Driving assistance device and vehicle

Abstract

One aspect of the driving assistance device disclosed herein is capable of making a judgment related to the driver of the second vehicle's confirmation status of the first vehicle and the traffic participants based on first data and second data, and making notifications, throttle control, brake control, or steering control based on the result of the judgment. The first data is data indicating that an intersection where the first road and the second road intersects exists in front of the first vehicle traveling on the first road, that there is a second vehicle that is an oncoming vehicle opposite to the first vehicle, that there is a traffic participant different from the first vehicle and the second vehicle that can enter the intersection, that the first vehicle intends to change its route at the intersection, and that the driver of the second vehicle indicates that it intends to give way. The second data is data regarding the orientation of the driver of the second vehicle's face or gaze.

Description

Technical Field

[0001] This disclosure relates to driver assistance devices and vehicles. Background Technology

[0002] For example, at unsignalized intersections, when a driver flashes their turn indicator to change their route, sometimes drivers of oncoming vehicles flash their headlights rapidly to indicate that they are yielding their lane. Such communication between drivers is very beneficial for achieving smooth traffic flow. For example, countermeasures to facilitate smooth traffic flow are disclosed in Patent Documents 1-3.

[0003] Existing technical documents Patent documents Patent Document 1: Japanese Patent Application Publication No. 2021-64033 Patent Document 2: Japanese Patent Application Publication No. 2020-6818 Patent Document 3: Japanese Patent Application Publication No. 10-278671 Summary of the Invention

[0004] The driver assistance device of the first aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an intersection where a first road and a second road intersects exists in front of a first vehicle traveling on the first road, that a second vehicle is present as an oncoming vehicle relative to the first vehicle, that there are traffic participants different from the first and second vehicles who can enter the intersection, that the first vehicle intends to change its route at the intersection, and that the driver of the second vehicle intends to give way. The second data is data regarding the orientation of the second vehicle's driver's face or gaze. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the second vehicle's driver's confirmation of the first vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment.

[0005] The driving assistance device of the second aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an entrance / exit of a facility adjacent to a first road exists in front of a first vehicle traveling on the first road, a second vehicle is present as an oncoming vehicle opposite the first vehicle, a traffic participant different from the first and second vehicles is present and capable of entering a specific area adjacent to the entrance / exit in the first road, the first vehicle intends to change its route in the specific area, and the driver of the second vehicle indicates an intention to yield the route. The second data is data regarding the orientation of the second vehicle driver's face or gaze. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the second vehicle driver's confirmation of the first vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment.

[0006] The driving assistance device of the third aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an intersection where a first path and a second path intersect exists in front of a vehicle traveling on the first path, a guide is present on the intersection, there are traffic participants different from the vehicle and the guide who can enter the intersection, the vehicle intends to change its route on the intersection, and the guide has indicated permission to proceed. The second data is data regarding the direction of the guide's face or gaze. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the guide's confirmation of the vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment.

[0007] The vehicle of the fourth aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an intersection where a first road and a second road intersects exists in front of a vehicle traveling on the first road, that there is an oncoming vehicle opposite the vehicle, that there are traffic participants different from the vehicle and the oncoming vehicle who can enter the intersection, that the vehicle intends to change its route at the intersection, and that the driver of the oncoming vehicle has indicated an intention to yield the route. The second data is data regarding the orientation of the face or gaze of the driver of the oncoming vehicle. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the oncoming vehicle driver's confirmation of the vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment.

[0008] The vehicle of the fifth aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an entrance / exit from a facility adjacent to a first road exists in front of a vehicle traveling on the first road, that an oncoming vehicle exists opposite the vehicle, that a traffic participant different from the vehicle and the oncoming vehicle exists who can enter a specific area adjacent to the entrance / exit in the first road, that the vehicle intends to change its route in the specific area, and that the driver of the oncoming vehicle has indicated an intention to yield the route. The second data is data regarding the orientation of the face or gaze of the driver of the oncoming vehicle. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the oncoming vehicle driver's confirmation of the vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment.

[0009] The vehicle of the sixth aspect of this disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an intersection where a first path and a second path intersect exists in front of a vehicle traveling on the first path, a guide is present on the intersection, there are traffic participants different from the vehicle and the guide who can enter the intersection, the vehicle intends to change its route on the intersection, and the guide has indicated permission to pass. The second data is data regarding the direction of the guide's face or gaze. Based on the first and second data acquired by the data acquisition unit, the control unit is capable of making a judgment related to the guide's confirmation of the vehicle and traffic participants, and making notifications, throttle control, brake control, or steering control based on the result of the judgment. Attached Figure Description

[0010] The accompanying drawings are provided to further understand this disclosure and are incorporated in and constitute a part of this specification. The drawings serve to illustrate an embodiment and, together with the description, illustrate the principles of this disclosure.

[0011] Figure 1 This is a diagram illustrating an example of the functional block diagram of a vehicle according to a first embodiment of the present disclosure.

[0012] Figure 2 It is shown Figure 1 A diagram illustrating an example of driver assistance processes in a vehicle.

[0013] Figure 3 This is an example of a scenario where oncoming vehicles yield their path to other road users at an intersection.

[0014] Figure 4 This is another example of a scenario where oncoming vehicles yield their path to other road users at an intersection.

[0015] Figure 5 This is another example of a scenario where oncoming vehicles yield their path to other road users at an intersection.

[0016] Figure 6 This is another example of a scenario where oncoming vehicles yield their path to other road users at an intersection.

[0017] Figure 7 This is a diagram illustrating an example of the functional block diagram of a vehicle according to a second embodiment of the present disclosure.

[0018] Figure 8 It is shown Figure 7 A diagram illustrating an example of driver assistance processes in a vehicle.

[0019] Figure 9 This is an example of a scenario where oncoming vehicles yield their path to other road users at a parking lot entrance or exit.

[0020] Figure 10 This is another example of a scenario where oncoming vehicles yield their path to other road users at a parking lot entrance or exit.

[0021] Figure 11 This is another example of a scenario where oncoming vehicles yield their path to other road users at a parking lot entrance or exit.

[0022] Figure 12 This is another example of a scenario where oncoming vehicles yield their path to other road users at a parking lot entrance or exit.

[0023] Figure 13 This is a diagram illustrating an example of the functional block diagram of a vehicle according to the third embodiment of this disclosure.

[0024] Figure 14 It is shown Figure 13 A diagram illustrating an example of driver assistance processes in a vehicle.

[0025] Figure 15 This is an example of a scenario where oncoming vehicles yield their path to other road users in a parking lot pathway.

[0026] Figure 16 This is another example of a scenario where oncoming vehicles yield their path to other road users in a parking lot pathway.

[0027] Figure 17 This is another example of a scenario where oncoming vehicles yield their path to other road users in a parking lot pathway.

[0028] Figure 18 This is a diagram illustrating a collision at an intersection.

[0029] Figure 19 This is a diagram illustrating a collision at an intersection.

[0030] Figure 20 This is a diagram illustrating a collision at an intersection. Detailed Implementation

[0031] Hereinafter, several exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that the following description illustrates a specific example of the present disclosure and should not be construed as limiting the present disclosure. For example, elements including numerical values, shapes, materials, components, the positions of each component, and the connection methods of each component are merely examples and should not be construed as limiting the present disclosure. Furthermore, in the following exemplary embodiments, constituent elements not described in the independent claims based on the highest-level concept of the present disclosure are arbitrary and can be provided as needed. The drawings are schematic and are not intended to be illustrated at their original dimensions. Throughout this specification and the drawings, constituent elements having substantially the same function and substantially the same structure are labeled with the same reference numerals, and repeated descriptions are omitted. Additionally, constituent elements not directly related to an embodiment of the present disclosure are not illustrated in the drawings.

[0032] <1. Background> For example, at unsignalized intersections, when a driver flashes their turn indicator to change their route, sometimes drivers of oncoming vehicles flash their headlights rapidly to indicate that they are yielding their lane. Such communication between drivers is very beneficial for achieving smooth traffic flow. For example, countermeasures to facilitate such smooth traffic flow are disclosed in Patent Documents 1-3.

[0033] Patent Document 1 discloses the following: When the predicted travel path of an oncoming vehicle intersects with the travel path of the vehicle itself, if there is a following vehicle of the oncoming vehicle, the vehicle's yielding travel path is controlled; if there is no following vehicle of the oncoming vehicle, the yielding travel path is not controlled. Patent Document 2 discloses the following: When a vehicle ahead stops, if predetermined conditions are met regarding the predicted positional relationship between the vehicle, the vehicle itself, and the vehicle ahead, the vehicle is stopped in a manner that allows the target vehicle to enter the vehicle's lane. Patent Document 3 discloses the following: A retractable display unit is provided on the vehicle's hood; the display unit is exposed on the hood by operating a switch inside the vehicle, and the display unit displays an expression of gratitude to the oncoming vehicle.

[0034] However, none of the patent documents 1-3 discloses any consideration of the possibility of the vehicle colliding with other road users when determining whether to yield its travel path. Furthermore, in the inventions described in patent documents 1-3, since the appropriateness of the other party's expression of intent to yield the travel path is not assessed, there is a possibility of collision between the vehicle and other road users if the expression of intent is made to a road user other than the vehicle itself.

[0035] Therefore, in previous inventions, due to the lack of assessment of the appropriateness of the other party's expression of intent, there was a problem that the vehicle might collide with other road users. Therefore, the inventors of this application conducted in-depth research, resulting in a technology capable of assessing the appropriateness of the other party's expression of intent. The following three collision examples, A, B, and C, illustrate the background of this newly conceived technology.

[0036] Figure 18 The first collision incident, A, is shown. Figure 18 In this scenario, vehicle 100a is traveling on a single-lane road La. This single-lane road La consists of the driving lane L1 from which vehicle 100a is traveling and an opposite lane L2 extending along the driving lane L1 via a center line. An intersection CL is located ahead of vehicle 100a on this single-lane road La. This single-lane road La intersects with road Lb at intersection CL. In the opposite lane L2, vehicle 100b slows down, proceeds slowly, or stops near intersection CL. A pedestrian crossing CW is located near intersection CL on road Lb. A bicycle 100c (a light vehicle) is traveling towards pedestrian crossing CW on road Lb. No traffic signal is present at intersection CL.

[0037] The driver of vehicle 100a slows down and approaches intersection CL, flashing the right-hand turn indicator with the intention of making a right turn at intersection CL. Then, the driver of vehicle 100b flashes their headlights rapidly, signaling that they are yielding their lane. However, the driver of vehicle 100b focuses their attention on vehicle 100a, neglecting bicycle 100c and failing to notice cyclist 100c attempting to cross pedestrian crossing CW. The driver of vehicle 100a interprets this as the driver of vehicle 100b yielding their lane and begins to turn right at intersection CL. Meanwhile, cyclist 100c, unaware that vehicle 100a has turned right at intersection CL, begins to cross pedestrian crossing CW. As a result, vehicle 100a collides with cyclist 100c as it approaches pedestrian crossing CW.

[0038] In collision case A, a collision occurred between vehicle 100a and bicycle 100c because the driver of vehicle 100b gave way to the driver of vehicle 100a without acknowledging bicycle 100c. That is, in collision case A, it can be said that the driver of vehicle 100b's intention in making a right turn at intersection CL was inappropriate.

[0039] Figure 19 The second collision incident, B, is shown. Figure 19 In this scenario, vehicle 100a is traveling on a single-lane road La. This single-lane road La consists of the driving lane L1 from which vehicle 100a is traveling and an opposite lane L2 extending along the driving lane L1 via a center line. An intersection CL is located ahead of vehicle 100a on this single-lane road La. This single-lane road La intersects with road Lb at intersection CL. In the opposite lane L2, vehicle 100b slows down, proceeds slowly, or stops near intersection CL. A pedestrian crossing CW is located near intersection CL on road Lb. On road Lb, vehicle 100d slows down, proceeds slowly, or stops near pedestrian crossing CW. No traffic signal is present at intersection CL.

[0040] The driver of vehicle 100a slows down and approaches intersection CL, flashing the right-hand turn indicator with the intention of making a right turn at intersection CL. Then, the driver of vehicle 100b flashes the headlights rapidly, signaling to yield the right-of-way. However, the driver of vehicle 100b actually signals to vehicle 100d to yield the right-of-way. The driver of vehicle 100a mistakenly interprets this as the driver of vehicle 100b yielding the right-of-way and begins to turn right at intersection CL. Meanwhile, vehicle 100d interprets this as the driver of vehicle 100b yielding the right-of-way and begins to enter intersection CL. As a result, vehicle 100a collides with vehicle 100d, which has entered intersection CL, within the intersection CL.

[0041] In collision case B, the collision between vehicle 100a and vehicle 100d occurred because the driver of vehicle 100a mistakenly believed that the driver of vehicle 100b had yielded his / her path. That is, in collision case B, it can be said that the driver of vehicle 100b's intention in making vehicle 100a's right turn at intersection CL was inappropriate.

[0042] Figure 20 The third collision incident, C, is shown. Figure 20 The recorded road structure and traffic conditions are consistent with Figure 19The road structure and traffic conditions recorded are the same.

[0043] The driver of vehicle 100a slows down and approaches intersection CL, flashing the right-hand turn indicator with the intention of making a right turn at intersection CL. Then, the driver of vehicle 100b flashes the headlights rapidly, signaling that they are yielding their lane. However, the driver of vehicle 100d mistakenly interprets this as the driver of vehicle 100b yielding their lane and begins entering intersection CL. Meanwhile, the driver of vehicle 100a interprets this as the driver of vehicle 100b yielding their lane and begins to turn right at intersection CL. As a result, vehicle 100a collides with vehicle 100d, which has entered intersection CL, within the intersection CL.

[0044] In collision case C, the collision between vehicles 100a and 100d occurred because the driver of vehicle 100d mistakenly believed that the driver of vehicle 100b had yielded his / her path. That is, in collision case C, it can be said that the driver of vehicle 100b's intention in making vehicle 100a's right turn at intersection CL was inappropriate.

[0045] Therefore, in situations where there are three traffic participants ((vehicles 100a, 100b, bicycle 100c) or (vehicles 100a, 100b, 100d)) at intersection CL, as a countermeasure to reduce the collision risk between vehicle 100a and bicycle 100c or vehicle 100d in a specific scenario where one traffic participant (vehicle 100b) indicates an intention to yield their travel path to vehicle 100a, bicycle 100c, or vehicle 100d, the inventors of this application conceived of using the driver of vehicle 100b's confirmation of the status of vehicle 100a and bicycle 100c or vehicle 100d as judgment material to notify the driver of vehicle 100a and to control the throttle, brakes, and steering of vehicle 100a. The driving assistance device and vehicle used to achieve this objective will be described in detail below.

[0046] <2. First Embodiment> [Example of composition] First, a vehicle 1 equipped with the control unit 30 of the first embodiment of the present disclosure will be described. Figure 1 A schematic configuration example of vehicle 1 is shown. The control unit 30 corresponds to a specific example of the "driving assistance device" of this disclosure. Vehicle 1 corresponds to a specific example of vehicle 100a. Vehicle 1 is capable of being driven by the prime mover 50 (engine or motor). Figure 1As shown, vehicle 1 includes, for example, a sensor unit 10, a communication unit 20, a control unit 30, a display unit 40, a prime mover 50, a brake 60, and an EPS (Electric Power Steering) motor 70.

[0047] The sensor unit 10 is configured to include various sensors mounted on the vehicle 1. For example, the sensor unit 10 may include a throttle opening sensor, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, and a steering torque sensor. The sensor unit 10 may also include sensors other than those described above.

[0048] The throttle opening sensor can detect the throttle opening based on the amount of pressure applied to the accelerator pedal. The throttle opening sensor can output timing data (throttle opening data) of the detected throttle opening to the control unit 30.

[0049] The vehicle speed sensor detects the speed of vehicle 1. The vehicle speed sensor outputs timing data (vehicle speed data) of the detected vehicle speed to the control unit 30. The acceleration sensor detects the acceleration applied to vehicle 1. The acceleration sensor outputs timing data (acceleration data) of the detected acceleration in three directions to the control unit 30. The angular velocity sensor detects the angular velocity of vehicle 1. The angular velocity sensor outputs timing data (angular velocity data) of the detected three angular velocities (yaw rate, roll rate, and pitch rate) to the control unit 30.

[0050] The steering angle sensor detects the steering angle of the steering wheel of vehicle 1. The steering angle sensor outputs timing data (steering wheel angle data) of the detected steering angle to the control unit 30. The steering torque sensor detects the steering torque generated by the driver's steering wheel operation. The steering torque sensor outputs timing data (steering torque data) of the detected steering torque to the control unit 30.

[0051] The sensor unit 10 is further configured to include a stereo camera mounted on the vehicle 1 and a driving environment detection unit. The stereo camera is an autonomous sensor that senses the actual space surrounding the vehicle 1. For example, the stereo camera is positioned symmetrically to the left and right of the central portion of the vehicle 1 in the width direction, and can capture stereo images of the front of the vehicle 1 from different viewpoints. The stereo camera can output image data Da (a pair of stereo image data) obtained by capturing the images to the control unit 30.

[0052] A stereo camera can generate distance image data based on the image data Da (a pair of stereo image data) obtained by capturing images, and calculate the distance image data according to the offset of the corresponding object's position. The driving environment detection unit can, for example, determine the lane markings that divide the road surrounding vehicle 1 based on the distance image data. The driving environment detection unit can also determine the road curvature of the lane markings that divide the driving road (driving lane) of vehicle 1 to the left and right, and the width between the left and right markings (vehicle width). The driving environment detection unit can also perform predetermined pattern matching and other operations on the distance image data to detect lanes, structures, and other three-dimensional objects existing around vehicle 1.

[0053] Here, in the detection of three-dimensional objects by the driving environment detection unit, the detection includes, for example, the type of three-dimensional object, the distance from the three-dimensional object, the speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle (this vehicle). Examples of three-dimensional objects that can be detected include traffic lights, intersections, road signs, stop lines, other vehicles, pedestrians, and bicycles. The driving environment detection unit can, for example, output information about the detected three-dimensional objects to the control unit 30.

[0054] The communication unit 20 can acquire data, for example, through vehicle-to-vehicle communication, road-to-vehicle communication, and satellite communication. This data is used to supplement data that cannot be obtained from image data Da and distance image data. The communication unit 20 can output the acquired data to the control unit 30.

[0055] The control unit 30 is capable of controlling the entire vehicle 1. The control unit 30 is, for example, a so-called ECU (Electronic Control Unit), configured to include one or more processors and one or more memories. The control unit 30 may also be configured to include a CPU (Central Processing Unit). In this case, the control unit 30 can control the entire vehicle 1 by executing a program stored in its memory.

[0056] like Figure 1 As shown, the control unit 30 includes, for example, a driving control unit 31. The driving control unit 31 can control the driving of the vehicle 1 (e.g., the torque of the prime mover 50, the amount of braking force applied, the steering wheel angle), and provide notifications related to the driving of the vehicle 1. Figure 1 As shown, the driving control unit 31 includes, for example, a data acquisition unit 32, a condition judgment unit 33, a notification control unit 34, a throttle control unit 35, a brake control unit 36, and a steering control unit 37.

[0057] The data acquisition unit 32 is capable of acquiring various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, and various control signals relative to various devices (such as a direction indicator) of the vehicle 1. The data acquisition unit 32 is capable of acquiring the first data and the second data described below based on the acquired data and various control signals.

[0058] (First Data) The first data includes the following data. The following conforms to the description below. Figures 3 to 6 The records in the document correspond to each other.

[0059] • This indicates that the intersection CL, where road La (first road) and road Lb (second road) intersect, exists in front of vehicle 100a (first vehicle) traveling on road La. • This indicates the existence of vehicle 100b (the second vehicle), which is an opposing vehicle to vehicle 100a. • This indicates the existence of traffic participants (bicycle 100c or vehicle 100d) that are different from vehicle 100a and vehicle 100b, and are able to enter intersection CL. • This indicates that vehicle 100a needs to change its route at intersection CL. • Data indicating that the driver of vehicle 100b intends to change the travel route. (Second data) The second set of data includes the following. The following conforms to the conditions described below. Figures 3 to 6 The records in the document correspond to each other.

[0060] • Data regarding the orientation of the driver's face or line of sight in vehicle 100b The intersection CL, vehicle 100b, bicycle 100c, and vehicle 100d can be detected, for example, by the driving environment detection unit of the sensor unit 10. Changes in the travel route of vehicle 100a can be detected, for example, based on a control signal that causes the direction indicator of vehicle 100a to flash. The driver of vehicle 100b's intention to yield the travel route can be detected, for example, by a flashing light indicating rapid flashing of the headlights of vehicle 100b, included in the timing data of image data Da. The orientation of the driver's face in vehicle 100b can be detected, for example, based on facial features of the driver of vehicle 100b included in image data Da. The direction of the driver's gaze in vehicle 100b can be detected, for example, based on the position of the iris in the driver's eyes included in image data Da.

[0061] The condition judgment unit 33 is able to make a judgment related to the driver of vehicle 100b's confirmation status of vehicle 100a, bicycle 100c, or vehicle 100d based on the first and second data acquired by the data acquisition unit 32. Here, "judgment related to confirmation status" refers to, for example, the following two judgments.

[0062] (First judgment) The determination regarding whether the driver of vehicle 100b recognized the presence of other traffic participants (bicycle 100c or vehicle 100d) besides vehicle 100a. (Second judgment) Determination regarding whether the driver of vehicle 100b expressed an intention to yield the route to any of the following: vehicle 100a, bicycle 100c, or vehicle 100d. The situation determination unit 33 can also perform a "situation-related determination" during a predetermined period Ta before the driver of vehicle 100b makes a declaration of intent to yield a route to other road users (vehicle 100a, bicycle 100c, or vehicle 100d) and at the instant (time A) when such declaration is made. Here, "declaration of intent to yield a route" refers, for example, to flashing headlights rapidly. The specific determination process in the situation determination unit 33 will be described in detail later.

[0063] The notification control unit 34 can generate an image signal for executing a notification based on the judgment result of the status judgment unit 33, and output it to the display unit 40. The display unit 40 is configured, for example, to include a liquid crystal panel or an organic EL panel, and is capable of displaying an image based on the image signal input from the notification control unit 34.

[0064] The throttle control unit 35 can control the torque of the prime mover 50 based on the requested torque corresponding to the amount of accelerator pedal depressed by the driver of vehicle 1. The throttle control unit 35 can also derive a target torque by adding an additional torque based on the judgment result of the condition judgment unit 33 to the requested torque, and control the torque of the prime mover 50 based on the derived target torque. The prime mover 50 is configured to drive the steering wheels of vehicle 1, and can drive the steering wheels of vehicle 1 according to the requested torque or target torque input from the throttle control unit 35.

[0065] The brake control unit 36 ​​can control the torque of the brake 60 based on the requested torque corresponding to the amount of brake pedal depressed by the driver of the vehicle 1. The brake control unit 36 ​​can also derive a target torque by adding an additional torque based on the judgment result of the condition judgment unit 33 to the requested torque, and control the torque of the brake 60 based on the derived target torque. The brake 60 is configured to brake the steering wheels of the vehicle 1, and can brake the steering wheels of the vehicle 1 according to the requested torque or target torque input from the brake control unit 36.

[0066] The steering control unit 37 can output a steering assist torque to assist the steering torque generated by the driver's steering wheel operation, and set the EPS torque corresponding to the output steering assist torque. The steering control unit 37 can also output a target torque by adding an additional torque based on the judgment result of the condition judgment unit 33 to the steering assist torque, and set the EPS torque corresponding to the output target torque. The steering control unit 37 can output a control signal to the EPS motor 70 in a manner that makes the output torque of the EPS motor 70 the set EPS torque. The EPS motor 70 can generate output torque based on the input control signal and control the steering angle of the steering wheel.

[0067] Next, the driving assistance process in vehicle 1 will be explained.

[0068] Figure 2 An example of a driver assistance process in vehicle 1 is shown. Figures 3-6 This illustrates an example of a scenario where vehicle 100b yields its path to other road users at intersection CL.

[0069] exist Figures 3-6 In this scenario, vehicle 100a is traveling on a single-lane road La. This single-lane road La consists of the driving lane L1 from which vehicle 100a is traveling and an opposite lane L2 extending along the driving lane L1 via a center line. An intersection CL is located ahead of vehicle 100a on this single-lane road La. This single-lane road La intersects with road Lb at intersection CL. In the opposite lane L2, vehicle 100b slows down, proceeds slowly, or stops near intersection CL. A pedestrian crossing CW is located near intersection CL on road Lb. Figure 3 In scenario (1), on road Lb, bicycle 100c is traveling toward pedestrian crossing CW. Figure 4 In scenario (2), bicycle 100c is traveling next to vehicle 100b in the opposite lane L2. Figure 5 Scene (3) and Figure 6In scenario (4), on road Lb, vehicle 100d slows down, moves slowly, or stops near pedestrian crossing CW. No traffic signal is installed at intersection CL.

[0070] The driver of vehicle 100a decelerates and approaches intersection CL, flashing the right-hand turn indicator with the intention of making a right turn at intersection CL. Then, the driver of vehicle 100b flashes the headlights rapidly, indicating a yielding route. The driving control unit 31 (situation judgment unit 33) determines whether the yielding route indication made by the driver of vehicle 100b is appropriate for vehicle 100a to make a right turn at intersection CL. The driving assistance process, including this determination, will be explained below.

[0071] The driving control unit 31 acquires various data, including image data Da (step S101). The driving control unit 31 also acquires various control signals as needed. Next, based on the acquired data and control signals, the driving control unit 31 determines whether there is an intersection CL in front of the vehicle 100a (this vehicle) (step S102). If the driving control unit 31 determines that there is an intersection CL in front of the vehicle 100a (step S102: Yes), it determines whether there is a vehicle 100b (oncoming vehicle) based on the acquired data and control signals (step S103).

[0072] When the driving control unit 31 determines that vehicle 100b (oncoming vehicle) is present (step S103: Yes), it determines, based on various acquired data and control signals, whether there is a traffic participant (bicycle 100c, vehicle 100d) that is different from vehicle 100a and vehicle 100b and can enter the intersection CL (step S104). When the driving control unit 31 determines that bicycle 100c or vehicle 100d is present (step S104: Yes), it determines, based on various acquired data and control signals, whether vehicle 100a intends to change its route at the intersection CL (step S105). When the driving control unit 31 determines that vehicle 100a intends to change its route at the intersection CL (step S105: Yes), it determines, based on various acquired data and control signals, whether the driver of vehicle 100b has indicated that they wish to give way (step S106). The driving control unit 31 may, for example, perform the determination of the above steps S102 to S106 based on the data (various data and various control signals) obtained at time A.

[0073] When the driving control unit 31 determines that the driver of vehicle 100b has indicated a willingness to yield the driving route (step S106: Yes), it analyzes the orientation of the driver's face or gaze based on image data Da (step S107). Specifically, the driving control unit 31 determines whether the orientation of the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during a predetermined period Ta before the driver of vehicle 100b makes the indicated willingness and at the instant the indicated willingness is made (time A). At this time, the driving control unit 31 determines whether the orientation of the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, based on image data Da obtained during the predetermined period Ta and time A.

[0074] like Figure 3 As shown, for example, in scenario (1) where vehicle 100b yields its path to vehicle 100a while ignoring bicycle 100c traveling on road Lb, there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during a predetermined period Ta and time A. Therefore, in scenario (1), the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta and time A that there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. When the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta and time A that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 31 determines that vehicle 100b yielded its path to vehicle 100a while ignoring bicycle 100c.

[0075] like Figure 4As shown, in scenario (2), where vehicle 100b yields its path to vehicle 100a despite ignoring bicycle 100c beside it, there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during a predetermined period Ta and time A. Therefore, in scenario (2), the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta and time A that there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. When the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta and time A that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 31 determines that vehicle 100b yielded its path to vehicle 100a despite ignoring bicycle 100c.

[0076] In step S107, the driving control unit 31 may also determine whether, at the moment (time A) the driver of vehicle 100b makes the aforementioned expression of intent, the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a. At this time, the driving control unit 31 determines, based on the image data Da obtained at time A, whether the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a.

[0077] like Figure 5 As shown, for example, in scenario (3) where the driver of vehicle 100a mistakenly believes that vehicle 100b has yielded its path, there is a high probability that at time A, the direction of the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Therefore, in scenario (3), there is a high probability that the driving control unit 31 can read from the image data Da obtained at time A that the direction of the driver of vehicle 100b's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a. If the driving control unit 31 can read from the image data Da obtained at time A that the direction of the driver of vehicle 100b's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 31 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has yielded its path.

[0078] In step S107, the driving control unit 31 may also determine whether, during a predetermined period Ta before the driver of vehicle 100b is about to make the aforementioned expression of intent, the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a; and further, at the instant the driver of vehicle 100b makes the aforementioned expression of intent (time A), whether the direction of the driver's face or gaze is within the range of the predetermined viewing angle θa, including the direction of vehicle 100a. At this time, the driving control unit 31 determines whether the direction of the driver's face or gaze is outside the range of the predetermined viewing angle θa, including the direction of vehicle 100a, based on the image data Da obtained during the predetermined period Ta. Furthermore, the driving control unit 31 determines whether the direction of the driver's face or gaze is within the range of the predetermined viewing angle θa, including the direction of vehicle 100a, based on the image data Da obtained at time A.

[0079] like Figure 6 As shown, for example, in scenario (4) where the driver of vehicle 100a determines that vehicle 100b has yielded its path to him after confirming that vehicle 100d has been detected, there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d, during a predetermined period Ta. Furthermore, at time A, there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. Therefore, in scenario (4), the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta that there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Furthermore, the driving control unit 31 can read from the image data Da obtained at time A that there is a high probability that the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a.

[0080] If the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θb including the direction of vehicle 100d, and can also read from the image data Da obtained at time A that the direction of the driver's face or gaze of vehicle 100b is outside the predetermined viewing angle θa including the direction of vehicle 100a, then the driving control unit 31 determines that the driver of vehicle 100a has yielded the driving path to vehicle 100b after confirming vehicle 100d.

[0081] Based on the analysis results in step S107, the driving control unit 31 determines whether vehicle 100a can safely change its route (step S108). Specifically, if in step S107 the driving control unit 31 determines that vehicle 100b has yielded its route to vehicle 100a without considering bicycle 100c or vehicle 100d, then the driving control unit 31 determines that vehicle 100a cannot safely change its route (step S108: No). Furthermore, if in step S107 the driving control unit 31 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has yielded its route, then the driving control unit 31 determines that vehicle 100a cannot safely change its route (step S108: No). Conversely, if in step S107 the driving control unit 31 determines that the driver of vehicle 100a believes that vehicle 100b has yielded its route after confirming vehicle 100d, then the driving control unit 31 determines that vehicle 100a can safely change its route (step S108: Yes).

[0082] If the driving control unit 31 determines in step S108 that the vehicle 100a can safely change its travel route, it generates an image signal indicating that the travel route can be changed (step S109). At this time, the display unit 40 displays the image indicating that the travel route can be changed (step S110). Furthermore, the driving control unit 31 (throttle control unit 35, brake control unit 36, steering control unit 37) does not intervene with additional torque control during the change of the vehicle 100a's travel route.

[0083] If the driving control unit 31 determines in step S108 that the vehicle 100a cannot safely change its travel route, it generates a warning image signal (step S111). At this time, the display unit 40 displays the warning image (step S112). Furthermore, the driving control unit 31 (throttle control unit 35, brake control unit 36, steering control unit 37) intervenes with additional torque control during the change of the vehicle 100a's travel route.

[0084] [Effect] Next, the effects of the vehicle 1 according to the first embodiment of this disclosure will be explained.

[0085] In this embodiment, based on the first and second data acquired by the data acquisition unit 32, a determination is made regarding the driver of vehicle 100b's confirmation of vehicle 100a, bicycle 100c, or vehicle 100d. Therefore, by determining the appropriateness of the driver's intention to yield to the other party, such as the vehicle's own path, the possibility of collision between vehicle 100a (this vehicle) and other traffic participants (bicycle 100c or vehicle 100d) can be reduced.

[0086] In this embodiment, during a predetermined period Ta before the driver of vehicle 100b makes the aforementioned expression of intent and at the instant the expression of intent is made (time A), when the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, a judgment is made that although the driver's expression of intent is directed at vehicle 100a, the driver of vehicle 100b may have overlooked other road users (bicycle 100c or vehicle 100d). Therefore, notification, throttle control, or brake control based on the result of this judgment can be performed. As a result, the possibility of collision between vehicle 100a (this vehicle) and other road users (bicycle 100c or vehicle 100d) can be reduced.

[0087] In this embodiment, it can also be determined whether, during a predetermined period Ta before the driver of vehicle 100b is about to make the aforementioned expression of intent, the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a. Furthermore, at the instant the driver of vehicle 100b makes the aforementioned expression of intent (time A), it can be determined whether the direction of the driver's face or gaze is within the predetermined viewing angle θa, including the direction of vehicle 100a. In such cases, notification, throttle control, or brake control based on the result of this determination can be performed. As a result, the possibility of collision between vehicle 100a (this vehicle) and other road users (bicycle 100c or vehicle 100d) can be reduced.

[0088] In this embodiment, it can also be determined whether, at the instant (time A) the driver of vehicle 100b makes the aforementioned expression of intent, the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a. In such a case, notification, throttle control, or brake control can be performed based on the result of this determination. As a result, the possibility of collision between vehicle 100a (this vehicle) and other traffic participants (bicycle 100c or vehicle 100d) can be reduced.

[0089] <3. Second Embodiment> [Example of composition] Next, a vehicle 2 equipped with the control unit 80 of the second embodiment of this disclosure will be described. Hereinafter, descriptions of constituent elements that have the same symbols as those assigned to each constituent element in the vehicle 1 of the first embodiment will be omitted as appropriate.

[0090] Figure 7A schematic configuration example of vehicle 2 is shown. Control unit 80 corresponds to a specific example of the "driving assistance device" of this disclosure. Vehicle 2 corresponds to a specific example of vehicle 100a. Vehicle 2 is capable of being driven by prime mover 50 (engine or motor). Figure 7 As shown, vehicle 2 includes, for example, a sensor unit 10, a communication unit 20, a control unit 80, a display unit 40, a prime mover 50, a brake 60, and an EPS motor 70. Vehicle 2 is configured such that control unit 80 is installed in vehicle 1 instead of control unit 30.

[0091] like Figure 7 As shown, the control unit 80 includes, for example, a driving control unit 81. The driving control unit 81 can control the driving of the vehicle 2 (e.g., the torque of the prime mover 50, the amount of braking force applied, the steering wheel angle), and provide notifications related to the driving of the vehicle 2. Figure 7 As shown, the driving control unit 81 includes, for example, a data acquisition unit 32, a condition judgment unit 82, a notification control unit 34, a throttle control unit 35, a brake control unit 36, and a steering control unit 37. The driving control unit 81 is configured such that the condition judgment unit 82 is provided in the driving control unit 31 instead of the condition judgment unit 33.

[0092] The condition judgment unit 82 can make a judgment related to the driver of vehicle 100b's confirmation of vehicle 100a, bicycle 100c, or vehicle 100d based on the first data and the second data acquired by the data acquisition unit 32.

[0093] The first and second data in this embodiment include the following data.

[0094] (First Data) The first data includes the following data. The following conforms to the following... Figures 9 to 12 The records in the document correspond to each other.

[0095] • This indicates that the entrance / exit α originating from the parking lot γ (facility) adjacent to road La (first road) exists in front of vehicle 100a (first vehicle) traveling on road La (first road). • This indicates the existence of vehicle 100b (the second vehicle), which is an opposing vehicle to vehicle 100a. • This indicates the existence of data for vehicle 100d (traffic participant), which is different from vehicle 100a and vehicle 100b, and is able to enter a specific area δ adjacent to entrance / exit α in road La. • This indicates that vehicle 100a needs to change its route in a specific area δ. • Data indicating that the driver of vehicle 100b intends to change the travel route. (Second data) The second data includes the following data. The following conforms to the description below. Figures 9 to 12 The records in the document correspond to each other.

[0096] • Data regarding the orientation of the driver's face or line of sight in vehicle 100b "Judgments related to the confirmed status" include, for example, the following two judgments.

[0097] (First judgment) The determination regarding whether the driver of vehicle 100b recognized the presence of other traffic participants (bicycle 100c or vehicle 100d) besides vehicle 100a. (Second judgment) Determination regarding whether the driver of vehicle 100b expressed an intention to yield the route to any of the following: vehicle 100a, bicycle 100c, or vehicle 100d. The situation determination unit 82 can also perform a "situation-related determination" during a predetermined period Ta before the driver of vehicle 100b makes a declaration of intent to yield a route to other road users (vehicle 100a, bicycle 100c, or vehicle 100d) and at the instant (time A) when such declaration is made. Here, "declaration of intent to yield a route" refers to, for example, flashing the headlights rapidly. The specific determination process in the situation determination unit 82 will be described in detail later.

[0098] Next, the driving assistance process in vehicle 2 will be explained.

[0099] Figure 8 An example of a driver assistance process in vehicle 2 is shown. Figures 9-12 This illustrates an example of a scenario where vehicle 100b yields its path to other road users near a specific area δ.

[0100] exist Figures 9-12 In this scenario, vehicle 100a travels on a single-lane road La. This single-lane road La consists of a driving lane L1 in which vehicle 100a is traveling and an opposing lane L2 extending along the driving lane L1 via a center line. A parking lot γ, for example, is located in front of vehicle 100a as a commercial facility. A specific area δ is located in front of vehicle 100a adjacent to the entrance / exit (parking lot entrance / exit α) of the parking lot γ. In the opposing lane L2, vehicle 100b slows down, moves slowly, or stops near the specific area δ. Figure 9 In scenario (5), near or at parking lot entrance / exit α, vehicle 100d slows down, moves slowly, or stops near road La. That is, in Figure 9 In scenario (5), vehicle 100d is a vehicle located at or near parking lot entrance / exit α. Figure 10 In scenario (6), bicycle 100c is traveling next to vehicle 100b in the oncoming lane L2. That is, in Figure 10 In scenario (6), bicycle 100c is a light vehicle present in the opposite lane L2. Figure 11 Scene (7) and Figure 12 In scenario (8), at the parking lot entrance / exit α, vehicles 100d slow down, move slowly, or stop. No traffic signal is installed in the specific area δ.

[0101] The driver of vehicle 100a decelerates and approaches a specific area δ, flashing the right-side turn indicator with the intention of making a right turn within that area. Then, the driver of vehicle 100b flashes the headlights rapidly, indicating a yielding route. The driving control unit 81 (situation judgment unit 82) determines whether the yielding route indication made by the driver of vehicle 100b is appropriate for vehicle 100a to make a right turn within the specific area δ. The driving assistance process, including this determination, will be explained below.

[0102] The driving control unit 81 acquires various data, including image data Da (step S201). The driving control unit 81 also acquires various control signals as needed. Next, based on the acquired data and control signals, the driving control unit 81 determines whether there is a parking lot γ (or parking lot entrance / exit α) in front of the vehicle 100a (this vehicle) (step S202). If the driving control unit 81 determines that there is a parking lot γ (or parking lot entrance / exit α) in front of the vehicle 100a (step S202: Yes), it determines whether there is a vehicle 100b (oncoming vehicle) based on the acquired data and control signals (step S203).

[0103] When the driving control unit 81 determines that a vehicle 100b (oncoming vehicle) is present (step S203: Yes), it determines, based on the acquired data and control signals, whether there is a vehicle 100d (traffic participant) different from vehicles 100a and 100b that can enter road La (step S204). When the driving control unit 81 determines that a vehicle 100d is present (step S204: Yes), it determines, based on the acquired data and control signals, whether vehicle 100a intends to change its route in a specific area δ (step S205). When the driving control unit 81 determines that vehicle 100a intends to change its route in a specific area δ (step S205: Yes), it determines, based on the acquired data and control signals, whether the driver of vehicle 100b has indicated an intention to yield the route (step S206). The driving control unit 81 may also perform the above-described determinations in steps S202 to S206 based on data (various data and control signals) obtained at time A.

[0104] When the driving control unit 81 determines that the driver of vehicle 100b has indicated a willingness to yield the driving route (step S206: Yes), it analyzes the orientation of the driver's face or gaze based on image data Da (step S207). Specifically, the driving control unit 81 determines whether the orientation of the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during a predetermined period Ta before the driver of vehicle 100b makes the indicated willingness and at the instant the indicated willingness is made (time A). At this time, the driving control unit 81 determines whether the orientation of the driver's face or gaze is within the predetermined viewing angle θa, including the direction of vehicle 100a, based on image data Da obtained during the predetermined period Ta and time A.

[0105] like Figure 9As shown, for example, in scenario (5) where vehicle 100b ignores vehicle 100d that is slowing down, moving slowly, or parked on the parking lot connecting road Lc and yields its travel path to vehicle 100a, there is a high probability that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa, including the direction of vehicle 100a, during the predetermined period Ta and time A. Therefore, in scenario (5), the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta and time A that there is a high probability that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa, including the direction of vehicle 100a. If the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta and time A that the direction of the driver's face or gaze of the vehicle 100b is within a predetermined viewing angle θa, including the direction of the vehicle 100a, the driving control unit 81 determines that the vehicle 100b has yielded its travel path to the vehicle 100a while ignoring the vehicle 100d.

[0106] like Figure 10 As shown, in scenario (6), where vehicle 100b yields its path to vehicle 100a despite ignoring bicycle 100c beside it, there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during a predetermined period Ta and time A. Therefore, in scenario (6), the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta and time A that there is a high probability that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. When the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta and time A that the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 81 determines that vehicle 100b yielded its path to vehicle 100a despite ignoring bicycle 100c.

[0107] In step S207, the driving control unit 81 may also determine whether, at the moment (time A) the driver of vehicle 100b makes the aforementioned expression of intent, the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a. At this time, the driving control unit 31 determines, based on the image data Da obtained at time A, whether the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a.

[0108] like Figure 11As shown, for example, in scenario (7) where the driver of vehicle 100a mistakenly believes that vehicle 100b has yielded its path, there is a high probability that at time A, the direction of the driver of vehicle 100b's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Therefore, in scenario (7), there is a high probability that the driving control unit 81 can read from the image data Da obtained at time A that the direction of the driver of vehicle 100b's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a. If the driving control unit 81 can read from the image data Da obtained at time A that the direction of the driver of vehicle 100b's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 81 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has yielded its path.

[0109] In step S207, the driving control unit 81 may also determine whether, during a predetermined period Ta before the driver of vehicle 100b makes the aforementioned expression of intent, the direction of the driver's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of vehicle 100a; and further, at the instant the driver of vehicle 100b makes the aforementioned expression of intent (time A), whether the direction of the driver's face or gaze is within the range of the predetermined viewing angle θa, including the direction of vehicle 100a. At this time, the driving control unit 81 determines whether the direction of the driver's face or gaze is outside the range of the predetermined viewing angle θa, including the direction of vehicle 100a, based on the image data Da obtained during the predetermined period Ta. Furthermore, the driving control unit 81 determines whether the direction of the driver's face or gaze is within the range of the predetermined viewing angle θa, including the direction of vehicle 100a, based on the image data Da obtained at time A.

[0110] like Figure 12As shown, for example, in scenario (8) where the driver of vehicle 100a determines that vehicle 100b has yielded its path to him after confirming that vehicle 100d has been detected, there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d, during a predetermined period Ta. Furthermore, at time A, there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. Therefore, in scenario (8), the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta that there is a high probability that the direction of the driver's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Furthermore, the driving control unit 81 can read from the image data Da obtained at time A that there is a high probability that the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a.

[0111] If the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θb including the direction of vehicle 100d, and can also read from the image data Da obtained at time A that the direction of the driver's face or gaze of vehicle 100b is outside the predetermined viewing angle θa including the direction of vehicle 100a, the driving control unit 81 determines that the driver of vehicle 100a has yielded the driving path to vehicle 100b after confirming vehicle 100d.

[0112] Based on the analysis results in step S207, the driving control unit 81 determines whether vehicle 100a can safely change its route (step S208). Specifically, if in step S207 the driving control unit 81 determines that vehicle 100b gave way to vehicle 100a without considering bicycle 100c or vehicle 100d, then vehicle 100a cannot safely change its route (step S208: No). Furthermore, if in step S207 the driving control unit 81 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has given way to them, then vehicle 100a cannot safely change its route (step S208: No). Conversely, if in step S207 the driving control unit 81 determines that the driver of vehicle 100a believes that vehicle 100b has given way to them after confirming vehicle 100d, then vehicle 100a can safely change its route (step S208: Yes).

[0113] If the driving control unit 81 determines in step S208 that the vehicle 100a can safely change its travel route, it generates an image signal indicating that the travel route can be changed (step S209). At this time, the display unit 40 displays the image indicating that the travel route can be changed (step S210). Furthermore, the driving control unit 81 (throttle control unit 35, brake control unit 36, steering control unit 37) does not intervene with additional torque control during the change of the vehicle 100a's travel route.

[0114] If the driving control unit 81 determines in step S208 that the vehicle 100a cannot safely change its travel route, it generates a warning image signal (step S211). At this time, the display unit 40 displays the warning image (step S212). Furthermore, the driving control unit 81 (throttle control unit 35, brake control unit 36, steering control unit 37) intervenes with additional torque control during the change of the vehicle 100a's travel route.

[0115] [Effect] Next, the effects of the vehicle 2 according to the second embodiment of this disclosure will be explained.

[0116] In this embodiment, based on the first and second data acquired by the data acquisition unit 32, a determination is made regarding the driver of vehicle 100b's confirmation of vehicle 100a, bicycle 100c, or vehicle 100d. Therefore, by determining the appropriateness of the other party's intention to yield the driving path to vehicle 100a (the vehicle itself), the possibility of collision between vehicle 100a (the vehicle itself) and other traffic participants (bicycle 100c or vehicle 100d) can be reduced.

[0117] In this embodiment, during a predetermined period Ta before the driver of vehicle 100b makes the aforementioned expression of intent and at the instant the expression of intent is made (time A), when the driver's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, a judgment is made that although the driver's expression of intent is directed towards vehicle 100a, the driver of vehicle 100b may have overlooked other road users (bicycle 100c or vehicle 100d). Therefore, notification, throttle control, or brake control based on the result of this judgment can be performed. As a result, the possibility of collision between vehicle 100a (this vehicle) and other road users (bicycle 100c or vehicle 100d) can be reduced.

[0118] In this embodiment, it can also be determined whether, during a predetermined period Ta before the driver of vehicle 100b is about to make the aforementioned expression of intent, the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a. Furthermore, at the instant the driver of vehicle 100b makes the aforementioned expression of intent (time A), it can be determined whether the direction of the driver's face or gaze is within the predetermined viewing angle θa, including the direction of vehicle 100a. In such cases, notification, throttle control, or brake control based on the result of this determination can be performed. As a result, the possibility of collision between vehicle 100a (this vehicle) and other road users (bicycle 100c or vehicle 100d) can be reduced.

[0119] In this embodiment, it can also be determined whether, at the instant (time A) the driver of vehicle 100b makes the aforementioned expression of intent, the direction of the driver's face or gaze is outside a predetermined viewing angle θa, including the direction of vehicle 100a. In such a case, notification, throttle control, or brake control can be performed based on the result of this determination. As a result, the possibility of collision between vehicle 100a (this vehicle) and other traffic participants (bicycle 100c or vehicle 100d) can be reduced.

[0120] <4. Third Embodiment> [Example of composition] Next, a vehicle 3 equipped with the control unit 90 of the third embodiment of this disclosure will be described. Hereinafter, descriptions of constituent elements that have the same symbols as those assigned to each constituent element in the vehicle 1 of the first embodiment will be omitted as appropriate.

[0121] Figure 13 A schematic configuration example of vehicle 3 is shown. Control unit 90 corresponds to a specific example of the "driving assistance device" of this disclosure. Vehicle 3 corresponds to a specific example of vehicle 100a. Vehicle 3 is capable of movement driven by prime mover 50 (engine or motor). Figure 13 As shown, vehicle 3 includes, for example, a sensor unit 10, a communication unit 20, a control unit 90, a display unit 40, a prime mover 50, a brake 60, and an EPS motor 70. Vehicle 3 is configured such that control unit 90 is installed in vehicle 1 instead of control unit 30.

[0122] like Figure 13 As shown, the control unit 90 includes, for example, a driving control unit 91. The driving control unit 91 can control the driving of the vehicle 3 (e.g., the torque of the prime mover 50, the amount of braking force applied, the steering wheel angle), and provide notifications related to the driving of the vehicle 3. Figure 13As shown, the driving control unit 91 includes, for example, a data acquisition unit 32, a condition judgment unit 92, a notification control unit 34, a throttle control unit 35, a brake control unit 36, and a steering control unit 37. The driving control unit 91 is configured such that the condition judgment unit 92 is provided in the driving control unit 31 instead of the condition judgment unit 33.

[0123] The condition judgment unit 92 is able to make a judgment related to the driver of vehicle 100b's confirmation of the status of vehicle 100a and vehicle 100d based on the first data and the second data acquired by the data acquisition unit 32.

[0124] The first and second data in this embodiment include the following data.

[0125] (First Data) The first data includes the following data. The following conforms to the following... Figures 15 to 17 The records in the document correspond to each other.

[0126] • This indicates that the intersection XL, representing the intersection of route L3 (first route) and route L4 (second route), exists in front of vehicle 100a traveling on route L3. • This indicates that guide 100e exists in the data of the intersection road XL. • This indicates the existence of data on vehicle 100d (traffic participant), which is different from vehicle 100a and guide 100e, capable of entering the intersection XL. • This indicates that vehicle 100a will change its route at intersection XL. • This data indicates that guide 100e has given permission to pass. (Second data) The second data includes the following data. The following conforms to the description below. Figures 9 to 12 The records in the document correspond to each other.

[0127] • Data regarding the orientation of the driver's face or line of sight in vehicle 100b "Judgments related to the confirmed status" include, for example, the following two judgments.

[0128] (First judgment) The determination regarding whether the driver of vehicle 100b recognized the presence of other traffic participants (vehicle 100d) besides vehicle 100a. (Second judgment) Determination regarding whether the driver of vehicle 100b expressed an intention to yield the driving route to either vehicle 100a or vehicle 100d. The situation determination unit 92 can also perform a "situation-related determination" during a predetermined period Ta before the driver of vehicle 100b makes a declaration of intent to yield a route to other road users (vehicles 100a and 100d) and at the instant (time A) when such declaration is made. Here, "declaration of intent to yield a route" refers, for example, to flashing headlights rapidly. The specific determination process in the situation determination unit 92 will be described in detail later.

[0129] Next, the driving assistance process in vehicle 3 will be explained.

[0130] Figure 14 An example of a driver assistance process in vehicle 3 is shown. Figures 15-17 This illustration shows an example of a scenario where a guide 100e is positioned in a parking lot γ where pathways L3 and L4 intersect, allowing traffic participants to move.

[0131] exist Figures 15-17 In this scenario, vehicle 100a moves slowly or stops on passage L3. Passage L3 is formed by the gap between two adjacent parking spaces in parking lot γ. A crossroad XS exists in front of vehicle 100a between passage L3 and passage L4. A guide 100e stands on crossroad XS to indicate whether passage is permitted or not to vehicles (e.g., vehicle 100a, vehicle 100d) within parking lot γ. Figure 15 , Figure 16 , Figure 17 In scenarios (9), (10), and (11), on passage L4, vehicle 100d slows down, moves slowly, or stops near intersection XS. That is, in Figure 15 , Figure 16 , Figure 17 In scenarios (9), (10), and (11), vehicle 100d is a vehicle that exists in passage L4.

[0132] The driver of vehicle 100a decelerates and approaches intersection XS, flashing the right-hand turn indicator with the intention of making a right turn at intersection XS. Then, the guide 100e quickly waves a guide stick or guide light to indicate permission to proceed. The driving control unit 91 (situation judgment unit 92) determines whether the permission given by the guide 100e is appropriate for vehicle 100a to make a right turn at intersection XS. The driving assistance process, including this judgment, will be described below.

[0133] The driving control unit 91 acquires various data, including image data Da (step S301). The driving control unit 91 also acquires various control signals as needed. Next, based on the acquired data and control signals, the driving control unit 91 determines whether there is an intersection XS in front of the vehicle 100a (step S302). If the driving control unit 91 determines that there is an intersection XS in front of the vehicle 100a (step S302: Yes), it determines whether a guide 100e is present based on the acquired data and control signals (step S303).

[0134] When the driving control unit 91 determines that a guide 100e is present (step S303: Yes), it determines, based on the acquired data and control signals, whether there is a vehicle 100d (traffic participant) different from vehicle 100a that can enter the intersection XS (step S304). When the driving control unit 91 determines that vehicle 100d is present (step S304: Yes), it determines, based on the acquired data and control signals, whether vehicle 100a intends to change its route on the intersection XS (step S305). When the driving control unit 91 determines that vehicle 100a intends to change its route on the intersection XS (step S305: Yes), it determines, based on the acquired data and control signals, whether the guide 100e has indicated permission to proceed (step S306). The driving control unit 91 may also perform the above-described determinations in steps S302 to S306 based on the data (various data and control signals) obtained at time A.

[0135] When the driving control unit 91 determines that the guide 100e has indicated permission to proceed (step S306: Yes), it analyzes the orientation of the guide 100e's face or gaze based on image data Da (step S307). Specifically, the driving control unit 91 determines whether the orientation of the guide 100e's face or gaze is within a predetermined viewing angle θa, including the direction of the vehicle 100a, during a predetermined period Ta before the guide 100e makes the indicated permission and at the instant the indicated permission is made (time A). At this time, the driving control unit 91 determines whether the orientation of the guide 100e's face or gaze is within the predetermined viewing angle θa, including the direction of the vehicle 100a, based on image data Da obtained during the predetermined period Ta and time A.

[0136] like Figure 15As shown, for example, in scenario (9) where the guide 100e allows vehicle 100a to proceed despite ignoring vehicle 100d that is moving slowly or parked on passage L4, there is a high probability that the direction of the guide 100e's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, during the predetermined period Ta and time A. Therefore, in scenario (9), the driving control unit 91 can read from the image data Da obtained during the predetermined period Ta and time A that there is a high probability that the direction of the guide 100e's face or gaze is within the predetermined viewing angle θa, including the direction of vehicle 100a. When the driving control unit 91 can read from the image data Da obtained during the predetermined period Ta and time A that the direction of the guide 100e's face or gaze is within the predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 91 determines that the guide 100e has yielded the driving path to vehicle 100a while ignoring vehicle 100d.

[0137] In step S307, the driving control unit 91 may also determine whether, at the moment (time A) the guide 100e makes the aforementioned expression of intent, the direction of the guide 100e's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of the vehicle 100a. At this time, the driving control unit 91 determines, based on the image data Da obtained at time A, whether the direction of the guide 100e's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of the vehicle 100a.

[0138] like Figure 16 As shown, for example, in scenario (10) where the driver of vehicle 100a mistakenly believes that guide 100e has yielded to him, there is a high probability that at time A, the direction of guide 100e's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Therefore, in scenario (10), there is a high probability that the driving control unit 91 can read from the image data Da obtained at time A that the direction of guide 100e's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a. If the driving control unit 91 can read from the image data Da obtained at time A that the direction of guide 100e's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a, the driving control unit 91 determines that the driver of vehicle 100a mistakenly believes that guide 100e has yielded to him.

[0139] In step S307, the driving control unit 91 may also determine whether, during a predetermined period Ta before the guide 100e makes the aforementioned expression of intent, the direction of the guide 100e's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of the vehicle 100a. Furthermore, at the instant the guide 100e makes the aforementioned expression of intent (time A), whether the direction of the guide 100e's face or gaze is within the range of the predetermined viewing angle θa, including the direction of the vehicle 100a. At this time, the driving control unit 91 determines whether the direction of the guide 100e's face or gaze is outside the range of the predetermined viewing angle θa, including the direction of the vehicle 100a, based on the image data Da obtained during the predetermined period Ta. Furthermore, the driving control unit 91 determines whether the direction of the guide 100e's face or gaze is within the range of the predetermined viewing angle θa, including the direction of the vehicle 100a, based on the image data Da obtained at time A.

[0140] like Figure 17 As shown, for example, in scenario (11) where the driver of vehicle 100a determines that guide 100e has yielded his / her path after confirming vehicle 100d, there is a high probability that, during a predetermined period Ta, the orientation of guide 100e's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Furthermore, at time A, there is a high probability that the orientation of guide 100e's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a. Therefore, in scenario (11), the driving control unit 91 can read from the image data Da obtained during the predetermined period Ta that there is a high probability that the orientation of guide 100e's face or gaze is within a predetermined viewing angle θb, including the direction of vehicle 100d. Furthermore, the driving control unit 91 can read from the image data Da obtained at time A that there is a high probability that the orientation of guide 100e's face or gaze is outside the predetermined viewing angle θa, including the direction of vehicle 100a.

[0141] If the driving control unit 91 can read from the image data Da obtained during the predetermined period Ta that the direction of the guide 100e's face or gaze is within a predetermined viewing angle θb, including the direction of the vehicle 100d, and can also read from the image data Da obtained at time A that the direction of the guide 100e's face or gaze is outside the predetermined viewing angle θa, including the direction of the vehicle 100a, the driving control unit 91 determines that the driver of the vehicle 100a has yielded the driving path to itself based on the vehicle 100b confirming the vehicle 100d.

[0142] Based on the analysis results in step S307, the driving control unit 91 determines whether vehicle 100a can safely change its route (step S308). Specifically, if in step S307 the driving control unit 91 determines that the guide 100e gave way to vehicle 100a without considering vehicle 100d, then vehicle 100a cannot safely change its route (step S308: No). Alternatively, if in step S307 the driving control unit 91 determines that the driver of vehicle 100a mistakenly believes that the guide 100e gave way to them, then vehicle 100a cannot safely change its route (step S308: No). Conversely, if in step S307 the driving control unit 91 determines that the driver of vehicle 100a, the guide 100e, gave way to them after confirming vehicle 100d, then vehicle 100a can safely change its route (step S308: Yes).

[0143] If the driving control unit 91 determines in step S308 that the vehicle 100a can safely change its travel route, it generates an image signal indicating that the travel route can be changed (step S309). At this time, the display unit 40 displays the image indicating that the travel route can be changed (step S310). Furthermore, the driving control unit 91 (throttle control unit 35, brake control unit 36, steering control unit 37) does not intervene with additional torque control during the change of the vehicle 100a's travel route.

[0144] If the driving control unit 91 determines in step S308 that the vehicle 100a cannot safely change its travel route, it generates a warning image signal (step S311). At this time, the display unit 40 displays the warning image (step S312). Furthermore, the driving control unit 91 (throttle control unit 35, brake control unit 36, steering control unit 37) intervenes with additional torque control during the change of the vehicle 100a's travel route.

[0145] [Effect] Next, the effects of the vehicle 3 according to the third embodiment of this disclosure will be explained.

[0146] In this embodiment, based on the first and second data acquired by the data acquisition unit 32, a judgment is made regarding the confirmation status of the guide 100e of vehicles 100a and 100d. Therefore, by determining the appropriateness of the other party's intention to yield the travel route to vehicle 100a (the vehicle itself), the possibility of collision between vehicle 100a (the vehicle itself) and other traffic participants (vehicle 100d) can be reduced.

[0147] In this embodiment, during the predetermined period Ta before the guide 100e makes the aforementioned expression of intent and at the instant (time A) when the guide 100e's face or gaze is within a predetermined viewing angle θa, including the direction of vehicle 100a, a judgment is made that although the guide 100e has made the aforementioned expression of intent to vehicle 100a, the guide 100e may have overlooked other traffic participants (vehicle 100d). Therefore, notification, throttle control, or brake control based on the result of this judgment can be performed. As a result, the possibility of collision between vehicle 100a (this vehicle) and other traffic participants (vehicle 100d) can be reduced.

[0148] In this embodiment, it can also be determined whether, during a predetermined period Ta before the guide 100e makes the aforementioned expression of intent, the direction of the guide 100e's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of the vehicle 100a. Furthermore, at the instant the guide 100e makes the aforementioned expression of intent (time A), it can be determined whether the direction of the guide 100e's face or gaze is within the range of the predetermined viewing angle θa, including the direction of the vehicle 100a. In such cases, notification, throttle control, or brake control based on the result of this determination can be performed. As a result, the possibility of collision between the vehicle 100a (this vehicle) and other traffic participants (vehicle 100d) can be reduced.

[0149] In this embodiment, it can also be determined whether, at the instant (time A) the guide 100e makes the aforementioned expression of intent, the direction of the guide 100e's face or gaze is outside the range of a predetermined viewing angle θa, including the direction of the vehicle 100a. In such a case, notification, throttle control, or brake control can be performed based on the result of this determination. As a result, the possibility of collision between the vehicle 100a (this vehicle) and other traffic participants (vehicle 100d) can be reduced.

[0150] While the present disclosure has been described above with reference to the embodiments, the present disclosure is not limited to these embodiments and various modifications are possible.

[0151] In the first and second embodiments described above, "the meaning of giving way" is not limited to flashing headlights, but can also refer to the deceleration, slowing down or stopping of vehicle 100b.

[0152] In scenarios (2) and (6), a two-wheeled motor vehicle (vehicle) can be driven next to vehicle 100b in the opposite lane L2, instead of bicycle 100c (light vehicle). In this case, bicycle 100c is replaced by a two-wheeled motor vehicle in the statements related to scenarios (2) and (6). In addition, in schemes (3), (4), (5), (7), (8), (9), (10), and (11), vehicle 100d can be either a passenger car or a two-wheeled motor vehicle.

[0153] It should be noted that the effects described in this specification are merely illustrative. The effects of this disclosure are not limited to those described in this specification. This disclosure may also have effects other than those described in this specification.

[0154] Alternatively, for example, this disclosure may be configured as follows. (1) A driving assistance device, comprising: The data acquisition unit acquires first data and second data. The first data indicates that an intersection where a first road and a second road intersects exists in front of a first vehicle traveling on the first road, that a second vehicle is traveling in the opposite direction from the first vehicle, that there is a traffic participant different from the first and second vehicles who can enter the intersection, that the first vehicle intends to change its route at the intersection, and that the driver of the second vehicle indicates an intention to yield the route. The second data is data regarding the orientation of the second vehicle driver's face or gaze. The control unit, based on the first data and the second data acquired by the data acquisition unit, makes a judgment related to the driver of the second vehicle's confirmation status of the first vehicle and the traffic participants, and makes a notification, throttle control, brake control, or steering control based on the result of the judgment. (2) According to the driving assistance device described in (1), The control unit, during a predetermined period before the driver of the second vehicle is about to make the expression of intent and at the moment the expression of intent is made, when the driver of the second vehicle's face or gaze is within a predetermined viewing angle including the direction of the first vehicle, makes a judgment that although the expression of intent by the driver of the second vehicle is directed at the first vehicle, the driver of the second vehicle may have overlooked the traffic participant, and makes a notification, throttle control, or brake control based on the result of the judgment. (3) According to the driving assistance device described in (1), During a predetermined period before the driver of the second vehicle is about to make the indicated intention, the control unit determines that the driver of the second vehicle's face or gaze is outside a predetermined viewing angle, including the direction of the first vehicle. Then, at the instant the driver of the second vehicle makes the indicated intention, the driver's face or gaze is within the predetermined viewing angle, including the direction of the first vehicle. Based on this determination, the control unit makes a judgment that the driver of the second vehicle, having been aware of the presence of the traffic participant, intends to yield the driving route to the driver of the first vehicle. Based on the result of this judgment, the control unit then issues a notification, controls the throttle, or controls the brakes. (4) According to the driving assistance device described in (1), At the moment the driver of the second vehicle makes the indicated expression of intent, if the driver's face or gaze is outside a predetermined field of view including the direction of the first vehicle, the control unit determines that the driver's indicated expression of intent is directed at the traffic participant, and issues a notification, throttle control, or brake control based on the result of the determination. (5) According to any one of (1) to (4), The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle existing on the second road as the first data. (6) According to any one of (1) to (3), The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle existing in the opposite lane to the first vehicle's driving lane on the first road, as the first data. (7) According to any one of (1) to (4), The meaning is flashing lights, stopping, slowing down, or moving slowly. (8) A driving assistance device, comprising: The data acquisition unit acquires first data and second data. The first data indicates that an entrance / exit of a facility adjacent to a first road exists in front of a first vehicle traveling on the first road; a second vehicle is present as an oncoming vehicle opposite the first vehicle; a different traffic participant, unlike the first and second vehicles, is capable of entering a specific area adjacent to the entrance / exit in the first road; the first vehicle intends to change its route in the specific area; and the driver of the second vehicle indicates an intention to yield the route. The second data is data regarding the orientation of the second vehicle's driver's face or gaze. The control unit, based on the first data and the second data acquired by the data acquisition unit, makes a judgment related to the driver of the second vehicle's confirmation status of the first vehicle and the traffic participants, and makes a notification, throttle control, brake control, or steering control based on the result of the judgment. (9) According to the driving assistance device described in (8), The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle existing at or near the entrance / exit, as the first data. (10) According to the driving assistance device described in (8), The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or a light vehicle in the opposite lane of the driving lane opposite to the first vehicle on the first road, as the first data. (11) A driving assistance device, comprising: The data acquisition unit acquires first data and second data. The first data indicates that an intersection where a first and a second route intersects exists in front of a vehicle traveling on the first route, a guide is present at the intersection, a traffic participant different from the vehicle and the guide is present and can enter the intersection, the vehicle intends to change its route at the intersection, and the guide has indicated permission to proceed. The second data is data regarding the direction of the guide's face or gaze. The control unit, based on the first data and the second data acquired by the data acquisition unit, makes a judgment related to the guide's confirmation status of the vehicle and the traffic participants, and performs notification, throttle control, brake control, or steering control based on the result of the judgment. (12) According to the driving assistance device described in (11), During a predetermined period before the guide is about to make the expression of intent, and at the moment the guide makes the expression of intent, when the guide's face or gaze is within a predetermined field of view including the direction of the vehicle, the control unit makes a judgment that although the guide's expression of intent is directed at the vehicle, the guide may have overlooked the traffic participant, and makes a notification, throttle control, or brake control based on the judgment result. (13) According to the driving assistance device described in (11), During a predetermined period before the guide is about to make the indicated gesture, the control unit determines that the guide's face or gaze is outside a predetermined viewing angle, including the direction of the vehicle. Then, at the instant the guide makes the indicated gesture, when the guide's face or gaze is within the predetermined viewing angle, including the direction of the vehicle, the control unit determines that the guide, based on the presence of the traffic participant, intends to give way to the driver of the vehicle. Based on this determination, the control unit then issues a notification, controls the throttle, or controls the brakes. (14) According to the driving assistance device described in (11), At the instant the guide makes the indicated expression, if the guide's face or gaze is outside a predetermined field of view including the direction of the vehicle, the control unit determines that the guide's indicated expression is directed at the traffic participant, and then issues a notification, throttle control, or brake control based on the result of that determination. (15) According to any one of (11) to (14), The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle present in the second path as the first data. (16) According to any one of (11) to (14), The meaning referred to is the act of rapidly shaking the guide rod or guide light. (17) A vehicle having any one of (1), (8) and (11) a driving assistance device.

[0172] Figure 1 The control unit 30 shown Figure 7 The control unit 80 shown and Figure 13The control unit 90 shown may be implemented by a circuit including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and / or at least one field-programmable gate array (FPGA). The at least one processor is configured to execute by reading instructions from at least one non-transitory and tangible computer-readable medium. Figure 1 The control unit 30 shown Figure 7 The control unit 80 shown and Figure 13 All or some of the various functions in the control unit 90 shown. Such media can take various forms, including, but are not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile or non-volatile memory. Volatile memory may include DRAM and SRAM. Non-volatile memory may include ROM and NVRAM. ASIC is dedicated to executing... Figure 1 The control unit 30 shown Figure 7 The control unit 80 shown and Figure 13 The control unit 90 shown contains all or some of the various functions of an integrated circuit (IC). An FPGA is designed to be configured after manufacturing to perform... Figure 1 The control unit 30 shown Figure 7 The control unit 80 shown and Figure 13 All or some of the functions in the control unit 90 shown.

Claims

1. A driving assistance device, characterized in that, have: The data acquisition unit acquires first data and second data. The first data indicates that an intersection where a first road and a second road intersects exists in front of a first vehicle traveling on the first road, that a second vehicle is an oncoming vehicle relative to the first vehicle, that a traffic participant different from the first vehicle and the second vehicle is able to enter the intersection, that the first vehicle intends to change its route at the intersection, and that the driver of the second vehicle indicates that it intends to give way. The second data is data about the orientation of the driver of the second vehicle's face or gaze. as well as The control unit, based on the first data and the second data acquired by the data acquisition unit, makes a judgment related to the driver of the second vehicle's confirmation status of the first vehicle and the traffic participants, and makes a notification, throttle control, brake control, or steering control based on the result of the judgment.

2. The driving assistance device according to claim 1, characterized in that, During a predetermined period before the driver of the second vehicle is about to make the indicated expression of intent, and at the moment the indicated expression of intent is made, when the driver of the second vehicle's face or line of sight is within a predetermined field of view including the direction of the first vehicle, the control unit makes a judgment that although the driver of the second vehicle's indicated expression of intent is directed at the first vehicle, the driver of the second vehicle may have overlooked the traffic participant, and makes a notification, throttle control, or brake control based on the result of the judgment.

3. The driving assistance device according to claim 1, characterized in that, During a predetermined period before the driver of the second vehicle is about to make the indicated intention, the control unit determines that the driver of the second vehicle's face or gaze is outside a predetermined viewing angle, including the direction of the first vehicle. Then, at the instant the driver of the second vehicle makes the indicated intention, the driver's face or gaze is within the predetermined viewing angle, including the direction of the first vehicle. Based on this determination, the control unit makes a judgment that the driver of the second vehicle has indicated an intention to yield the driving route to the driver of the first vehicle, and performs notification, throttle control, or brake control based on the result of this judgment.

4. The driving assistance device according to claim 1, characterized in that, At the moment the driver of the second vehicle makes the indicated expression of intent, if the driver's face or gaze is outside a predetermined field of view including the direction of the first vehicle, the control unit determines that the driver's indicated expression of intent is directed at the traffic participant, and issues a notification, throttle control, or brake control based on the result of the determination.

5. The driving assistance device according to any one of claims 1 to 4, characterized in that, The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle existing on the second road as the first data.

6. The driving assistance device according to any one of claims 1 to 3, characterized in that, The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle existing in the opposite lane to the first vehicle's driving lane on the first road, as the first data.

7. The driving assistance device according to any one of claims 1 to 4, characterized in that, The meaning is flashing lights, stopping, slowing down, or moving slowly.

8. A driving assistance device, characterized in that, have: The data acquisition unit acquires first data and second data. The first data indicates that an entrance / exit of a source facility adjacent to the first road exists in front of a first vehicle traveling on the first road, a second vehicle is an oncoming vehicle opposite the first vehicle, a traffic participant different from the first vehicle and the second vehicle is able to enter a specific area in the first road adjacent to the entrance / exit, the first vehicle intends to change its route in the specific area, and the driver of the second vehicle indicates that he / she intends to give way. The second data is data about the orientation of the driver of the second vehicle's face or gaze. as well as The control unit, based on the first data and the second data acquired by the data acquisition unit, makes a judgment related to the driver of the second vehicle's confirmation status of the first vehicle and the traffic participants, and makes a notification, throttle control, brake control, or steering control based on the result of the judgment.

9. The driving assistance device according to claim 8, characterized in that, The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle existing at or near the entrance / exit, as the first data.

10. The driving assistance device according to claim 8, characterized in that, The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or a light vehicle in the opposite lane of the driving lane opposite to the first vehicle on the first road, as the first data.

11. A driving assistance device, characterized in that, The data acquisition unit acquires first data and second data. The first data is data indicating that an intersection where the first and second paths intersect exists in front of a vehicle traveling on the first path, a guide is present at the intersection, there is a traffic participant different from the vehicle and the guide who can enter the intersection, the vehicle intends to change its route at the intersection, and the guide indicates that permission is granted. The second data is data about the direction of the guide's face or gaze. as well as Based on the first data and the second data acquired by the data acquisition unit, a judgment is made regarding the guide's confirmation status of the vehicle and the traffic participants, and notifications, throttle control, brake control, or steering control are performed based on the result of the judgment.

12. The driving assistance device according to claim 11, characterized in that, During a predetermined period before the guide is about to make the expression of intent, and at the moment the guide makes the expression of intent, when the guide's face or gaze is within a predetermined field of view including the direction of the vehicle, the control unit makes a judgment that although the guide's expression of intent is directed at the vehicle, the guide may have overlooked the traffic participant, and makes a notification, throttle control, or brake control based on the judgment result.

13. The driving assistance device according to claim 11, characterized in that, During a predetermined period prior to the guide's expression of intent, the control unit determines that the guide's face or gaze is outside a predetermined viewing angle, including the direction of the vehicle. Then, at the instant the guide makes the expression of intent, when the guide's face or gaze is within the predetermined viewing angle, including the direction of the vehicle, the control unit makes a judgment that the guide, based on the presence of the traffic participant, intends to yield the driving route to the driver of the vehicle. Based on this judgment, the control unit then issues a notification, controls the throttle, or controls the brakes.

14. The driving assistance device according to claim 11, characterized in that, At the instant the guide makes the indicated expression, if the guide's face or gaze is outside a predetermined field of view including the direction of the vehicle, the control unit determines that the guide's indicated expression is directed at the traffic participant, and then issues a notification, throttle control, or brake control based on the result of that determination.

15. The driving assistance device according to any one of claims 11 to 14, characterized in that, The data acquisition unit acquires data including data indicating that the traffic participant is a vehicle or light vehicle present in the second path as the first data.

16. The driving assistance device according to any one of claims 11 to 14, characterized in that, The meaning referred to is the act of rapidly shaking the guide rod or guide light.

17. A vehicle, characterized in that, The device comprises the driving assistance device according to any one of claims 1, 8 and 11.

Images