Driving assistance device for a vehicle

Abstract

A driving assistance device (1) for a vehicle comprises: a first recognizer (13) that detects surrounding information, a second recognizer (32a, 35a, 39, 40) that detects vehicle state information, a notifier (31a) that notifies a driver of predetermined information, and a control processing unit (14) that performs vehicle driving control and includes a determiner (15) and first and second processors (16, 17). The determiner (15) determines whether the vehicle is in a stuck state based on the vehicle state information and evaluates a stuck degree when the vehicle is in the stuck state. The first processor (16) executes first extrication assistance control that automatically assists the vehicle in extricating itself from the stuck state.The second processor (17) executes a second extrication assistance control, which outputs first extrication maneuver instruction information to the notifier (31a), based on which the vehicle is to be extricated from the stuck state. The control processing unit (14) executes one of the first extrication assistance control and the second extrication assistance control depending on the stuck state.

Description

Technical field

[0001] The invention relates to a driving assistance device for a vehicle. State of the art

[0002] Four-wheel drive vehicles with a structure in which all front and rear wheels (usually four wheels) are driven are in operation and are generally used as typical examples of four-wheeled vehicles in the field of vehicles such as cars.

[0003] Four-wheel drive vehicles are expected to be used in a wide variety of driving environments due to their high performance on poor roads. For example, when driving on poor roads, such as unpaved roads or rough terrain, a vehicle may sometimes enter slushy areas, snowy areas, or other areas with poor conditions. In these cases, the vehicle may become stuck, causing the vehicle to experience difficulty driving due to drive wheel spin or other issues.

[0004] Even in such a stuck condition, a four-wheel drive vehicle can extricate itself from the stuck condition by devising maneuvers. However, if excessive driving force is applied to the drive wheels or other inappropriate maneuvers are performed while the vehicle is stuck, wheel spin or other phenomena may occur that further aggravate the stuck condition.

[0005] To address this problem, various driving assistance devices have been proposed to assist in freeing vehicles, such as four-wheel drive vehicles, from stuck conditions. For examples, see Japanese Unexamined Patent Application Publications JP 2007-38918 A and JP 2019-202645 A.

[0006] The driving assistance device disclosed in JP 2007-38918 A, for example, is designed to provide driving assistance that helps a vehicle stuck on a sandy road to escape from the stuck state by raising or lowering the vehicle height using a damper, so that the contact state between the wheels and the sandy road and the grip of the wheels on the sandy road are changed.

[0007] For example, the driving assistance device for vehicles disclosed in JP 2019-202645 A is designed to provide driving assistance that helps a vehicle in a stuck state to free itself from the stuck state by automatically changing the direction of the driving force and repeatedly moving the vehicle forward and backward. Brief description

[0008] One aspect of the invention provides a driving assistance device for a vehicle. The driving assistance device includes a first detector, a second detector, a notifier, and a control processing unit. The first detector is configured to acquire environmental information about the vehicle. The second detector is configured to acquire vehicle state information about the vehicle.

[0009] The notifier is configured to notify a driver of the vehicle of predetermined information. The control processing unit is configured to perform driving control for the vehicle and includes a determiner, a first processor, and a second processor. The determiner is configured to determine whether the vehicle is in a stuck state based on the vehicle state information and to evaluate a stuck degree when it is determined that the vehicle is in a stuck state. The first processor is configured to execute a first extrication assistance control that automatically assists the vehicle in extricating itself from the stuck state.

[0010] The second processor is configured to execute a second extrication assistance control that outputs first extrication maneuver instruction information to the notifier, based on which the vehicle is to be extricated from the stuck state. The control processing unit is configured to execute one of the first extrication assistance control with the first processor or the second extrication assistance control with the second processor, depending on the stuck state.

[0011] One aspect of the invention provides a driving assistance device for a vehicle. The driving assistance device comprises a first detector, a second detector, a notifier, and a circuit arrangement. The first detector is configured to detect environmental information about the vehicle. The second detector is configured to detect vehicle status information about the vehicle. The notifier is configured to notify a driver of the vehicle of predetermined information.

[0012] The circuit arrangement is configured to perform the following actions: performing driving control for the vehicle; determining whether the vehicle is in a stuck state based on the vehicle state information, and evaluating a stuck driving degree when it is determined that the vehicle is in the stuck state; performing first extrication assistance control that automatically assists the vehicle in extricating itself from the stuck state; performing second extrication assistance control that outputs to the notifier first extrication maneuver instruction information based on which the vehicle is to be extricated from the stuck state; and performing one of the first extrication assistance control or the second extrication assistance control depending on the stuck driving degree. Short description of the drawings

[0013] The accompanying drawings are provided to provide a further understanding of the invention and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments and, together with the description, serve to explain the principles of the invention.

[0014] The drawings show in: Fig. 1 is a block diagram showing a schematic configuration of a driving assistance device for a vehicle according to an exemplary embodiment of the invention. Fig. 2 a table with examples of rescue maneuver instructions issued by a second rescue assistance processor of the Fig. 1 shown driver assistance device. Fig. 3 a flow diagram of a control system which is used by the Fig. 1 when the vehicle is stuck while driving in a poor road area, which is part of the operations of the driving assistance device. Detailed description

[0015] For example, the driving assistance device described in JP 2007-38918 A uses a dedicated device for raising or lowering the vehicle height. This can complicate the vehicle configuration and increase product costs.

[0016] For example, a driving assistance device described in JP 2019-202645 A operates under the assumption that the driving force of the drive wheels is reliably transmitted to a road surface to move a vehicle in a stuck state in a forward-backward direction. However, depending on the stuck state of the vehicle, the driving assistance device may have difficulty assisting the vehicle in freeing it from the stuck state.

[0017] Generally, a driver or user operating a vehicle is not necessarily well-versed in the appropriate procedures for freeing the vehicle from a stuck condition. If the vehicle is actually stuck, even if the driver or user knows the appropriate procedures for freeing the vehicle from a stuck condition, they may experience panic or confusion and be unable to remain calm and handle the situation.

[0018] It is desirable to provide a driving assistance device for a vehicle which enables driving assistance control for the vehicle, including control for freeing the vehicle from the stuck state when the vehicle is stuck during travel in a bad road area, to be automatically executed by recognizing an environment and a vehicle state.

[0019] The following describes some exemplary embodiments of the invention in detail with reference to the accompanying drawings. It should be noted that the following description is directed to illustrative examples of the invention and should not be understood as a limitation of the invention. Factors including, without limitation, numerical values, shapes, materials, components, positions of the components, and the manner of connection of the components to each other are for illustration only and should not be understood as a limitation of the invention. Further, in the following exemplary embodiments, elements that are not recited in the broadest independent claim of the invention are optional and may be present as needed.

[0020] The drawings are schematic and not intended to be drawn to scale. Throughout this description and the drawings, elements having substantially the same function and configuration are designated by the same reference numerals to avoid redundant descriptions thereof. Furthermore, elements that do not directly relate to any embodiment of the invention are not shown in the drawings.

[0021] First, a schematic configuration of a driving assistance device 1 for a vehicle according to an exemplary embodiment of the invention will be described with reference to Fig. 1 described. Fig. 1 is a block diagram of a schematic configuration of the driving assistance device 1 according to the exemplary embodiment of the invention.

[0022] The Fig. The driving assistance device 1 shown in Figure 1 may have a configuration that is generally similar to that of an existing driving assistance device for the same vehicle type. Thus, Fig. 1 and the following description, the illustration and detailed description of typical components included in existing driver assistance devices have been omitted, while in Fig. 1 and the following description, components are shown that relate directly to the exemplary embodiment of the invention.

[0023] The driving assistance device 1 according to the exemplary embodiment may include a camera unit 10. The camera unit 10 may be an in-vehicle camera including a stereo camera 11. The stereo camera may be mounted on a front upper center portion of the interior of a vehicle (not shown) equipped with the driving assistance device 1.

[0024] As in Fig. 1, the camera unit 10 may include the stereo camera 11, an image processing unit (IPU) 12, an image recognizer 13, and a control processing unit 14.

[0025] The stereo camera 11 may include two cameras: a main camera 11a and an auxiliary camera 11b. In some embodiments, the main camera 11a and the auxiliary camera 11b may be arranged symmetrically around a vehicle width center in the interior of the vehicle and directed toward the front of the vehicle.

[0026] The main camera 11a and the auxiliary camera 11b may each include an image pickup optical system, an image pickup device such as a CMOS image sensor, a processing circuit that processes image pickup signals or other signals, and other elements. Note that the illustration of a detailed configuration of the stereo camera 11 in Fig. 1 was omitted.

[0027] With this configuration, the stereo camera 11, comprising the main camera 11a and the auxiliary camera 11b, which have different lines of sight, can acquire two sets of image data over a predetermined area of ​​an environment outside and in front of the vehicle in predetermined, synchronized image acquisition cycles. Stereo image data can be generated based on the thus acquired image data.

[0028] The stereo image data may represent the environment in which the vehicle is traveling. In one embodiment, the stereo image data may serve as "environmental information." The stereo image data or environmental information generated by the stereo camera 11 may be output to the IPU 12.

[0029] The IPU 12 may be a configuration unit or a circuit unit that performs predetermined image processing on the environmental information, ie, the image data captured by the stereo camera 11 representing the environment in which the vehicle is traveling. In some embodiments, the IPU 12 may perform processing to detect edges of various objects included in the image data, such as physical objects or lane lines.

[0030] The IPU 12 can acquire distance information based on the displacement value between the corresponding edges in the left and right images of the stereo image data and generate image information including this distance information (distance image information). The distance image information or other information generated by the IPU 12 can be output to the image recognizer 13.

[0031] Based on the distance image information or other information received from the IPU 12, the image recognizer 13 can calculate road curvatures [1 / m], e.g., the left and right lane lines of a lane (vehicle travel path) in which the vehicle is traveling, and the width between the left and right lane lines (lane width). Various known methods can be used to calculate the road curvatures and lane width.

[0032] Furthermore, based on the distance image information acquired by the stereo camera 11, the image recognizer 13 can perform predetermined processing such as pattern matching to recognize the following objects: three-dimensional objects extending along the road, such as guardrails, curbs, and other nearby vehicles; parking frame lines marked on the road surface of a parking lot or other terrain; three-dimensional structures such as vehicle barriers that define parking areas; and the distances to neighboring vehicles. The image recognizer 13 can also recognize, for example, the condition of the road surface or a ground surface (hereinafter referred to as the "wheel contact patch") around the vehicle (hereinafter referred to as the "road surface condition").

[0033] The recognition of an object, such as a three-dimensional object, by the image recognizer 13 may include recognition of the type of the three-dimensional object, the height of the three-dimensional object, the width of the three-dimensional object, the distance between the vehicle and the three-dimensional object, a relative speed between the three-dimensional object and the vehicle, and the relative distance between two three-dimensional objects (e.g., the lateral distance between a curb on a roadside and a nearby lane line).

[0034] The detection of the road surface condition by the image recognizer 13 may include, but is not limited to, the following identifications: (1) Schematic identification of paved roads, unpaved roads, rough terrain or similar areas; (2) Identification of detailed conditions (e.g., muddy, sandy, or snowy) on unpaved roads, rough terrain, or similar areas that have been identified; (3) Identification of flooded roads, such as underpasses, and (4) Identification of puddles, slush areas, snow areas, or similar areas.

[0035] In some embodiments, these road surface conditions may be estimated based on differences in image brightness.

[0036] Various types of information recognized by the image recognizer 13 can be output as environmental information to the control processing unit 14. In one embodiment, the camera unit 10 including the image recognizer 13 can serve as a "first recognizer" that recognizes the surroundings of the vehicle.

[0037] The control processing unit 14 included in the camera unit 10 may be a configuration unit or a circuit unit that controls the travel of the vehicle equipped with the driving assistance device 1 by controlling the camera unit 10 and an overall operation of the driving assistance device 1 according to the exemplary embodiment.

[0038] The control processing unit 14 may be coupled to various control units, such as an in-vehicle data communication module (DCM) 20, a cockpit control unit (CP-ECU) 21, an engine control unit (E / G-ECU) 22, a transmission control unit (T / M-ECU) 23, a brake control unit (BK-ECU) 24, and a power steering control unit (PS-ECU) 25, through in-vehicle communication lines, such as a Controller Area Network (CAN).

[0039] The in-vehicle DCM 20 may be a communicator that establishes interactive communication through a constant connection between the control processing unit 14 included in the camera unit 10 and an information center 50, which is a predetermined external device or system.

[0040] The information center 50 may be an external facility that includes, for example, a call center 51 and an external server 52 and manages information about vehicles. The call center 51, the external server 52, and other associated components in the information center 50 may be coupled, for example, to a communications network, such as the Internet.

[0041] In some embodiments, the in-vehicle DCM 20 can perform both voice communication and data communication. This configuration allows the driving assistance device 1 according to the exemplary embodiment to perform voice communication with an operator located in the call center 51 through the in-vehicle DCM 20 and also perform data communication with the external server 52 to send various types of data acquired on the vehicle.

[0042] Non-limiting examples of the various types of data collected from the vehicle may include environmental information and vehicle condition information collected by a second detector, which will be described later. In some embodiments, the environmental information may include vehicle position data about the latitude, longitude, and elevation of the vehicle's position, which is detected by a position sensor 36, which will be described later. In some embodiments, the vehicle condition information may include information about a stalled condition, vehicle travel data, and remaining fuel level information, which is detected by a second detector, which will be described later.

[0043] The CP-ECU 21 may be coupled to a human-machine interface (HMI) 31, as shown in Fig. 1. The HMI 31 may be located near the driver's seat of the vehicle. In some embodiments, the HMI 31 may include various controls, various sensor devices, and various notification devices, such as a notifier 31a.

[0044] Non-limiting examples of the various controls of the HMI 31 may include multiple control switches used to command the execution or cancellation of various types of driver assistance controls, as well as drive mode switches used to switch between multiple drive modes.

[0045] Non-limiting examples of the multiple driving modes include a normal driving mode and a rough road driving mode. The rough road driving mode may be selected when the vehicle is driving on a road with poor surface conditions, such as a snowy road or an unpaved road.

[0046] The rough road driving mode may further include multiple driving modes corresponding to different road surface conditions. In some embodiments, the rough road driving mode may include a first rough road mode and a second rough road mode. The first rough road mode may be geared for roads, such as snowy roads or unpaved roads (e.g., dry unpaved roads), with relatively easy driving conditions. The second rough road mode may be geared for roads, such as deep snow roads or muddy roads (e.g., wet muddy roads), with more difficult driving conditions.

[0047] Non-limiting examples of the driving control performed when the rough road driving mode is selected may include drive control for a throttle actuator 32 by the E / G-ECU 22, hydraulic control for a hydraulic control circuit 33 by the T / M-ECU 23, and drive control for a brake actuator 34 by the BK-ECU 24.

[0048] In some embodiments, in the drive control for the throttle actuator 32, the E / G ECU 22 may perform control that suppresses sudden torque changes to reduce slippage, or perform control that achieves a large driving force earlier to improve drivability on rough roads. The E / G ECU 22 may also perform torque reduction control that reduces engine power when the drive wheels slip.

[0049] In the hydraulic control for the hydraulic control circuit 33, the T / M-ECU 23 can perform control that suppresses the generation of differential rotation between the front and rear wheels to improve traction performance, and performs stable travel control on bad roads by setting a speed ratio lower than that in the normal travel control or by selecting a lock-up range as a dedicated range.

[0050] In the drive control for the brake actuator 34, the BK-ECU 24 can perform brake limited slip differential (LSD) control that suppresses the differential rotation between the left and right wheels.

[0051] These types of controls in the rough road driving mode may be performed when the vehicle speed is less than or equal to a predetermined speed. In some embodiments, the predetermined speed may be approximately 40 kilometers per hour (km / h). When the vehicle speed becomes higher than the predetermined speed, the rough road driving mode may be canceled by the controller.

[0052] Non-limiting examples of the various sensor devices may include: a steering wheel touch sensor that detects whether a driver is holding the steering wheel; a driver monitoring system (DMS) that detects the face of the driver of the vehicle and detects a driver line of sight and other information about the driver; and an in-vehicle monitoring system that includes an in-vehicle camera and other devices that detect occupants in the vehicle, including the driver.

[0053] Non-limiting examples of the notifier 31a may include various notification devices such as touch panel display devices (visual display devices), acoustic devices (acoustic display devices), speakers and other related parts, and combination measuring devices incorporating various types of instruments.

[0054] The CP-ECU 21 may be a configuration unit or a circuit unit that, upon receiving a control signal from the control processing unit 14, notifies the driver of various types of information in a predetermined form (e.g., in the form of a visual or audible display device), using the notifier 31a included in the HMI 31 as needed.

[0055] Non-limiting examples of the various types of information to be notified using the notifier 31a may include various types of information such as warning information, a driver assistance control implementation status, environmental information about the vehicle, and instruction information related to the extrication assistance control described later.

[0056] The CP-ECU 21 can output various types of input information, such as instruction signals input by the driver, to the control processing unit 14 using the various controls included in the HMI 31. Non-limiting examples of the instruction signals input by the driver may include signals for on / off instructions for various types of driver assistance controls, driving mode switching signals, and selection instruction signals.

[0057] The throttle actuator 32 of the electronic throttle valve may be coupled to an output side of the E / G-ECU 22. Various sensors, such as an acceleration sensor 32a, may be coupled to an input side of the E / G-ECU 22.

[0058] The E / G-ECU 22 may be a driving device that controls the drive of the throttle actuator 32 based on the control signal from the control processing unit 14 or detection signals from the group of various sensors, thereby generating driving force for the vehicle. This may allow the E / G-ECU 22 to adjust the volume of air drawn into the engine and generate desired engine power. The E / G-ECU 22 may also output signals to the control processing unit 14 representing, for example, an accelerator pedal position detected by the acceleration sensor 32a of the group of various sensors.

[0059] The hydraulic control circuit 33 may be coupled to an output side of the T / M-ECU 23. Various sensors, such as a shift position sensor (not shown), may be coupled to an input side of the T / M-ECU 23.

[0060] The T / M-ECU 23 may control the hydraulic pressure for the hydraulic control circuit 33 based on an engine torque signal estimated by the E / G-ECU 22 and detection signals from the group of various sensors. This may enable the T / M-ECU 23 to actuate elements, such as friction coefficient elements and pulleys, arranged in an automatic transmission so that the engine power is shifted at a desired speed ratio. The T / M-ECU 23 may also output a signal to the control processing unit 14 representing, for example, a shift position detected by the group of various sensors.

[0061] The brake actuator 34, which adjusts the brake fluid pressure output to the wheel brake cylinders at the respective wheels, may be coupled to an output side of the BK-ECU 24. A group of various sensors (not shown), such as a brake pedal sensor, a yaw rate sensor, a forward / reverse acceleration sensor, and a vehicle speed sensor, may also be coupled to an input side of the BK-ECU 24.

[0062] The BK-ECU 24 may be a braking device that performs braking control for the vehicle by controlling the drive of the brake actuator 34 based on a control signal from the control processing unit 14 or detection signals from the group of various sensors. This may enable the BK-ECU 24 to generate a braking force for each wheel to perform forced braking control and yaw rate control for the vehicle. The BK-ECU 24 may also output signals to the control processing unit 14 regarding, for example, the brake application state, yaw rate, forward / backward acceleration, and vehicle speed (own vehicle speed) detected by the various sensors.

[0063] An electric power steering motor 35, which outputs steering torque generated by motor rotational force to a steering mechanism, may be coupled to an output side of the PS-ECU 25. Various sensors, such as a steering torque sensor (not shown) and a steering angle sensor 35a, may be coupled to an input side of the PS-ECU 25.

[0064] The PS-ECU 25 may be a steering device that controls the steering of the vehicle by driving the electric power steering motor 35 based on a control signal from the control processing unit 14 or detection signals from the group of various sensors. This may enable the PS-ECU 25 to generate a steering torque for the steering mechanism. The PS-ECU 25 may also output signals to the control processing unit 14 representing, for example, the steering torque and steering angle detected by the group of various sensors.

[0065] A group of different sensors including the position sensor 36, an in-vehicle radar 37, a rear sensor 38, a tilt angle sensor 39 and a wheel speed sensor 40 may be coupled to the control processing unit 14.

[0066] The position transmitter 36 may include a GNSS sensor 36a and a database 36b for high-precision road maps (road map database).

[0067] The GNSS sensor 36a can measure a position (e.g., latitude, longitude, and altitude) of the vehicle by receiving position signals transmitted from multiple positioning satellites.

[0068] The road map database 36b may be a large-capacity storage medium such as a hard disk drive (HDD) or a solid-state drive (SSD) and may store high-precision three-dimensional road map information (dynamic map).

[0069] The road map database 36b may store lane data for automated driving, such as lane width data, lane center position coordination data, lane travel azimuth data, and speed limits. The lane data may be stored at intervals of several meters for each lane on the road map. The road map database 36b may also contain dynamic information that changes over time, such as information about traffic regulations, construction sites, accidents, and traffic congestion.

[0070] The position sensor 36 may be configured to acquire, for example, real-time environmental information, such as traffic congestion information, weather information, and various types of parking information, from the position of the vehicle measured by the GNSS sensor 36a through communication with the external system. Non-limiting examples of weather information include information about the occurrence of fog, information about precipitation, information about snowfall, information about snow accumulation, and information about temperature and humidity related to an area in which the vehicle is located.

[0071] The road map database 36b may store information about locations, such as various facilities and parking spaces. In some embodiments, the road map database 36b may output road map information relating to a selected area relative to the position of the vehicle measured by the GNSS sensor 36a to the control processing unit 14 as environmental information in response to a request signal from the control processing unit 14. In one embodiment, the road map database 36b, together with the GNSS sensor 36a, may serve as a "first recognizer" that recognizes the vehicle's surroundings.

[0072] The in-vehicle radar 37 may include a plurality of sensors, such as millimeter-wave radars. The plurality of millimeter-wave radars can detect three-dimensional objects, such as pedestrians and parallel vehicles, as well as structures such as curbs, guardrails, building walls, and other three-dimensional objects, such as vegetation along the roadside (e.g., the edge of the shoulder) of the road, by receiving and analyzing the waves reflected from the objects in response to the radio wave transmission.

[0073] The multiple millimeter-wave radars can also detect three-dimensional obstacles and similar objects present on the road. In this case, the multiple millimeter-wave radars can detect the width of the three-dimensional object, the position of a representative point of the three-dimensional object (a relative position and distance with respect to the vehicle), a relative speed, and other information as three-dimensional object information.

[0074] The plurality of sensors included in the in-vehicle radar 37, such as the plurality of millimeter-wave radars, may include, for example, front-left and front-right sensors arranged on the left and right sides of a front bumper of the vehicle, and rear-left and rear-right sensors arranged on the left and right sides of a rear bumper of the vehicle. The front-left and front-right sensors can detect, as environmental information, three-dimensional objects in areas diagonal to the left and right sides of the vehicle, as well as in areas located on the sides of the vehicle.

[0075] These areas may be difficult to detect in the images captured by the stereo camera 11. The rear left and rear right sensors can detect three-dimensional objects in areas diagonally to the left and right sides of the vehicle, as well as in an area behind the vehicle, as environmental information. These areas may be difficult to detect by the front left and front right sensors.

[0076] In one embodiment, the in-vehicle radar 37 may serve as a "first recognizer" that detects the vehicle's surroundings. The information acquired by each sensor of the in-vehicle radar 37 may be sent to the image recognizer 13 via the control processing unit 14.

[0077] The rear sensor 38 may, for example, include an element such as a sonar device that measures the distance to an object and the shape of the object using ultrasonic waves. The rear sensor 38 may be formed from one or more sensors, which are mounted, for example, on the rear bumper. The rear sensor 38 may detect, as environmental information, three-dimensional objects in the area behind the vehicle that are difficult to detect with the rear left and rear right sensors. In one embodiment, the rear sensor 38 may serve as a "first detector" that detects the vehicle's surroundings.

[0078] The coordinates of each object outside the vehicle in each of the environmental information detected by the image recognizer 13, the position sensor 36, the in-vehicle radar 37, and the rear sensor 38 can all be converted in the control processing unit 14 into coordinates based on a three-dimensional coordinate system whose starting point is the center of the vehicle.

[0079] The inclination angle sensor 39 may be a gradient detection sensor that detects the gradient of the road surface (the wheel contact patch) or the inclination angle of the vehicle by detecting the inclination of the vehicle with respect to a horizontal direction from front to rear (longitudinal direction) or from left to right (lateral direction).

[0080] The wheel speed sensor 40 can detect a wheel speed by detecting a pulse signal (wheel speed pulse) generated in proportion to the rotational speed of each wheel (generally four wheels) of a vehicle. The wheel speed sensor 40 can be configured to estimate the vehicle body speed based on the wheel speed data for each wheel detected by the wheel speed sensor 40. In some embodiments, the wheel speed sensor 40 can be configured to estimate the vehicle speed by determining the average of the individual wheel speed data.

[0081] The control processing unit 14 can execute driving control for the vehicle based on the corresponding information acquired, for example, from the camera unit 10, the group of various sensors including the position sensor 36, the in-vehicle radar 37, the rear sensor 38, the inclination angle sensor 39, and the wheel speed sensor 40.

[0082] The driving control in this case may include various types of vehicle driving controls used as needed, such as engine power control and torque distribution control for each drive wheel by the E / G-ECU 22, forward or reverse direction control achieved by controlling the transmission by the T / M-ECU 23, and individual brake control for each wheel by the BK-ECU 24.

[0083] It should be noted that the various sensors configured to acquire environmental information are not limited to the sensors described above. In some embodiments, the various sensors configured to acquire environmental information may also include a light detection and ranging (LiDAR) device that uses laser beams to measure the distance to an object and the shape of the object, a near-infrared sensor, and an outside temperature sensor.

[0084] The stereo camera 11 described above may be configured to monitor a predetermined viewing area in front of the vehicle. In addition to the stereo camera 11, multiple cameras with similar configurations may be installed to monitor a predetermined viewing area including the areas to the sides and rear of the vehicle. This allows the entire environment around the vehicle to be monitored.

[0085] In one embodiment, the tilt angle sensor 39, the wheel speed sensor 40, the acceleration sensor 32a, and the steering angle sensor 35a from the group of various sensors described above may each serve as a “second detector” that detects the vehicle state information.

[0086] The control processing unit 14 may also internally include a jam determiner 15, a first extrication assistance processor 16, and a second extrication assistance processor 17. In one embodiment, the jam determiner 15 may serve as a "determiner."

[0087] In one embodiment, the first rescue assist processor 16 may serve as a "first processor." In one embodiment, the second rescue assist processor 17 may serve as a "second processor."

[0088] The stuck-state determiner 15 may be a configuration unit or a circuit unit that determines whether the vehicle is in a stuck state. In some embodiments, the stuck-state determiner 15 may determine whether the vehicle is in a stuck state based on the vehicle state information detected by the second detector, such as the tilt angle sensor 39, the wheel speed sensor 40, the acceleration sensor 32a, or the steering angle sensor 35a. If it is determined that the vehicle is in a stuck state, the stuck-state determiner 15 may determine a stuck degree corresponding to the stuck state. The stuck degree will be described in detail later.

[0089] The first escape assist processor 16 is a configuration unit or a circuit unit that executes first escape assist control that automatically assists the vehicle in escape from the stuck state. This will be described in detail later, but the first escape assist processor 16 can execute the first escape assist control according to the stuck degree determined by the stuck determiner 15.

[0090] The second extrication assistance processor 17 is a configuration unit or a circuit unit that executes a second extrication assistance controller that outputs an extrication maneuver instruction (first extrication maneuver instruction information) for assisting the vehicle in extricating itself from the stuck state, and a third extrication assistance controller that outputs another extrication maneuver instruction (second extrication maneuver instruction information) for assisting the vehicle in extricating itself from the stuck state.

[0091] This will be described in detail later, but the second extrication assistance processor 17 may execute the second extrication assistance control according to the degree of stuckness determined by the stuckness determiner 15 or a selection instruction input by the driver or user. This will be described in detail later, but the second extrication assistance processor 17 may also execute the third extrication assistance control when the stuck state continues after the execution of the first or second extrication assistance control.

[0092] It should be noted that all or part of the components such as the image recognizer 13, the control processing unit 14, the stuck determiner 15, the first extrication assist processor 16, the second extrication assist processor 17, the CP-ECU 21, the E / G-ECU 22, the T / M-ECU 23, the BK-ECU 24, and the PS-ECU 25 may comprise a processor including hardware.

[0093] For example, the processor may include components such as a central processing unit (CPU), random access memory (RAM), read-only memory (ROM), non-volatile memory, and a non-volatile storage device, as well as a known configuration including a non-volatile computer-readable medium and its peripheral devices.

[0094] Software programs to be executed by the CPU, fixed data such as data tables, and other types of data may be preloaded on components such as the ROM, the non-volatile memory, and the non-volatile storage device. The CPU can read the software program stored in the ROM, for example, expand the program in the RAM, and execute the program. The software program can refer to various types of data as needed, for example, so that the functions of the components, the configuration units, and the other elements described above (13 to 17 and 21 to 25) are realized.

[0095] In some embodiments, the processor may include a semiconductor chip, such as a field-programmable gate array (FPGA). In some embodiments, each of the components, configuration units, and other elements described above (13 to 17 and 21 to 25) may include electronic circuitry.

[0096] Furthermore, all or part of the software program may be recorded as a computer program product on a portable disk such as a flexible disk, a CD-ROM or a DVD-ROM, or on a non-transitory computer-readable medium such as a card-type memory, a hard disk drive (HDD) device or a solid state drive (SSD) device.

[0097] The degree of sticking to be determined by the sticking determiner 15 in the control processing unit 14 described above will now be briefly described.

[0098] The stuckness degree can indicate the degree or extent of the stuckness of the vehicle caused by driving in the poor road area. The stuckness degree can be rated in several grades. The term "stuckness" used here can refer to a condition in which the vehicle has difficulty moving forward or backward, that is, a condition in which the vehicle is difficult to drive.

[0099] First, the lock-up determiner 15 may determine whether the wheels are spinning, for example, based on the wheel speed data based on an output of the wheel speed sensor 40 and the accelerator pedal position data based on an output of the acceleration sensor 32a. The lock-up determiner 15 may also determine an acceleration rate of the vehicle in the forward-backward direction based on an output of an acceleration sensor (not shown).

[0100] The stuckness determiner 15 may also determine a temporal change in the position of the vehicle measured by the GNSS sensor 36a. The stuckness determiner 15 may determine that the vehicle is in a stuck state if it determines that the wheels are spinning, that the acceleration rate of the vehicle in the forward-backward direction is zero, and that there is no change in the position of the vehicle measured by the GNSS sensor 36a.

[0101] When it is determined that the vehicle is in a stuck state, the stuck determiner 15 may perform a predetermined evaluation of the stuck degree based on, for example, the outputs from the inclination angle sensor 39, the wheel speed sensor 40, and the acceleration sensor 32a.

[0102] The degree of entrapment described in the exemplary embodiment can be evaluated in five grades, i.e., grades 1 to 5. Grade 1 represents the highest probability of escape, and grade 5 represents the lowest probability of escape. In this case, the degree of entrapment can be evaluated as follows.

[0103] Grade 1: One or more wheels are spinning or skidding, and the angle of the vehicle in the forward-backward direction or in the left-right direction is 5° or less.

[0104] Grade 2: One or more wheels are spinning or skidding, and the angle of the vehicle in the forward-backward direction or in the left-right direction is 10° or less.

[0105] Grade 3: Two or more wheels spin or skid, and the angle of the vehicle in the forward-backward direction or in the left-right direction is 20° or less.

[0106] Grade 4: Three or more wheels spin or skid, and the angle of the vehicle in the forward-backward direction or in the left-right direction is 30° or less.

[0107] Grade 5: All (four) wheels spin or skid, and the vehicle does not move despite the accelerator pedal being pressed down hard.

[0108] As described below, when the stuck degree is judged to be any one of Grade 1 to Grade 3, the first extrication assist processor 16 of the control processing unit 14 can execute the first extrication assist control that automatically assists the vehicle in extricating itself from the stuck state.

[0109] Further, as described below, when the stuck degree is judged to be Grade 4 or Grade 5, the second extrication assistance processor 17 of the control processing unit 14 may issue an extrication maneuver instruction for assisting the vehicle in extricating itself from the stuck state.

[0110] The second rescue assist control in which the second rescue assist processor 17 issues the rescue maneuver instruction will be briefly described below.

[0111] The term "extrication maneuver instruction" as used herein may refer to a group of maneuver instructions determined in advance, e.g., according to stuck patterns. The term "stuck pattern" as used herein may refer to types of environmental conditions, such as road surface conditions, under which the vehicle became stuck. The extrication maneuver instructions according to the exemplary embodiment are shown in the table in Fig. 2 shown.

[0112] The stuck pattern, such as the road surface condition, can be determined based on image information and other various types of information including the environmental information acquired by the first recognizer, such as the camera unit 10. Thus, the second extrication assistance processor 17 can first determine the stuck pattern based on the environmental information acquired by the first recognizer.

[0113] Non-limiting examples of the stuck driving patterns according to the exemplary embodiment may include the following patterns 1 to 5. Pattern 1: The wheels slip on flat ground. Pattern 2: The wheels slip on an incline. Pattern 3: The wheels have become stuck in uneven or rocky terrain. Pattern 4: The wheels have sunk into holes or broken into pieces. Pattern 5: The wheels got stuck in sandy or muddy areas.

[0114] As shown in the table in Fig. 2, appropriate extrication maneuver instructions may be determined according to the respective stuck driving patterns, and the notifier 31a may output the corresponding extrication maneuver instructions to the driver or user according to the determined stuck driving pattern in a predetermined display format.

[0115] In this case, as in Fig. 2, non-limiting examples of the escape maneuver instructions include a driving mode to be selected, a gear ratio to be selected, the degree of accelerator pedal operation and a steering angle to be specified.

[0116] As in Fig. 2, depending on the hard road pattern or the road surface condition, either the first rough road mode or the second rough road mode can be specified as the rough road driving mode to be selected.

[0117] As in Fig. 2, the gear stage to be selected may be a gear position of the transmission, and an instruction to select a gear stage D for forward travel may be given regardless of the stuck driving pattern or the road surface condition.

[0118] As in Fig. 2, an instruction regarding the degree of accelerator pedal operation may be given depending on the stuck driving pattern or the road surface condition. In some embodiments, for Pattern 1, an instruction may be given for accelerator pedal operation in which the accelerator pedal is held in a depressed position. For patterns other than Pattern 1, an instruction may be given for gradual depressing of the accelerator pedal.

[0119] As in Fig. 2, the "Steering Angle" can indicate the degree of steering wheel operation. For example, "Straight ahead" in Fig. 2 may represent the operating instruction to set the steering angle to approximately 0°, and "turn" may represent the operating instruction to turn the steering wheel to a predetermined steering angle. The predetermined steering angle can be from 90° to 180°. The driver or user can perform appropriate operations according to these operating instructions.

[0120] In addition to these operating instructions, reference films corresponding to the stuck vehicle patterns can also be created. The reference films can be, for example, video data of a lecture and a demonstration by an expert of a vehicle manufacturer on the maneuver for freeing from the stuck state using an actually stuck test vehicle on a test track under various conditions corresponding to the stuck vehicle patterns. These reference films can be created, for example, in advance by the vehicle manufacturer.

[0121] As shown in Fig. Figure 2, the availability of the reference film can be explicitly displayed on the output screen that displays the release maneuver instructions. When the reference film is available, the driver or user can be enabled to play the reference film when the driver or user voluntarily expresses his intention or performs a selection operation.

[0122] The driving assistance device 1 according to the above-described exemplary embodiment can perform the predetermined control as needed depending on the evaluation of the stuckness degree. In the exemplary embodiment, the first extrication assistance control that automatically assists the vehicle in extricating itself from the stuck state can be executed in the case of a relatively mild stuckness condition (one of degrees 1 to 3). In the case of a more severe stuckness condition (one of degrees 4 or 5), the extrication maneuver instruction can be given to instruct the driver or user to assist the vehicle in extricating itself from the stuck state through manual operation.

[0123] In this case, some drivers or users may request to perform the extrication maneuver that assists the vehicle in extricating itself from the stuck state. To respond to such a request, the first extrication assistance processor 16 may be configured to abort the start of the execution of the first extrication assistance control, regardless of the result of the stuckness degree evaluation, when the driver or user voluntarily performs a selection instruction operation.

[0124] In this case, the method of extrication—that is, whether the maneuver to extricate the vehicle from the stuck state is to be performed based on automatic control or the maneuver to extricate the vehicle from the stuck state is to be performed entirely by manual extrication—can be selected using a control device trained for the driver or user. When selecting the manual extrication maneuver, the driver or user can be allowed to perform the extrication maneuver manually regardless of the result of the assessment of the stuckness degree.

[0125] It may also be the case that the driver or user still has difficulty freeing the vehicle from the stuck state even though the driver or user has performed the freeing maneuver according to the freeing maneuver instruction of the second freeing assistance processor 17 described above.

[0126] For such a case, in the exemplary embodiment, the second extrication assistance processor 17 executes the third extrication assistance control, which is different from the second extrication assistance control. In the third extrication assistance control, a different extrication maneuver instruction (second extrication maneuver instruction information) may be issued.

[0127] Non-limiting examples of the other extrication maneuver instruction (second extrication maneuver instruction information) may include the following instructions.

[0128] Instruction A: Remove the floor mat and place it on the forward travel line of the front wheel.

[0129] Instruction B: Remove part XX and use it as a shovel to fill the hole into which the wheel has sunk.

[0130] Instruction C: Move the vehicle back and forth in the front-to-back direction by switching between gear positions D and R.

[0131] In this case, the instructions A, B, and C described above may not be consecutive instructions, but rather individual instructions corresponding to the corresponding stuck patterns. Reference movies corresponding to the other rescue maneuver instruction (second rescue maneuver instruction information) can also be created.

[0132] There may still be a case where the driver or user still has difficulty in freeing the vehicle from the stuck state even though the driver or user has performed the other extrication maneuver according to the other extrication maneuver instruction (second extrication maneuver instruction information) given by the above-described second extrication assist processor 17 in the third extrication assist control.

[0133] For such a case, in the exemplary embodiment, additional control may be performed in which an extrication assistance request is sent to the information center 50, which is the predetermined external device or system, together with the surrounding information and the vehicle state information such as information on the stuck position, driving data, and the remaining fuel level, by establishing communication between the in-vehicle DCM 20 and the information center 50.

[0134] In some embodiments, the predetermined external device or system may be a dedicated network established by the vehicle manufacturer or a communications company, a nearby dealer of the vehicle manufacturer, or a private road services company.

[0135] The operations of the driving assistance device 1 having the configuration according to the exemplary embodiment of the invention described above will now be described with reference to Fig. 3 describes the extrication assist control, which is used to assist the vehicle in extricating itself from the stuck condition caused while driving in an area with a bad road. Fig. 3 is a flowchart of the escape assist control used to assist in escape of the vehicle from the stuck state, which is a part of the operations of the driving assistance device 1 for the vehicle according to the exemplary embodiment of the invention.

[0136] In the following description, it can be assumed that the operation of the driving assistance device is carried out in a situation where, for example, a vehicle driven by an ordinary driver or user has accidentally gotten stuck while driving on a bad road such as a snowy road, a forest path, or a campsite.

[0137] In this case, it can first be assumed that a vehicle equipped with the driving assistance device 1 is traveling forward on the road or in the area. Here, the term "road or area" may include various roads, such as general public roads and private roads, as well as areas other than general roads, such as campsites, riverbeds, and other public and private properties. When the vehicle is traveling, the driving assistance device 1 mounted on the vehicle according to the exemplary embodiment may be in an activated state.

[0138] When the vehicle is in the activated state, the control processing unit 14 can be in the Fig. In step S1 shown in FIG. 3, the surrounding information and the vehicle state information are acquired based on the data output from the camera unit 10, the group of various sensors (36 to 40), and other components. The processing for recognizing the surroundings and the vehicle state can be continuously executed while the driving assistance device 1 mounted in the vehicle is in the activated state.

[0139] In step S2, the stuck-detector 15 of the control processing unit 14 can determine whether a stuck condition has occurred, that is, whether the vehicle has become stuck, based on the various types of information acquired in the above-described processing in step S1. The occurrence of a stuck condition can be determined by determining wheel spin, changes in vehicle position, and other factors based on the vehicle condition information, as described above.

[0140] If it is determined in step S2 that a deadlock has occurred (step S2: YES), the process may proceed to step S3. If it is determined that a deadlock has not occurred (step S2: NO), the process may return to the above-described step S1 and repeat the subsequent processing.

[0141] In step S3, the stuckness determiner 15 of the control processing unit 14 may perform the processing of evaluating the stuckness degree. The evaluation of the stuckness degree may be performed as described above.

[0142] Next, in step S4, the control processing unit 14 may determine whether the maneuver selection instruction for the manual extrication maneuver to assist the vehicle in extricating itself from the stuck state has been issued. The maneuver selection instruction may be issued when the driver or user intentionally operates a predetermined control element in the HMI 31. If an on-signal for the manual extrication maneuver is confirmed (step S4: YES), the processing sequence may be aborted or terminated. If an on-signal for the manual extrication maneuver is not confirmed (step S4: NO), the process may proceed to step S5.

[0143] In step S5, the control processing unit 14 may determine whether the degree of sticking has been judged as one of Grade 1 to Grade 3 in the above-described processing for judging the degree of sticking in step S3. If the degree of sticking has been judged as one of Grade 1 to Grade 3 (step S5: YES), the process may proceed to step S6. If the degree of sticking has been judged as Grade 4 or Grade 5 (step S5: NO), the process may proceed to step S7.

[0144] In step S7, the control processing unit 14 may execute the second escape assist control that outputs an escape maneuver instruction corresponding to Grade 4 or Grade 5 depending on the stuck driving degree.

[0145] Thereafter, in step S8, the control processing unit 14 may perform user operation control processing for each configuration unit according to the operation instruction from the driver or user. After that, the process may proceed to step S9.

[0146] On the other hand, if the stuck degree has been judged to be one of Grade 1 to Grade 3 in the above-described step S5 (step S5: YES), the process may proceed to step S6. In step S6, the first escape assist processor 16 of the control processing unit 14 may execute the predetermined escape assist control that automatically assists the vehicle to escape from the stuck state corresponding to one of Grade 1 to Grade 3. Thereafter, the process may proceed to step S9.

[0147] In step S9, the stuck-detector 15 of the control processing unit 14 may determine whether the vehicle has escaped from the stuck state. The determination of whether the vehicle has escaped from the stuck state may correspond to a stuck-detector determination based on the vehicle state information acquired by the second detector. In some embodiments, the stuck-detector 15 may determine that the vehicle has escaped from the stuck state if movement of the vehicle has been confirmed.

[0148] If the release from the deadlock state is confirmed in the processing in step S9 (step S9: YES), the processing sequence can be aborted or terminated. If the release from the deadlock state is not confirmed (step S9: NO), the process can proceed to the next step, that is, step S10.

[0149] In step S10, the second extrication assistance processor 17 of the control processing unit 14 may execute the third extrication assistance control, which is different from the second extrication assistance control. In the third extrication assistance control, a different extrication maneuver instruction (second extrication maneuver instruction information) is output. In this case, the output of the different extrication maneuver instruction (second extrication maneuver instruction information) may be output as described above.

[0150] In step S11, the control processing unit 14 may perform user operation control processing for each configuration unit according to the operation instruction from the driver or user. After that, the process may proceed to step S12.

[0151] In step S12, the stuck-detector 15 of the control processing unit 14 may confirm whether the vehicle has escaped from the stuck state. If the escape from the stuck state is confirmed (step S12: YES), the processing sequence may be aborted or terminated. If the escape from the stuck state is not confirmed (step S12: NO), the process may proceed to the next step, i.e., step S13.

[0152] In step S13, the control processing unit 14 may communicate with the predetermined external device or system via the in-vehicle DCM 20 to execute the processing for sending the extrication assistance request.

[0153] Subsequently, in step S14, the control processing unit 14 may execute the processing for transmitting the currently acquired vehicle surroundings information and vehicle state information. After that, the processing sequence may be aborted or terminated. The driver or user may wait for the rescue assistance without any action.

[0154] According to the exemplary embodiment described above, the determination of whether a stuck state has occurred is performed while the vehicle is traveling in a rough road area. If it is determined that a stuck state has occurred, the stuck degree is evaluated. Driving control for assisting the vehicle in extricating itself from the stuck state is automatically performed according to the evaluated stuck degree.

[0155] When the stuck degree is relatively low, the first extrication assistance control, which automatically assists the vehicle in extricating itself from the stuck state, may be automatically executed. When the stuck degree is high, the second extrication assistance control may be executed, which outputs the first extrication maneuver instruction information based on which the vehicle is to be extricated from the stuck state.

[0156] Such a driver assistance control enables the driver or user, for example, to perform an appropriate maneuver to assist the vehicle in freeing itself from a stuck condition even if the driver or user has no knowledge of the appropriate maneuver.

[0157] Thus, when the vehicle is stuck, the possibility of easy and quick recovery from the stuck state can be ensured, regardless of the degree of the stuck state. It can also alleviate the driver or user's anxiety caused by the stuck state and provide the driver or user with the reassurance that they will be able to easily resolve the stuck state and achieve the vehicle's recovery from the stuck state.

[0158] According to the exemplary embodiment described above, there can be provided a driving assistance control device for the vehicle which enables the driving assistance control for the vehicle including the control for freeing the vehicle from the stuck state to be automatically executed by recognizing the surroundings and the vehicle state when the vehicle is stuck in a stuck state during traveling in a rough road area.

[0159] If escape from the stuck state is still difficult to achieve even after executing the first or second escape assist control, the third escape assist control can be performed, in which the vehicle receives the other escape maneuver instruction (second escape maneuver instruction information). This ensures a wider range of possibilities for the vehicle to escape from the stuck state.

[0160] If extrication from a stuck state is difficult even with the third extrication assistance control, the extrication assistance request can be made through communication with the external device or system. This can provide even greater security for the driver or user.

[0161] Furthermore, if a reference movie corresponding to a stuck driving pattern has been created, the driver or user can better understand the escape maneuver instruction given during the second escape assist control by viewing the reference movie. This makes the driving assistance more reliable, faster, and safer.

[0162] In the flowchart of Fig. 3, if the manual operation on signal is confirmed in step S4 in the above-described processing, the processing sequence may be immediately aborted because the driver or user intends to perform manual driving. However, this processing is a non-limiting example.

[0163] In some embodiments, when the manual operation on signal is confirmed in the processing at step S4, processing for determining whether the driver or user desires notification display of the extrication maneuver instruction is performed. When the driver or user performs an operation to select the notification display of the extrication maneuver instruction, the second extrication assistance processor 17 may issue a predetermined extrication maneuver instruction depending on the stuck degree. The maneuver at this time may be substantially similar to the processing at step S8, but in this case, the extrication maneuver instructions corresponding to degrees 1 to 3 may be further included.

[0164] The invention described above is not limited to the above-described exemplary embodiments, and various changes and modifications may be made in the implementation phase as long as they do not deviate from the core technology. Furthermore, the above-described exemplary embodiments each include different phases of the technology, and various technologies can be extracted by appropriate combinations of the features of the technology disclosed herein.

[0165] For example, even if some components are deleted from all the components described in the above-described exemplary embodiments, the configuration can be extracted with the remaining components as technology as long as the above-described problems are addressed and the above-described effects are achieved. Furthermore, the components in the various exemplary embodiments can be combined as appropriate. The invention is not limited by specific exemplary embodiments, but by the appended claims.

[0166] The limitations in the claims are to be interpreted broadly based on the language used in the claims and are not limited to the examples described in this specification or during the further prosecution of the application, and the examples are not to be construed as exclusive.

[0167] As used in this specification and the appended claims, the singular forms "a", "an", "an" and "the", particularly as used in the context of the claims, are to be construed to include both the singular and the plural, unless otherwise indicated herein or clearly contradicted by the context.

[0168] Throughout the specification and the appended claims, unless the context requires otherwise, the terms "comprise," "include," "have," and their variations are to be construed to include the inclusion of a stated element, integer, or step, but not to exclude any other unspecified element, integer, or step.

[0169] The use of the terms “first,” “second,” etc., does not indicate order or importance; rather, the terms “first,” “second,” etc., are used to distinguish one element from another.

[0170] The Fig. 1 may be implemented by a circuit arrangement comprising 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). At least one processor is configured to perform all or part of the functions of the control system illustrated in FIG. 1 by reading instructions from at least one machine-readable, non-transitory, tangible medium. Fig. 1 shown control processing unit 14.

[0171] Such a medium can take many forms, including, but not limited to, any type of magnetic media, such as a hard disk, any type of optical media, such as a CD and a DVD, any type of semiconductor memory (i.e., semiconductor circuits), such as volatile memory and non-volatile memory. The volatile memory can include DRAM and SRAM, and the non-volatile memory can include ROM and NVRAM. The ASIC is an integrated circuit (IC) designed to perform all or part of the functions of the Fig. 1, and the FPGA is an integrated circuit designed to be configured, after manufacture, to perform all or part of the functions of the control processing unit 14 shown in Fig. 1 shown control processing unit 14. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2007- 38 918 A [0005, 0006, 0015] JP 2019- 202 645 A [0005, 0007, 0016]

Claims

[1] Driving assistance device (1) for a vehicle, the driving assistance device (1) comprising: - a first detector (13) designed to detect environmental information about the vehicle; - a second detector (32a, 35a, 39, 40) configured to detect vehicle status information about the vehicle; - a notifier (31a) configured to notify a driver of the vehicle of predetermined information; and - a control processing unit (14) configured to perform driving control for the vehicle, the control processing unit (14) comprising: - a determiner (15) configured to determine, on the basis of the vehicle state information, whether the vehicle is in a stuck state and to evaluate a stuck degree when it is determined that the vehicle is in a stuck state, - a first processor (16) configured to execute a first escape assistance control that automatically assists the vehicle in escape from the stuck state, and - a second processor (17) configured to execute a second extrication assistance control that outputs to the notifier (31a) first extrication maneuver instruction information on the basis of which the vehicle is to be extricated from the stuck state, wherein the control processing unit (14) is configured to execute one of the first extrication assistance control with the first processor (16) or the second extrication assistance control with the second processor (17) depending on the stuck driving degree. [2] The driving assistance device (1) according to claim 1, wherein the second processor (17) is configured to, when the stuck state persists even after execution of one of the first extrication assistance control with the first processor (16) or the second extrication assistance control with the second processor (17), execute a third extrication assistance control that outputs second extrication maneuver instruction information different from the first extrication maneuver instruction information to the notifier (31a). [3] Driving assistance device (1) according to claim 1 or 2, further comprising a communicator (20) configured to establish interactive communication between the vehicle and an external system, wherein the control processing unit (14) is designed for the following measures with the second processor (17) if the stuck condition persists even after execution of the third rescue assistance control: - sending a rescue assistance request to the external system by means of the interactive communication established by the communicator (20) between the vehicle and the external system, and - Sending the environmental information and vehicle status information to the external system. [4] The driving assistance device (1) according to any one of claims 1 to 3, further comprising an operating element configured to cancel a start of execution of the first escape assist control with the first processor (16), wherein the control processing unit (14) is configured to execute the second escape assist control with the second processor (17) regardless of a result of the evaluation of the stuck driving degree.

Images