Driving assistance systems

Abstract

This driver assistance system provides a driver assistance device that increases the likelihood that deceleration control can sufficiently reduce the risk of collision, even when a crossing object emerges from the blind spot of an obstructing object. [Solution] When the driving assistance device finds that the collision risk of the vehicle colliding with an object is greater than or equal to a threshold risk, it performs deceleration control to reduce the collision risk. If a pedestrian crossing exists within a predetermined distance from the vehicle in the direction of travel on the road the vehicle is traveling on, the driving assistance device determines whether the shielding condition is met, which is met when there is a shielding object between the vehicle and the object crossing the road that creates a blind spot from the vehicle and hides the object crossing the road. If the shielding condition is met, the device performs at least one of the following: a deceleration preparation process to start decelerating the vehicle, and an acceleration process that brings the timing at which the execution condition is met earlier than when the shielding condition is not met.

Description

Technical Field

[0001] The present invention relates to a driving support device configured to execute deceleration control for decelerating a vehicle in order to reduce the risk of the vehicle colliding with an object.

Background Art

[0002] Conventionally, a driving support device configured to execute deceleration control for decelerating a vehicle in order to reduce the risk of collision has been known. For example, the driving support device described in Patent Document 1 (hereinafter referred to as the "conventional device") determines whether there is a crosswalk in the traveling direction of the vehicle when the traveling direction of the vehicle intersects with the "traveling direction of a pedestrian or a bicycle". When there is a crosswalk, the conventional device makes it easier to execute deceleration control than when there is no crosswalk.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] A stopped vehicle or an oncoming vehicle existing around the vehicle may hide a crossing object (for example, a pedestrian or a bicycle) that crosses the road on which the vehicle is traveling. An object that hides such a crossing object is referred to as a "shielding object". In this case, since the crossing object enters a blind spot from the vehicle due to the shielding object, a remote sensing sensor mounted on the vehicle cannot detect the crossing object. After that, when the crossing object comes out of the blind spot of the shielding object and the remote sensing sensor starts detecting the crossing object again, the risk of collision with the crossing object may be increasing. In this case, even if the deceleration control is started, the deceleration control may not be able to sufficiently reduce the risk of collision.

[0005] Conventional systems do not take into account the presence of obstructing objects. Therefore, if a crossing object emerges from the blind spot of an obstructing object, the deceleration control may not be able to sufficiently reduce the risk of collision with that object.

[0006] This invention was made to address the aforementioned problems. Specifically, one of the objectives of this invention is to provide a driver assistance device that increases the likelihood that deceleration control can sufficiently reduce the risk of collision even when a crossing object emerges from the blind spot of an obstructing object.

[0007] The driver assistance device of the present invention (hereinafter referred to as "the device of the present invention") is configured to perform deceleration control to reduce the collision risk (step 530) when the execution condition is met that the collision risk of a vehicle (VA) colliding with an object is greater than or equal to a threshold risk (step 525 "Yes"). The aforementioned driving support device, If a pedestrian crossing (CW) exists within a predetermined distance from the vehicle in the direction of travel of the vehicle on the road on which the vehicle is traveling (Step 315 "Yes"), it is determined whether the shielding condition is met when there is a shielding object between the vehicle and the object crossing the road that creates a blind spot from the vehicle and hides the object crossing the road (Steps 335, 350), If the shielding condition is met (step 335 "Yes", step 350 "Yes"), at least one of the following is performed: a deceleration preparation process (step 410) to prepare for generating braking force in the vehicle, and an acceleration process (step 535) to bring the timing at which the execution condition is met earlier than when the shielding condition is not met. It is structured in this way.

[0008] When the deceleration preparation process is executed when the shielding condition is met, the delay time from the start of deceleration control to the actual application of braking force to the vehicle is shortened. As a result, the device of the present invention can increase the likelihood of sufficiently reducing the risk of collision even when a crossing object emerges from the blind spot of the shielding object.

[0009] When the acceleration process is executed when the shielding condition is met, deceleration control is performed at an earlier timing than when the shielding condition is not met. As a result, the present invention can increase the likelihood of sufficiently reducing the risk of collision even when a crossing object emerges from the blind spot of the shielding object. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic system configuration diagram of a driver assistance device according to an embodiment of the present invention. [Figure 2] This is an explanatory diagram illustrating an example of the operation of a driver assistance device according to an embodiment of the present invention. [Figure 3] Figure 1 is a flowchart of the shielding condition determination routine executed by the CPU of the ECU. [Figure 4] Figure 1 is a flowchart of the deceleration preparation routine executed by the ECU's CPU. [Figure 5] Figure 1 is a flowchart of the deceleration control routine executed by the CPU of the ECU. [Modes for carrying out the invention]

[0011] An embodiment of the present invention, the driver assistance device 10 (hereinafter referred to as "the device 10"), is applied to a vehicle VA and comprises the components shown in Figure 1. In this specification, "ECU 20" is an electronic control device that mainly comprises a microcomputer. The ECU 20 is also referred to as a control unit, controller, and computer. The microcomputer includes a CPU (processor), ROM, RAM, and interface (I / F), etc. The functions realized by the ECU 20 may be realized by multiple ECUs.

[0012] The front camera 22 acquires image data by capturing the scenery in front of the vehicle VA. The millimeter-wave radar 24 receives reflected waves from millimeter waves transmitted in front of the vehicle VA that are reflected by an object, and acquires radar data. The radar data contains data on the position of the object relative to the vehicle VA and the relative velocity of the object relative to the vehicle VA. The front camera 22 and the millimeter-wave radar 24 are remote sensing sensors that detect objects using remote sensing. The front camera 22 and the millimeter-wave radar 24 may be referred to as the "first detection unit".

[0013] The ECU 20 acquires image data from the front camera 22 and radar data from the millimeter-wave radar 24. Based on the image data and radar data, the ECU 20 recognizes objects in front of the vehicle VA. This function of the ECU 20 is sometimes referred to as the "first recognition unit".

[0014] The GNSS (Global Navigation Satellite System) receiver 26 receives signals from multiple satellites and determines the current position (latitude and longitude) of the vehicle VA based on the received signals. The ECU 20 obtains the current position of the vehicle VA from the GNSS receiver 26.

[0015] The network interface (I / F) 28 is an interface for connecting the device 10 to a network. The network I / F 28 acquires surrounding environment data within a predetermined range from the current location of the vehicle VA from the data center 28a. The data center 28a is a server or the like connected to the network. The data center 28a stores surrounding environment data, including data on the location of objects detected by object detection sensors deployed on roads and intersections, and data on the location of the smartphone 30a.

[0016] The ECU 20 transmits an acquisition request including the current position to the data center 28a every time a predetermined time elapses. When the data center 28a receives the acquisition request, it transmits the surrounding environment data around the current position included in the acquisition request to the vehicle VA. When the vehicle VA receives the surrounding environment data, the ECU 20 acquires the surrounding environment data from the network I / F 28 and recognizes the objects around the vehicle VA based on the surrounding environment data.

[0017] The wireless communication interface (I / F) 30 is an interface for performing wireless communication with the smartphone 30a existing around the vehicle VA. The ECU 20 performs wireless communication with the smartphone 30a via the wireless communication I / F 30, and recognizes the person carrying the smartphone 30a as an object by specifying the position of the smartphone 30a.

[0018] The "function of recognizing an object by performing wireless communication with external devices (data center 28a and smartphone 30a) via the network I / F 28 and the wireless communication I / F 30" of the ECU 20 may be referred to as the "second recognition unit".

[0019] The acceleration sensor 32 measures the acceleration G in the longitudinal direction of the vehicle VA. The ECU 20 acquires the measurement value of the acceleration sensor 32.

[0020] The power train actuator 40 changes the driving force generated by the drive device (for example, internal combustion engine and / or electric motor) of the vehicle VA.

[0021] The brake actuator 50 is a hydraulic control actuator for a brake mechanism 52 which is a hydraulic friction braking device. The brake mechanism 52 includes a reservoir tank 52a, a master cylinder 52b, and a disc brake device 52c. The reservoir tank 52a stores brake oil (brake fluid, hydraulic fluid). The master cylinder 52b pressurizes the brake oil according to the stepping force of a brake pedal (not shown) of the vehicle VA. The disc brake device 52c is disposed at each of the four wheels of the vehicle VA. Each of the disc brake devices 52c includes a brake disc that rotates integrally with the wheel, a pair of brake pads that press the brake disc from both sides, and a hydraulic piston that pushes the brake pad in the direction of the brake disc.

[0022] The brake actuator 50 is disposed in a hydraulic circuit between the master cylinder 52b and the "hydraulic piston of the disc brake device 52c". The brake actuator 50 adjusts the brake hydraulic pressure of the hydraulic piston according to an instruction from the ECU 20.

[0023] <Deceleration control> When a predetermined execution condition is satisfied, the ECU 20 of the present device 10 executes deceleration control to decelerate the vehicle VA in order to reduce the collision risk that the vehicle VA collides with an object. The ECU 20 determines that the execution condition is satisfied when the collision risk becomes equal to or higher than a threshold risk. More specifically, the ECU 20 uses TTC (Time To Collision) as an index value representing the collision risk. The ECU 20 obtains TTC by dividing the "distance between the vehicle VA and the object" by the "relative speed of the object with respect to the vehicle VA". When TTC is equal to or less than a threshold time Tth, the ECU 20 determines that the collision risk is equal to or higher than the threshold risk, and determines that the execution condition is satisfied. Note that the ECU 20 also executes deceleration control when the collision risk of a crossing object CO (see FIG. 2) that crosses the road on which the vehicle VA is traveling is equal to or higher than the threshold.

[0024] In deceleration control, the ECU 20 controls the powertrain actuator 40 and the brake actuator 50 so that the acceleration G of the vehicle VA matches a predetermined deceleration (negative acceleration). When deceleration control starts, the brake actuator 50 starts pressurizing the hydraulic piston of the disc brake device 52c. The time from when the hydraulic piston starts to be pressurized until the brake pad is pressed against the brake disc is the delay time until braking force is actually applied to the wheel.

[0025] (Summary of operation) The operation of this device 10 will be explained with reference to Figure 2. The ECU 20 determines whether the shielding condition is met if a pedestrian crossing CW exists within a predetermined distance from the vehicle VA in front of the vehicle VA (in the direction of travel) on the road the vehicle VA is traveling on.

[0026] The shielding condition is met when there is a shielding object BO between the vehicle VA and the object crossing the road CO, which creates a blind spot from the vehicle VA and hides the object CO. For example, the object CO is a pedestrian or cyclist, and the shielding object BO is an oncoming vehicle or a stationary vehicle.

[0027] When the shielding condition is met, the ECU 20 executes at least one of the deceleration preparation process (prefill process) and the acceleration process. The deceleration preparation process is a process that prepares the vehicle VA to generate braking force. In the deceleration preparation process, the ECU 20 controls the brake actuator 50 to move the brake pads toward the brake disc in advance by increasing the brake hydraulic pressure of the hydraulic circuit (hydraulic piston) before the start of deceleration control. This state of the brake actuator 50 is referred to as the "deceleration preparation state".

[0028] In the acceleration process, ECU20 accelerates the timing at which the execution conditions are met compared to when the shielding conditions are not met. More specifically, the ECU reduces the threshold risk compared to when the shielding conditions are not met (i.e., increases the threshold time Tth compared to when the shielding conditions are not met).

[0029] The deceleration preparation process can shorten the aforementioned delay time when deceleration control is initiated. As a result, even if deceleration control is initiated immediately after the crossing object CO emerges from the blind spot of the shielding object BO, braking force will be generated instantly. Therefore, since the deceleration preparation process can shorten the delay time from the start of deceleration control to the generation of braking force, it can increase the likelihood that the collision risk of the crossing object CO can be sufficiently reduced by the deceleration preparation process.

[0030] According to the accelerated processing, deceleration control for a crossing object CO emerging from the blind spot of the shielding object BO is executed at an earlier timing than when the shielding conditions are not met. This increases the likelihood that the accelerated processing can sufficiently reduce the collision risk of the crossing object CO.

[0031] In this embodiment, the ECU20 performs both the deceleration preparation process and the deceleration acceleration process when the shielding condition is met, but the ECU20 only needs to perform at least one of the deceleration preparation process and the deceleration acceleration process.

[0032] At time t1 shown in Figure 2, the ECU 20 detects a pedestrian crossing CW within a predetermined distance from the vehicle VA based on image data. At time t1, the ECU 20 recognizes a pedestrian PD as a crossing object CO based on image data and radar data. The ECU 20 may determine the direction of movement of the object (pedestrian PD) by referring to the image data in chronological order, or it may determine the direction of movement of the object (pedestrian PD) based on the direction of travel of the vehicle VA, the vehicle speed representing the speed of the vehicle VA, and the relative speed of the object. The ECU 20 recognizes the object as a crossing object CO if the angle between the longitudinal direction of the road and the direction of movement of the object (pedestrian PD) is within a predetermined angular range.

[0033] At time t1, there is no shielding object BO that obscures the crossing object CO, so the shielding condition is not met. Therefore, ECU20 does not perform the deceleration preparation process or the acceleration process.

[0034] At time t2 shown in Figure 2, the pedestrian PD (crossing object CO) is hidden by the shielding object BO (i.e., the pedestrian PD enters the blind spot of shielding object BO). Therefore, at time t2, the ECU20 no longer recognizes the pedestrian PD (crossing object CO) based on image data and radar data. This unrecognized crossing object CO is sometimes referred to as a "disappearing object".

[0035] In this case, the ECU 20 predicts the position of the disappearing object relative to vehicle VA at time t2 based on the direction and speed of movement of the crossing object CO at time t1 and the vehicle speed of vehicle VA. This predicted position is referred to as the predicted position. The ECU 20 determines whether or not an object (i.e., an obstructing object BO) exists between vehicle VA and the predicted position. At time t2, since such an obstructing object BO exists, the ECU 20 determines that the obstruction condition is met and executes the deceleration preparation process and the acceleration process.

[0036] (Specific operation) The CPU of ECU20 executes the routines shown in the flowcharts in Figures 3 to 5 at predetermined intervals.

[0037] <Shielding condition determination routine> When the appropriate time arrives, the CPU starts processing from step 300 in Figure 3 and executes steps 305 to 315. Step 305: The CPU recognizes the object based on the detection results of the first detection unit. That is, the first recognition unit recognizes the object. The object recognized by the first recognition unit may be referred to as the "first object". In detail, if the number of detections N in which an object has been detected based on image data and radar data is greater than or equal to a threshold number Nth, the CPU recognizes that object. Step 310: The CPU recognizes an object by communicating wirelessly with an external device. That is, the second recognition unit recognizes the object. The object recognized by the second recognition unit may be referred to as the "second object". Step 315: The CPU determines, based on the image data, whether or not a pedestrian crossing CW exists within a predetermined distance in the direction of travel of the vehicle VA.

[0038] If a crosswalk CW exists, the CPU determines "Yes" in step 315 and executes steps 320 and 325. Step 320: The CPU identifies the cross-sectional object CO from among the first objects. Step 325: The CPU determines whether or not the missing object still exists.

[0039] If a missing object exists, the CPU determines "Yes" in step 325 and executes steps 330 and 335. Step 330: The CPU determines the predicted location of the missing object. Step 335: The CPU determines whether or not a first object exists between the vehicle VA and the predicted position of the missing object.

[0040] If a first object exists between the vehicle VA and the predicted position of the disappearing object, the CPU considers that first object to be an occluding object BO and determines that the occluding condition is met. In this case, the CPU determines "Yes" in step 335, and the process proceeds to step 340. In step 340, the CPU sets the occluding flag Xbl to "1". After that, the process proceeds to step 395, and the CPU terminates this routine.

[0041] The shielding flag Xbl is set to "1" when the shielding condition is met and to "0" when the shielding condition is not met. The shielding flag Xbl is set to "0" in the initialization routine. The CPU executes the initialization routine when the ignition key switch (not shown) of the vehicle VA is changed from the off position to the on position.

[0042] If there is no first object between the vehicle VA and the predicted position of the disappearing object, the CPU determines that the occlusion condition is not met. In this case, the CPU determines "No" in step 335 and executes steps 345 and 350. Step 345: The CPU identifies the crossing object CO from among the second object. Specifically, the CPU determines the direction of movement of the second object based on its positional history, and determines whether the second object is the crossing object CO based on its direction of movement. Step 350: The CPU determines whether or not the first object exists between the vehicle VA and the "second object identified as crossing object CO".

[0043] If a first object exists between vehicle VA and the second object identified as "crossing object CO", the CPU considers this first object to be a shielding object BO that creates a blind spot from vehicle VA and hides the second object identified as "crossing object CO", and determines that the shielding condition is met. In this case, the CPU determines "Yes" in step 350, and the process proceeds to step 340.

[0044] If there is no first object between vehicle VA and the second object identified as "crossing object CO", the CPU determines "No" in step 350, and the process proceeds to step 355. In step 355, the CPU sets the occlusion flag Xbl to "0". The process then proceeds to step 395.

[0045] If the CPU determines that no missing object exists when the process proceeds to step 325, it determines "No" in step 325 and proceeds to step 345.

[0046] If there is no pedestrian crossing (CW) when the process proceeds to step 315, the CPU determines "No" in step 315 and the process proceeds to step 355.

[0047] <Deceleration preparation routine> When the appropriate time arrives, the CPU starts processing from step 400 in Figure 4, and the processing proceeds to step 405. In step 405, the CPU determines whether the shielding flag Xbl is "1".

[0048] If the shielding flag Xbl is "1", the CPU determines "Yes" in step 405, and the process proceeds to step 410. In step 410, the CPU puts the brake actuator 50 into a deceleration preparation state. This process is sometimes referred to as the "deceleration preparation process". After that, the process proceeds to step 495, and the CPU terminates this routine.

[0049] On the other hand, if the shielding flag Xbl is "0", the CPU determines "No" in step 405, and the process proceeds to step 415. In step 415, the CPU returns the brake actuator 50 to its normal state. In the normal state, the brake actuator 50 does not pressurize the hydraulic piston. The process then proceeds to step 495.

[0050] <Deceleration control routine> When the appropriate time arrives, the CPU starts processing from step 500 in Figure 5 and executes steps 505 to 515.

[0051] Step 505: The CPU recognizes the first object based on the detection result of the first detection unit. Since step 505 is the same process as step 305, a detailed explanation of step 505 is omitted. Step 510: The CPU obtains the TTC of a first object that could potentially collide with vehicle VA. Specifically, the CPU identifies a first object that has a direction of movement intersecting the direction of travel of vehicle VA as a "first object that could potentially collide with vehicle VA". Step 515: The CPU determines whether the shielding flag Xbl is "0".

[0052] If the shielding flag Xbl is "0", the CPU determines "Yes" in step 515 and executes steps 520 and 525. Step 520: The CPU sets the threshold time Tth to the first time T1. Step 525: The CPU determines whether TTC is less than or equal to the threshold time Tth.

[0053] If TTC is less than or equal to the threshold time Tth, the CPU determines that the execution condition has been met. In this case, the CPU determines "Yes" in step 525, and the process proceeds to step 530. In step 530, the CPU controls the powertrain actuator 40 and the brake actuator 50 so that the acceleration G matches a predetermined deceleration. After that, the process proceeds to step 595, and the CPU terminates this routine.

[0054] On the other hand, if TTC is greater than the threshold time Tth, the CPU determines that the execution condition is not met. In this case, the CPU determines "No" in step 525, and the process proceeds to step 595.

[0055] If the occlusion flag Xbl is "1" when the process proceeds to step 515, the CPU determines "No" in step 515, and the process proceeds to step 535. In step 535, the CPU sets the threshold time Tth to the second time T2. The second time T2 is set to a larger value than the first time T1. Therefore, if the occlusion condition is met, deceleration control will be executed even if the collision risk is smaller than when the occlusion condition is not met. In other words, if the occlusion condition is met, the execution condition is met at an earlier time than when the occlusion condition is not met. This process is sometimes referred to as "early execution." After that, the process proceeds to step 525.

[0056] As explained above, when the shielding conditions are met (step 405 "Yes", step 515 "No"), the device 10 performs both the deceleration preparation process and the acceleration process (steps 410, 535). This increases the likelihood that the device 10 can sufficiently reduce the risk of collision even when a transverse object CO, which was hidden behind the shielding object BO, emerges from the blind spot of the shielding object BO.

[0057] Furthermore, the device 10 determines that the shielding condition is met (step 340) when the first object recognized as the crossing object CO does not disappear (step 325 "No") and the first object exists between the vehicle VA and the "second object recognized as the crossing object CO" (step 350 "Yes"). The shielding condition can be met even if the crossing object CO is hidden by the shielding object BO before the device 10 recognizes it as the first object. Therefore, the device 10 can increase the likelihood of sufficiently reducing the risk of collision even if such a crossing object CO emerges from the blind spot of the shielding object BO.

[0058] (modified version) In the above embodiment, when the shielding condition is met, an acceleration process is performed to set the threshold time Tth to a smaller value than when the shielding condition is not met, but the acceleration process is not limited to this. For example, in the acceleration process, the ECU20 makes the threshold number Nth used in step 505 shown in Figure 5 smaller than when the shielding condition is not met.

[0059] As a result, when the shielding condition is met, the ECU 20 can shorten the recognition time until it recognizes the crossing object CO emerging from the blind spot of the shielding object BO compared to when the shielding condition is not met. Therefore, if the TTC at the time the crossing object CO emerges from the blind spot of the shielding object BO is less than or equal to the threshold time Tth, the ECU 20 can execute deceleration control at an earlier timing than when the shielding condition is not met. Accordingly, the driving support device 10 according to this modified example can increase the likelihood of sufficiently reducing the risk of collision even when the crossing object CO emerges from the blind spot of the shielding object BO.

[0060] In step 315 shown in Figure 3, the CPU may refer to map data corresponding to the current position of vehicle VA to determine whether or not a pedestrian crossing CW exists within a predetermined distance in the direction of travel of vehicle VA.

[0061] Furthermore, in the deceleration control routine shown in Figure 5, the acceleration process may be executed only when the occlusion condition is met and the first object with the minimum TTC is the crossing object CO. That is, even if the occlusion condition is met, if the first object with the minimum TTC is not the crossing object CO, the acceleration process may not be executed. This reduces the possibility that the driver may feel uneasy due to the deceleration control being executed too early for objects that are unlikely to be hidden in the blind spot of the occlusion object.

[0062] In the above embodiment, TTC was used as an index value representing collision risk, but this index value is not limited to TTC. For example, the distance between the vehicle VA and the object may be used as this index value. If the distance is less than or equal to the threshold distance, the ECU 20 determines that the collision risk is greater than or equal to the threshold risk and determines that the condition is met.

[0063] Furthermore, the first detection unit may be at least one of the forward camera 22 and the millimeter-wave radar 24. Moreover, the first detection unit may be any device capable of detecting objects by remote sensing.

[0064] This device 10 is applicable to vehicles such as engine-powered vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles, and is also applicable to autonomous vehicles. [Explanation of symbols]

[0065] 10... Driver assistance system, 22... Forward camera, 24... Millimeter-wave radar, 28a... Data center, 30a... Smartphone, 50... Brake actuator.

Claims

1. In a driver assistance system configured to perform deceleration control to reduce the collision risk when the execution condition is met that the collision risk of a vehicle colliding with an object is greater than or equal to a threshold risk, The aforementioned driving support device, If a pedestrian crossing exists within a predetermined distance from the vehicle in the direction of travel on the road the vehicle is traveling on, it is determined whether the shielding condition is met, which is met when there is a shielding object between the vehicle and the object crossing the road that creates a blind spot from the vehicle and hides the object crossing the road. If the shielding condition is met, at least one of the following is performed: a deceleration preparation process to prepare for generating braking force in the vehicle, and an acceleration process to bring the timing at which the execution condition is met earlier than when the shielding condition is not met. A driver assistance system configured in such a way.

2. In the driving support device according to claim 1, The aforementioned driving assistance device is mounted on the vehicle and includes a first recognition unit that recognizes objects present in the vicinity of the vehicle using remote sensing. The driving assistance device is configured such that the first recognition unit recognizes the crossing object, then stops recognizing the crossing object, and the first recognition unit recognizes an object different from the crossing object between the predicted position where the crossing object that the first recognition unit no longer recognizes is expected to exist and the vehicle, and determines that the shielding condition is met.

3. In the driving support device according to claim 2, The aforementioned driving assistance device includes a second recognition unit that recognizes the object by communicating with an external device located outside the vehicle. The driving assistance device is configured to determine that the shielding condition is met if the object recognized by the first recognition unit exists between the crossing object recognized by the second recognition unit and the vehicle. Driving assistance system.

4. In the driving support device according to claim 1, The aforementioned driving support device, In the aforementioned deceleration preparation process, the brake hydraulic pressure is increased in advance so that the brake pads are brought closer to the brake discs disposed on the wheels of the vehicle. In the aforementioned acceleration process, the threshold risk is reduced compared to the case where the shielding conditions are not met. A driver assistance system configured in such a way.

5. In the driving support device according to claim 2, The first recognition unit recognizes the object if the number of detections of the object using the remote sensing is equal to or greater than a threshold number. The aforementioned driving support device, If the shielding conditions are met, the acceleration process is executed. In the aforementioned acceleration process, the threshold number is made smaller than when the shielding condition is not met. A driver assistance system configured in such a way.

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