Driving support method and driving support device

Abstract

To reduce the risk in which an own vehicle, after stopping in front of an intersection, approaches a pedestrian or the like when restarting, in a place where it is necessary to cross a sidewalk provided on a preferential road when entering the intersection of the own vehicle road and the preferential road.SOLUTION: In a case where a planned travel route is a route for entering an intersection with a second road having priority over a first road from the first road, a controller 18 determines (S4) whether or not the planned travel route crosses a sidewalk provided on the second road, and sets (S5) a first target stop position of the own vehicle at a position before first distance from a first road edge position that is a position of a road edge on a first road side among road edges on both left and right sides of a second road, when the planned travel route crosses the sidewalk; and when the planned travel route does not cross the sidewalk, sets (S6) the first target stop position at a position before second distance that is longer than the first distance from the first road edge position, and stops (S7) the own vehicle at the set first target stop position.SELECTED DRAWING: Figure 7

Description

[Technical Field]

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

[0002] Patent Document 1 proposes a driving assistance device that stores virtual stop line information, which is information about virtual stop lines that do not exist on actual roads, as map data and stops a vehicle at a virtual stop line based on the virtual stop line information. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-067368 Summary of the Invention [Problem to be solved by the invention]

[0004] At an intersection between the road on which the vehicle is traveling and a priority road, the vehicle needs to stop temporarily before the intersection. Therefore, if there is no stop line before the intersection, it is preferable to automatically set a target stopping position and provide driving assistance so that the vehicle stops at the target stopping position. However, if a sidewalk is adjacent to the priority road, if the vehicle is stopped just before the intersection of the priority road and the vehicle's lane, there is a risk that pedestrians on the sidewalk may try to cross in front of the stopped vehicle, causing the departing vehicle to come close to the pedestrians. The present invention aims to reduce the risk of a vehicle coming into close contact with pedestrians or the like when the vehicle stops temporarily before an intersection and then starts moving, in a location where the vehicle needs to cross a sidewalk adjacent to the priority road when entering an intersection between the vehicle's road and a priority road. [Means for solving the problem]

[0005] In a driving assistance method according to one aspect of the present invention, a controller performs the following processes: a process of setting or estimating a planned driving route for the vehicle; a process of determining, if the planned driving route is a route from a first road to an intersection with a second road that has priority over the first road, whether the planned driving route crosses a sidewalk adjacent to the second road; a process of setting a first target stop position for the vehicle at a position a first distance before a first road edge position, which is the position of the road edge on the first road side of either the left or right side of the second road, if the planned driving route crosses the sidewalk; and a process of setting the first target stop position at a position a second distance before the first road edge position, which is longer than the first distance, if the planned driving route does not cross the sidewalk; and a process of stopping the vehicle at the set first target stop position. [Effects of the Invention]

[0006] According to the present invention, in a location where a vehicle needs to cross a sidewalk adjacent to a priority road when entering an intersection between the vehicle's road and a priority road, the risk of a vehicle coming into close contact with pedestrians or the like when the vehicle stops temporarily before the intersection and then starts moving can be reduced. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a schematic configuration diagram of an example of a driving assistance device according to an embodiment; [Figure 2] 5A and 5B are explanatory diagrams of a driving support method according to an embodiment. [Figure 3] FIG. 10 is an explanatory diagram of another example of a sidewalk adjacent to a priority road. [Figure 4] FIG. 2 is a block diagram illustrating an example of a functional configuration of a controller. [Figure 5] 10(a) and 10(b) are explanatory diagrams of other setting examples of the target stop position. [Figure 6] 10(a) and 10(b) are diagrams illustrating deceleration relative to a target stop position. [Figure 7] 10 is a flowchart illustrating an example of a process for setting a target stop position. [Figure 8] 10 is a flowchart illustrating an example of a deceleration process relative to a target stop position. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the drawings are schematic and may differ from the actual product. Furthermore, the embodiments of the present invention shown below are examples of devices and methods for embodying the technical concept of the present invention, and the technical concept of the present invention does not limit the structure, arrangement, etc. of component parts to those described below. The technical concept of the present invention can be modified in various ways within the technical scope defined by the claims.

[0009] (composition) 1 is a schematic diagram of an example of a driving assistance device according to an embodiment. A vehicle 1 includes a driving assistance device 10 that controls the driving of the vehicle 1. For example, the driving assistance provided by the driving assistance device 10 may be driving assistance control that assists the driver in driving the vehicle 1 by controlling at least deceleration among the acceleration, deceleration, and steering of the vehicle 1. For example, the driving assistance control may be control that automatically realizes a temporary stop before an intersection.

[0010] For example, the driving assistance provided by the driving assistance device 10 may be autonomous driving control that sets a target driving route to a predetermined destination and automatically drives the vehicle 1 along the target driving route without the driver's involvement based on the driving environment around the vehicle 1. In the following description, an example will be described in which autonomous driving control is used as driving assistance by the driving assistance device 10. The target driving route set in autonomous driving control is an example of a "planned driving route" described in the claims.

[0011] The driving assistance device 10 includes an object sensor 11, a vehicle sensor 12, a positioning device 13, a map database (map DB) 14, a communication device 15, a navigation device 16, an actuator 17, and a controller 18. The object sensor 11 includes a plurality of different types of object detection sensors mounted on the vehicle 1, such as a laser radar, a millimeter wave radar, a camera, and a LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) that detect objects around the vehicle 1. Vehicle sensor 12 is mounted on host vehicle 1 and detects various information (vehicle signals) obtained from host vehicle 1. Vehicle sensor 12 includes, for example, a vehicle speed sensor that detects the vehicle speed of host vehicle 1, a wheel speed sensor that detects the rotational speed of the tires of host vehicle 1, a three-axis acceleration sensor that detects the acceleration and deceleration in three axial directions of host vehicle 1, a steering angle sensor that detects the steering angle of the steering wheel, a turning angle sensor that detects the turning angle of the steered wheels, a gyro sensor that detects the angular velocity of host vehicle 1, a yaw rate sensor that detects the yaw rate, an accelerator sensor that detects the accelerator opening of the host vehicle, and a brake sensor that detects the amount of brake operation by the driver.

[0012] The positioning device 13 includes a Global Navigation System (GNSS) receiver and receives radio waves from multiple navigation satellites to measure the current position of the vehicle 1. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver. The positioning device 13 may also be, for example, an inertial navigation system. The map database 14 stores road map data. The map database 14 may store map data for navigation (hereinafter, sometimes referred to as "navigation map data") as the road map data. The navigation map data includes information for each road. For example, the navigation map data includes information on road nodes that indicate reference points on road reference lines and information on road links that indicate the section configurations of roads between the road nodes. The road node information includes position coordinates, the number of connected road links, and identification information of the connected road links.

[0013] The map database 14 may store high-precision map data as road map data. High-precision map data is map data suitable as map information for automated driving, and includes more detailed information on a lane-by-lane basis than information on a road-by-road basis. For example, the high-precision map data includes information on lane nodes that indicate reference points on lane reference lines (e.g., the center line within a lane) and information on lane links that indicate the lane section configuration between the lane nodes. Lane node information includes the position coordinates of the lane node, the number of connected lane links, and identification information for the connected lane links. Lane link information includes the lane type, lane width, lane boundary line type, lane shape, lane marking shape, and lane reference line shape.

[0014] The road map data stored in the map database 14 includes map information of roadways (e.g., public roads) (hereinafter sometimes referred to as "road information") as well as map information of sidewalks adjacent to the roadways (hereinafter sometimes referred to as "sidewalk information"). The sidewalk information includes, for example, information on the position and shape of the boundary line between the sidewalk and the public road, and information on the position and shape of the sidewalk edge. The communication device 15 performs wireless communication with a communication device outside the vehicle 1. The communication method used by the communication device 15 may be, for example, wireless communication using a public mobile phone network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.

[0015] The navigation device 16 recognizes the current position of the vehicle using the positioning device 13, and acquires navigation map data for the current position from the map database 14. The navigation device 16 sets a driving route to the destination input by the occupant, and provides route guidance to the occupant along the driving route.

[0016] The actuator 17 operates the steering wheel, accelerator opening, and brake device of the host vehicle in response to control signals from the controller 18 to generate vehicle behavior of the host vehicle. The actuator 17 includes a steering actuator, an accelerator opening actuator, and a brake control actuator. The steering actuator controls the steering direction and steering amount of the steering of the host vehicle. The accelerator opening actuator controls the accelerator opening of the host vehicle. The brake control actuator controls the braking operation of the brake device of the host vehicle.

[0017] The controller 18 is an electronic control unit that performs driving assistance control of the host vehicle 1. The controller 18 includes a processor 18a and peripheral components such as a storage device 18b. The processor 18a may be, for example, a CPU or an MPU. The storage device 18b may include a semiconductor storage device, a magnetic storage device, an optical storage device, etc. The storage device 18b may include memories such as a register, a cache memory, and a ROM and a RAM used as a main storage device. The functions of the controller 18 described below are realized by, for example, the processor 18a executing a computer program stored in the storage device 18b. The controller 18 may be formed of dedicated hardware for executing the various information processes described below. For example, the controller 18 may include a functional logic circuit configured in a general-purpose semiconductor integrated circuit. For example, the controller 18 may include a PLD such as an FPGA.

[0018] Next, an example of driving support control by the controller 18 will be described with reference to FIGS. 2(a) and 2(b). Symbol C indicates the intersection of first road R1 and second road R2. Second road R2 is a priority road that takes precedence over first road R1. For example, first road R1 may be a passageway (e.g., a private road) through which vehicles can enter and exit from a site S (e.g., private or public land) facing second road R2, and second road R2 may be a public road. Also, for example, first road R1 may be a relatively narrow alley or side street. Reference numeral 2 denotes an approaching vehicle traveling on the second road R2 and approaching intersection C, reference numeral R3 denotes a sidewalk adjacent to the second road R2, and reference numeral 3 denotes a pedestrian walking on sidewalk R3. In the following description, road users (e.g., pedestrians and cyclists) walking on sidewalk R3 will be collectively referred to as pedestrians 3.

[0019] Further, the symbol Rt indicates the target driving route of the host vehicle 1. In the examples of Figures 2(a) and 2(b), the host vehicle 1 is traveling on a first road R1, and the target driving route Rt is a route in which the host vehicle 1 enters an intersection C from the first road R1, turns left at the intersection C, and then travels along a second road R2 in the same lane as the approaching vehicle 2. Note that the target driving route Rt may be a route that goes straight through the intersection C, or may be a route that turns right at the intersection C and then travels along the second road R2. Since the second road R2 is a priority road that takes precedence over the first road R1, the host vehicle 1 needs to stop temporarily before the intersection C when traveling along the target travel route Rt.

[0020] In the example of FIG. 2(a), a sidewalk R3 is provided adjacent to the second road R2, which is a priority road, and the target travel route Rt crosses the sidewalk R3. In addition, when the target driving route Rt crosses the sidewalk R3, this does not only mean that the sidewalk R3 extends continuously between the first road R1 and the second road R2 as shown in Figure 2(a), but also means that the sidewalk R3 is interrupted by the first road R1 because the first road R1 is directly connected to the second road R2 as shown in Figure 3.

[0021] In this way, when the target driving route Rt crosses the sidewalk R3, if the vehicle 1 is stopped temporarily before the intersection C, the pedestrian 3 on the sidewalk R3 may think that the vehicle 1 has given way to the pedestrian 1 and try to cross just in front of the stopped vehicle 1. This creates a risk that the vehicle 1, which starts moving after stopping temporarily, will come close to the pedestrian 3. On the other hand, if the stop position is close to intersection C, there is a risk that the occupants of the host vehicle 1 and the occupants of the approaching vehicle 2 traveling on the second road R2 may feel uneasy or uncomfortable.

[0022] Therefore, when the target driving route Rt crosses the sidewalk R3 as shown in Figure 2(a), the distance from the road edge position e1 of the second road R2 to the target stopping position P1 is set to a relatively short first distance D1, and when the target driving route Rt does not cross the sidewalk R3 as shown in Figure 2(b), the distance from the road edge position e1 to the target stopping position P1 is set to a relatively long second distance D2. The road edge position e1 is the position of the road edge on the first road R1 side of the left and right road edges of the second road R2. Hereinafter, the road edge position e1 may be referred to as the "first road edge position e1." In addition, when the target driving route Rt is a route entering an intersection C from the first road R1, the target stopping position P1 at a point a first distance D1 or a second distance D2 before the first road edge position e1 on the second road R2 may be referred to as the "first target stopping position P1."

[0023] In this way, when the target driving route Rt crosses the sidewalk R3 (for example, in the example of FIG. 2(a)), by setting the first target stop position P1 near the first road edge position e1 of the second road R2, the chances of a pedestrian 3 on the sidewalk R3 crossing just in front of the host vehicle 1 that has stopped temporarily at the first target stop position P1 can be reduced. As a result, the risk of the host vehicle 1 starting to move after stopping temporarily coming close to the pedestrian 3 can be reduced. The first distance D1 from the first road edge position e1 to the first target stop position P1 may be, for example, 0.5 m.

[0024] Furthermore, when the target driving route Rt does not cross the sidewalk R3 (for example, in the example of FIG. 2(b)), the second distance D2 between the first road edge position e1 of the second road R2 and the first target stopping position P1 is set to be relatively long, thereby ensuring safety for the approaching vehicle 2 traveling on the second road R2 and reducing anxiety and discomfort felt by the occupants of the host vehicle 1 due to the approaching vehicle 2. The second distance D2 from the first road edge position e1 to the first target stopping position P1 may be, for example, 2.0 m.

[0025] The controller 18 may limit the setting of the first target stop position P1 at a position that is a first distance D1 before the first road edge position e1 to cases where the width (sidewalk width) of the sidewalk R3 is a predetermined distance or more greater than the vehicle length of the host vehicle 1. For example, even if the target driving route Rt crosses the sidewalk R3, if the width (sidewalk width) of the sidewalk R3 is not a predetermined distance or more greater than the vehicle length of the host vehicle 1, the controller 18 may set the first target stop position P1 at a position that is a relatively long second distance D2 before the first road edge position e1.

[0026] The functions of the controller 18 will be described in detail with reference to Fig. 4. The controller 18 includes a road environment acquisition unit 30, a travel route planning unit 31, a stop position setting unit 32, a surrounding environment recognition unit 33, a driving behavior determination unit 34, and a vehicle control unit 35. The road environment acquisition unit 30 acquires road map data from the map database 14. The road environment acquisition unit 30 includes a road information acquisition unit 30a that acquires road information, which is map information of roadways included in the navigation map data and high-precision map data, and a sidewalk information acquisition unit 30b that acquires sidewalk information, which is information about sidewalks included in the high-precision map data.

[0027] The travel route planning unit 31 sets a target travel route Rt based on the current position of the vehicle 1 measured by the positioning device 13, the destination set in the navigation device 16 by the occupant, and road information acquired by the road environment acquisition unit 30. The travel route planning unit 31 may acquire the travel route set by the navigation device 16 and set it as the target travel route Rt. The stop position setting unit 32 sets a first target stop position P1 based on the road information and sidewalk information acquired by the road environment acquisition unit 30 and the target travel route Rt set by the travel route planning unit 31.

[0028] For example, as shown in Figures 2(a) and 3, if the target driving route Rt is a route that enters an intersection C from a first road R1 and crosses a sidewalk R3, the first target stopping position P1 is set at a position a relatively short first distance D1 before the first road edge position e1. For example, as shown in Figure 2(b), if the target driving route Rt is a route that enters the intersection C from the first road R1 and the target driving route Rt does not cross the sidewalk R3, the first target stop position P1 is set at a position that is a relatively long second distance D2 before the first road edge position e1. In addition, even if the target driving route Rt crosses the sidewalk R3 as shown in Figures 2(a) and 3, the stop position setting unit 32 may set the first target stop position P1 at a position that is a second distance D2 before the first road edge position e1, as long as the width of the sidewalk R3 (sidewalk width) is not greater than the vehicle length of the vehicle 1 by a predetermined distance or more.

[0029] 5(a), when the target driving route Rt is a route entering an intersection C from a first road R1 and crosses a sidewalk R3, the stop position setting unit 32 may set, in addition to the first target stop position P1, a second target stop position P2 at a position a third distance D3 before a second road edge position e2, which is the position of the road edge of the sidewalk R3 adjacent to the first road R1. In this case, the host vehicle 1 temporarily stops at the second target stop position P2, starts from the second target stop position P2, and then temporarily stops again at the first target stop position P1.

[0030] A third distance D3 from the second road edge position e2 to the second target stop position P2 may be set longer than the first distance D1 from the first road edge position e1 to the first target stop position P1. By temporarily stopping the host vehicle 1 at such second target stop position P2, it is possible to reduce the sense of anxiety and discomfort that the approach of the host vehicle 1 may cause to the pedestrian 3 on the sidewalk R3. The third distance D3 may be, for example, 1.0 m. In other words, the third distance D3 may be set shorter than the second distance D2 from the first road edge position e1 to the first target stop position P1 in a case where the target driving route Rt does not cross the sidewalk R3.

[0031] Referring to Fig. 5(b), in the example of Fig. 5(b), the host vehicle 1 is traveling on the second road R2, and the target traveling route Rt is a route that enters the first road R1 from the second road R2, and the target traveling route Rt crosses the sidewalk R3. In this case, the stop position setting unit 32 may set the third target stop position P3 at a position that is a fourth distance D4 before the first road edge position e1, which is the boundary position between the second road R2 and the sidewalk R3. In this case, when the host vehicle 1 crosses the sidewalk R3 and enters the first road R1 from the second road R2, it stops temporarily at the third target stop position P3 that is before the sidewalk R3.

[0032] A fourth distance D4 from the boundary position (first road edge position e1) between the second road R2 and the sidewalk R3 to the third target stop position P3 may be set shorter than the third distance D3 from the second road edge position e2 to the second target stop position P2 in FIG. 5(a). By temporarily stopping the host vehicle 1 at such a third target stop position P3, it is possible to ensure the safety of pedestrians 3 passing on the sidewalk R3 while reducing the disruption of traffic flow by other vehicles traveling on the second road R2. For example, the third distance D3 may be 0.5 m, the same as the first distance D1.

[0033] See Fig. 4. The surrounding environment recognition unit 33 detects the driving environment around the host vehicle 1 based on the captured image output by the camera of the object sensor 11 and the detection signals output from the other sensors of the object sensor 11. For example, the surrounding environment recognition unit 33 recognizes objects around the host vehicle 1 as the driving environment around the host vehicle 1. The surrounding environment recognition unit 33 recognizes other vehicles traveling on the first road R1 or the second road R2 (for example, an approaching vehicle 2 on the second road R2), pedestrians 3 on the sidewalk R3, and other obstacles around the host vehicle 1 as objects around the host vehicle 1. Furthermore, for example, the surrounding environment recognition unit 33 recognizes road signs (for example, stop lines indicating the location of a stop sign) provided on the road surface ahead of the host vehicle 1.

[0034] The driving behavior determination unit 34 sets a target driving trajectory and a target vehicle speed for the vehicle 1 to travel based on the current position of the vehicle 1 measured by the positioning device 13, the map data in the map database 14, the target driving route Rt set by the driving route planning unit 31, and the first target stop position P1, the second target stop position P2, and the third target stop position P3 set by the stop position setting unit 32. For example, the driving behavior determination unit 34 generates a route space map that represents the route around the vehicle 1 and the presence or absence of objects, and a risk map that quantifies the risk of the driving area, and sets a target driving trajectory and target vehicle speed based on the motion characteristics of the vehicle 1, vehicle information, the route space map, and the risk map.

[0035] When the stop position setting unit 32 sets the first target stop position P1, the driving behavior determination unit 34 sets the target vehicle speed so that the host vehicle 1 will stop temporarily at the first target stop position P1. When the stop position setting unit 32 sets the second target stop position P2, the driving behavior determination unit 34 sets the target vehicle speed so that the host vehicle 1 will stop temporarily at the second target stop position P2. When the stop position setting unit 32 sets the third target stop position P3, the driving behavior determination unit 34 sets the target vehicle speed so that the host vehicle 1 will stop temporarily at the third target stop position P3.

[0036] However, when the target driving route Rt is a route that enters the intersection C from the first road R1 and does not cross the sidewalk R3, the driving behavior determination unit 34 determines whether the surrounding environment recognition unit 33 has recognized a stop line on the road surface just before the intersection C. When the surrounding environment recognition unit 33 recognizes a stop line on the road surface just before the intersection C, the driving behavior determination unit 34 sets the target stop position to the position of the recognized stop line instead of the first target stop position P1, and sets the target vehicle speed so as to make a temporary stop at the position of the stop line.

[0037] Furthermore, when the target driving route Rt is a route that enters the intersection C from the first road R1 and crosses the sidewalk R3, the driving behavior determination unit 34 determines whether the surrounding environment recognition unit 33 has recognized a stop line on the road surface just before the sidewalk R3. When the surrounding environment recognition unit 33 recognizes a stop line on the road surface just before the sidewalk R3, the driving behavior determination unit 34 sets the target stop position to the position of the recognized stop line instead of the second target stop position P2, and sets the target vehicle speed so as to make a temporary stop at the position of the stop line.

[0038] Furthermore, as described above, when the target driving route Rt is a route that enters the intersection C from the first road R1 and crosses the sidewalk R3 (for example, in the example of FIG. 2(a)), the first target stopping position P1 is set closer to the first road edge position e1 of the second road R2 than when the target driving route Rt does not cross the sidewalk R3 (for example, in the example of FIG. 2(b)). Therefore, when there is an approaching vehicle 2 on the second road R2 approaching the intersection C, the occupants of the host vehicle 1 and the occupants of the approaching vehicle 2 may feel uneasy or uncomfortable.

[0039] For this reason, the driving behavior determination unit 34 may set the target vehicle speed so that the deceleration required to stop the vehicle 1 at the first target stopping position P1 when the target driving route Rt is a route entering the intersection C from the first road R1, the target driving route Rt crosses the sidewalk R3, and an approaching vehicle 2 on the second road R2 is present within a predetermined distance range from the intersection C is smaller than the deceleration required to stop the vehicle 1 at the first target stopping position P1 when the target driving route Rt is a route entering the intersection C from the first road R1 and the target driving route Rt does not cross the sidewalk R3.

[0040] Figures 6(a) and 6(b) are schematic diagrams of examples of setting target deceleration to stop the host vehicle 1 at the first target stopping position P1, where the horizontal axis indicates the distance traveled from the host vehicle 1 to the first target stopping position P1 and the vertical axis indicates the target deceleration. For example, if the target driving route Rt is a route entering an intersection C from a first road R1 and does not cross a sidewalk R3, the target vehicle speed may be set so that the vehicle decelerates to a stop just before the first target stopping position P1 at a normally used deceleration d1 (e.g., 0.1 G) as shown in Figure 6(a). On the other hand, if the target driving route Rt is a route entering the intersection C from the first road R1, the target driving route Rt crosses the sidewalk R3, and an approaching vehicle 2 on the second road R2 is present within a predetermined distance range from the intersection C, the target deceleration may be reduced from deceleration d1 to deceleration d2 when the vehicle approaches the first target stopping position P1 to a certain extent, as shown in Figure 6(b), and the target vehicle speed may then be set so that the vehicle decelerates at deceleration d2 until it stops just before the first target stopping position P1. By stopping at such a gradual deceleration, it is possible to reduce the anxiety and discomfort felt by the occupants of the host vehicle 1 and the occupants of the approaching vehicle 2.

[0041] In addition, the driving behavior determination unit 34 may set the target vehicle speed so that the acceleration when the vehicle 1 stops temporarily at the second target stopping position P2 and then starts from the second target stopping position P2 to enter the sidewalk R3 (for example, in the example of Figure 5(a)) is smaller than the acceleration when the vehicle 1 stops temporarily at the first target stopping position P1 and then starts from the first target stopping position P1 to enter the intersection C (for example, in the examples of Figures 2(a) and 5(a)). This reduces the anxiety and discomfort that the acceleration of the vehicle 1 causes to the pedestrian 3 when the vehicle 1 starts from the second target stopping position P2 just before the sidewalk R2, even if there is a pedestrian 3 near the vehicle 1 that will not cause the vehicle 1 to stop (for example, a pedestrian 3 that is not approaching the vehicle 1 or a pedestrian 3 that has no intention of approaching).

[0042] In addition, when the host vehicle 1 stops temporarily at the second target stopping position P2 (for example, in the example of Figure 5(a)), the driving behavior determination unit 34 may set a target vehicle speed at which the host vehicle 1 will start after confirming the safety for pedestrians 3 on the sidewalk R3 if the host vehicle 1 enters the sidewalk R3. For example, if the surrounding environment recognition unit 33 does not recognize a pedestrian 3 approaching the vehicle 1 within a predetermined distance range of the vehicle 1, the driving behavior determination unit 34 may determine that safety for the pedestrian 3 on the sidewalk R3 is ensured when the vehicle 1 enters the sidewalk R3.

[0043] In addition, when the host vehicle 1 stops temporarily at the first target stopping position P1 (for example, in the examples of Figures 2(a), 2(b) and 5(a)), the driving behavior determination unit 34 may set a target vehicle speed at which the host vehicle 1 will start after confirming the safety of the host vehicle 1 in relation to other vehicles on the second road R2 when the host vehicle 1 enters the second road R2. For example, if the target driving route Rt is a route that goes straight through the intersection C and crosses the second road R2, or a route that turns right at the intersection C and drives along the second road R2, if the surrounding environment recognition unit 33 does not recognize an approaching vehicle 2 driving within a specified distance range from the intersection C, it may be determined that safety against other vehicles on the second road R2 is ensured when the vehicle 1 enters the second road R2. For example, if the target driving route Rt is a route that turns left at intersection C and travels along the second road R2, if the surrounding environment recognition unit 33 does not recognize an approaching vehicle 2 traveling to the right of the vehicle 1 and within a predetermined distance range from the intersection C, it may be determined that safety from other vehicles on the second road R2 is ensured when the vehicle 1 enters the second road R2.

[0044] Furthermore, even if the host vehicle 1 starts from the first target stopping position P1 after confirming safety with respect to other vehicles on the second road R2, a factor that causes the host vehicle 1 to stop may occur due to a change in the surrounding circumstances after the start of the vehicle. For example, the factor that causes the host vehicle 1 to stop may include an obstacle on the path of the host vehicle 1 or another moving object (another vehicle or a pedestrian) moving on a trajectory that intersects with the path of the host vehicle 1. In this way, if a factor that causes the host vehicle 1 to stop occurs after the host vehicle 1 starts from the first target stopping position P1 after confirming safety with respect to other vehicles on the second road R2, the driving behavior determination unit 34 may set the target vehicle speed to 0 before or during entry into the intersection C. In other words, the driving behavior determination unit 34 may stop the host vehicle 1 before or during entry into the intersection C. The vehicle control unit 35 drives the actuator 17 so that the host vehicle 1 travels along the target travel path at the target vehicle speed set by the driving behavior determination unit 34.

[0045] The above describes an example in which driving assistance by the driving assistance device 10 is autonomous driving control, but the present invention is broadly applicable to driving assistance that automatically realizes a temporary stop before an intersection, and is not limited to cases in which autonomous driving control is implemented. For example, the present invention can be applied to a driving assistance system that automatically realizes a temporary stop before an intersection when the driver is driving by operating the steering wheel. In this case, the controller 18 may estimate a planned driving route of the vehicle 1 instead of setting the target driving route Rt.

[0046] For example, the controller 18 may estimate the planned driving route of the vehicle 1 based on road map data stored in the map database 14, the driver's steering wheel operation, the operation of the turn signal, and the like. The controller 18 may set a first target stop position P1, a second target stop position P2, and a third target stop position P3, as in the case of the target travel route Rt, depending on whether the estimated planned travel route is a route entering the intersection C from the first road R1, a route entering the first road R1 from the second road R2, or a route crossing the sidewalk R3, and may temporarily stop the vehicle 1 at these target stop positions.

[0047] (operation) FIG. 7 is a flowchart of an example of a process for setting a target stop position when the target driving route Rt is a route that enters the intersection C from the first road R1. In step S1, the travel route planning unit 31 sets a target travel route Rt. In step S2, the driving behavior determination unit 34 determines whether or not a stop line for stopping temporarily exists on the road surface just before the intersection C1. If a stop line exists (step S2: Y), the process proceeds to step S3. If a stop line does not exist (step S2: N), the process proceeds to step S4. In step S3, the driving behavior determination unit 34 sets the target stop position to the position of an existing stop line, after which the process proceeds to step S7.

[0048] In step S4, the stop position setting unit 32 determines whether the target traveling route Rt crosses the sidewalk R3. If the target traveling route Rt crosses the sidewalk R3 (step S4: Y), the process proceeds to step S5. If the target traveling route Rt does not cross the sidewalk R3 (step S4: N), the process proceeds to step S6. In step S5, the stop position setting unit 32 sets the target stop position (first target stop position P1) at a position a first distance D1 before the first road edge position e1 on the second road R2, after which the process proceeds to step S7.

[0049] In step S6, the stop position setting unit 32 sets the target stop position (first target stop position P1) at a position on the second road R2 that is the second distance D2 before the first road edge position e1. Then, the process proceeds to step S7. In step S7, the driving behavior determination unit 34 sets a target vehicle speed so that the host vehicle 1 stops at the target stopping position set in step S3, S5, or S6. The vehicle control unit 35 drives the actuator 17 so that the host vehicle 1 stops at the target stopping position in accordance with the target vehicle speed set by the driving behavior determination unit 34. Thereafter, the process ends.

[0050] FIG. 8 is a flowchart of an example of deceleration processing for decelerating the host vehicle 1 toward the first target stopping position P1 when the target driving route Rt is a route that enters the intersection C from the first road R1. In step S10, the driving behavior determination unit 34 determines whether the first target stop position P1 is set at a position a second distance D2 before the first road edge position e1 on the second road R2. If the first target stop position P1 is set to a position that is the second distance D2 before the first road end position e1 (step S10: Y), the process proceeds to step S11. If the first target stop position P1 is set to a position that is the first distance D1 before the first road end position e1 (step S10: N), the process proceeds to step S12.

[0051] In step S11, the driving behavior determination unit 34 sets a target vehicle speed so that the host vehicle 1 decelerates at a normally used deceleration d1 to stop immediately before the first target stopping position P1. The vehicle control unit 35 drives the actuator 17 in accordance with the target vehicle speed set by the driving behavior determination unit 34 so that the host vehicle 1 stops at the first target stopping position P1. The process then ends. In step S12, the driving behavior determination unit 34 determines whether or not an approaching vehicle 2 traveling on the second road R2 is present within a predetermined distance from the intersection C.

[0052] If an approaching vehicle 2 exists (step S12: Y), the process proceeds to step S13. If an approaching vehicle 2 does not exist (step S12: N), the process proceeds to step S11. In step S13, the driving behavior determination unit 34 sets a target vehicle speed so that the host vehicle 1 decelerates and stops immediately before the first target stopping position P1 at a deceleration d2 that is smaller than the deceleration d1. The vehicle control unit 35 drives the actuator 17 in accordance with the target vehicle speed set by the driving behavior determination unit 34 so that the host vehicle 1 stops at the first target stopping position P1. The process then ends.

[0053] (Effects of the embodiment) (1) The controller 18 executes the following processes: a process of setting or estimating a planned driving route for the vehicle 1; a process of determining whether the planned driving route crosses a sidewalk adjacent to the second road when the planned driving route is a route from a first road to an intersection with a second road that has priority over the first road; a process of setting a first target stop position for the vehicle 1 at a position a first distance before a first road edge position, which is the position of the road edge on the first road side of either the left or right side of the second road when the planned driving route crosses the sidewalk; and a process of setting the first target stop position at a position a second distance before the first road edge position, which is longer than the first distance, when the planned driving route does not cross the sidewalk; and a process of stopping the vehicle 1 at the set first target stop position. This reduces the chance that a pedestrian on the sidewalk will cross in front of the host vehicle 1 that has stopped temporarily at the first target stopping position. As a result, the risk of the host vehicle 1 starting to move after stopping temporarily coming close to a pedestrian can be reduced.

[0054] (2) When the planned driving route is a route that enters an intersection from a first road and crosses a sidewalk, the controller 18 may execute a process of setting a second target stopping position at a position that is a third distance longer than the first distance from a second road edge position, which is the position of the road edge of the sidewalk that contacts the first road, and a process of stopping the vehicle 1 at the set second target stopping position. This reduces the sense of unease and discomfort felt by pedestrians on the sidewalk due to the approach of the vehicle 1.

[0055] (3) When the planned driving route is a route entering the first road from the second road and the planned driving route crosses a sidewalk, the controller 18 may execute a process of setting a third target stopping position at a position a fourth distance before the boundary position between the second road and the sidewalk, which is shorter than the third distance, and a process of stopping the vehicle 1 at the set third target stopping position. This will ensure the safety of pedestrians on the sidewalk while reducing disruption to traffic flow caused by other vehicles traveling on the second road.

[0056] (4) When the planned driving route is a route entering an intersection from a first road and the planned driving route does not cross a sidewalk, the controller 18 may execute a process of determining whether a stop line is installed before the intersection, and, if a stop line is installed, a process of stopping the vehicle 1 at the position of the stop line instead of the first target stopping position. In addition, when the planned driving route is a route entering an intersection from a first road and the planned driving route crosses a sidewalk, the controller 18 may execute a process of determining whether a stop line is installed before the sidewalk, and if a stop line is installed, a process of stopping the vehicle 1 at the position of the stop line instead of the second target stopping position. The stop lines that actually exist are set according to the road environment, and by setting these stop lines as the target stopping position, the vehicle can stop at an appropriate position.

[0057] (5) When the planned driving route is a route entering an intersection from a first road, the planned driving route crosses a sidewalk, and an approaching vehicle on a second road is present within a predetermined distance from the intersection, the controller 18 may execute a process to decelerate at a gentler deceleration rate and stop at a first target stopping position than when the planned driving route is a route entering an intersection from the first road and the planned driving route does not cross a sidewalk. This reduces the sense of anxiety and discomfort felt by the occupants of the host vehicle 1 and the occupants of the approaching vehicle 2 when the host vehicle 1 stops temporarily at the first target stop position set near the first road edge position of the second road.

[0058] (6) The controller 18 may set the acceleration when starting from the second target stop position and entering the sidewalk to be smaller than the acceleration when starting from the first target stop position and entering the intersection. This reduces the anxiety and discomfort that the acceleration of the vehicle 1 causes to the pedestrian when the vehicle 1 starts from the second target stopping position in front of the sidewalk, even if there is a pedestrian near the vehicle 1 who will not cause the vehicle 1 to stop (for example, a pedestrian who is not approaching the vehicle 1 or who has no intention of approaching).

[0059] (7) When the controller 18 stops the vehicle 1 at the second target stopping position, the controller 18 may execute a process to start the vehicle 1 after confirming the safety of pedestrians on the sidewalk if the vehicle 1 enters the sidewalk. This reduces the risk of the host vehicle 1 coming close to pedestrians when the host vehicle 1 enters the sidewalk.

[0060] (8) When the controller 18 stops the host vehicle 1 at the first target stopping position, the controller 18 may execute a process to check the safety of the host vehicle 1 in relation to other vehicles on the second road when the host vehicle 1 enters the intersection, and then start the host vehicle 1. Furthermore, when a factor that causes the host vehicle 1 to stop occurs after the host vehicle 1 has started from the first target stopping position, the controller 18 may execute a process to stop the host vehicle 1 while the host vehicle 1 is entering the intersection. This reduces the risk that the vehicle 1 will come close to another vehicle on the second road when the vehicle 1 enters the intersection C. [Explanation of symbols]

[0061] 1...Own vehicle, 10...Driving assistance device, 11...Object sensor, 12...Vehicle sensor, 13...Positioning device, 14...Map database, 15...Communication device, 16...Navigation device, 17...Actuator, 18...Controller, 18a...Processor, 18b...Storage device, 30...Road environment acquisition unit, 30a...Road information acquisition unit, 30b...Sidewalk information acquisition unit, 31...Driving route planning unit, 32...Stop position setting unit, 33...Surrounding environment recognition unit, 34...Driving behavior determination unit, 35...Vehicle control unit

Claims

1. A process of setting or estimating a planned driving route of the vehicle; a process of determining whether the planned travel route crosses a sidewalk adjacent to the second road when the planned travel route is a route that enters an intersection from a first road with a second road that has priority over the first road; a process of setting a first target stop position of the host vehicle at a position a first distance before a first road edge position, which is the position of the road edge on the first road side of both the left and right sides of the second road, when the planned travel route crosses the sidewalk, and setting the first target stop position at a position a second distance before the first road edge position, which is longer than the first distance, when the planned travel route does not cross the sidewalk; a process of stopping the host vehicle at the set first target stop position; A driving support method characterized by causing a controller to execute the above.

2. The controller a process of setting a second target stop position at a position a third distance before a second road edge position, which is a position of an edge of the sidewalk that contacts the first road, when the planned travel route is a route that enters the intersection from the first road and the planned travel route crosses the sidewalk; a process of stopping the host vehicle at the set second target stop position; 2. The driving support method according to claim 1, wherein the driving support method further comprises:

3. a process in which the controller sets a third target stop position at a position a fourth distance before a boundary position between the second road and the sidewalk, the fourth distance being shorter than the third distance, when the planned travel route is a route that enters the first road from the second road and the sidewalk and the planned travel route crosses the sidewalk; a process of stopping the host vehicle at the set third target stop position; 3. The driving support method according to claim 2, wherein the driving support method further comprises:

4. The controller a process of determining whether or not a stop line is set before the intersection when the planned travel route is a route that enters the intersection from the first road and the planned travel route does not cross the sidewalk; If the stop line is installed, a process of stopping the host vehicle at the position of the stop line instead of the first target stop position; 4. The driving support method according to claim 1, wherein the driving support method further comprises:

5. The controller a process of determining whether a stop line is set before the sidewalk when the planned travel route is a route that enters the intersection from the first road and the planned travel route crosses the sidewalk; If the stop line is installed, a process of stopping the host vehicle at the position of the stop line instead of the second target stop position; 3. The driving support method according to claim 2, wherein the driving support method further comprises:

6. The driving assistance method according to any one of claims 1 to 5, wherein, when the planned driving route is a route entering the intersection from the first road, the planned driving route crosses the sidewalk, and an approaching vehicle on the second road is present within a predetermined distance range from the intersection, the controller executes a process to decelerate the vehicle at a more gradual deceleration and stop the vehicle at the first target stop position than in a case where the planned driving route is a route entering the intersection from the first road and the planned driving route does not cross the sidewalk.

7. 6. The driving assistance method according to claim 2, wherein the controller sets an acceleration when the vehicle starts from the second target stop position and enters the sidewalk to be smaller than an acceleration when the vehicle starts from the first target stop position and enters the intersection.

8. 8. The driving assistance method according to claim 2, 5, or 7, wherein, when the host vehicle is stopped at the second target stop position, the controller executes a process of starting the host vehicle after confirming safety for pedestrians on the sidewalk if the host vehicle enters the sidewalk.

9. The driving assistance method according to any one of claims 1 to 8, characterized in that, when the controller stops the host vehicle at the first target stop position, the controller executes a process of starting the host vehicle after confirming safety for other vehicles on the second road when the host vehicle enters the intersection.

10. 10. The driving assistance method according to claim 9, wherein the controller executes a process to stop the host vehicle while the host vehicle is entering the intersection if a cause for stopping the host vehicle occurs after the host vehicle has started from the first target stop position.

11. a controller that executes the following processes: setting or estimating a planned driving route for a host vehicle; determining, when the planned driving route is a route that enters an intersection from a first road with a second road that has priority over the first road, whether the planned driving route crosses a sidewalk adjacent to the second road; setting a first target stop position for the host vehicle at a position a first distance before a first road edge position that is the position of the road edge on the first road side of either the left or right side of the second road, when the planned driving route crosses the sidewalk; and setting the first target stop position at a position a second distance before the first road edge position that is longer than the first distance, when the planned driving route does not cross the sidewalk; and stopping the host vehicle at the set first target stop position.

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