Driving assistance device, driving assistance method, and program

Abstract

A driving assistance device according to the present invention recognizes partition lines partitioning a roadway around a vehicle, and if a degree of proximity between the vehicle and a target object among from among objects present in front of the vehicle satisfies a first condition, carries out one or both of instructing a braking device of the vehicle to stop the vehicle and / or instructing a steering device of the vehicle to steer so as to avoid contact with the target object; if the degree of proximity between the vehicle and the target object satisfies a second condition, carries out a first preliminary action; if the degree of proximity between the vehicle and the target object satisfies a third condition and it is determined that at the timing of the third condition is satisfied, there is not sufficient space for forward travel after avoidance using steering on the roadway to the sides of the target object, carries out a second preliminary action; and if it is determined that there is a lane which has been misrecognized on the basis of the width of the lane partitioned by two of the plurality of partition lines which have been recognized, identifies the roadway to the side of the target object on the basis of information on lanes other than the misrecognized lane.

Description

[Technical field]

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

[0002] 2. Description of the Related Art In recent years, an invention for a vehicle control device that performs automatic deceleration control and automatic steering control has been disclosed (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-50010 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle that can perform automatic steering control in addition to automatic deceleration control, the probability of being able to quickly respond to sudden changes in the vehicle's surrounding environment is high, and the margin of control is relatively high. On the other hand, if there is no avoidance space on the side of the target object, automatic steering control becomes difficult, so the margin of control is the same as in a vehicle that only performs automatic deceleration control. With conventional technology, there were cases where it was not possible to operate in accordance with such differences in the environment.

[0005] The present invention has been made in consideration of the above circumstances, and one of its objectives is to provide a driving assistance device, a driving assistance method, and a program that can perform appropriate preparatory action in accordance with the surrounding conditions of the vehicle. [Means for solving the problem]

[0006] A driving assistance device, a driving assistance method, and a program according to the present invention employ the following configuration. (1): A driving assistance device according to one embodiment of the present invention includes a lane marking recognition unit that recognizes lane markings that divide a road around a vehicle; a braking control unit that refers to an output of a detection device that detects the presence of an object in front of the vehicle, and when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, instructs a braking device of the vehicle to stop the vehicle; and a steering avoidance control unit that instructs the steering device of the vehicle to avoid contact with the target object by steering. The braking control unit includes a first preparatory movement control unit that performs a first preparatory movement when the degree of proximity satisfies a second condition, and at a point in time when the degree of proximity satisfies a third condition and the third condition is satisfied, The driving assistance device further includes a second preparatory movement control unit that performs a second preparatory movement when it is determined that there is no space in any of the paths to the side of the target object in which progress can be made after the avoidance by steering, wherein the first condition is a condition that is satisfied when the degree of approach is higher than the second condition, and the second condition is a condition that is satisfied when the degree of approach is higher than the third condition, and when it is determined that there is a lane that has been misrecognized based on the width of the lanes divided by two of the multiple dividing lines recognized by the dividing line recognition unit, the second preparatory movement control unit identifies the path to the side of the target object based on information of lanes other than the lane that has been misrecognized.

[0007] (2): In the above aspect (1), when the width of a lane defined by two of the multiple marking lines recognized by the marking line recognition unit is less than a threshold value, one of the two marking lines is deleted to recognize the lane, and the lane to the side of the target object is identified based on the recognized lane.

[0008] (3) In the above aspect (2), the threshold value is a value that is set based on the width of the lane on which the vehicle is traveling.

[0009] (4): In any one of the above aspects (1) to (3), the second preparatory movement control unit is configured to delete the lane marking farther from the vehicle out of the two lane marks when the width of the lane marked by the two lane marks is less than a threshold value.

[0010] (5): In any one of the above aspects (1) to (3), when the width of the lane defined by the two marking lines is less than a threshold value, the second preparatory movement control unit deletes the marking line that is less clearly recognized by the marking line recognition unit.

[0011] (6): In any one of the above aspects (1) to (5), the second preparatory movement control unit is configured to delete one of the lane markings based on the line types of the two lane markings when the width of the lane markings defined by the two lane markings is less than a threshold value.

[0012] (7): In any one of the above aspects (1) to (6), the second preparatory movement is a movement that is started at an earlier timing than the first preparatory movement.

[0013] (8): In any one of the above aspects (1) to (7), at least one of the first preparatory movement and the second preparatory movement is an movement that instructs the braking device to output a braking force that is smaller than the braking force that the braking control unit instructs the braking device to output.

[0014] (9): In any one of the above aspects (1) to (8), at least one of the first preparatory movement and the second preparatory movement is an action of instructing an output device to perform a display, a voice output, or a vibration output for attention.

[0015] (10): A driving assistance method according to another aspect of the present invention includes a driving assistance device that recognizes dividing lines that divide a road around a vehicle, refers to an output of a detection device that detects the presence of an object in front of the vehicle, and, when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, performs one or both of an instruction to a braking device of the vehicle to stop the vehicle and an instruction to a steering device of the vehicle to avoid contact with the target object by steering, when a degree of proximity between the target object and the vehicle satisfies a second condition, performs a first preparatory action, and when a degree of proximity between the target object and the vehicle satisfies a third condition, performs a second preparatory action. and when it is determined that there is no space in any of the lanes on the side of the target object in which progress can be made after the steering avoidance is performed at the time when the third condition is satisfied, a second preparatory action is performed, the first condition is a condition that is satisfied when the degree of approach is higher than the second condition, and the second condition is a condition that is satisfied when the degree of approach is higher than the third condition, and when it is determined that there is a lane that has been misrecognized based on the width of the lanes divided by two of the multiple recognized dividing lines, the method identifies the lane on the side of the target object based on information of the lanes other than the lane that has been misrecognized.

[0016] (11): A program according to another aspect of the present invention causes a computer to recognize marking lines that divide a road around a vehicle, refer to the output of a detection device that detects the presence of an object in front of the vehicle, and, when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, perform one or both of instructing a braking device of the vehicle to stop the vehicle and instructing a steering device of the vehicle to avoid contact with the target object by steering, when a degree of proximity between the target object and the vehicle satisfies a second condition, perform a first preparatory movement, and when a degree of proximity between the target object and the vehicle satisfies a third condition, perform a second preparatory movement. and when it is determined that there is no space in any of the lanes on the side of the target object in which progress can be made after the steering avoidance is performed at the time when the third condition is satisfied, a second preparatory movement is performed, the first condition is a condition that is satisfied when the degree of approach is higher than the second condition, and the second condition is a condition that is satisfied when the degree of approach is higher than the third condition, and when it is determined that there is a lane that has been misrecognized based on the width of the lanes divided by two of the multiple recognized dividing lines, the program identifies the lanes on the side of the target object based on information about the lanes other than the lane that has been misrecognized. Effect of the Invention

[0017] According to the above aspects (1) to (11), it is possible to perform an appropriate preparatory movement according to the surrounding conditions of the vehicle. [Brief description of the drawings]

[0018] [Figure 1] 1 is a configuration diagram of a vehicle equipped with a driving assistance device according to an embodiment; [Diagram 2] FIG. 2 is a diagram showing an outline of functions of a driving assistance device. [Diagram 3] FIG. 4 is a diagram showing an example of an operation scene of a steering avoidance control unit. [Figure 4] FIG. 11 is a diagram for explaining the preparatory movement. [Diagram 5] 4 is a flowchart showing an example of a flow of a process executed by a driving assistance device. [Figure 6] FIG. 2 is a diagram for explaining a lane marking recognition unit 140. [Figure 7] 1 is a diagram showing an example of a lane marking recognized by a lane marking recognition unit 140. FIG. [Figure 8] 11 is a diagram for explaining determination of erroneous recognition of a lane based on a recognized lane marking. FIG. [Figure 9] 13 is a flowchart showing an example of a control process based on the recognition results of the lane markings around the vehicle M. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] Hereinafter, embodiments of a driving assistance device, a driving assistance method, and a program according to the present invention will be described with reference to the drawings.

[0020] [Overall configuration] 1 is a configuration diagram of a vehicle M on which a driving assistance device 100 according to an embodiment is mounted. The vehicle M is, for example, a two-wheeled, three-wheeled, four-wheeled, or other vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0021] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a driving operator 80, a driving support device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other via multiple communication lines such as a CAN (Controller Area Network) communication line or a serial communication line. The HMI 30 is an example of an "output device." The brake device 210 is an example of a "braking device." The steering device 220 is an example of a "steering device." The configuration shown in FIG. 1 is merely an example, and part of the configuration may be omitted, or other configuration may be added. The HMI 30 is an example of an "output device." The brake device 210 is an example of a "braking device." The steering device 220 is an example of a "steering device."

[0022] The camera 10 is, for example, a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor) The camera 10 is a digital camera that uses a solid-state imaging element such as a solid-state metal oxide semiconductor (SOAs). The camera 10 is attached to an arbitrary location of a vehicle (hereinafter, vehicle M) in which the vehicle system 1 is mounted. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0023] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by objects (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to an arbitrary location of the vehicle M. The radar device 12 detects the position and speed of the object by the FM-CW (Frequency Modulated Continuous Wave) method. It may be detected.

[0024] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to that of light) around the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, a pulsed laser light. The LIDAR 14 is attached to an arbitrary location of the vehicle M.

[0025] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 to the driving assistance device 100 as is. The object recognition device 16 may be omitted from the vehicle system 1. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are examples of "detection devices".

[0026] The HMI 30 presents various information to an occupant of the vehicle M and accepts input operations by the occupant. The HMI 30 includes various display devices, a speaker, a buzzer, a vibration generator (vibrator), a touch panel, switches, keys, and the like.

[0027] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

[0028] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver, a guidance control unit, a storage unit that stores map information, and the like. The GNSS receiver identifies the position of the vehicle M based on a signal received from a GNSS satellite. The position of the vehicle M may be identified or supplemented by an INS (Inertial Navigation System) that uses the output of a vehicle sensor 40. The guidance control unit, for example, determines a route from the position of the vehicle M identified by the GNSS receiver (or an arbitrary input position) to a destination input by the occupant by referring to map information, and causes the HMI 30 to output guidance information so that the vehicle M travels along the route. The map information is, for example, information that expresses the shape of a road by links that indicate roads and nodes connected by the links. The map information includes the number of lanes and curvature of the road, POI (Point Of Interest) information, information on road dividing lines (for example, shape, line type, color), and the like. The navigation device 50 may transmit the current position and the destination of the vehicle M to a navigation server via a communication device, and obtain a route from the navigation server.

[0029] Driving operators 80 include, for example, an accelerator pedal, a brake pedal, a steering wheel, a shift lever, and other operators. Sensors are attached to driving operators 80 to detect the amount of operation or the presence or absence of operation, and the detection results are output to some or all of driving force output device 200, braking device 210, and steering device 220.

[0030] The driving force output device 200 outputs a driving force (torque) for the vehicle to travel to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and an ECU (Electronic Control Unit) that controls these. The CU controls the above configuration according to information input from the driving assistance device 100 or information input from the driving operation device 80.

[0031] The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from the driving support device 100 or information input from the driving operation element 80, so that a brake torque corresponding to a braking operation is output to each wheel. The brake device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in the driving operation element 80 to the cylinder via a master cylinder. Note that the brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls an actuator according to information input from the driving support device 100 to transmit hydraulic pressure in the master cylinder to the cylinder.

[0032] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering ECU drives the electric motor according to information input from the driving support device 100 or information input from the driving operator 80 to change the direction of the steered wheels.

[0033] [Driving assistance device] The driving support device 100 includes, for example, a braking control unit 110, a steering avoidance control unit 120, a second preparatory movement control unit 130, and a lane marking recognition unit 140. The braking control unit 110 includes a first preparatory movement control unit 112, and the second preparatory movement control unit 130 includes a steering avoidance feasibility determination unit 132. These functional units are implemented, for example, in hardware such as a CPU (Central Processing Unit). These components are realized by a hardware processor executing a program (software). Some or all of these components are implemented using LSI (Large Scale Integration) or AS This may be realized by hardware (including circuitry) such as IC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or by the cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transient storage medium) such as a HDD or flash memory of the driving support device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving support device 100 by mounting the storage medium (non-transient storage medium) in a drive device.

[0034] The driving force output device 200, the braking device 210, and the steering device 220 are set internally so that instructions from the driving support device 100 to the driving drive force output device 200, the braking device 210, and the steering device 220 are executed with priority over detection results from the driving operator 80. Regarding braking, when the braking force based on the operation amount of the brake pedal is greater than the instruction from the driving support device 100, the latter may be set to be executed with priority. Furthermore, communication priority in an in-vehicle Local Area Network (LAN) may be used as a mechanism for executing instructions from the driving support device 100 with priority.

[0035] FIG. 2 is a diagram showing an outline of the functions of the driving support device 100. Each part of the driving support device 100 will be described below with reference to this figure and FIG. 1. In FIG. 2, a vehicle M is traveling on a three-lane road extending in the X-axis direction in the figure, and is in the lane L2 located in the center. M is the traveling direction of the vehicle M. The Y-axis direction in the figure is the road width (lane width) direction. The Z-axis direction in the figure is the up-down direction relative to the vehicle M or the road surface (horizontal plane). In the following, an XYZ coordinate system may be used as necessary for explanation.

[0036] The braking control unit 110 refers to the output of a detection device (described above) that detects the presence of an object in front of the vehicle M, and when the degree of approach between the target object TO and the vehicle M satisfies a first condition, instructs at least the brake device 210 of the brake device 210 and the driving force output device 200 to decelerate and stop the vehicle M. The target object TO is an object that is on the same road as the vehicle M and in the traveling direction of the vehicle M, and is an object with which the vehicle M should avoid contact, excluding objects that can be climbed over such as manholes. The braking control unit 110 extracts such an object and sets it as the target object TO. In the example of FIG. 2, the other vehicle (the other vehicle closest to the vehicle M) that is in front of the vehicle M and is at the rear of the multiple vehicles traveling in the same lane L2 as the vehicle M is set as the target object TO. The road is, for example, a lane. The lane is, for example, divided by a dividing line (for example, a road dividing line) recognized by the dividing line recognition unit 140. Further, the lane may be a virtual lane that is virtually set by the vehicle M on a road surface where no road dividing lines exist. The same applies to the following description.

[0037] "Proximity" is expressed by various index values ​​that indicate the degree of proximity between objects. For example, "proximity" is the index value TTC (Time To Collision) that is calculated by dividing the distance by the relative velocity (the direction of approaching each other is positive). Note that when the relative velocity is negative (the direction of approaching each other is negative), In the case where the direction of approach is the direction of approach (the direction of approaching toward the vehicle), the TTC is provisionally set to infinity. The TTC is an index value that indicates that the smaller the value, the higher the "degree of approach". And, the "first condition" is satisfied when, for example, the TTC is less than a first threshold value Th1. The first threshold value Th1 is, for example, a value of about 1 / 10th of a second. Instead of the TTC, an index value having a similar property, for example, headway time, distance, or other index value may be used as the "degree of approach". Also, the TTC adjusted by taking into account the acceleration and jerk may be used as the "degree of approach". In the following description, the "degree of approach" will be described as the TTC.

[0038] When the TTC is less than the first threshold value Th1, the braking control unit 110 instructs the brake device 210 and / or the driving force output device 200 to output a braking force that decelerates the vehicle M at a first deceleration B1, for example. The first deceleration B1 is, for example, a deceleration of about 0.01s [G] (close to 1). In this way, the braking control unit 110 quickly decelerates and stops the vehicle M, and avoids contact with the target object TO. The ECU of the brake device 210 or the driving force output device 200 has a function of calculating the brake output, regenerative control amount, engine brake amount, etc. from the instructed deceleration, and the ECU determines the respective control amounts based on the instructed deceleration and the speed of the vehicle M. This is a known technique, and detailed explanation will be omitted.

[0039] The operation of the first preparatory movement control unit 112 will be described later, and the steering avoidance control unit 120 will be described first.

[0040] FIG. 3 is a diagram showing an example of an operation scene of the steering avoidance control unit 120. When the braking control unit 110 judges that it is difficult for the vehicle M to stop before the target object TO, the steering avoidance control unit 120 judges whether or not there is a space in the running path (e.g., lanes L1, L3) on the side of the target object TO where the vehicle M can proceed, and when it judges that there is a space, it generates an avoidance trajectory ET and instructs the steering device 220 to move the vehicle M along the avoidance trajectory ET (steering avoidance). For example, the steering avoidance control unit 120 judges whether or not there is an object in a lateral area extending from slightly in front of the target object TO to the rear of the target object TO on both sides of the target object TO, such as the areas A2L and A2R shown in FIG. 3, and when it judges that there is no object, it judges that there is a space in the running path on the side of the target object TO where the vehicle M can proceed. The judgment of whether or not it is difficult for the braking control unit 110 to stop the vehicle M before the target object TO may be performed by the braking control unit 110 or by the steering avoidance control unit 120. The steering avoidance control unit 120 also recognizes the boundaries of the road, for example by recognizing white lines in a camera image or dividing lines that separate lanes, such as road shoulders, and if either of the drivable areas A2L, A2R does not exist in the first place, for example if either of the lanes L1 and L3 does not exist, it may determine that an object exists in that area.

[0041] Steering avoidance is performed when there is a sudden change in the environment around the vehicle, such as when the target object TO decelerates unexpectedly, or when an object other than the recognized target object TO comes between the vehicle M and the target object TO and is set as the new target object TO. In such a situation, the deceleration calculated in advance to stop the vehicle in front of the target object TO may not be sufficient, but the steering avoidance function can increase the probability of being able to respond to a sudden change in the environment around the vehicle M.

[0042] [Preliminary action] The following describes the processing of the first preparatory movement control unit 112 and the second preparatory movement control unit 130. Fig. 4 is a diagram for explaining the preparatory movement.

[0043] The first preparatory movement control unit 112 performs a first preparatory movement to inform the driver of the vehicle M of the presence of the target object TO when the degree of approach between the target object TO and the vehicle M satisfies the second condition (for example, when the TTC is less than the second threshold value Th2). The first preparatory movement is, for example, an operation of instructing the brake device 210 and / or the traveling driving force output device 200 to output a braking force that decelerates the vehicle M at a second deceleration B2 during the period from when the TTC becomes less than the second threshold value Th2 to when the TTC becomes less than the first threshold value Th1. The second deceleration B2 is a deceleration smaller (closer to zero) than the first deceleration B1. The second threshold value Th2 is a value larger than the first threshold value Th1. Therefore, the first condition is a condition that is satisfied when the degree of approach is higher than the second condition.

[0044] The second preparatory movement control unit 130 performs a second preparatory movement to inform the driver of the vehicle M of the presence of the target object TO when the degree of approach between the target object TO and the vehicle M satisfies the third condition (for example, the TTC is less than the third threshold value Th3) and when it is determined that there is no space available for the target object TO to proceed through after steering to avoid the target object TO at the time when the third condition is satisfied. The determination regarding the available space is performed by the steering avoidance feasibility determination unit 132. The third threshold value Th3 is a value larger than the second threshold value Th2. Therefore, the second condition is a condition that is satisfied when the degree of approach is higher than the third condition.

[0045] For example, when the TTC becomes less than the third threshold value Th3, the steering avoidance feasibility determination unit 132 determines whether an object exists in a lateral area extending from slightly in front of the target object TO to the rear on both sides of the target object TO, such as the areas A1L and A1R shown in FIG. 4, and if no object exists, determines that there is a space in which the vehicle M can proceed on the road on the side of the target object TO. Each of the areas A1L and A1R is set to an area larger than each of the areas A2L and A2R, for example, taking into account future uncertain factors. The steering avoidance feasibility determination unit 132, like the steering avoidance control unit 120, also recognizes the boundaries of the road by recognizing, for example, white lines and lane markings such as road shoulders in the camera image, and may determine that an object exists in the area if either of the drivable areas A1L and A1R does not exist in the first place, for example, if either of the lanes L1 and L3 does not exist. In the example of FIG. 4, since no object exists in the area A1R, the steering avoidance feasibility determining unit 132 determines that there is a space in which the vehicle M can proceed on the road to the side of the target object TO.

[0046] The second preparatory operation is, for example, an operation of instructing the brake device 210 and / or the driving force output device 200 to output a braking force that decelerates the vehicle M at a third deceleration B3 and then instructing the brake device 210 and / or the driving force output device 200 to output a braking force that decelerates the vehicle M at a fourth deceleration B4 during the period from when the TTC becomes less than the third threshold value Th3 to when the TTC becomes less than the first threshold value Th1. The third deceleration B3 is, for example, a deceleration smaller (close to zero) than the second deceleration B2, and the fourth deceleration B4 is a deceleration larger than or approximately the same as the second deceleration and smaller than the first deceleration B1. The timing of switching from the third deceleration B3 to the fourth deceleration B4 may be set arbitrarily.

[0047] In this way, the second preparatory movement is started at an earlier timing and is performed in multiple stages compared to the first preparatory movement. As described above, in a situation where steering avoidance is possible, the probability of quickly responding to a sudden change in the surrounding environment of the vehicle is high, and the control margin is relatively high. On the other hand, if there is no avoidance space on the side of the target object, even if the vehicle has a steering avoidance function, it is difficult to execute it, so the control margin is the same as that of a vehicle that can only perform automatic stopping. In other words, in a situation where steering avoidance is difficult, it is preferable to give a warning to the driver of the vehicle M more quickly and effectively than in a situation where steering avoidance is possible. According to this embodiment, the second preparatory movement is started at an earlier timing and performed in multiple stages compared to the first preparatory movement, so that an appropriate preparatory movement according to the surrounding situation of the target object can be performed.

[0048] Based on the detection result of the detection device, the lane marking recognition unit 140 recognizes lane marks that divide the road around the vehicle M. The periphery of the vehicle M is a range within a predetermined distance from the vehicle M, and includes at least the sides of the target object. Details of the lane marking recognition unit 140 will be described later.

[0049] FIG. 5 is a flowchart showing an example of the flow of processing executed by the driving assistance device 100.

[0050] First, the braking control unit 110 identifies the target object TO (step S1). Next, the second preparatory movement control unit 130 determines whether the TTC between the vehicle M and the target object TO is less than the third threshold value Th3 (step S2). If the TTC between the vehicle M and the target object TO is equal to or greater than the third threshold value Th3, the process returns to step S1.

[0051] If it is determined that the TTC between the vehicle M and the target object TO is less than the third threshold value Th3, the steering avoidance feasibility determination unit 132 of the second preparatory movement control unit 130 determines whether or not there is space on the road to the side of the target object TO where the vehicle M can proceed (step S3).

[0052] If it is determined that there is no space in the road to the side of the target object TO where the vehicle M can proceed, the second preparatory movement control unit 130 executes the second preparatory movement (step S4). Next, the second preparatory movement control unit 130 determines whether the TTC between the vehicle M and the target object TO has increased to be equal to or greater than the third threshold value Th3 (step S5). If it is determined that the TTC between the vehicle M and the target object TO has increased to be equal to or greater than the third threshold value Th3, the process returns to step S1.

[0053] When it is not determined that the TTC between the vehicle M and the target object TO has increased to the third threshold value Th3 or more, the braking control unit 110 determines whether or not the TTC between the vehicle M and the target object TO is less than the first threshold value Th1 (step S6). When it is determined that the TTC between the vehicle M and the target object TO is greater than or equal to the first threshold value Th1, the process returns to step S3. When a positive determination is obtained in step S3, the second preparatory movement is stopped, and the process from step S8 onwards is executed. When it is determined that the TTC between the vehicle M and the target object TO is less than the first threshold value Th1, the braking control unit 110 causes the brake device 210 and / or the driving force output device 200 to output a braking force that decelerates the vehicle M at a first deceleration B1, thereby decelerating and stopping the vehicle M (step S7). At this time, as described above, instead of (or in addition to) decelerating and stopping the vehicle M, steering avoidance may be performed.

[0054] If a positive determination is obtained in step S3, that is, if the TTC between the vehicle M and the target object TO is less than the third threshold value Th3 and there is a space in the road to the side of the target object TO where the vehicle M can proceed, the first preparatory movement control unit 112 of the braking control unit 110 determines whether the TTC between the vehicle M and the target object TO is less than the second threshold value Th2 (step S8). If it is determined that the TTC between the vehicle M and the target object TO is equal to or greater than the second threshold value Th2, the process returns to step S1.

[0055] When it is determined that the TTC between the vehicle M and the target object TO is less than the second threshold value Th2, the first preparatory movement control unit 112 executes the first preparatory movement (step S9). Next, the first preparatory movement control unit 112 determines whether the TTC between the vehicle M and the target object TO has increased to be equal to or greater than the second threshold value Th2 (step S10). When it is determined that the TTC between the vehicle M and the target object TO has increased to be equal to or greater than the second threshold value Th2, the process returns to step S1.

[0056] When it is not determined that the TTC between the vehicle M and the target object TO has increased to the second threshold value Th2 or more, the braking control unit 110 determines whether or not the TTC between the vehicle M and the target object TO is less than the first threshold value Th1 (step S11). When it is determined that the TTC between the vehicle M and the target object TO is greater than or equal to the first threshold value Th1, the process returns to step S3. When a negative determination is obtained in step S3, the first preparatory movement is stopped, and the processes from step S4 onwards are executed. When it is determined that the TTC between the vehicle M and the target object TO is less than the first threshold value Th1, the braking control unit 110 outputs a first deceleration B1 to the brake device 210 and / or the driving force output device 200 to decelerate and stop the vehicle M (step S7).

[0057] [Control based on recognition results of lane markings around vehicle M] Hereinafter, a control based on the recognition result of the lane markings around the vehicle M by the lane marking recognition unit 140 will be described. FIG. 6 is a diagram for explaining the lane marking recognition unit 140. In the example of FIG. 6, of a road with three lanes (lanes L1 to L3) extending in the X-axis direction in the drawing, the vehicle M is traveling along lane L1 in the travel direction D. MIt is assumed that the vehicle M is traveling on the lane L1. The lane L1 is divided by two road dividing lines S1 and S2, the lane L2 is divided by two road dividing lines S2 and S3, and the lane L3 is divided by two road dividing lines S3 and S4. In the example of FIG. 6, it is assumed that there are other vehicles m1 to m3 traveling on the lane L1 and another vehicle m4 traveling on the lane L2 ahead of the vehicle M. The other vehicles m1 to m4 correspond to objects ahead of the vehicle M detected by the detection device, and the other vehicle m1 corresponds to the above-mentioned target object TO. In the example of FIG. 6, a curb CS is installed in the extension direction of the lane L1 farther away from the vehicle M than the road dividing line S1. The curb CS is an example of a road structure. The road structure may include, for example, a guardrail, a fence, etc.

[0058] In the situation shown in FIG. 6, the lane line recognition unit 140 recognizes, for example, the outline of a lane line by extracting and arranging edge points from an image captured by the camera 10. The line type (e.g., solid line, dashed line) and color (e.g., white, yellow) of the lane line may be recognized from the outline. The lane line recognition unit 140 may recognize the lane line based on information of reflected light from the road detected by the LIDAR 14 (white lines have a high reflectivity and can be recognized). The lane line recognition unit 140 also recognizes the position (e.g., relative position from the vehicle M) of each recognized lane line. The lane line recognition unit 140 may also obtain the recognition degree for each recognized lane line. The recognition degree is an index value indicating the degree of certainty (probability) that the lane line is a lane line, and the higher the recognition degree, the more likely it is that the lane line is a road lane line. The recognition degree is derived, for example, based on the degree of match between lane line information (e.g., shape, line type, color, length, thickness) recognized from the image captured by the camera 10 and reference lane line information. In addition, the degree of recognition may be derived based on the degree of match between the lane marking information recognized from the image captured by the camera 10 and the lane marking information recognized by the LIDAR 14, or the degree of match between the lane marking information recognized from the image captured by the camera 10 and the lane marking information included in the map information of the navigation device 50, instead of (or in addition to) the degree of match between the lane marking information recognized from the image captured by the camera 10 and the lane marking information recognized by the LIDAR 14, or the degree of match between the lane marking information recognized from the image captured by the camera 10 and the lane marking information included in the map information of the navigation device 50.

[0059] Here, when the surrounding conditions of vehicle M are as shown in Figure 6, the lane marking recognition unit 140 may mistakenly recognize the edge portion of the curb CS as a lane marking, or may mistakenly recognize one road lane marking as two or more lane marks due to the thickness, wear, dirt, etc. of the road lane marking.

[0060] FIG. 7 is a diagram showing an example of a demarcation line recognized by the demarcation line recognition unit 140. FIG. 7 shows an example of a recognition result by the demarcation line recognition unit 140 in the surrounding situation of the vehicle M shown in FIG. 6. In this case, the demarcation line recognition unit 140 recognizes the demarcation lines RL1 to RL6 as demarcation lines as shown in FIG. 7. That is, the demarcation line recognition unit 140 may erroneously recognize a part of the curb CS as a demarcation line RL1 due to the shape of the actual curb CS, sunlight, shadows, and the like, or may erroneously recognize that there are two or more demarcation lines RL3 and RL4 from one road demarcation line S2 due to rubbing, dirt, and the like of the road demarcation line S2 actually drawn on the road. Due to this erroneous recognition, for example, there is a possibility that there is an erroneous recognition that there is a lane divided by two demarcation lines RL1 and RL2 on the left side of the other vehicle m1 as viewed from the vehicle M, or that there is an erroneous recognition that there is a lane divided by two demarcation lines RL3 and RL4 on the right side of the other vehicle m1 as viewed from the vehicle M. Therefore, when the steering avoidance feasibility determination unit 132 determines whether or not an avoidance is possible, it may erroneously determine that there is a road to the left of the other vehicle m1, or may erroneously determine that there is no other vehicle (that is, in the adjacent lane on the right) when in fact the other vehicle m4 is present in the lane L2 to the right of the other vehicle m1 (the lane adjacent to the right of the lane L1 in which the host vehicle M is traveling). The above-mentioned erroneous recognitions also have a significant effect on the control by the steering avoidance control unit 120.

[0061] Therefore, the steering avoidance possibility determination unit 132 determines whether or not there is an erroneously recognized lane based on the width of a lane (roadway) divided by two of the multiple dividing lines recognized by the dividing line recognition unit 140 (in other words, the distance between two parallel dividing lines). If the steering avoidance possibility determination unit 132 determines that there is an erroneously recognized lane, it identifies the road to the side of the other vehicle m1 (target object) based on information (e.g., position and range) of lanes other than the erroneously recognized lane, and if it determines that there is no erroneously recognized lane, it identifies the road to the side of the other vehicle based on the information of the recognized lane.

[0062] FIG. 8 is a diagram for explaining the determination of erroneous recognition of a lane based on a recognized dividing line. In the example of FIG. 8, a vehicle M and dividing lines RL1 to RL6 shown in FIG. 7 are shown. The steering avoidance possibility determination unit 132 acquires the width (length in the Y-axis direction (road width direction, lateral direction)) of a lane divided by the two closest dividing lines (two adjacent dividing lines) that are parallel to each other among the dividing lines RL1 to RL6. In the example of FIG. 8, the steering avoidance possibility determination unit 132 recognizes the width W1 of the lane divided by dividing lines RL1 and RL2, the width W2 of the lane divided by dividing lines RL2 and RL3, the width W3 of the lane divided by dividing lines RL3 and RL4, the width W4 of the lane divided by dividing lines RL4 and RL5, and the width W6 of the lane divided by dividing lines RL5 and RL6. Then, the steering avoidance possibility determination unit 132 determines whether each of the widths W1 to W6 is less than a threshold value.

[0063] Here, the threshold value is, for example, a value set based on the width of the lane in which the vehicle M is traveling (width W2 in the figure), and is, for example, a value of about half the width W2. The dividing line that divides the lane in which the vehicle is traveling is the dividing line closest to the vehicle M on the left and right, and therefore it is expected that the recognition accuracy is higher than that of other dividing lines. Therefore, by using the width W2 of the lane in which the vehicle M is traveling as a standard, a more accurate determination can be made. In addition, a value of about half the width is a value that is predicted to allow the vehicle M to travel in the extension direction of the lane. The threshold value may be set to a predetermined fixed value (for example, a value about half the minimum width under road regulations), or may be set to a value based on the width of the vehicle M (including a predetermined margin width through which the vehicle can pass).

[0064] When the width of the lane is less than a threshold value, the steering avoidance possibility determination unit 132 recognizes the lane by deleting one of the two dividing lines that divide the lane corresponding to the width, and determines whether steering avoidance is possible by identifying the road to the side of the other vehicle m1 based on the recognized lane. In the example of FIG. 8, it is assumed that the widths W1 and W3 are less than the threshold value. Therefore, the steering avoidance possibility determination unit 132 deletes one of the dividing lines RL1 and RL2, and deletes one of the dividing lines RL3 or RL4. For example, since it is assumed that the dividing line closer to the vehicle M has higher recognition accuracy, the steering avoidance possibility determination unit 132 deletes the dividing line farther from the vehicle M of the two dividing lines. In the example of FIG. 8, the dividing line RL1 is deleted from the dividing lines RL1 and RL2, and the dividing line RL4 is deleted from the dividing lines RL3 or RL4.

[0065] Furthermore, when the width of the lane is less than a threshold value, the steering avoidance feasibility determination unit 132 may delete the lane of the two lane lines that is less recognized by the lane line recognition unit 140. For example, when the recognition degree of the lane line RL4 is less than the recognition degree of the lane line RL3, the lane line recognition unit 140 deletes the lane line RL4. This makes it possible to more accurately obtain the position and range of the lane based on the lane line with the higher recognition degree.

[0066] Furthermore, when the lane width is less than the threshold value, the steering avoidance feasibility determination unit 132 may delete one of the two lane lines based on the line type of the two lane lines. In this case, since the dashed line is more likely to be misrecognized than the solid line, when the line types of the two lane lines are a solid line and a dashed line, the steering avoidance feasibility determination unit 132 deletes the dashed line. In this way, for example, when a deceleration dashed line is drawn on a road, the deceleration dashed line can be deleted. The deceleration dashed line is a road marking for making the width appear narrower to the driver of the vehicle, for example, in a road section where there are many vehicle contacts, and the deceleration dashed line is expected to have an effect of decelerating the vehicle during manual driving by making the width appear narrower to the driver. The deceleration dashed line is provided, for example, along the road lane line.

[0067] By the above-mentioned process, the steering avoidance feasibility determination unit 132 can correctly recognize the lane (recognize the lane other than the erroneously recognized one) based on the remaining demarcation lines RL2, RL3, RL5, and RL6. Therefore, for example, in the surrounding situation of the vehicle M shown in Fig. 6 and Fig. 7, the steering avoidance feasibility determination unit 132 can correctly recognize that the other vehicle m4 exists in the adjacent lane to the right of the other vehicle m1 without recognizing the road shoulder area (area demarcated by the demarcation lines RL1 and RL2) on the left side of the other vehicle m1 as the adjacent lane. Then, the steering avoidance feasibility determination unit 132 can more accurately determine whether or not there is a space in which the vehicle M can proceed on the road to the side of the other vehicle m1 based on the recognized lane.

[0068] In addition, when the steering avoidance feasibility determination unit 132 determines whether or not there is space on the side of the other vehicle m1 in the adjacent lane to the lane in which the other vehicle m1 is traveling, the lane defined by the two dividing lines RL5 and RL6 (i.e., the adjacent lanes as seen from the vehicle M or the other vehicle m1) may be excluded from the above-mentioned error recognition determination process.

[0069] FIG. 9 is a flowchart showing an example of a control process based on the recognition result of the lane markings around the vehicle M. The process of FIG. 9 corresponds to, for example, step S3 of the process shown in FIG. 5 described above. In the example of FIG. 9, the lane marking recognition unit 140 recognizes the lane markings around the vehicle M (step S31). Next, the steering avoidance feasibility determination unit 132 acquires the width of the lane marked by two lane marks among the recognized lane marks (step S32) and determines whether the width is less than the threshold value (step S33). If it is determined that the width is less than the threshold value, the steering avoidance feasibility determination unit 132 deletes one of the two lane marks (step S34). After the process of step S34, the steering avoidance feasibility determination unit 132 may repeatedly execute the processes of steps S32 to S34 using the remaining lane marks that have not been deleted until the widths of all the vehicles are equal to or greater than the threshold value.

[0070] After the process of step S34 or in the process of step S33, if it is determined that the width is not less than the threshold value, the steering avoidance determination unit 132 determines whether or not there is a space for the vehicle M to steer to avoid the obstacle in the lane on the side of the target object (for example, the adjacent lane) based on the recognized lane (a lane other than the erroneously recognized lane) (step S35). This ends the process of this flowchart.

[0071] <Modification> In the above embodiment, the steering avoidance feasibility determination unit 132 may compare the number of lane lines recognized by the lane line recognition unit 140 with the number of lanes included in the map information of the navigation device 50, and if there is a mismatch, determine that steering avoidance is not possible for the vehicle M. Also, in the above embodiment, the processing related to the determination of erroneous recognition of lanes by the steering avoidance feasibility determination unit 132 described above may be performed by the steering avoidance control unit 120 or may be performed by the lane line recognition unit 140.

[0072] In the above embodiment, in either the first preparatory movement or the second preparatory movement, instead of outputting the braking force, a display, audio output, vibration output, or the like for calling attention may be performed by the HMI 30. In this case, examples of performing the second preparatory movement in multiple stages include, instead of outputting the braking force in stages while changing the deceleration rate as described above, making the attention level (contrast, brightness, color, etc.) of the first display screen different from that of the second and subsequent display screens, making the content or volume of the first audio output different from that of the second and subsequent audio outputs, making the vibration output of the second and subsequent times larger than that of the first vibration output, and the like.

[0073] In the above embodiment, if the branch road to the destination set in the navigation device 50 is on either the left or right side of the lane in which the vehicle M is traveling, the lane may be forcibly changed during the preparatory movement. This will ultimately move the vehicle M in a direction approaching the destination, and guide the vehicle M to a state in which no object that could be the target object is near the vehicle M.

[0074] According to the embodiment described above, the driving assistance device 100 includes a lane marking recognition unit 140 that recognizes lane marks that divide the road around the vehicle M, a braking control unit 110 that refers to the output of a detection device that detects the presence of an object in front of the vehicle M, and when a degree of proximity between the target object and the vehicle satisfies a first condition, instructs a braking device of the vehicle to stop the vehicle, and a steering avoidance control unit 120 that instructs the steering device of the vehicle M to avoid contact with the target object by steering. The braking control unit 110 includes a first preparatory movement control unit 112 that performs a first preparatory movement when the degree of proximity satisfies a second condition, and when the degree of proximity satisfies a third condition and the third condition is satisfied, The vehicle M further includes a second preparatory movement control unit 130 which performs a second preparatory movement when it is determined that there is no space available for proceeding after steering to avoid the target object on any of the lateral lanes, and the first condition is a condition which is met when the degree of approach is higher than the second condition, and the second condition is a condition which is met when the degree of approach is higher than the third condition.When the second preparatory movement control unit 130 determines that there is a lane which has been misrecognized based on the width of the lanes divided by two of the multiple lane lines recognized by the lane line recognition unit 140, it can perform an appropriate preparatory movement according to the surrounding conditions of the vehicle M by identifying the lateral lanes of the target object based on information about the lanes other than the lane which has been misrecognized.

[0075] Specifically, according to the embodiment, for example, when the second preparatory operation is performed, the recognition result of the lanes around the vehicle is checked, and if there is a contradiction in the check result (if it is determined that the lane or dividing line is erroneously recognized), control is performed based on lanes other than the erroneously recognized lane, thereby suppressing the judgment of whether steering is possible to avoid the accident and erroneous braking. Also, according to the embodiment, the accurate position of the adjacent vehicle can be obtained based on the information of the lanes other than the erroneously recognized lane. Therefore, more appropriate driving assistance can be performed according to the surrounding conditions of the vehicle M.

[0076] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor coupled to the storage medium; The processor executes the computer-readable instructions to: Recognizes the lane markings that divide the road around the vehicle, referring to an output of a detection device that detects the presence of an object present in front of the vehicle, and when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, performing one or both of an instruction to a braking device of the vehicle to stop the vehicle and an instruction to a steering device of the vehicle to avoid contact with the target object by steering; performing a first preparatory action when a degree of proximity between the target object and the vehicle satisfies a second condition; performing a second preparatory movement when it is determined that a degree of proximity between the target object and the vehicle satisfies a third condition and that no space exists on any of the paths to the side of the target object in which the vehicle can proceed after performing the steering-based avoidance at the time when the third condition is satisfied; the first condition is a condition that is satisfied when the degree of approach is higher than the degree of approach of the second condition, the second condition is a condition that is satisfied when the degree of approach is higher than the third condition, When it is determined that there is a lane that has been erroneously recognized based on the width of the lane divided by two of the multiple recognized dividing lines, a running path on the side of the target object is identified based on information on the lanes other than the lane that has been erroneously recognized. Driving assistance device.

[0077] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0078] 10. Camera 12 Radar equipment 14 LIDAR 16 Object recognition device 80 Driving controls 100 Driving support device 110 Braking control unit 112 First preliminary operation control section 120 Steering avoidance control unit 130 Second preliminary operation control section 132 Steering avoidance possibility determination unit 140 Lane line recognition unit 200 Driving force output device 210 Brake equipment 220 Steering device

Claims

1. A lane marking recognition unit that recognizes lane markings that divide the road around the vehicle; a braking control unit that refers to an output of a detection device that detects the presence of an object present in front of the vehicle, and instructs a braking device of the vehicle to stop the vehicle when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition; a steering avoidance control unit that instructs a steering device of the vehicle to avoid contact with the target object by steering; Equipped with the braking control unit includes a first preparatory movement control unit that performs a first preparatory movement when the degree of approach satisfies a second condition, a second preparatory movement control unit that performs a second preparatory movement when the degree of approach satisfies a third condition and when it is determined that there is no space available on any of the paths to the side of the target object after the avoidance by steering is performed at the time when the third condition is satisfied, the first condition is a condition that is satisfied when the degree of approach is higher than the degree of approach of the second condition, the second condition is a condition that is satisfied when the degree of approach is higher than the third condition, when it is determined that there is a lane that has been erroneously recognized based on the widths of the lanes divided by two of the multiple lane lines recognized by the lane line recognition unit, the second preparatory movement control unit specifies a running path on the side of the target object based on information of the lanes other than the lane that has been erroneously recognized, the first preparatory movement and the second preparatory movement are deceleration movements of the vehicle for notifying a driver of the vehicle of the presence of the target object, The second preparatory movement is a multi-stage deceleration movement performed at an earlier timing than the first preparatory movement. Driving assistance device.

2. when the width of a lane defined by two of the plurality of lane lines recognized by the lane line recognition unit is less than a threshold value, one of the two lane lines is deleted to recognize the lane, and a road on the side of the target object is identified based on the recognized lane. The driving assistance device according to claim 1 .

3. The threshold value is a value set based on the width of the lane on which the vehicle is traveling. The driving assistance device according to claim 2 .

4. the second preparatory operation control unit deletes one of the two lane lines that is farther from the vehicle when a width of a lane defined by the two lane lines is less than a threshold value. A driving assistance device according to any one of claims 1 to 3.

5. the second preparatory operation control unit, when a width of a lane defined by the two lane lines is less than a threshold, deletes one of the two lane lines that has a smaller degree of recognition by the lane line recognition unit. A driving assistance device according to any one of claims 1 to 3.

6. the second preparatory movement control unit, when a width of a lane defined by the two lane lines is less than a threshold, deletes one of the lane lines based on line types of the two lane lines. A driving assistance device according to any one of claims 1 to 3.

7. At least one of the first preparatory movement and the second preparatory movement is an movement of instructing the braking device to output a braking force smaller than a braking force that the braking control unit instructs the braking device to output. A driving assistance device according to any one of claims 1 to 6.

8. Driving assistance devices, Recognizes the lane markings that divide the road around the vehicle, referring to an output of a detection device that detects the presence of an object present in front of the vehicle, and when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, performing one or both of an instruction to a braking device of the vehicle to stop the vehicle and an instruction to a steering device of the vehicle to avoid contact with the target object by steering; performing a first preparatory movement when a degree of proximity between the target object and the vehicle satisfies a second condition; performing a second preparatory movement when it is determined that a degree of proximity between the target object and the vehicle satisfies a third condition and that no space exists on any of the paths to the side of the target object in which the vehicle can proceed after performing the steering-based avoidance at the time when the third condition is satisfied; the first condition is a condition that is satisfied when a degree of approach is higher than a degree of approach of the second condition, the second condition is a condition that is satisfied when a degree of approach is higher than that of the third condition, When it is determined that there is a lane that has been erroneously recognized based on the width of the lane divided by two of the plurality of recognized dividing lines, a running path on the side of the target object is identified based on information on the lanes other than the lane that has been erroneously recognized; the first preparatory movement and the second preparatory movement are deceleration movements of the vehicle for notifying a driver of the vehicle of the presence of the target object, The second preparatory movement is a multi-stage deceleration movement performed at an earlier timing than the first preparatory movement. Driving assistance methods.

9. On the computer, The system recognizes the lane markings that divide the road around the vehicle, referring to an output from a detection device that detects the presence of an object present in front of the vehicle, and when a degree of proximity between a target object among the objects and the vehicle satisfies a first condition, performing one or both of an instruction to a braking device of the vehicle to stop the vehicle and an instruction to a steering device of the vehicle to avoid contact with the target object by steering; performing a first preparatory movement when a degree of proximity between the target object and the vehicle satisfies a second condition; performing a second preparatory movement when it is determined that a proximity between the target object and the vehicle satisfies a third condition and that no space exists on any of the paths to the side of the target object in which the vehicle can proceed after performing the steering-based avoidance at the time when the third condition is satisfied; the first condition is a condition that is satisfied when a degree of approach is higher than a degree of approach of the second condition, the second condition is a condition that is satisfied when a degree of approach is higher than that of the third condition, When it is determined that there is a lane that has been erroneously recognized based on the width of the lane divided by two of the plurality of recognized dividing lines, a running path on the side of the target object is identified based on information on the lanes other than the lane that has been erroneously recognized; the first preparatory movement and the second preparatory movement are deceleration movements of the vehicle for notifying a driver of the vehicle of the presence of the target object, The second preparatory movement is a multi-stage deceleration movement performed at an earlier timing than the first preparatory movement. program.

Images