Driving assistance system, driving assistance method, driving assistance program

Abstract

To provide a driving assistance system that realizes auto-cruising of a host vehicle while taking into consideration other road users. [Solution] The processor of a driving assistance system that assists the host vehicle in driving relative to other road users is configured to plan a temporary stop of the host vehicle in auto-cruise mode, monitor an interference area Ri on the driving route Rd in auto-cruise mode where interference from the host vehicle to other road users is expected due to a temporary stop, and set a stop control command Os to the host vehicle to make a temporary stop on the driving route Rd just before the interference area Ri.

Description

[Technical Field]

[0001] The present disclosure relates to a driving assistance technology that assists the driving of a host vehicle. [Background technology]

[0002] Patent Document 1 discloses a driving assistance technology that warns the driver of a host vehicle when the host vehicle is likely to stop temporarily in a no-stopping area. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-16604 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the technology disclosed in Patent Document 1, it is assumed that there are no stopping areas set in advance, for example, at railroad crossings or intersections, and it is up to the driver to prevent the vehicle from stopping temporarily in the no stopping areas. Therefore, even if the technology disclosed in Patent Document 1 is applied to the autocruise of the host vehicle, it is difficult to automatically control the host vehicle to stop temporarily while taking into consideration the impact on other road users.

[0005] An object of the present disclosure is to provide a driving assistance system that realizes auto-cruise of a host vehicle that takes other road users into consideration. Another object of the present disclosure is to provide a driving assistance method that realizes auto-cruise of a host vehicle that takes other road users into consideration. Yet another object of the present disclosure is to provide a driving assistance program that realizes auto-cruise of a host vehicle that takes other road users into consideration. [Means for solving the problem]

[0006] The technical means of the present disclosure for solving the problems will be described below. Note that the claims and the reference symbols in parentheses in this section indicate the correspondence with the specific means described in the embodiments described later in detail, and do not limit the technical scope of the present disclosure.

[0007] A first aspect of the present disclosure is A driving assistance system having a processor (12) for assisting a host vehicle (2) in driving a vehicle with respect to another road user (3), comprising: The processor Planning a temporary stop of a host vehicle in an auto-cruise state; Monitoring an interference area (Ri) where interference from the host vehicle to other road users due to a temporary stop on a travel route (Rd) in an auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to make the host vehicle stop temporarily before the interference area on the travel route.

[0008] A second aspect of the present disclosure is A driving assistance method executed by a processor (12) to assist a host vehicle (2) in driving a vehicle relative to another road user (3), comprising: Planning a temporary stop of a host vehicle in an auto-cruise state; Monitoring an interference area (Ri) where interference from the host vehicle to other road users due to a temporary stop on a travel route (Rd) in an auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to make the host vehicle stop temporarily before the interference area on the travel route.

[0009] A third aspect of the present disclosure is A driving assistance program stored in a storage medium (10) for assisting a host vehicle (2) in driving a vehicle with respect to another road user (3), the driving assistance program including instructions for causing a processor (12) to execute the assistance, Planning a temporary stop of a host vehicle in an auto-cruise state; Monitoring an interference area (Ri) where interference from the host vehicle to other road users due to a temporary stop on a travel route (Rd) in an auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to make the host vehicle stop temporarily before the interference area on the travel route.

[0010] According to the first to third aspects, a temporary stop of the host vehicle in the auto-cruise state is planned. Therefore, an interference area on the travel route in the auto-cruise state where the host vehicle is expected to interfere with other road users due to the temporary stop is monitored. This allows a stop control command to be set for the host vehicle in the auto-cruise state to make the host vehicle stop just before the interference area on the travel route, thereby enabling automatic temporary stop that takes into consideration interference with other road users. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a block diagram showing a physical configuration of a driving assistance system according to an embodiment. [Figure 2] FIG. 1 is a schematic diagram illustrating a traveling environment of a host vehicle to which an embodiment is applied. [Figure 3] 1 is a block diagram showing a functional configuration of a driving assistance system according to an embodiment. [Figure 4] 1 is a flowchart illustrating a driving assistance flow according to an embodiment. [Figure 5] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 6] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 7] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 8] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 9] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 10] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 11] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 12] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 13] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 14] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 15] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 16] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 17] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. [Figure 18] FIG. 2 is a schematic diagram illustrating a driving assistance flow according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings.

[0013] A driving assistance system 1 according to one embodiment shown in FIG. 1 assists the driving of a host vehicle 2. At least a portion of the driving assistance system 1 is mounted on the host vehicle 2. The host vehicle 2 to which the driving assistance system 1 is applied may be capable of achieving a level of automated driving defined, for example, in SAE J3016 or the like, in which a manual driving assistance task exists that assists an operator in performing manual driving operations, along with an automated driving task. Here, the host vehicle 2 is a road user, such as a car, truck, or bus, and may be referred to as an ego-vehicle from a perspective centered on the host vehicle 2. Therefore, in this embodiment, the target of driving assistance by the driving assistance system 1 is a passenger seated in the host vehicle 2 and acting as an operator capable of performing manual driving operations.

[0014] As shown in FIG. 2, a traffic scene is assumed in the driving environment in which the host vehicle 2 travels, in which other road users 3 other than the host vehicle 2 exist. The other road users 3 include vulnerable road users and non-vulnerable road users depending on their vulnerability. A vulnerable user is a human being, such as a pedestrian including a runner. A non-vulnerable road user is at least one type of vehicle in which a human occupant rides, such as a car, truck, bus, motorcycle, or bicycle.

[0015] 1 and 3, a host vehicle 2 is equipped with an actuator system 4, a sensor system 5, a communication system 6, a map database (DB) 7, and an information presentation system 8, along with at least a part of a driving assistance system 1. Note that Fig. 1 representatively shows an example in which the entire driving assistance system 1 is equipped in the host vehicle 2, as an example implemented in the form of a driving assistance device such as a control device (e.g., a control ECU) or a semiconductor device (e.g., a semiconductor chip).

[0016] The actuator system 4 shown in Figures 1 and 3 is configured to be able to control the host vehicle 2 based on control commands given from the driving assistance system 1. The actuator system 4 may be at least one type of power train actuator, such as an internal combustion engine or a motor-generator motor. The actuator system 4 may be at least one type of braking actuator, such as a brake unit. The actuator system 4 may be at least one type of steering actuator, such as a power steering unit. The actuator system 4 may be at least one type of light-emitting actuator, such as a headlight unit or a turn signal lamp.

[0017] The sensor system 5 senses the external and internal environments of the host vehicle 2 to obtain sensing information that can be used in the driving assistance system 1. To this end, the sensor system 5 includes an external sensor 50 and an internal sensor 52.

[0018] The external sensor 50 senses targets that exist in the external world of the host vehicle 2. The target sensing type external sensor 50 is at least one type of sensor selected from the group consisting of an on-board camera, a LiDAR (light detection and ranging / laser imaging detection and ranging), a laser sensor, a millimeter wave sensor, and a sonar sensor. The target sensing type external sensor 50 may be implemented in a combination of multiple types so as to be capable of sensing the front, side, and rear directions of the host vehicle 2.

[0019] The internal sensor 52 senses a specific physical quantity of motion related to vehicle motion in the internal world of the host vehicle 2. The internal sensor 52 of the motion sensing type is at least one of, for example, a speed sensor, an acceleration sensor, a gyro sensor, and an inertial sensor. The internal sensor 52 may sense the movement and / or state of an occupant in the internal world of the host vehicle 2. The internal sensor 52 of the occupant sensing type is at least one of, for example, an accelerator pedal sensor, a brake pedal sensor, a shift sensor, a steering angle sensor, a steering torque sensor, an occupant camera, an occupant seat switch, a gesture sensor, a biometric sensor, and a seating sensor.

[0020] The communication system 6 acquires communication information available to the driving assistance system 1 via a communication network. The communication system 6 may receive positioning signals from satellites of a global navigation satellite system (GNSS) present in the external world of the host vehicle 2. The positioning type communication system 6 is, for example, a GNSS receiver. The communication system 6 may transmit and receive communication signals to and from a V2X system present in the external world of the host vehicle 2. The V2X communication type communication system 6 is, for example, at least one of a dedicated short range communications (DSRC) communication device and a cellular V2X (C-V2X) communication device. The communication system 6 may transmit and receive communication signals to and from a mobile terminal present in the internal world of the host vehicle 2. The terminal communication type communication system 6 is, for example, at least one of a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, an infrared communication device, etc.

[0021] The map DB 7 stores map information that can be used in the driving assistance system 1. The map DB 7 includes at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium. The map DB 7 may be a DB for a locator that estimates the self-position of the host vehicle 2. The map DB may be a DB for a navigation unit that navigates the driving route of the host vehicle 2. The map DB 7 may be constructed by combining multiple types of DBs.

[0022] The map DB 7 updates the map information by downloading digital maps as needed, for example, via V2X communication with an external center via the communication system 6. The map information is two-dimensional or three-dimensional data representing the external environment in which the host vehicle 2 is traveling. High-precision map digital data may be used as the three-dimensional map information. The map information includes road information representing at least one of the following: the position, shape, and size of a road. The map information may also include structure information representing at least one of the following: the position, shape, and size of buildings and traffic lights facing the road. The map information may also include road marking information representing at least one of the following: the position, shape, and size of signs and lane markings attached to the road.

[0023] The information presentation system 8 presents alarm information to the occupants of the host vehicle 2. The information presentation system 8 presents the alarm information by stimulating the vision of the occupants in the host vehicle 2. The information presentation system 8 of the visual information presentation type is, for example, at least one of an electronic mirror unit, a monitor unit, a navigation unit, a HUD (head-up display) unit, an illumination unit, etc. The information presentation system 8 may present the alarm information by stimulating the auditory sense of the occupants. The information presentation system 8 of the auditory information presentation type is, for example, at least one of a speaker, a buzzer, a vibration unit, etc.

[0024] The driving assistance system 1 is connected to an actuator system 4, a sensor system 5, a communication system 6, a map DB 7, and an information presentation system 8 via at least one of, for example, a LAN (local area network), a wire harness, an internal bus, or a wireless communication line. The driving assistance system 1 is configured to include at least one dedicated computer.

[0025] The dedicated computer constituting the driving assistance system 1 may be an integrated ECU (electronic control unit) that integrates the driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be a sensing ECU that processes sensing information in the driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be a recognition ECU that recognizes the external world in the driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be a locator ECU that estimates the self-position of the host vehicle 2.

[0026] The dedicated computer constituting the driving assistance system 1 may be a planning ECU that plans driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be a navigation ECU that navigates a driving route in driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be an actuator ECU that controls the actuator system 4 as part of driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be an information management ECU that controls the information presentation system 8 as part of driving control of the host vehicle 2. The dedicated computer constituting the driving assistance system 1 may be at least one external computer that constitutes, for example, an external center or a mobile terminal that can communicate via the communication system 6.

[0027] The dedicated computer constituting the driving assistance system 1 has at least one memory 10 and one processor 12 shown in Fig. 1. The memory 10 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores computer-readable programs, data, etc. The processor 12 includes at least one type of core, such as a central processing unit (CPU), a graphics processing unit (GPU), or a reduced instruction set computer (RISC)-CPU.

[0028] The processor 12 executes a plurality of instructions included in a driving assistance program stored as software in the memory 10. In this way, the driving assistance system 1 constructs a plurality of functional blocks for assisting the driving of the host vehicle 2. The functional blocks constructed by the driving assistance system 1 in this way include a recognition block 100, a planning block 110, and a control block 120, as shown in FIG.

[0029] The recognition block 100 acquires sensing information from the sensor system 5. The recognition block 100 acquires communication information from the communication system 6. The recognition block 100 acquires map information stored in the map DB 7. The recognition block 100 acquires past data of control commands given to the host vehicle 2 by the control block 120 from the memory 10. The recognition block 100 processes the acquired information and data individually and then fuses them to recognize the state of the external and internal environments for each driving scene of the host vehicle 2 and generate recognition data.

[0030] Specifically, the recognition block 100 generates recognition data by localization that recognizes the self-state including the self-position of the host vehicle 2. The recognition data regarding the self-state may represent at least one of the following, which appear in the host vehicle 2 in accordance with the control command from the control block 120: the self-position (longitude and latitude and altitude), attitude angle, steering angle, speed, acceleration, jerk, yaw rate, etc.

[0031] The recognition block 100 generates recognition data by recognizing targets, including other road users 3, obstacles, and structures, that exist in the external world of the host vehicle 2. The recognition data regarding the targets may represent at least one type of physical quantity of motion, such as separation distance, direction of motion, relative velocity, relative acceleration, and time to collision. The recognition data regarding the targets may further represent a classification of targets clustered based on such physical quantities of motion. Such target recognition data may be generated to provide sensing recognition data regarding other road users 3 (including the occupants of the users 3 in the case of vehicles) recognized by sensing from the external sensor 50 in the host vehicle 2.

[0032] The recognition block 100 generates recognition data by recognizing the road on which the host vehicle 2 is traveling. The road-related recognition data may represent at least one type of road structure. The road-related recognition data may represent at least one type of road structure, such as the number, position, width, length, shape, curve curvature, curve radius, and nodes of the driving lanes and sidewalks on the road. Such road-related recognition data may be generated to provide sensing recognition data regarding the road structure of the driving lanes and sidewalks recognized by sensing from the external sensor 50 in the host vehicle 2.

[0033] The recognition block 100 generates recognition data by recognizing markings associated with the road on which the host vehicle 2 is traveling. The recognition data regarding the markings may represent at least one type of marking status, such as road signs, dividing lines, pedestrian crossings, and traffic lights. The recognition data regarding the markings may further represent at least one type of traffic rule on the road recognized from the marking status, such as direction of travel, speed limit, and stopping position. The recognition data regarding such markings may be generated to provide sensing recognition data regarding the marking status and traffic rules recognized by sensing from the external sensor 50 in the host vehicle 2.

[0034] In addition to the above, the recognition block 100 generates recognition data by recognizing the actions and / or states of the occupant in the host vehicle 2. In particular, the recognition data regarding the operation of assigning a manual driving assistance task to the host vehicle 2 may represent at least one of, for example, the accelerator pedal operation amount, the brake pedal operation amount, the shift position, the steering angle, and the steering torque. Furthermore, the recognition data regarding the operation of switching the driving task assigned to the host vehicle 2 between an automated driving task and a manual driving assistance task may represent the operating state of at least one of, for example, a task switching switch and an assist switch. Such occupant-related recognition data may be generated so as to provide sensing recognition data recognized by sensing from the internal sensor 52 in the host vehicle 2.

[0035] The planning block 110 acquires recognition data from the recognition block 100. The planning block 110 acquires past data of control commands to the host vehicle 2 by reading them from the memory 10. Based on this acquired data, the planning block 110 plans a target driving trajectory Td for the future driving route Rd along which the host vehicle 2 will travel, as shown in FIG. 2 .

[0036] Here, the driving trajectory Td specifies the time-series changes for each control cycle expected in the future with respect to the motion parameters that are targeted as the self-state of the host vehicle 2. Specifically, the driving trajectory Td may represent the position coordinates for each control cycle of the trajectory that the host vehicle 2 is to follow in the future. Furthermore, the driving trajectory Td may represent at least one type of physical quantity of motion, such as speed, acceleration, jerk, yaw rate, and yaw angle, as the motion parameters that are to appear on such a trajectory for each control cycle.

[0037] The control block 120 shown in FIG. 3 acquires recognition data from the recognition block 100. The control block 120 acquires data of the driving trajectory Td from the planning block 110. The control block 120 acquires past data of control commands to the host vehicle 2 by reading them from the memory 10. The control block 120 generates control commands for the host vehicle 2 based on the acquired data. At this time, a control command is generated to be issued to the actuator system 4 so as to control driving behavior in accordance with the autonomous driving level, which is adjusted according to the driving scene, of the autonomous driving task and the manual driving assistance task in the host vehicle 2. The control command data generated in this way is stored in the memory 10.

[0038] Here, examples of control of driving behavior according to the autonomous driving level include auto-cruise control including lane change assist and / or collision mitigation braking. Therefore, adjustment of the autonomous driving level may include handover of the driving task between the driving assistance system 1 and the driver by transitioning the driving mode between the autonomous driving task and the manual driving assistance task. Such handover may be realized at least at one of the following times: a driver's request for handover, a timing to move forward or backward in the autonomous driving operational design domain (ODD), and a timing required for a minimum risk maneuver (MRM).

[0039] (Driving assistance flow) The driving assistance method by which the driving assistance system 1 assists the driving of the host vehicle 2 through the cooperation of the blocks 100, 110, and 120 described so far is repeatedly executed in accordance with the driving assistance flow shown in Fig. 4 while the host vehicle 2 is running. Note that in the following description, each "S" in the driving assistance flow refers to a plurality of steps executed by a plurality of commands included in the driving assistance program.

[0040] In S100, the recognition block 100 generates recognition data that recognizes the state of the external and internal environments in the current driving scene of the host vehicle 2. In S110, the planning block 110 plans a driving trajectory Td of the host vehicle 2 on a driving route Rd for future driving from the current driving scene based on the recognition data generated in S100 of at least the current flow out of the current flow and the past flow. Note that the recognition data generated in S100 may be updated as necessary in steps from S120 onwards, which will be described later.

[0041] In S120, the control block 120 determines whether the driving trajectory Td on the driving route Rd planned in S110 of the current flow defines a specific driving behavior of the host vehicle 2 in an auto-cruise state. In this case, the auto-cruise state means a driving state under auto-cruise control. Therefore, the specific driving behavior determined in S120 is defined as a driving behavior in which a temporary stop is planned on the driving route Rd in an auto-cruise state according to the driving trajectory Td, for example, due to a red light indication of the traffic light 9 ahead as shown in Figures 2, 5 to 7, and 9, and / or a traffic jam as shown in Figure 8.

[0042] 4, if a negative determination is made in S120, the current flow ends. On the other hand, if a positive determination is made in S120, the current flow proceeds to S130. In S130, the control block 120 monitors the presence or absence of an interference area Ri on the planned travel route Rd of the specific driving behavior confirmed in S120 of the current flow, where interference from the host vehicle 2 to other road users 3 due to a temporary stop is expected. At this time, the presence or absence of the interference area Ri is monitored based on the recognition data.

[0043] Specifically, as shown in FIGS. 5 to 7 , an expected entry area Rie, into which a target vehicle 30 of the other road users 3 is expected to enter, may be monitored as an interference area Ri whose presence is confirmed ahead of the host vehicle 2 on the travel route Rd. In this case, when the sensing recognition data represents the target vehicle 30 proceeding toward the travel lane Rdl constituting the travel route Rd of the host vehicle 2 from, for example, a facility or an oncoming lane Rd0 located on the front side of the host vehicle 2, the expected entry area Rie is assumed to be the destination of the target vehicle 30. Therefore, the expected destination of the target vehicle 30 between the host vehicle 2 and a leading vehicle 32 of the other road users 3 that has stopped earlier on the same travel lane Rdl as the host vehicle 2 may be monitored as the expected entry area Rie. Note that the expected entry area Rie may be monitored by ensuring the width of the expected travel route of the target vehicle 30 or by adding a safety margin to that width, for example, based on sensing recognition data representing the turn signal lights of the target vehicle 30.

[0044] 8, an expected crossing area Ric where a target pedestrian 33 of the other road users 3 is expected to cross may be monitored as an interference area Ri confirmed to be present ahead of the host vehicle 2 on the travel route Rd. In this case, the expected crossing area Ric is expected to be the destination of the target pedestrian 33 when the sensing recognition data represents the target pedestrian 33 proceeding from, for example, a sidewalk located in front of the host vehicle 2 toward a crosswalk on the travel lane Rdl that constitutes the travel route Rd of the host vehicle 2. Therefore, it is preferable to monitor, as the expected crossing area Ric, the crosswalk expected to be the destination of the target pedestrian 33 who has passed between the host vehicle 2 and a leading vehicle 32 that has stopped earlier among other road users 3 on the same travel lane Rdl as the host vehicle 2.

[0045] 9 to 11, in an assumed illumination scene in which a beam is expected to be irradiated from the host vehicle 2 on the travel route Rd to an occupant of an oncoming vehicle 34 among other road users 3, an illumination origin area Rib defined by the traveling position of the host vehicle 2 may be monitored as an interference area Ri. In detail, the assumed illumination scene here refers to a traveling scene in which a low beam Lb is expected to be irradiated from the headlight unit of the actuator system 4 in the host vehicle 2 to an occupant of the oncoming vehicle 34 when it is assumed that the traveling position has reached the illumination origin area Rib. Therefore, the illumination origin area Rib is assumed in an assumed illumination scene in which the sensing recognition data represents an oncoming vehicle 34 that is temporarily stopped or is expected to temporarily stop in front of and to the side of the host vehicle 2 in an opposing lane Rdo that is parallel to the traveling lane Rdl of the host vehicle 2 on the travel route Rd. At this time, the irradiation starting point area Rib should be monitored with the assumed irradiation scene being a situation in which an oncoming vehicle 34 is sensed from the host vehicle 2 in a temporary stop state where the ground contact surface Rds of the tires on the driving route Rd is assumed to be lower than that of the host vehicle 2 in the irradiation starting point area Rib.

[0046] Such an assumed illumination scene may be a driving scene in which a red light indication is predicted for both vehicles 2, 34 from a traffic light 9 installed in a mountain pass area of ​​a road along the driving route Rd of the host vehicle 2, where the ground surface Rds is mountain-shaped as shown in Fig. 10. The assumed illumination scene may be a driving scene in which a red light indication is predicted for both vehicles 2, 34 from a traffic light 9 installed in the middle of a road along the driving route Rd of the host vehicle 2, where the ground surface Rds is downhill as shown in Fig. 11.

[0047] 4, if a negative determination is made in S130, the current flow ends. On the other hand, if a positive determination is made in S130, the current flow proceeds to S140. In S140, the control block 120 sets a stop control command Os to the host vehicle 2 as a control command to temporarily stop the host vehicle 2 at a position on the travel route Rd before the interference area Ri confirmed in S130 of the current flow.

[0048] Specifically, as shown in FIGS. 12 to 14, for the expected entry area Rie, which is confirmed to exist as an interference area Ri in the same travel lane Rdl as the host vehicle 2, the stop control command Os is set so that the expected entry area Rie can be opened as an empty space ahead of the stop position according to the stop control command Os. At this time, the stop control command Os may be set in a permissible scene in which the occupant of the host vehicle 2 is permitted to temporarily surrender the expected entry area Rie to the target vehicle 30. Here, the permissible scene is a traveling scene in which the sensing recognition information of the recognition data represents at least one of the following: the occupant of the host vehicle 2 visually recognizing the target vehicle 30 and / or its surrounding area; and a gesture by the occupant of the host vehicle 2. Note that with such setting, the expected entry area Rie may be opened ahead of the stop position according to the stop control command Os, with or without a safety margin, as shown in FIGS. 12 to 14.

[0049] On the other hand, in prohibited scenes other than the above-described allowable scenes for the expected entry area Rie, setting of the stop control command Os may be prohibited. Furthermore, even in the allowable scenes, setting of the stop control command Os may be prohibited in prohibited scenes in which a collision-predicted user 35, among other road users 3, who is expected to collide with a target vehicle 30 entering the expected entry area Rie, as shown in FIGS. 15 and 16, among other road users 3, is sensed from the host vehicle 2. Here, the latter prohibited scene may be a driving scene in which the sensing recognition information indicates at least one of, for example, a bicycle or a motorcycle, as the collision-predicted user 35 traveling in the same travel lane Rdl as the host vehicle 2 or to the side of the host vehicle 2, as shown in FIG. 15. The prohibited scene may be a driving scene in which the sensing recognition information indicates at least one of, for example, a car, a truck, a bus, a motorcycle, a bicycle, etc., as the collision-predicted user 35 traveling in the oncoming lane Rdl parallel to the travel lane Rdl of the host vehicle 2, as shown in FIG. 16.

[0050] As shown in Fig. 17, for the expected crossing area Ric that has been confirmed to exist as an interference area Ri on the same travel lane Rdl as the host vehicle 2, the stop control command Os is set so that the command can be opened as an empty space ahead of the stop position in accordance with the stop control command Os. At this time, the stop control command Os may be set in a permissible scenario in which the occupant of the host vehicle 2 is permitted to temporarily surrender the expected crossing area Ric to the target pedestrian 33. Here, the permissible scenario is the same as in the case of the expected entry area Rie described above. Note that with such a setting, the expected crossing area Ric may be opened ahead of the stop position in accordance with the stop control command Os, with or without a safety margin as shown in Fig. 17.

[0051] On the other hand, in prohibited scenes other than the above-mentioned permissible scenes for the expected crossing area Ric, it is preferable to prohibit setting of the stop control command Os. Note that in a driving scene in which an expected collision user 35 is sensed with a target pedestrian 33 crossing the expected crossing area Ric among other road users 3, setting or prohibiting the command Os may be selected taking into account the response of the expected user 35 to the target pedestrian 33.

[0052] As shown in Fig. 18 , for the illumination start area Rib, which is confirmed to exist as an interference area Ri in the same travel lane Rdl as the host vehicle 2, the stop control command Os is set so that the illumination start area Rib can be opened as an empty space ahead of the stop position according to the set stop control command Os. At this time, the execution of the stop control to open the illumination start area Rib by stopping the vehicle may be notified to the occupants of the host vehicle 2 by the information presentation system 8. Note that such notification may also be performed in the same way in the case of the above-mentioned expected entry area Rie and / or expected crossing area Ric. Furthermore, the illumination start area Rib may be opened ahead of the stop position according to the set stop control command Os, with or without a safety margin as shown in Fig. 18 .

[0053] (Action and effect) The effects of the present embodiment described above will be explained below.

[0054] According to this embodiment, a temporary stop of the host vehicle 2 in the autocruise state is planned. Therefore, an interference area Ri on the travel route Rd in the autocruise state, where interference from the host vehicle 2 with other road users 3 due to a temporary stop, is expected, is monitored. According to this, a stop control command Os for causing the host vehicle 2 to make a temporary stop just before the interference area Ri on the travel route Rd can be set for the host vehicle 2 in the autocruise state, thereby enabling an automatic temporary stop that takes into consideration interference with other road users 3.

[0055] According to this embodiment, an expected entry area Rie into which a target vehicle 30 of the other road users 3 is expected to enter is monitored as an interference area Ri on the travel route Rd ahead of the host vehicle 2. This allows a stop control command Os to be set to the host vehicle 2 in the auto-cruise state to make a temporary stop before the expected entry area Rie on the travel route Rd, thereby automatically enabling a considerate temporary stop to yield the expected entry area Rie to the target vehicle 30.

[0056] According to this embodiment, there is a concern that an occupant of the host vehicle 2 who cannot accept the yielding behavior of temporarily stopping to yield the expected entry area Rie to the target vehicle 30 in the host vehicle 2 may feel uncomfortable with the autocruise in which the host vehicle 2 temporarily stops before the expected entry area Rie. Therefore, by setting a stop control command Os to temporarily stop before the expected entry area Rie, aiming for an acceptable situation in which the occupant of the host vehicle 2 can accept the yielding behavior of temporarily stopping to yield the expected entry area Rie to the target vehicle 30, consideration can be given to the occupant.

[0057] According to this embodiment, in a driving scene in which there is a collision-anticipated user 35, among other road users 3, who is expected to collide with the target vehicle 30 entering the expected entry area Rie, the temporary stop of the host vehicle 2 before the expected entry area Rie becomes a cause for concern. Therefore, in a prohibited scene in which the collision-anticipated user 35 is sensed from the host vehicle 2, setting of a stop control command Os to make a temporary stop before the expected entry area Rie can be prohibited, making it possible to take into consideration the safety of the target vehicle 30 and the collision-anticipated user 35.

[0058] According to this embodiment, an expected crossing area Ric where a target pedestrian 33 of the other road users 3 is expected to cross is monitored as an interference area Ri on the travel route Rd ahead of the host vehicle 2. This allows a stop control command Os to be set in the host vehicle 2 in auto-cruise mode to cause the host vehicle 2 to make a temporary stop just before the expected crossing area Ric on the travel route Rd, thereby automatically enabling a considerate temporary stop to give way to the target pedestrian 33 in the expected crossing area Ric.

[0059] According to this embodiment, there is a concern that an occupant of the host vehicle 2 who is unaware of the target pedestrian 33 who should yield to the expected crossing area Ric and does not allow the yielding behavior may be surprised by the auto-cruise in which the host vehicle 2 temporarily stops before the expected entry area Rie. Therefore, by setting a stop control command Os to temporarily stop the host vehicle 2 before the expected crossing area Ric, aiming for a situation in which the occupant of the host vehicle 2 is willing to yield to the target pedestrian 33 in the expected crossing area Ric, consideration can be given to the occupant.

[0060] According to this embodiment, in an expected illumination scene in which low beam Lb from the host vehicle 2 on the travel route Rd is expected to be irradiated to an occupant of an oncoming vehicle 34 among other road users 3, a specified illumination origin area Rib is monitored as an interference area Ri at the traveling position of the host vehicle 2. According to this, a stop control command Os to temporarily stop the host vehicle 2 in auto-cruise mode can be set before the illumination origin area Rib on the travel route Rd, which may cause a concern of dazzling the field of view of the occupant of the oncoming vehicle 34. Therefore, a considerate temporary stop to prevent such dazzlement can be automatically made.

[0061] According to this embodiment, when an oncoming vehicle 34 is stopped and its road contact surface Rds is assumed to be lower than the host vehicle 2 in the irradiation origin area Rib on the travel route Rd, the irradiation origin area Rib is monitored in the expected illumination scene sensed from the host vehicle 2. As a result, the host vehicle 2 in the auto-cruise state can automatically stop before the irradiation origin area Rib, where the risk of dazzling the field of vision of the occupants of the oncoming vehicle 34 increases due to the difference in elevation of the road contact surface Rds. Therefore, it is possible to target an expected illumination scene that is highly effective in suppressing such dazzling, while also taking into consideration the safety of the oncoming vehicle 34.

[0062] (Other embodiments) Although one embodiment has been described above, the present disclosure should not be construed as being limited to the embodiment described above, and can be applied to various embodiments within the scope that does not deviate from the gist of the present disclosure.

[0063] In a modified example, the dedicated computer constituting the driving assistance system 1 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is at least one of an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), an SOC (System on a Chip), a PGA (Programmable Gate Array), and a CPLD (Complex Programmable Logic Device). Furthermore, such a digital circuit may have a memory that stores a program.

[0064] In a modified example, the expected entry area Rie may be an area with a pedestrian crossing where a bicycle serving as the target vehicle 30 travels. In a modified example, the operator who manually drives and operates the host vehicle 2 to which the driving assistance system 1 is applied may be a remote operator who remotely controls the driving of the host vehicle 2 from an external center. In a modified example, the driving assistance system 1 may be configured to be capable of realizing only automated driving tasks, without any manual driving assistance tasks that assist the operator in manual driving operations.

[0065] (Additional remarks) This specification discloses the following technical ideas and their combinations. Note that the reference symbols in parentheses in the appended remarks indicate the correspondence with the specific means described in the above detailed embodiments, and do not limit the technical scope of the present disclosure.

[0066] (Technical thought 1) A driving assistance system having a processor (12) for assisting a host vehicle (2) in driving a vehicle with respect to another road user (3), comprising: The processor: scheduling a temporary stop of the host vehicle in an auto-cruise state; Monitoring an interference area (Ri) where interference from the host vehicle to the other road users due to a temporary stop on the travel route (Rd) in the auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to cause the host vehicle to temporarily stop on the travel route before the interference area.

[0067] (Technical thought 2) monitoring the interference area A driving assistance system according to technical idea 1, which includes monitoring an expected entry area (Rie) where a target vehicle (30) among the other road users is expected to enter, as the interference area ahead of the host vehicle on the driving route.

[0068] (Technical Thought 3) Setting the stop control command includes: A driving assistance system according to Technical Idea 2, which includes setting the stop control command to make the host vehicle stop just before the expected entry area in an acceptable scene in which the occupants of the host vehicle are allowed to accept the behavior of temporarily stopping to give way to the target vehicle in the expected entry area.

[0069] (Technical Thought 4) Setting the stop control command includes: A driving assistance system according to Technical Idea 2 or 3, which includes prohibiting a collision-anticipated user (35) among the other road users who is expected to collide with the target vehicle entering the expected entry area from setting the stop control command to make the vehicle stop temporarily before the expected entry area in a prohibited scene sensed from the host vehicle.

[0070] (Technical Thought 5) monitoring the interference area A driving assistance system according to any one of technical ideas 1 to 4, which includes monitoring an expected crossing area (Ric) where a target pedestrian (33) among the other road users is expected to cross, as the interference area ahead of the host vehicle on the driving route.

[0071] (Technical Thought 6) Setting the stop control command includes: A driving assistance system according to Technical Idea 5, which includes setting the stop control command to make the host vehicle stop just before the expected crossing area in an acceptable scene in which the occupants of the host vehicle are acceptable for the yielding behavior of temporarily stopping to yield to the target pedestrian in the expected crossing area.

[0072] (Technical Thought 7) monitoring the interference area A driving assistance system described in any one of technical ideas 1 to 6, which includes monitoring an illumination origin area (Rib) defined at the traveling position of the host vehicle as the interference area in an expected illumination scene in which low beam (Lb) illumination from the host vehicle on the traveling route is expected to be directed at an occupant of an oncoming vehicle (34) among the other road users.

[0073] (Technical Thought 8) monitoring the interference area A driving assistance system as described in Technical Idea 7, which includes that the oncoming vehicle, which is in a stopped state on the driving path and whose ground contact surface (Rds) is expected to be lower than that of the host vehicle in the irradiation origin area, monitors the irradiation origin area in the expected irradiation scene sensed from the host vehicle.

[0074] The above-mentioned technical concepts 1 to 8 may be understood as the respective technical concepts of a method and a program. [Explanation of symbols]

[0075] 1: Driving assistance system, 2: Host vehicle, 10: Memory, 12: Processor, 30: Target vehicle, 33: Target pedestrian, 34: Oncoming vehicle, 35: User expected to collide, Lb: Low beam, Os: Stop control command, Rd: Driving path, Rds: Ground surface, Ri: Interference area, Rib: Irradiation origin area, Ric: Expected crossing area, Rie: Expected entry area

Claims

1. A driving assistance system having a processor (12) for assisting a host vehicle (2) in driving other road users (3), comprising: The processor: scheduling a temporary stop of the host vehicle in an auto-cruise state; monitoring an interference area (Ri) where interference from the host vehicle to the other road users due to a temporary stop on the travel route (Rd) in the auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to cause the host vehicle to temporarily stop on the travel route before the interference area.

2. monitoring the interference area 2. The driving assistance system according to claim 1, further comprising monitoring an expected entry area (Rie) where a target vehicle (30) among the other road users is expected to enter, as the interference area ahead of the host vehicle on the driving route.

3. Setting the stop control command includes:

3. The driving assistance system according to claim 2, further comprising: setting the stop control command to make a temporary stop before the expected entry area in an acceptable scene in which a yielding action of temporarily stopping to yield the expected entry area to the target vehicle is acceptable to an occupant of the host vehicle.

4. Setting the stop control command includes:

3. The driving assistance system of claim 2, further comprising prohibiting a collision-anticipated user (35) among the other road users who is expected to collide with the target vehicle entering the expected entry area from setting the stop control command to temporarily stop before the expected entry area in a prohibited scene sensed from the host vehicle.

5. monitoring the interference area 2. The driving assistance system according to claim 1, further comprising monitoring an expected crossing area (Ric) in which a target pedestrian (33) among the other road users is expected to cross, as the interference area ahead of the host vehicle on the driving route.

6. Setting the stop control command includes:

6. The driving assistance system according to claim 5, further comprising: setting the stop control command to make a temporary stop before the expected crossing area in an acceptable scene in which a yielding behavior of temporarily stopping to yield to the target pedestrian in the expected crossing area is acceptable to an occupant of the host vehicle.

7. monitoring the interference area 2. The driving assistance system according to claim 1, further comprising monitoring an illumination origin area (Rib) defined at the traveling position of the host vehicle as the interference area in an expected illumination scene in which low beam (Lb) illumination from the host vehicle on the traveling route is expected to be directed at an occupant of an oncoming vehicle (34) among the other road users.

8. monitoring the interference area 8. The driving assistance system of claim 7, further comprising: an oncoming vehicle in a stopped state on the driving route whose ground contact surface (Rds) is expected to be lower than that of the host vehicle in the irradiation origin area, monitoring the irradiation origin area in the expected irradiation scene sensed from the host vehicle.

9. A driving assistance method executed by a processor (12) for assisting a host vehicle (2) in driving a vehicle relative to another road user (3), comprising: scheduling a temporary stop of the host vehicle in an auto-cruise state; monitoring an interference area (Ri) where interference from the host vehicle to the other road users due to a temporary stop on the travel route (Rd) in the auto-cruise state is expected; and setting a stop control command (Os) for the host vehicle to make the host vehicle stop temporarily on the travel route before the interference area.

10. A driving assistance program stored in a storage medium (10) for assisting a host vehicle (2) in driving a vehicle with respect to another road user (3), the driving assistance program including instructions for causing a processor (12) to execute the assistance, scheduling a temporary stop of the host vehicle in an auto-cruise state; monitoring an interference area (Ri) where interference from the host vehicle to the other road users due to a temporary stop on the travel route (Rd) in the auto-cruise state is expected; and setting a stop control command (Os) to the host vehicle to make the host vehicle temporarily stop before the interference area on the travel route.

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