to decelerate and stop smoothly. As a result, the deceleration of the host vehicle 1 is less than the deceleration required when deceleration is started after detecting the approach of an object deviating from the crosswalk, and it is possible to reduce the decrease in the riding comfort of the occupants and the sense of unease felt by the occupants and pedestrians.

[0050] In addition, the stop position acquisition unit 104 may divide the deviation area into a plurality of deviation areas and acquire corresponding first stop candidate positions for each of the plurality of deviation areas. The stop position acquisition unit 104 divides the deviation area into a plurality of deviation areas when the length of the deviation area along the traveling direction of the traveling lane is longer than a predetermined length. The stop position acquisition unit 104 sets each deviation area such that the length in the traveling direction of the traveling lane of each of the plurality of deviation areas is shorter than the predetermined length. For example, the stop position acquisition unit 104 equally divides the length of the deviation area along the traveling direction of the traveling lane to set a plurality of deviation areas. The stop position acquisition unit 104 acquires, for each of the plurality of set deviation areas, a first stop candidate position located closer to the front side in the traveling direction than the deviation area. In addition, the above-described structure is not an essential structure, and may be appropriately set as needed.

[0051] Here, an example of a method for dividing a deviation region will be described using Figure 3 as a reference. Figure 3 FIG. ~ is a diagram showing an example of obtaining a deviation region according to the present embodiment in a case where a deviation region is divided into a plurality of deviation regions. In the Figure 3 example, the length of the deviation region DA in the traveling direction (Y direction) along the traveling lane L1 is the distance D1 between the front and rear ends E1 and E2. The stop position acquisition unit 104 divides the deviation region into deviation regions DA1 and DA2. Then, the stop position acquisition unit 104 acquires a position closer to the front side in the traveling direction than the deviation region DA1 as a first stop candidate position SP1 for the deviation region DA1. In addition, the stop position acquisition unit 104 acquires a position closer to the front side in the traveling direction than the deviation region DA2 as a second stop candidate position SP2 for the deviation region DA2. In addition, the stop position acquisition unit 104 acquires a position closer to the front side in the traveling direction than the crosswalk PC as a third stop candidate position SP3 for the crosswalk PC.

[0052] In addition, when there is an obstacle at the boundary between the lane with a crosswalk and the sidewalk, the stop position acquisition unit 104 may also acquire the region between the end of the obstacle on the side closer to the crosswalk and the crosswalk as the deviation region. An obstacle is an object on the ground that hinders the movement of a moving object between the sidewalk and the lane. Examples of obstacles include guardrails, planted plants, and fences. In the road environment of an intersection, here, Figure 4 an example of obtaining a deviation region when there is an obstacle at the boundary between the lane and the sidewalk will be described. Figure 4 FIG. ~ is a diagram showing an example of obtaining a deviation region according to the present embodiment when there is an obstacle at the boundary between the lane and the sidewalk. As Figure 4 shown, there may sometimes be an obstacle BA at the boundary B3 between the lane and the sidewalk between the crosswalk PC and the intersecting lane R2. In this case, the stop position acquisition unit 104 uses the end of the obstacle BA on the side closer to the crosswalk PC as the fourth end point P4, and acquires the end along the boundary B3 between the lane and the sidewalk from the third end point P3 to the fourth end point P4 as the fourth end E4. Similarly, when there is an obstacle at the boundary between the lane and the sidewalk from the first end point to the second end point, the stop position acquisition unit 104 uses the end of the obstacle on the side closer to the crosswalk as the second end point, and acquires the end along the boundary between the lane and the sidewalk from the first end point to the second end point as the third end. In addition, the above-described structure is not an essential structure, and may be appropriately set as needed.

[0053] In addition, when the crosswalk is located on the approach lane in front of the vehicle 1 when it turns right or left while passing through the oncoming lane within the intersection, the stop position acquisition unit 104 may acquire a position closer to the front side in the traveling direction than the oncoming lane as the first stop candidate position. Here, use Figure 5 An example of acquiring the stop candidate position when the vehicle turns right at the intersection while passing through the oncoming lane will be described. Figure 5 FIG. is an example of acquiring the stop candidate position of the present embodiment when the vehicle turns right at the intersection while passing through the oncoming lane. In Figure 5 In the example of, the vehicle V1 enters the intersection CP from the driving lane L3 included in the cross lane R2 and turns right at the intersection CP while passing through the oncoming lane L4. In this case, the stop position acquisition unit 104 acquires the first stop candidate position SP1 located closer to the front side in the traveling direction of the traveling path TL than the oncoming lane L4. In addition, the above-described structure is not an essential structure, and may be appropriately set as needed.

[0054] Next, the second stop candidate position will be described. The stop position acquisition unit 104 acquires a stop candidate position that is closer to the front side in the traveling direction than the crosswalk and closer to the inner side in the traveling direction than the first stop candidate position as the second stop candidate position. For example, the stop position acquisition unit 104 acquires a position that is closer to the front side in the traveling direction of the traveling path by a predetermined distance than the intersection of the crosswalk and the traveling path as the second stop candidate position. The predetermined distance is, for example, a distance at which the entire crosswalk is included in the detection area of the surrounding information detection device 11. In Figure 2 In the example of, the stop position acquisition unit 104 acquires the second stop candidate position SP2 that is closer to the front side in the traveling direction of the traveling path TL than the crosswalk PC and closer to the inner side in the traveling direction of the traveling path TL than the first stop candidate position SP1. In addition, the stop position acquisition unit 104 may acquire the second stop candidate position when it is determined by the action determination unit 105 that the vehicle has passed the first stop candidate position or when the vehicle has passed the first stop candidate position, or may acquire the second stop candidate position before it is determined that the vehicle has passed the first stop candidate position, for example, at the same time as acquiring the first stop candidate position.

[0055] Generally, in a scenario where a vehicle passes through a crosswalk, after stopping at a stop line near the crosswalk, it travels at a certain slow speed. When the approach of a moving object is detected, deceleration for stopping is started. When the distance from the stop line to the crosswalk is long, the condition of the crosswalk changes during the period from when the vehicle crosses the stop line until it reaches the crosswalk. When an object on the crosswalk is detected approaching just before reaching the crosswalk, the vehicle will decelerate rapidly. That is, the deceleration for stopping the vehicle is greater than the deceleration for stopping the vehicle at the stop line when the distance from the stop line to the crosswalk is short. In contrast, in this embodiment, the vehicle 1 decelerates and approaches the crosswalk. When the approach of a moving object on the crosswalk is detected, the vehicle 1 can continue to decelerate and stop smoothly. Thereby, the deceleration ratio of the vehicle 1 can be made smaller than the deceleration required when the vehicle travels without decelerating and an object on the crosswalk is detected approaching just before reaching the crosswalk, and the decrease in the riding comfort of the occupants and the sense of unease brought to the occupants and pedestrians can be reduced. In particular, in this embodiment, since the stop candidate positions are obtained both near the crosswalk and near the area where the moving object may deviate and move, whether the vehicle 1 detects the approach of an object crossing the crosswalk near the crosswalk or the approach of an object crossing while deviating from the crosswalk, the deceleration of the vehicle can be made smaller and it can stop.

[0056] The action determination unit 105 executes action determination processing for determining the action of the vehicle 1 with respect to the stop candidate position. When the stop candidate position is obtained, the action determination unit 105 determines to execute deceleration control with respect to the stop candidate position when the vehicle 1 reaches a deceleration start position at a prescribed distance from the stop candidate position. The prescribed distance is the distance required for the vehicle 1 to decelerate and stop appropriately at the stop candidate position. The deceleration start position is set closer to the forward side in the traveling direction of the traveling path than the action determination position where the action determination processing is executed.

[0057] In addition, the action determination unit 105 determines whether the vehicle 1 passes through the stop candidate position or stops at the stop candidate position with respect to the stop candidate position obtained by the stop position acquisition unit 104. In this embodiment, when the action determination unit 105 determines that the vehicle 1 passes through the stop candidate position, the vehicle 1 is controlled to pass through the stop candidate position. At this time, when there is another stop candidate position on the inner side in the traveling direction than the determined stop candidate position through which the vehicle passes, the vehicle 1 is controlled to decelerate and travel toward that other stop candidate position. In addition, in this embodiment, when the action determination unit 105 determines that the vehicle 1 stops at the stop candidate position, the vehicle is controlled to stop at the stop candidate position.

[0058] In the present embodiment, when the vehicle 1 has approached the stop candidate position, the action determination unit 105 determines the action of the vehicle 1. The situation where the vehicle 1 has approached the stop candidate position means that the vehicle 1 has reached the action determination position. The action determination position is a position that is a predetermined distance or a predetermined time closer to the front side in the traveling direction of the traveling path from the stop candidate position. For example, the predetermined distance or the predetermined time is the distance or time required for the vehicle 1 to stop at the stop candidate position at the maximum deceleration. The maximum deceleration is the maximum deceleration among the decelerations within the range where the traveling control for appropriately stopping the vehicle 1 can be performed. In addition, the action determination position is set closer to the inner side in the traveling direction of the traveling path than the deceleration start position. That is, after the vehicle 1 starts decelerating toward the stop candidate position, the action determination unit 105 determines the action of the vehicle 1 with respect to the stop candidate position.

[0059] When the action determination unit 105 has acquired the first stop candidate position and the second stop candidate position, it sequentially performs action determination processing for the first stop candidate position and the second stop candidate position, respectively. That is, after the action determination unit 105 has performed the action determination processing for the first stop candidate position, it then performs the action determination processing for the second stop candidate position. In Figure 2 the example, when it is determined that the vehicle 1 has passed the first stop candidate position SP1, after performing deceleration control to pass the first stop candidate position SP1 and stop at the second stop candidate position SP2, the action determination unit 105 performs action determination processing for the second stop candidate position SP2.

[0060] First, the action determination processing for the first stop candidate position will be described. The action determination unit 105 determines whether the vehicle 1 is approaching the first stop candidate position. When the action determination unit 105 determines that the vehicle is approaching the first stop candidate position, it performs the action determination processing for the first stop candidate position. Based on the first object information related to at least any one of the presence, position, and moving direction of the moving object in the first detection area including the deviation area, as the action of the vehicle 1 with respect to the first stop candidate position, the action determination unit 105 determines whether the vehicle 1 passes the first stop candidate position or stops at the first stop candidate position. When the moving object in the first detection area approaches the traveling path of the vehicle 1, the action determination unit 105 determines that the vehicle 1 stops at the first stop candidate position. When there is no moving object in the first detection area or the moving object in the first detection area does not approach the traveling path of the vehicle 1, the action determination unit 105 determines that the vehicle 1 passes the first stop candidate position.

[0061] The first detection area may be an area including a deviation area and a sidewalk area. The sidewalk area is an area on the sidewalk and is an area adjacent to the deviation area. That is, the action determination unit 105 can determine whether the vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information related to the moving object in the first detection area including the deviation area and the sidewalk area including the sidewalk adjacent to the deviation area. Here, use Figure 6 An example of setting the first detection area is described. Figure 6 This is a diagram showing an example of setting the first detection area in the present embodiment. In Figure 6 it, the areas LWA and RWA adjacent to the deviation area DA on the sidewalks LSW and RSW are used as the sidewalk areas, and the action determination unit 105 sets the first detection area A1 including the deviation area DA and the sidewalk areas LWA and RWA. For example, in Figure 6 the example, there is a moving object M in the first detection area, and the moving object M approaches the travel path. In this case, the action determination unit 105 determines that the vehicle 1 stops at the first stop candidate position. In addition, the above-described structure is not a necessary structure, and can be appropriately set as needed.

[0062] In addition, when the distance between the travel path and the sidewalk adjacent to the deviation area is longer than a specified distance, the action determination unit 105 can determine whether the vehicle 1 passes through the first stop candidate position or stops at the first stop candidate position based on the first object information related to the moving object in the first detection area other than the moving object in the sidewalk area. That is, when the sidewalk area is far from the travel path, even if there is a moving object in the sidewalk area at a position far from the travel path, the moving object is excluded from the determination object for the action determination process for the first stop candidate position, and the action determination process is executed. In addition, the above-described structure is not a necessary structure, and can be appropriately set as needed.

[0063] Next, the action determination process for the second stop candidate position is described. The action determination unit 105 determines whether the vehicle approaches the second stop candidate position. When the action determination unit 105 determines that the vehicle approaches the second stop candidate position, it executes the action determination process for the second stop candidate position. The action determination unit 105 determines whether the vehicle 1 passes through the second stop candidate position or stops at the second stop candidate position as the action of the vehicle 1 for the second stop candidate position based on the second object information related to at least any one of the presence, position, and moving direction of the moving object in the second detection area including the crosswalk. The crosswalk area is an area on the crosswalk.

[0064] When a moving object within the second detection area approaches the driving path of the host vehicle 1, the action determination unit 105 determines that the host vehicle 1 stops at the second stop candidate position. When there is no moving object within the second detection area or the moving object within the second detection area does not approach the driving path of the host vehicle 1, the action determination unit 105 determines that the host vehicle 1 passes through the second stop candidate position.

[0065] The second detection area may also include: a crosswalk area including a crosswalk, deviation areas respectively located on the front side closer to the traveling direction and the inner side of the traveling direction than the crosswalk, and a sidewalk area including a sidewalk adjacent to the crosswalk and the deviation areas. That is, the action determination unit 105 determines whether the host vehicle 1 passes through the second stop candidate position or stops at the second stop candidate position based on the second object information of the moving object within the second detection area including the crosswalk area, the deviation areas respectively located on the front side closer to the traveling direction and the inner side of the traveling direction than the crosswalk, and the sidewalk area adjacent to the crosswalk and the deviation areas. Here, an example of setting the second detection area is described. Figure 7 Describe an example of setting the second detection area. Figure 7 FIG. is a diagram showing an example of setting the second detection area in the present embodiment. In Figure 7 FIG., areas LWA and RWA are areas on the sidewalks LSW and RSW adjacent to the crosswalk area PCA and the deviation area DA. The deviation areas DA are respectively located on the front side closer to the traveling direction of the driving path TL and the inner side of the traveling direction than the crosswalk PC. The deviation area DA located on the inner side of the traveling direction is an area extending from the end of the crosswalk PC on the downstream side in the traveling direction (Y direction) of the driving lane L1 toward the inner side of the traveling direction of the driving path. The action determination unit 105 sets the second detection area A2 including the crosswalk area PCA, the deviation area DA, and the sidewalk areas LWA and RWA. In addition, the above-described structure is not a necessary structure, and can be appropriately set as needed.

[0066] The action determination unit 105 may determine that the host vehicle 1 stops at the second stop candidate position when a moving object within the second detection area approaches the driving path. In addition, the action determination unit 105 may determine that the host vehicle 1 passes through the second stop candidate position when there is no moving object within the second detection area or the moving object within the second detection area does not approach the driving path. In addition, the above-described structure is not a necessary structure, and can be appropriately set as needed.

[0067] In addition, when the action determination unit 105 determines that the host vehicle 1 has stopped at the stop candidate position, before the host vehicle 1 reaches the stop candidate position, it can determine at a certain cycle whether the host vehicle 1 will pass through the stop candidate position or stop at the stop candidate position. In this case, as long as the action determination unit 105 does not determine that the host vehicle 1 passes through the stop candidate position, the host vehicle 1 continues the deceleration control to stop at the stop candidate position.

[0068] The controller 106 controls the host vehicle 1 based on the action determined by the action determination unit 105. The controller 106 calculates control command values for speed control and steering control required for the host vehicle 1 to execute the determined action. The control command values are represented by the accelerator opening, the brake operation amount, the action amount of the steering actuator, and the like. The controller 106 outputs the calculated control command values to the drive device 18.

[0069] When the action determination unit 105 determines that deceleration control for the stop candidate position is to be executed, the controller 106 controls the host vehicle 1 to decelerate toward the stop candidate position. When the host vehicle 1 reaches the deceleration start position, the controller 106 controls the host vehicle 1 to execute deceleration control for the stop candidate position. During the period from the deceleration start position to the action determination position, the controller 106 controls the host vehicle 1 to decelerate at the deceleration rate required for the host vehicle 1 to stop at the stop candidate position.

[0070] In addition, the controller 106 controls the host vehicle 1 based on the result of the action determination process by the action determination unit 105 as to whether the host vehicle 1 will pass through the stop candidate position or stop at the stop candidate position. When the action determination unit 105 determines that the host vehicle 1 stops at the stop candidate position, the controller 106 continues the deceleration control executed toward the stop candidate position and causes the host vehicle 1 to stop at the stop candidate position. That is, in the present embodiment, before the action determination process as to whether the host vehicle 1 will pass through the stop candidate position or stop at the stop candidate position is executed, the host vehicle 1 executes deceleration control toward the stop candidate position. In addition, when the action determination unit 105 determines that the host vehicle 1 passes through the stop candidate position, the controller 106 aborts the deceleration control executed toward the stop candidate position and controls the host vehicle 1 to pass through the stop candidate position.

[0071] For example, when the controller 106 determines through the action determination unit 105 that the host vehicle 1 passes through the first stop candidate position, the controller 106 controls the host vehicle 1 to pass through the first stop candidate position and decelerate toward the second stop candidate position. That is, the controller 106 causes the host vehicle 1 to pass through without stopping at the first stop candidate position. The host vehicle 1 aborts the deceleration control toward the first stop candidate position and starts the deceleration control toward the second stop candidate position. In addition, when the controller 106 determines through the action determination unit 105 that the host vehicle 1 stops at the first stop candidate position, the controller 106 controls the host vehicle 1 to stop at the first stop candidate position. That is, the host vehicle 1 continues the deceleration control executed to stop at the first stop candidate position.

[0072] When the controller 106 determines through the action determination unit 105 that the host vehicle 1 stops at the second stop candidate position, the controller 106 controls the host vehicle 1 to stop at the second stop candidate position. In addition, when the controller 106 determines through the action determination unit 105 that the host vehicle 1 passes through the second stop candidate position, the controller 106 controls the host vehicle 1 to pass through the second stop candidate position.

[0073] Next, use Figure 8 to describe the sequence of the driving assistance method of this embodiment. Figure 8 FIG. is a flowchart showing an example of the sequence of the driving assistance method of this embodiment. In this embodiment, when the host vehicle 1 approaches a crosswalk during traveling along a travel path, the driving assistance device 10 starts the process from step S101.

[0074] In step S101, the driving assistance device 10 obtains a deviation area located closer to the traveling direction of the travel path than the crosswalk based on the road environment information including the crosswalk approached by the host vehicle 1. In step S102, the driving assistance device 10 obtains a first stop candidate position located closer to the traveling direction of the travel path of the host vehicle 1 than the deviation area. In step S103, the driving assistance device 10 starts deceleration control for the host vehicle 1 to decelerate toward the first stop candidate position. For example, the driving assistance device 10 sets a deceleration start position that is a predetermined distance away from the first stop candidate position toward the front side in the traveling direction, and when the host vehicle 1 reaches the deceleration start position, causes the host vehicle 1 to decelerate toward the first stop candidate position.

[0075] In step S104, the driving assistance device 10 determines whether the host vehicle 1 is approaching the first stop candidate position. When it is determined that the host vehicle 1 is approaching the first stop candidate position, the driving assistance device 10 proceeds to step S105. When it is determined that the host vehicle 1 is not approaching the first stop candidate position, the driving assistance device 10 returns to step S104 and repeats the subsequent process. In step S105, as the action of the host vehicle 1 with respect to the first stop candidate position, the driving assistance device 10 determines whether the host vehicle passes through the first stop candidate position or stops at the first stop candidate position. When it is determined that the host vehicle 1 passes through the first stop candidate position, the driving assistance device 10 proceeds to step S106. In step S106, the driving assistance device 10 acquires a second stop candidate position that is closer to the front side in the traveling direction than the crosswalk and closer to the inner side in the traveling direction than the first stop candidate position. When it is determined that the host vehicle 1 stops at the first stop candidate position, that is, when it is determined that the host vehicle 1 does not pass through the first stop candidate position, the driving assistance device 10 proceeds to step S112. Additionally, in Figure 8 In the case where it is determined in step S105 that the vehicle passes through the first stop candidate position, the driving assistance device 10 acquires the second stop candidate position in step S106. However, this is not limited thereto, and the driving assistance device 10 may also acquire the second stop candidate position before the determination in step S105, for example, at the moment when the first stop candidate position is acquired.

[0076] In step S107, the driving assistance device 10 controls the host vehicle 1 to decelerate so that the host vehicle 1 faces the second stop candidate position. In step S108, the driving assistance device 10 determines whether the host vehicle 1 is approaching the second stop candidate position. When it is determined that the host vehicle 1 is approaching the second stop candidate position, the driving assistance device 10 proceeds to step S109. When it is determined that the host vehicle 1 is not approaching the second stop candidate position, the driving assistance device 10 returns to step S108 and repeats the subsequent process. In step S109, as the action of the host vehicle 1 with respect to the second stop candidate position, the driving assistance device 10 determines whether the host vehicle passes through the second stop candidate position or stops at the second stop candidate position. When it is determined that the host vehicle 1 passes through the second stop candidate position, the driving assistance device 10 proceeds to step S110. In step S110, the driving assistance device 10 controls the host vehicle 1 so that the host vehicle 1 passes through the second stop candidate position. When it is determined that the host vehicle 1 stops at the second stop candidate position, that is, when it is determined that the host vehicle 1 does not pass through the second stop candidate position, the driving assistance device 10 proceeds to step S114.

[0077] In step S111, the driving assistance device 10 determines whether the host vehicle 1 has passed a crosswalk. When it is determined that the host vehicle 1 has passed the crosswalk, the driving assistance device 10 ends the control process. When it is determined that the host vehicle 1 has not passed the crosswalk, the driving assistance device 10 returns to step S111 and repeats the subsequent process.

[0078] In step S112, the driving assistance device 10 controls the host vehicle 1 so that the host vehicle 1 stops at the first stop candidate position. After the host vehicle 1 has stopped at the first stop candidate position, the driving assistance device 10 proceeds to step S113. In step S113, the driving assistance device 10 determines whether the host vehicle 1 has passed the first stop candidate position. That is, it is determined whether the host vehicle 1 can start from the first stop candidate position toward the deviation area. When it is determined that the host vehicle 1 has passed the first stop candidate position, the driving assistance device 10 proceeds to step S106. When it is determined that the host vehicle 1 has not passed the first stop candidate position, the driving assistance device 10 returns to step S113 and repeats the subsequent process.

[0079] In step S114, the driving assistance device 10 controls the host vehicle 1 so that the host vehicle 1 stops at the second stop candidate position. After the host vehicle 1 has stopped at the second stop candidate position, the driving assistance device 10 proceeds to step S115. In step S115, the driving assistance device 10 determines whether the host vehicle 1 has passed the second stop candidate position. That is, it is determined whether the host vehicle 1 can start from the second stop candidate position toward the crosswalk. When it is determined that the host vehicle 1 has passed the second stop candidate position, the driving assistance device 10 proceeds to step S110. When it is determined that the host vehicle 1 has not passed the second stop candidate position, the driving assistance device 10 returns to step S115 and repeats the subsequent process.

[0080] As described above, the driving assistance method and driving assistance device according to the present embodiment obtain road environment information related to a road environment including at least a crosswalk, identify moving objects around the vehicle, obtain a candidate stop position where the vehicle stops before passing through the crosswalk on the driving path of the vehicle, determine the action of the vehicle with respect to the candidate stop position, and control the driving assistance device of the vehicle to execute the driving assistance method and driving assistance device based on the determined action. Among them, based on the road environment information, in the front side closer to the traveling direction of the driving path than the crosswalk, the area where the moving object may deviate from the crosswalk and move is defined as the deviation area, the candidate stop position located in the front side closer to the traveling direction than the deviation area is obtained as the first candidate stop position, and the candidate stop position located in the front side closer to the traveling direction than the crosswalk and closer to the inner side of the traveling direction than the first candidate stop position is obtained as the second candidate stop position. The vehicle is controlled to decelerate toward the first candidate stop position. Based on the first object information related to at least any one of the presence, position, and moving direction of the moving object in the first detection area including the deviation area, as the action with respect to the first candidate stop position, it is determined whether the vehicle passes through the first candidate stop position or stops at the first candidate stop position. When it is determined that the vehicle stops at the first candidate stop position, the vehicle is controlled to stop at the first candidate stop position. When it is determined that the vehicle passes through the first candidate stop position, the vehicle is controlled to pass through the first candidate stop position and decelerate toward the second candidate stop position. Based on the second object information related to at least any one of the presence, position, and moving direction of the moving object in the second detection area including the crosswalk, as the action with respect to the second candidate stop position, it is determined whether the vehicle passes through the second candidate stop position or stops at the second candidate stop position. When it is determined that the vehicle stops at the second candidate stop position, the vehicle is controlled to stop at the second candidate stop position. Thus, in the scenario where the vehicle passes through the crosswalk, when detecting the approach of an object that deviates from the crosswalk and moves toward the vehicle side, the deceleration used to stop the vehicle can be made smaller than the deceleration required when detecting the approach of the object at a position closer to the crosswalk.

[0081] In addition, in the driving assistance method and driving assistance device according to the present embodiment, when the length of the deviation area in the direction perpendicular to the width direction of the lane provided with the crosswalk is longer than a specified length, the deviation area is divided into a plurality of deviation areas, and for each of the plurality of deviation areas, the first candidate stop position located in the front side closer to the traveling direction than the deviation area is obtained respectively. Thus, since the candidate stop position is set more precisely, the candidate stop position can be appropriately set according to the distance of the possibility of the object deviating and moving, and the timing that can be passed through can be prevented from being missed.

[0082] In addition, when there is an obstacle on the boundary line between the lane with a crosswalk and the sidewalk that hinders the movement of a moving object between the sidewalk and the lane in the driving assistance method and the driving assistance device of the present embodiment, the area between the end of the obstacle on the side closer to the crosswalk and the crosswalk is acquired as the deviation area. Thus, it is possible to exclude a range where the possibility of the moving object deviating from its movement is low, and it is possible to prevent a stop candidate position for the deviation area from being unnecessarily set on the front side in the traveling direction.

[0083] In addition, when the crosswalk is a crosswalk on the entry lane in front of the vehicle when turning right or left at an intersection in the driving assistance method and the driving assistance device of the present embodiment, the area between the crosswalk and the cross lane intersecting the entry lane at the intersection is acquired as the deviation area. Thus, it is possible to prevent the deviation area from being set on a lane where the possibility of the moving object deviating from its movement is low, and it is possible to prevent a stop candidate position for the deviation area from being unnecessarily set on the front side in the traveling direction.

[0084] In addition, when the crosswalk is a crosswalk on the entry lane in front of the vehicle when turning right or left while passing through the oncoming lane within an intersection in the driving assistance method and the driving assistance device of the present embodiment, a first stop candidate position closer to the front side in the traveling direction than the oncoming lane is acquired. Thus, when the vehicle turns right or left at the intersection of a crossroads, etc., when approaching the crosswalk while passing through the oncoming lane, by stopping the vehicle in front of the oncoming lane, it is possible to prevent the passage of oncoming vehicles from being obstructed.

[0085] In addition, the driving assistance method and the driving assistance device of the present embodiment determine whether the vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information within the first detection area including the deviation area and the sidewalk area including the sidewalk adjacent to the deviation area. Thus, it is possible to determine the vehicle's action with respect to the deviation area according to the actual situation within the deviation area.

[0086] In addition, when the distance between the driving path and the sidewalk adjacent to the deviation area in this embodiment is longer than a specified distance, based on the first object information in the first detection area excluding the moving objects in the sidewalk area, it is determined whether the vehicle passes through the first stop candidate position or stops at the first stop candidate position. In the case of a crosswalk set on a road with a large number of lanes or a road with a wide lane width, the position of a vehicle passing through the crosswalk may be far from the sidewalk. In this case, even if a pedestrian enters the deviation area from the sidewalk, the possibility of crossing the vehicle is very low. By excluding the pedestrians in the sidewalk at a position far from the vehicle from the judgment objects for determining the actions of the vehicle, unnecessary deceleration of the vehicle can be prevented.

[0087] In addition, the driving assistance method and the driving assistance device of this embodiment are based on second object information in a second detection area including: a crosswalk area including a crosswalk, deviation areas respectively located closer to the front side in the traveling direction and the inner side in the traveling direction than the crosswalk, and a sidewalk area including the sidewalk adjacent to the crosswalk and the deviation area, and determine whether the vehicle passes through the second stop candidate position or stops at the second stop candidate position. Thus, by including a wide range around the crosswalk in the judgment objects for determining the actions of the vehicle, it is possible to prevent the vehicle from approaching moving objects including moving objects moving deviantly when passing through the crosswalk.

[0088] In addition, when a moving object in the second detection area approaches the driving path, the driving assistance method and the driving assistance device of this embodiment determine that the vehicle stops at the second stop candidate position, and when there is no moving object in the second detection area or the moving object in the second detection area does not approach the driving path, it is determined that the vehicle passes through the second stop candidate position. Thus, by excluding the moving objects that do not approach the vehicle from the judgment objects for determining the actions of the vehicle, the vehicle does not stop unnecessarily and can quickly pass through the crosswalk.

[0089] In addition, the embodiments described above are described to facilitate the understanding of the present invention and are not the content described for limiting the present invention. Therefore, the gist of each element disclosed in the above embodiments also includes all design changes and equivalents belonging to the technical scope of the present invention. In addition, the structures described in the above embodiments can be appropriately combined as needed, and the combination of the structures is not particularly limited.

[0090] Symbol description

[0091] 10: Driving assistance device

[0092] 101: Road environment acquisition unit

[0093] 102: Vehicle information acquisition unit

[0094] 103: Surrounding object recognition unit

[0095] 104: Stop position acquisition unit

[0096] 105: Action determination unit

[0097] 106: Controller

Claims

1. A driving assistance method, in which a driving assistance device performs the following processes: obtaining road environment information related to a road environment including at least a crosswalk, identifying moving objects around the own vehicle, obtaining a stop candidate position where the own vehicle stops before passing through the crosswalk located on the driving path of the own vehicle, determining an action of the own vehicle with respect to the stop candidate position, and controlling the own vehicle based on the determined action, wherein, the driving assistance device performs the following processes: Based on the road environment information, in a region closer to the advancing direction of the driving path than the crosswalk, a region where the moving object may deviate from the crosswalk and move is defined as a deviation region, and a position of the stop candidate located closer to the advancing direction than the deviation region is obtained and used as a first stop candidate position. A stop candidate position that is located closer to the advancing direction than the crosswalk and closer to the inner side in the advancing direction than the first stop candidate position is obtained and used as a second stop candidate position. The own vehicle is controlled to decelerate toward the first stop candidate position. Based on first object information related to at least any one of the presence, position, and moving direction of the moving object in a first detection region including the deviation region, it is determined whether the own vehicle passes through the first stop candidate position or stops at the first stop candidate position, and this is used as the action with respect to the first stop candidate position. When it is determined that the own vehicle stops at the first stop candidate position, the own vehicle is controlled to stop at the first stop candidate position. When it is determined that the own vehicle passes through the first stop candidate position, the own vehicle is controlled to pass through the first stop candidate position and decelerate toward the second stop candidate position. Based on second object information related to at least any one of the presence, position, and moving direction of the moving object in a second detection region including the crosswalk, it is determined whether the own vehicle passes through the second stop candidate position or stops at the second stop candidate position, and this is used as the action with respect to the second stop candidate position. When it is determined that the own vehicle stops at the second stop candidate position, the own vehicle is controlled to stop at the second stop candidate position.

2. The driving assistance method according to claim 1, wherein, the driving assistance device performs the following processes: When the length of the deviation region in the advancing direction of the lane provided with the crosswalk is longer than a specified length, the deviation region is divided into a plurality of deviation regions. For each of the plurality of deviation regions, a first stop candidate position located closer to the advancing direction than the deviation region is obtained respectively.

3. The driving assistance method according to claim 1 or 2, wherein, When there is an obstacle on the boundary line between the lane with the crosswalk and the sidewalk that obstructs the movement of the moving object between the sidewalk and the lane, the driving assistance device acquires the area between the end of the obstacle closer to the crosswalk and the crosswalk, and uses it as the deviation area.

4. The driving assistance method according to any one of claims 1 to 3, wherein when the crosswalk is a crosswalk provided on the entry lane in front of the vehicle turning right or left at an intersection, the driving assistance device acquires the area between the crosswalk and the cross lane intersecting with the entry lane at the intersection, and uses it as the deviation area.

5. The driving assistance method according to any one of claims 1 to 4, wherein when the crosswalk is a crosswalk provided on the entry lane in front of the vehicle turning right or left while passing through the oncoming lane within an intersection, the driving assistance device acquires the first stop candidate position closer to the front side in the traveling direction than the oncoming lane.

6. The driving assistance method according to any one of claims 1 to 5, wherein the driving assistance device determines whether the vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information within the first detection area including the deviation area and the sidewalk area including the sidewalk adjacent to the deviation area.

7. The driving assistance method according to claim 6, wherein when the distance between the driving path and the sidewalk adjacent to the deviation area is longer than a specified distance, the driving assistance device determines whether the vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information within the first detection area excluding the moving object within the sidewalk area.

8. The driving assistance method according to any one of claims 1 to 7, wherein the driving assistance device determines whether the vehicle passes through the second stop candidate position or stops at the second stop candidate position based on the second object information within the second detection area including the crosswalk area including the crosswalk, the deviation areas respectively located closer to the front side and the inner side in the traveling direction than the crosswalk, and the sidewalk area including the crosswalk and the sidewalk adjacent to the deviation area.

9. The driving assistance method according to any one of claims 1 to 8, wherein the driving assistance device performs the following processing: when the moving object within the second detection area approaches the driving path, it is determined that the vehicle stops at the second stop candidate position, when there is no moving object within the second detection area or the moving object within the second detection area does not approach the driving path, it is determined that the vehicle passes through the second stop candidate position.

10. A driving assistance device that controls the host vehicle, wherein the driving assistance device includes: a road environment acquisition unit that acquires road environment information related to a road environment including at least a crosswalk; a surrounding object recognition unit that recognizes moving objects around the host vehicle; a stop position acquisition unit that acquires a stop candidate position where the host vehicle stops before passing through the crosswalk located on the driving path of the host vehicle; an action determination unit that determines the action of the host vehicle with respect to the stop candidate position; a controller that controls the host vehicle based on the determined action, wherein the stop position acquisition unit performs the following processing: In the crosswalk on the driving path, based on the road environment information, in the area closer to the forward side in the traveling direction of the driving path than the crosswalk, an area where the moving object may move deviating from the crosswalk is defined as a deviation area, and the stop candidate position located closer to the forward side in the traveling direction than the deviation area is acquired and used as the first stop candidate position; The stop candidate position located closer to the forward side in the traveling direction than the crosswalk and closer to the inner side in the traveling direction than the first stop candidate position is acquired and used as the second stop candidate position; wherein the action determination unit performs the following processing: Based on first object information related to at least any one of the presence, position, and moving direction of the moving object in a first detection area including the deviation area, it is determined whether the host vehicle passes through the first stop candidate position or stops at the first stop candidate position, and this is used as the action with respect to the first stop candidate position; Based on second object information related to at least any one of the presence, position, and moving direction of the moving object in a second detection area including the crosswalk, it is determined whether the host vehicle passes through the second stop candidate position or stops at the second stop candidate position, and this is used as the action with respect to the second stop candidate position; wherein the controller performs the following processing: When the first stop candidate position is acquired by the stop position acquisition unit, the host vehicle is controlled to decelerate toward the first stop candidate position; When it is determined by the action determination unit that the host vehicle stops at the first stop candidate position, the host vehicle is controlled to stop at the first stop candidate position; When it is determined by the action determination unit that the host vehicle passes through the first stop candidate position, the host vehicle is controlled to pass through the first stop candidate position and decelerate toward the second stop candidate position; When it is determined by the action determination unit that the host vehicle stops at the second stop candidate position, the host vehicle is controlled to stop at the second stop candidate position.

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