Driving support device, driving support method, and program

Abstract

To inhibit braking force from becoming excessive when inhibiting a collision between a reversing vehicle and a moving object.SOLUTION: A driving support device 6 includes: a first acquisition section 622 for acquiring first braking force capable of avoiding a collision between a reversing vehicle that is reversing and a moving object that is approaching the reversing vehicle; a second acquisition section 623 for acquiring second braking force on the basis of an amount of brake pedal depression; and a braking control section 624 for causing the reversing vehicle to generate the first braking force if the first braking force is smaller than maximum braking force of the reversing vehicle, and if the second braking force determined according to the amount of brake pedal depression is smaller than the first braking force.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a driving support device, a driving support method, and a program for assisting the driving of a driver.

Background Art

[0002] Techniques for suppressing collisions between a vehicle and a moving object are known. For example, Patent Document 1 discloses a technique in which when it is determined that a collision between a vehicle and a moving object (for example, another vehicle) is unavoidable based on the relative position and relative speed of the vehicle moving backward and the moving object, the maximum braking force achievable by the braking device of the vehicle is generated.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, the distance between a reversing vehicle and a moving object may be detected as shorter than the actual distance. In this case, although it is actually possible to avoid a collision between the reversing vehicle and the moving object, there has been a case where it is determined that the collision between the reversing vehicle and the moving object cannot be avoided, and the maximum braking force is generated.

[0005] Therefore, the present invention has been made in view of these points, and an object thereof is to suppress an excessive braking force when suppressing a collision between a reversing vehicle and a moving object.

Means for Solving the Problems

[0006] In a first aspect of the present invention, there is provided a driving assistance device including: a first acquisition unit that acquires a first braking force capable of avoiding a collision between a reversing vehicle moving backward and a moving object approaching the reversing vehicle; a second acquisition unit that acquires a second braking force based on a depression amount of a brake pedal; and a braking control unit that generates the first braking force in the reversing vehicle when the first braking force is smaller than a maximum braking force of the reversing vehicle and the second braking force is smaller than the first braking force.

[0007] When the second braking force is greater than or equal to the first braking force, the braking control unit may generate the second braking force in the reversing vehicle.

[0008] When the second braking force becomes smaller than the first braking force after a lapse of a predetermined time from a time when it is determined that there is a risk of collision between the reversing vehicle and the moving object, the braking control unit may generate the maximum braking force in the reversing vehicle.

[0009] When the moving object is a pedestrian, the braking control unit generates the maximum braking force in the reversing vehicle. When the moving object is a vehicle, the first braking force is smaller than the maximum braking force, and the second braking force is smaller than the first braking force, the braking control unit may generate the first braking force in the reversing vehicle.

[0010] The first acquisition unit may acquire the first braking force that is a deceleration for stopping the reversing vehicle before a margin time until collision between the reversing vehicle and the moving object elapses.

[0011] When the first braking force is smaller than the maximum braking force and the generated second braking force is smaller than the first braking force while the braking control unit is generating the second braking force in the reversing vehicle, the braking control unit may increase the braking force of the reversing vehicle until it becomes the first braking force.

[0012] The first braking force is a function represented by using, as a variable, the elapsed time from the time when it is determined that there is a risk of collision between the reverse vehicle and the moving object, and having, as a coefficient, a deceleration for stopping the reverse vehicle before the grace period from the time until the reverse vehicle and the moving object collide elapses. When the state where the second braking force is smaller than the first braking force continues and the difference between the first braking force and the second braking force becomes equal to or greater than a predetermined value, the braking control unit may generate the first braking force in the reverse vehicle by increasing the braking force of the reverse vehicle until the first braking force is reached.

[0013] In a second aspect of the present invention, there is provided a control method for an operation support device, including: a step of obtaining, by a processor mounted on a reverse vehicle that is moving in reverse, a first braking force capable of avoiding a collision between the reverse vehicle and a moving object approaching the reverse vehicle; a step of obtaining a second braking force based on a depression amount of a brake pedal; and a step of generating the first braking force in the reverse vehicle when the first braking force is smaller than a maximum braking force of the reverse vehicle and the second braking force is smaller than the first braking force.

[0014] In a third aspect of the present invention, there is provided a program for causing a processor mounted on a reverse vehicle that is moving in reverse to function as: a first acquisition unit that obtains a first braking force capable of avoiding a collision between the reverse vehicle and a moving object approaching the reverse vehicle; a second acquisition unit that obtains a second braking force based on a depression amount of a brake pedal; and a braking control unit that generates the first braking force in the reverse vehicle when the first braking force is smaller than a maximum braking force of the reverse vehicle and the second braking force is smaller than the first braking force.

Advantages of the Invention

[0015] According to the present invention, there is an effect that it is possible to suppress an excessive increase in the braking force when suppressing a collision between a reverse vehicle and a moving object.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Mode for Carrying Out the Invention

[0017] [Configuration of Driving Support Device 6] The configuration of the driving support device 6 will be described with reference to FIGS. 1 and 2. FIG. 1 is a diagram for explaining the outline of the driving support device 6. FIG. 2 is a diagram for explaining the configuration of the driving support device 6.

[0018] The reverse vehicle 1 is a vehicle moving in reverse. The reverse vehicle 1 is, for example, a truck, but may also be a passenger car. The estimated route 11 is the estimated route of the reverse vehicle 1. The estimated route 11 is estimated based on, for example, the angle and angular velocity of the steering wheel of the reverse vehicle 1 and the speed and acceleration of the reverse vehicle 1. As the method for estimating the estimated route 11, known techniques can be used. The reverse vehicle 1 is equipped with a detection device 3, a braking device 4, a speaker 5, and a driving support device 6.

[0019] The moving object 2 is an object that exists around the reverse vehicle 1 and approaches the reverse vehicle 1. The moving object 2 is, for example, another vehicle (motorcycle or passenger car), a pedestrian, a bicycle, etc., but is not limited thereto.

[0020] The detection device 3 detects a moving object 2 around the reverse vehicle 1. For example, the detection device 3 analyzes a captured image of the rear of the reverse vehicle 1 in the traveling direction to detect the relative position, relative distance, and relative speed of the moving object 2 with respect to the reverse vehicle 1. The detection device 3 may analyze the scanning data of a LIDAR (Laser Imaging Detection and Ranging) that scans the rear of the reverse vehicle 1 in the traveling direction to detect the relative position and relative speed of the moving object 2 with respect to the reverse vehicle 1, or may detect the relative position and relative speed of the moving object 2 with respect to the reverse vehicle 1 by other methods. Further, the detection device 3 detects the type of the moving object 2 by analyzing the captured image or the scanning data. Specifically, the detection device 3 detects whether the moving object 2 is a pedestrian, a light vehicle such as a bicycle, or a vehicle.

[0021] The detection device 3 estimates the estimated path 21 of the moving object 2. For example, the detection device 3 estimates the estimated path 21 of the moving object 2 based on the detected relative position, relative distance, and relative speed of the moving object 2 with respect to the reverse vehicle 1, but may estimate it by other methods.

[0022] The braking device 4 is a brake that brakes the reverse vehicle 1. For example, the braking device 4 is at least one of a drum brake and an auxiliary brake. The drum brake obtains braking force by pressing a brake shoe against a drum that rotates together with the wheels of the reverse vehicle 1. The auxiliary brake is at least one of a retarder that obtains braking force by directly applying a load to the rotation of the output shaft of the engine of the reverse vehicle 1, and an exhaust brake that enhances the effect of the engine brake by utilizing the rotational resistance of the engine.

[0023] The speaker 5 outputs sound. The speaker 5 is controlled by the driving support device 6 to output sound. Note that the speaker 5 may be a buzzer that outputs a beep sound or a transmission sound.

[0024] The depression amount acquisition device 7 is a device that acquires the depression amount of the brake pedal. The depression amount acquisition device 7 inputs the depression amount of the brake pedal to the driving support device 6. The depression amount acquisition device 7 is, for example, a sensor provided on the brake pedal.

[0025] The driving support device 6 suppresses a collision between the reverse vehicle 1 and the moving object 2. The driving support device 6 includes a storage unit 61 and a control unit 62. The storage unit 61 is a storage medium including a ROM (Read Only Memory), a RAM (Random Access Memory), a hard disk, and the like. The storage unit 61 stores a program executed by the control unit 62.

[0026] The control unit 62 is a computing resource including a processor such as a CPU (Central Processing Unit). The control unit 62 realizes functions as a determination unit 621, a first acquisition unit 622, a second acquisition unit 623, and a braking control unit 624 by executing the program stored in the storage unit 61.

[0027] The determination unit 621 determines whether there is a possibility of a collision between the reverse vehicle 1 and the moving object 2. Specifically, when the estimated path 11 of the reverse vehicle 1 and the estimated path 21 of the moving object 2 intersect, the determination unit 621 determines that there is a possibility of a collision between the reverse vehicle 1 and the moving object 2, and when the estimated path 11 of the reverse vehicle 1 and the estimated path 21 of the moving object 2 do not intersect, the determination unit 621 determines that the reverse vehicle 1 and the moving object 2 will not collide. More specifically, when the reverse vehicle 1 and the moving object 2 reach the intersection position CP where the estimated path 11 of the reverse vehicle 1 and the estimated path 21 of the moving object 2 intersect at the same timing, the determination unit 621 determines that there is a possibility of a collision between the reverse vehicle 1 and the moving object 2. Hereinafter, the time when the determination unit 621 determines that there is a possibility of a collision between the reverse vehicle 1 and the moving object 2 is referred to as the reference time.

[0028] When the determination unit 621 determines that there is a risk of collision between the reverse vehicle 1 and the moving object 2, it causes the speaker 5 to output an alarm sound for notifying that the reverse vehicle 1 and the moving object 2 will collide. Thereby, the driver of the reverse vehicle 1 can recognize that the reverse vehicle 1 and the moving object 2 will collide. In the following description, it is assumed that the driver who recognizes that there is a risk of collision between the reverse vehicle 1 and the moving object 2 steps on the brake pedal.

[0029] When it is determined that there is a risk of collision between the reverse vehicle 1 and the moving object 2, the first acquisition unit 622 acquires a first braking force capable of avoiding the collision between the reverse vehicle 1 and the moving object 2. The first braking force is a braking force that decelerates the reverse vehicle 1 to a stop before the elapse of the margin time until the reverse vehicle 1 and the moving object 2 collide. The margin time is the time required for the reverse vehicle 1 and the moving object 2 to reach the intersection position CP when maintaining the speeds at the reference time.

[0030] The first braking force is represented by a function having the elapsed time from the reference time when it is determined that there is a risk of collision between the reverse vehicle 1 and the moving object 2 as a variable and the deceleration as a coefficient. For example, the deceleration is the ratio of the speed at the time when it is determined that there is a risk of collision between the reverse vehicle 1 and the moving object 2 to the value obtained by subtracting a predetermined time from the margin time. The predetermined time is determined in consideration of safety and is, for example, 200 milliseconds, but is not limited thereto. To give a specific example, when the margin time is 2000 milliseconds, the first acquisition unit 622 acquires, as a function representing the first braking force, a function having the deceleration obtained by dividing the speed of the reverse vehicle 1 at the time when it is determined that there is a risk of collision by 1800 milliseconds as a coefficient and the elapsed time as a variable.

[0031] The second acquisition unit 623 acquires a second braking force corresponding to the depression amount of the brake pedal input from the depression amount acquisition device 7. Assume that the relationship between the depression amount and the second braking force is stored in the storage unit 61. Specifically, the storage unit 61 stores a data table associating each of a plurality of depression amounts of different magnitudes with the second braking force corresponding to each depression amount. In the present embodiment, it is assumed that the driver depresses the brake pedal with a constant force, and the second acquisition unit 623 acquires a second braking force that increases according to the amount of additional depression of the brake pedal.

[0032] The braking control unit 624 controls the braking device 4 to generate a braking force on the reverse moving vehicle 1. When the determination unit 621 determines that there is a possibility of a collision between the reverse moving vehicle 1 and the moving object 2, the braking control unit 624 causes the braking device 4 to generate the first braking force or the second braking force. Details of the operation of the braking control unit 624 will be described later.

[0033] FIG. 3 is a diagram for explaining the braking force generated on the reverse moving vehicle 1. The horizontal axis in FIG. 3 indicates the time t, and the vertical axis indicates the braking force F. The reference time t0 is the time when the determination unit 621 determines that there is a possibility of a collision between the reverse moving vehicle 1 and the moving object 2. The dashed-dotted line F1 is a graph showing the time change of the first braking force. The first braking force increases at a rate corresponding to the deceleration as time elapses.

[0034] The two-dot chain line F2 is a graph showing the time change of the second braking force. The second braking force increases according to the amount of additional depression of the brake pedal. As shown in FIG. 3, the second braking force is smaller than the first braking force, and the increase rate of the second braking force is smaller than the increase rate of the first braking force.

[0035] The broken line FM is a graph showing the time change of the maximum braking force. The maximum braking force is the maximum braking force that the reverse moving vehicle 1 can generate. Specifically, the maximum braking force is a braking force that decelerates the reverse moving vehicle 1 at the maximum deceleration that the reverse moving vehicle 1 can generate. The solid line Fa is a graph showing the time change of the braking force generated by the braking control unit 624 on the reverse moving vehicle 1.

[0036] FIG. 4 is a diagram for explaining the change in the speed of the reverse vehicle 1. The horizontal axis of FIG. 4 indicates the time t, and the vertical axis indicates the speed V of the reverse vehicle 1. The time TC is the time when a collision between the reverse vehicle 1 and the moving object 2 is predicted. In other words, the time TC is the time when a margin time has elapsed from the reference time t0 at which it is determined that there is a risk of collision between the reverse vehicle 1 and the moving object 2.

[0037] The dashed-dotted line V1 is a graph showing the change in the speed of the reverse vehicle 1 when decelerating with the first braking force. When decelerating with the first braking force, the reverse vehicle 1 can stop at a time TA before the time TC, so a collision between the reverse vehicle 1 and the moving object 2 can be avoided. The two-dot chain line V2 is a graph showing the change in the speed of the reverse vehicle 1 when decelerating with the second braking force according to the depression amount of the driver's brake pedal. When decelerating with the second braking force, the reverse vehicle 1 is expected to stop after the time TC, so there is a risk of collision between the reverse vehicle 1 and the moving object 2.

[0038] Therefore, when the second braking force is smaller than the first braking force and there is a risk of collision with the moving object 2, the braking control unit 624 generates the first braking force in the reverse vehicle 1. Specifically, when the first braking force is smaller than the maximum braking force of the reverse vehicle 1 and the second braking force is smaller than the first braking force, the braking control unit 624 increases the braking force of the reverse vehicle 1 until it reaches the first braking force. More specifically, the braking control unit 624 generates the second braking force while the difference between the first braking force and the second braking force is less than the predetermined value D, and when the state where the second braking force is smaller than the first braking force continues and the difference between the first braking force and the second braking force becomes equal to or greater than the predetermined value D, the braking force of the reverse vehicle 1 is increased until it reaches the first braking force. The braking control unit 624 sets the predetermined value D so that the braking force can be changed to the first braking force by the time TC when a collision is predicted. By doing so, the braking control unit 624 enables the driver to operate the reverse vehicle 1 within a range where a collision can be avoided.

[0039] As shown in FIG. 3, the braking control unit 624 generates a second braking force on the reverse vehicle 1 from the reference time t0 to the time t1, and increases the braking force at a rate greater than the increase rate of the second braking force from the time t1 when the difference between the first braking force and the second braking force becomes equal to or greater than a predetermined value D. Then, at the time t2, the generated braking force becomes the first braking force. The braking control unit 624 increases the braking force using the function representing the first braking force from the time t2.

[0040] The solid line Va in FIG. 4 is a graph showing the change in the speed of the reverse vehicle 1 when decelerated by the braking force generated by the braking control unit 624 on the reverse vehicle 1. The speed of the reverse vehicle 1 decelerates at a deceleration corresponding to the second braking force from the reference time t0 to the time t1. Subsequently, from the time t1 to the time t2, since the braking control unit 624 increases the braking force until it becomes the first braking force, the deceleration of the reverse vehicle 1 increases, and the reverse vehicle 1 decelerates at a deceleration greater than the deceleration corresponding to the second braking force. Subsequently, after the time t2, since the braking control unit 624 generates the first braking force on the reverse vehicle 1, the speed of the reverse vehicle 1 decelerates according to the first braking force. Then, since the reverse vehicle 1 stops at a time TA before the time TC, a collision between the reverse vehicle 1 and the moving object 2 can be avoided. Thus, when avoiding a collision between the reverse vehicle 1 and the moving object 2, the braking control unit 624 generates a first braking force smaller than the maximum braking force on the reverse vehicle 1, so that it can be suppressed from becoming the maximum braking force which is an excessive braking force.

[0041] When the driver depresses the brake pedal strongly enough, the second braking force becomes equal to or greater than the first braking force. In this case, the braking control unit 624 generates the second braking force on the reverse vehicle 1. Specifically, the braking control unit 624 continuously generates the second braking force on the reverse vehicle 1 while the state where the second braking force is equal to or greater than the first braking force continues. When the second braking force is equal to or greater than the first braking force, the reverse vehicle 1 stops before the elapse of the grace period, so that a collision between the reverse vehicle 1 and the moving object 2 can be avoided only by the driver's operation.

[0042] Incidentally, there are cases where the second braking force becomes smaller than the first braking force from a state where the second braking force is equal to or greater than the first braking force. For example, when a driver who has strongly depressed the brake pedal is startled by the activation of the ABS (antilock braking system) and eases the force with which they depress the brake pedal, the second braking force may decrease and become smaller than the first braking force. In this case, a collision between the reverse vehicle 1 and the moving object 2 cannot be avoided.

[0043] Therefore, when the second braking force becomes smaller than the first braking force after a predetermined time has elapsed from the reference time t0, the braking control unit 624 generates the maximum braking force in the reverse vehicle 1 regardless of the difference between the first braking force and the second braking force. Specifically, when the second braking force becomes smaller than the first braking force after a predetermined time has elapsed from the reference time t0 while the state where the second braking force is equal to or greater than the first braking force continues, the braking control unit 624 increases the braking force until it reaches the maximum braking force. The predetermined time is the time obtained by subtracting the time in which the reverse vehicle 1 traveling at the speed V0 at the reference time t0 can stop with the maximum braking force from the grace period. For a specific example, if the grace period is 2 seconds and the time in which it can stop with the maximum braking force is 1 second, the predetermined time is 1 second. By doing so, even if the driver eases the force with which they depress the brake pedal, the braking control unit 624 can avoid a collision between the reverse vehicle 1 and the moving object 2.

[0044] In addition, when the first braking force at the reference time t0 is equal to or greater than the maximum braking force, the braking control unit 624 generates the maximum braking force in the reverse vehicle 1 regardless of the depression amount of the driver's brake pedal. By doing so, even if the braking control unit 624 cannot avoid a collision between the reverse vehicle 1 and the moving object 2, it can reduce the damage caused by the collision between the reverse vehicle 1 and the moving object 2.

[0045] The braking control unit 624 may change the braking force generated on the reverse vehicle 1 according to the type of the moving object 2. For example, the damage at the time of a collision when the moving object 2 is a pedestrian is more likely to be greater than the damage at the time of a collision when the moving object 2 is a vehicle. Therefore, when the moving object 2 is either a pedestrian or a light vehicle such as a bicycle, the braking control unit 624 gives priority to safety and generates the maximum braking force on the reverse vehicle 1. Specifically, when it is determined that there is a possibility of a collision between the reverse vehicle 1 and a pedestrian, the braking control unit 624 generates the maximum braking force on the reverse vehicle 1 regardless of the first braking force, the second braking force, and the delay time (see the dashed line FM in FIG. 3). In other words, the braking control unit 624 decelerates the reverse vehicle 1 at the maximum deceleration that the reverse vehicle 1 can achieve.

[0046] When decelerating at the maximum deceleration, the reverse vehicle 1 stops at a time TM earlier than the time TA when it stops with the first braking force (see the dashed line VM in FIG. 4). In this way, by generating a larger braking force on the reverse vehicle 1, the braking control unit 624 can stop the reverse vehicle 1 earlier, thus improving the safety for pedestrians, bicycles, etc.

[0047] When the moving object 2 is a vehicle, the braking control unit 624 generates the first braking force as described above. Thereby, the braking control unit 624 can prevent the braking force from becoming excessive when suppressing the collision between the reverse vehicle 1 and the vehicle.

[0048] [Process for avoiding collision] FIG. 5 is a flowchart showing an example of the process for avoiding a collision. The process for avoiding a collision is executed when it is determined that there is a possibility of a collision between the reverse vehicle 1 and the moving object 2.

[0049] First, the braking control unit 624 determines whether the moving object 2 is a pedestrian (step S1). Specifically, the braking control unit 624 determines whether the moving object 2 is a pedestrian or a vehicle based on the detection result of the detection device 3. When the moving object 2 is a pedestrian (Yes in step S1), the braking control unit 624 generates the maximum braking force that can be generated by the reverse vehicle 1 in the reverse vehicle 1 (step S2). Specifically, the braking control unit 624 continuously generates the maximum braking force in the reverse vehicle 1 until the reverse vehicle 1 stops. When the reverse vehicle 1 stops, the braking control unit 624 ends the process of avoiding a collision in a state where the maximum braking force is generated in the reverse vehicle 1.

[0050] When the moving object 2 is a vehicle (No in step S1), the first acquisition unit 622 acquires a first braking force capable of avoiding a collision between the reverse vehicle 1 and the moving object 2 (step S3). Also, the second acquisition unit 623 acquires a second braking force corresponding to the current depression amount of the brake pedal (step S4). Note that step S4 may be executed before step S3 or may be executed in parallel with step S3.

[0051] The braking control unit 624 determines whether the second braking force is smaller than the first braking force (step S5). When the second braking force is smaller than the first braking force (Yes in step S5), the braking control unit 624 generates the first braking force in the reverse vehicle 1 (step S6). Specifically, the braking control unit 624 increases the braking force until it reaches the first braking force. When the second braking force is equal to or greater than the first braking force (No in step S5), the braking control unit 624 generates the second braking force (step S7).

[0052] When the braking control unit 624 generates the first braking force or the second braking force on the reverse vehicle 1, it determines whether the reverse vehicle 1 has stopped (step S8). When the reverse vehicle 1 has not stopped (No in step S8), the braking control unit 624 repeatedly executes steps S3 to S8 until the reverse vehicle 1 stops. When the reverse vehicle 1 has stopped (Yes in step S8), the braking control unit 624 ends the process of avoiding a collision. Specifically, the braking control unit 624 ends the process of avoiding a collision while generating the first braking force or the second braking force.

[0053] [Effect of the driving support device 6] As described above, when the first braking force capable of avoiding a collision between the reverse vehicle 1 and the moving object 2 is smaller than the maximum braking force, and the second braking force determined according to the depression amount of the brake pedal is smaller than the first braking force, the driving support device 6 generates the first braking force on the reverse vehicle 1. Thereby, since the driving support device 6 can suppress the collision between the reverse vehicle 1 and the moving object 2 while suppressing the generation of the maximum braking force, it is possible to suppress the excessive braking force when suppressing the collision between the reverse vehicle 1 and the moving object 2.

[0054] As described above, the present invention has been described using embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist. For example, all or part of the device can be configured by functionally or physically dispersing and integrating it in any unit. Also, new embodiments generated by any combination of a plurality of embodiments are included in the embodiments of the present invention. The effects of the new embodiments generated by the combination have the effects of the original embodiments combined.

Explanation of reference numerals

[0055] 1 Reverse vehicle 2 Moving object 3 Detection device 4 Braking device 5 Speaker 6 Driving support device 7 Depression amount acquisition device 61 Storage unit 62 Control Unit 621 Judgment Unit 622 First Acquisition Unit 623 Second Acquisition Unit 624 Braking Control Unit

Claims

1. A first acquisition unit that acquires a first braking force capable of avoiding a collision between a reversing vehicle that is reversing and a moving object approaching the reversing vehicle; A second acquisition unit that acquires a second braking force based on the depression amount of a brake pedal; A braking control unit that generates the first braking force in the reversing vehicle when the first braking force is smaller than the maximum braking force of the reversing vehicle and the second braking force is smaller than the first braking force; having; When the second braking force becomes smaller than the first braking force after a predetermined time has elapsed from the time when it is determined that there is a risk of collision between the reversing vehicle and the moving object, the braking control unit generates the maximum braking force in the reversing vehicle. A driving assistance device.

2. When the second braking force is equal to or greater than the first braking force, the braking control unit generates the second braking force in the reversing vehicle. The driving assistance device according to Claim 1.

3. The braking control unit When the moving object is a pedestrian, generates the maximum braking force in the reversing vehicle. When the moving object is a vehicle, the first braking force is smaller than the maximum braking force, and the second braking force is smaller than the first braking force, the braking control unit generates the first braking force in the reversing vehicle. The driving assistance device according to Claim 1 or 2.

4. The first acquisition unit acquires the first braking force that becomes a deceleration for stopping the reversing vehicle before the margin time until a collision between the reversing vehicle and the moving object elapses. The driving assistance device according to Claim 1.

5. Executed by a processor mounted on a reversing vehicle that is reversing, a step of acquiring a first braking force capable of avoiding a collision between the reversing vehicle and a moving object approaching the reversing vehicle; a step of acquiring a second braking force based on the depression amount of a brake pedal; When the first braking force is smaller than the maximum braking force of the reverse-moving vehicle and the second braking force is smaller than the first braking force, generating the first braking force on the reverse-moving vehicle; When the second braking force becomes smaller than the first braking force after a predetermined time has elapsed since the time when it is determined that there is a risk of collision between the reverse-moving vehicle and the moving object, generating the maximum braking force on the reverse-moving vehicle; A driving support method having the above.

6. A processor mounted on a reverse-moving vehicle, A first acquisition unit that acquires a first braking force capable of avoiding a collision between the reverse-moving vehicle and a moving object approaching the reverse-moving vehicle A second acquisition unit that acquires a second braking force based on the depression amount of the brake pedal, and A braking control unit that generates the first braking force on the reverse-moving vehicle when the first braking force is smaller than the maximum braking force of the reverse-moving vehicle and the second braking force is smaller than the first braking force, Function as, When the second braking force becomes smaller than the first braking force after a predetermined time has elapsed since the time when the braking control unit determines that there is a risk of collision between the reverse-moving vehicle and the moving object, the braking control unit generates the maximum braking force on the reverse-moving vehicle, Program.

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