Driving assistance device, driving assistance method, and program

Abstract

A driving assistance device comprises: a control unit that refers to the output of a detection device that detects the presence of an object existing in front of a vehicle, and instructs a braking device of the vehicle to stop the vehicle when the degree of proximity between the target object and the vehicle satisfies a first condition; and a steering avoidance control unit that instructs a steering device of the vehicle to avoid contact with the target object by steering. The control unit restricts a preliminary operation performed when the target object is present on a curved road more than a preliminary operation performed when the target object is not present on a curved road, and the preliminary operation is executed when the degree of proximity between the vehicle and the target object is lower than the first condition.

Description

[Technical Field]

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

[0002] In recent years, an invention of a vehicle control device that performs automatic deceleration control and automatic steering control has been disclosed (see, for example, 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] Vehicles that can perform automatic steering control in addition to automatic deceleration control have a higher probability of being able to respond quickly to sudden changes in the vehicle's surrounding environment, resulting in a relatively high degree of control margin. On the other hand, if there is no avoidance space to the side of the target object, automatic steering control becomes difficult, resulting in a degree of control margin that is no different from vehicles that only perform automatic deceleration control. Conventional technologies have sometimes been unable to operate in response to such environmental differences.

[0005] The present invention has been made in consideration of these circumstances, and one of its objects is to provide a driving assistance device, a driving assistance method, and a program that can perform appropriate preparatory actions according to the surrounding conditions of a target object. [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 control unit that refers to the output of a detection device that detects the presence of an object in front of a vehicle, and instructs the braking device of the vehicle to stop the vehicle when the degree of proximity between a target object among the objects and the vehicle satisfies a first condition, and a steering avoidance control unit that instructs the steering device of the vehicle to avoid contact with the target object by steering, wherein the control unit limits the preparatory action to be taken when the target object is present on a curved road to be more limited than the preparatory action to be taken when the target object is not on a curved road, and the preparatory action is executed when the degree of proximity between the vehicle and the target object is lower than the first condition.

[0007] (2): In the above aspect (1), the restriction on the preparatory movement means delaying the timing of performing the preparatory movement.

[0008] (3) In the above aspect (2), the preparatory action is an action of increasing the deceleration rate of the vehicle or an action of notifying the driver of the vehicle.

[0009] (4): In the above aspect (1), the preparatory action is an action to increase the deceleration rate of the vehicle, and limiting the preparatory action means limiting the degree of increase in the deceleration rate to a level lower than the degree of increase in the deceleration rate that would be achieved if the target object were not present on a curved road.

[0010] (5): In the above aspect (1), the preparatory action is an action to notify the driver of the vehicle, and limiting the preparatory action means limiting the degree of notification to a level lower than the degree of notification that would be given if the target object were not present on a curved road.

[0011] (6): In the above aspect (1), a recognition unit that recognizes an object by referring to the output of the detection device recognizes the curved road by referring to the output of the detection device, or the control unit recognizes the curved road by referring to information contained in map information.

[0012] (7) In the above aspect (1), the control unit determines the degree of restriction on the preparatory movement in accordance with the curvature of the curve of the curved road.

[0013] (8): In the above aspect (1), the control unit restricts the preparatory movement when the curved road includes multiple lanes, and does not restrict the preparatory movement when the curved road does not include multiple lanes.

[0014] (9): In the above aspect (1), the vehicle further includes a recognition unit that recognizes an object by referring to the output of the detection device, and after it is determined that the target object recognized by the recognition unit is present on a curved road, the recognition unit executes a process of repeatedly recognizing objects present on the curved road, and when the control unit determines, based on the recognition result of the recognition unit, that the object is not present in the lane in which the vehicle is traveling among multiple lanes included in the curved road, the control unit cancels the preparatory movement, and when it determines, based on the recognition result of the recognition unit, that the object is present in the lane in which the vehicle is traveling among multiple lanes included in the curved road, the control unit releases the restriction on the preparatory movement.

[0015] (10): In any of the above aspects (1) to (9), the control unit performs the preparatory action when the target object is not present on a curved road, the degree of proximity satisfies a predetermined condition that is lower than the first condition, and when it is determined that there is no space in any of the lanes to the side of the target object in which the vehicle can proceed after steering to avoid the target object at the time the predetermined condition is satisfied.

[0016] (11): In any of the above aspects (1) to (9), the driving assistance device includes a first preparatory movement control unit that performs a first preparatory movement when the degree of proximity satisfies a second condition when the target object is not on a curved road, and further includes a second preparatory movement control unit that performs a second preparatory movement when the degree of proximity satisfies a third condition when the target object is not on a curved road and it is determined that there is no space in any of the lanes to the side of the target object in which the vehicle can proceed after steering to avoid the target object, at the time the third condition is satisfied, wherein the first condition is satisfied when the degree of proximity is higher than the second condition, the second condition is satisfied when the degree of proximity is higher than the third condition, and the second preparatory movement is an action that is started at an earlier timing than the first preparatory movement.

[0017] (12): In another aspect of the driving assistance method of the present invention, a driving assistance device refers to the output of a detection device that detects the presence of an object in front of a vehicle, and if the 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, instructs a steering device of the vehicle to avoid contact with the target object by steering, and limits preparatory action to be taken when the target object is present on a curved road to be more limited than preparatory action to be taken when the target object is not present on a curved road, and the preparatory action is executed when the degree of proximity between the vehicle and the target object is lower than the first condition.

[0018] (13): A program according to another aspect of the present invention causes a computer to refer to the output of a detection device that detects the presence of an object in front of a vehicle, and if the degree of proximity between a target object among the objects and the vehicle satisfies a first condition, to execute the following processes: instructing the braking device of the vehicle to stop the vehicle; instructing the steering device of the vehicle to avoid contact with the target object by steering; and limiting the preparatory action to be taken when the target object is present on a curved road to be more restrictive than the preparatory action to be taken when the target object is not present on a curved road; and causing the preparatory action to be taken when the degree of proximity between the vehicle and the target object is lower than the first condition. [Effects of the Invention]

[0019] According to the above aspect, it is possible to perform an appropriate preparatory movement according to the surrounding situation of the target object. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a configuration diagram of a vehicle equipped with a driving assistance device according to an embodiment; [Figure 2] FIG. 2 is a diagram illustrating an outline of functions of the driving assistance device. [Figure 3] FIG. 2 is a diagram showing an example of an operating scene of a steering avoidance control unit. [Figure 4] FIG. 10 is a diagram illustrating a preparatory movement. [Figure 5] 4 is a flowchart showing an example of a flow of processing executed by the driving assistance device. [Figure 6] FIG. 10 is a diagram for explaining a curved road. [Figure 7] 10 is a diagram showing an example of a recognition result of a recognition unit 102. FIG. [Figure 8] FIG. 10 is a diagram (part 1) for explaining restriction method 1. [Figure 9] FIG. 10 is a diagram (part 2) for explaining restriction method 1. [Figure 10] FIG. 10 is a diagram (part 1) for explaining restriction method 2. [Figure 11]FIG. 10 is a diagram (part 2) for explaining restriction method 2. [Figure 12] FIG. 10 is a diagram showing an example of curved road information 140 included in map information. [Figure 13] FIG. 10 is a diagram showing an example of curved road information 140# included in map information. DETAILED DESCRIPTION OF THE INVENTION

[0021] 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.

[0022] [Overall configuration] 1 is a configuration diagram of a vehicle M equipped with a driving assistance device 100 according to an embodiment. The vehicle M may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be 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.

[0023] 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, vehicle sensors 40, a navigation device 50, a driving operator 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other by multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added.

[0024] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of a vehicle (hereinafter referred to as vehicle M) in which the vehicle system 1 is installed. 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 captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0025] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0026] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) 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, pulsed laser light. The LIDAR 14 may be attached to any location on the vehicle M.

[0027] 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 an object. The object recognition device 16 recognizes the shape of the road, road dividing lines, road boundaries, etc. The object recognition device 16 outputs the recognition results 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 they are. 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."

[0028] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, a speaker, a buzzer, a vibration generator (vibrator), a touch panel, switches, keys, and the like.

[0029] 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.

[0030] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver, a guidance control unit, and a storage unit storing map information. The GNSS receiver identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an INS (Inertial Navigation System) that uses the output of the vehicle sensors 40. The guidance control unit, for example, determines a route from the position of the vehicle M identified by the GNSS receiver (or any 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 represents road shapes using links indicating roads and nodes connected by the links. The map information may include road curvature, POI (Point of Interest) information, and the like. The navigation device 50 may transmit the current position and destination of the vehicle M to a navigation server via a communication device and acquire the route from the navigation server.

[0031] Driving operators 80 include, for example, an accelerator pedal, a brake pedal, a steering wheel, a shift lever, and other operators. Driving operators 80 are fitted with sensors that 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.

[0032] Traveling drive force output device 200 outputs a traveling drive force (torque) to the driving wheels for the vehicle to travel. Traveling drive force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components according to information input from driving assistance device 100 or information input from driving operator 80.

[0033] Braking 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 driving assistance device 100 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operator 80 to the cylinder via a master cylinder. Note that braking device 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from driving assistance device 100 to transmit hydraulic pressure from a master cylinder to the cylinder.

[0034] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0035] [Driving assistance devices] The driving assistance device 100 includes, for example, a recognition unit 102, a braking control unit 110, a steering avoidance control unit 120, and a second preparatory movement control unit 130. 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 realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and the program may be installed in the HDD or flash memory of the driving assistance device 100 by attaching the storage medium (non-transitory storage medium) to a drive device. The above-mentioned functional units may be integrated into other functional units. For example, the recognition unit 102 may be included in each of the braking control unit 110, the steering avoidance control unit 120, and the second preparatory movement control unit 130. The braking control unit 110, the steering avoidance control unit 120, and the second preparatory movement control unit 130 may be integrated. The second preparatory movement control unit 130 is an example of a "control unit." The braking control unit 110 is another example of a "control unit."

[0036] Settings are made within the driving force output device 200, the braking device 210, and the steering device 220 so that instructions from the driving support device 100 to the driving 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, if 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 on the in-vehicle LAN may be used as a mechanism for executing instructions from the driving support device 100 with priority.

[0037] 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 diagram and FIG. 1. In FIG. 2, a vehicle M is traveling on a three-lane road and is in the central lane L2. M is the direction of travel of vehicle M.

[0038] The recognition unit 102 recognizes an object by referring to the output of a detection device (described above) that detects the presence of an object ahead of the vehicle M. The recognition unit 102 recognizes the shape of the road ahead, road dividing lines, road boundaries, etc. by referring to the output of the detection device. The recognition unit 102 identifies the lane in which the object exists based on the position of the object, the position of the road dividing lines, and the position of the road boundaries.

[0039] The braking control unit 110 refers to the output of the detection device (described above) that detects the presence of an object ahead of the vehicle M (by referring to the recognition result of the recognition unit 102), and when the degree of proximity between the target object TO and the vehicle M satisfies a first condition, instructs the brake device 210 and / or 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 direction of travel of the vehicle M, excluding objects that the vehicle M can climb over, such as manholes, and is an object that the vehicle M must avoid contacting. 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 at the rear of the vehicle is set as the target object TO in the conventional example. The road is, for example, a lane, but it may also be a virtual lane that the vehicle M sets virtually on a road surface without road dividing lines. The same applies to the following description.

[0040] The "degree of proximity" is expressed by various index values ​​indicating the degree of proximity between objects. For example, the "degree of proximity" is TTC (Time To Collision), which is an index value calculated by dividing the distance by the relative velocity (positive in the direction of approaching each other). If the relative velocity is negative (positive in the direction of moving away from each other), the TTC is temporarily set to infinity. The smaller the TTC value, the higher the "degree of proximity." Satisfying the "first condition" means, for example, that the TTC is less than a first threshold value Th1. The first threshold value Th1 is, for example, a value of about a few tenths of a second. Instead of the TTC, an index value having similar properties, such as headway, distance, or other index value, may be used as the "degree of proximity." Furthermore, the TTC adjusted to take into account acceleration and jerk may be used as the "degree of proximity." In the following description, the "degree of proximity" is assumed to be the TTC.

[0041] When the TTC is less than the first threshold value Th1, the braking control unit 110 instructs the braking device 210 and / or the traveling 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 a few tenths of a second [G] (close to 1). As a result, the braking control unit 110 quickly decelerates and stops the vehicle M, thereby avoiding contact with the target object TO. The ECUs of the braking device 210 and the traveling driving force output device 200 have the function of calculating the brake output, regenerative control amount, engine braking amount, etc. from the instructed deceleration, and the ECUs determine the respective control amounts based on the instructed deceleration and the speed of the vehicle M. This is a known technique, so a detailed description will be omitted.

[0042] 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.

[0043] FIG. 3 is a diagram showing an example of an operating scene of the steering avoidance control unit 120. When the braking control unit 110 determines that it is difficult for the vehicle M to stop before the target object TO, the steering avoidance control unit 120 determines whether or not there is space available for the vehicle M to proceed on the road to the side of the target object TO (e.g., lanes L1 and L2), and if it determines that there is space, it generates an avoidance trajectory ET and instructs the steering device 220 to cause the vehicle M to proceed along the avoidance trajectory ET (steering avoidance). For example, the steering avoidance control unit 120 determines whether or not there are objects in lateral areas extending from slightly in front of the target vehicle to the rear of the target vehicle on both sides of the target vehicle TO, such as areas A2L and A2R shown in FIG. 3, and if there are no objects, it determines that there is space available for the vehicle M to proceed on the road to the side of the target object TO. The determination 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 made by the braking control unit 110 or 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 and road shoulders in camera images, and if either of the drivable areas A2L and 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.

[0044] 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 vehicle TO. In such a situation, the deceleration calculated in advance to stop the vehicle in front of the target vehicle 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.

[0045] [Preparatory 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 movements.

[0046] When the degree of proximity between the target object TO and the vehicle M satisfies a second condition (for example, when the TTC is less than a second threshold value Th2), the first preparatory movement control unit 112 performs a first preparatory movement to notify the driver of the vehicle M of the presence of the target object TO. The first preparatory movement is, for example, an operation to instruct 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 that is smaller (closer to zero) than the first deceleration B1. The second threshold value Th2 is a value greater than the first threshold value Th1. Therefore, the first condition is a condition that is satisfied when the degree of proximity is higher than the second condition.

[0047] The second preparatory movement control unit 130 performs a second preparatory movement to notify the driver of the vehicle M of the presence of the target object TO when the degree of proximity between the target object TO and the vehicle M satisfies a third condition (for example, the TTC is less than a third threshold value Th3) and when it is determined that there is no space available on any of the lanes to the side of the target object TO after steering to avoid the target object TO at the time the third condition is satisfied. The determination regarding the available space is made by the steering avoidance feasibility determination unit 132. The third threshold value Th3 is a value greater than the second threshold value Th2. Therefore, the second condition is a condition that is satisfied when the degree of proximity is higher than the third condition.

[0048] For example, when the TTC becomes less than the third threshold value Th3, the steering avoidance feasibility determination unit 132 determines whether or not an object exists in lateral areas extending from slightly in front of to slightly behind the target vehicle TO on both sides of the target vehicle TO, such as areas A1L and A1R shown in FIG. 4. If no object exists, the steering avoidance feasibility determination unit 132 determines that there is space in the road to the side of the target object TO where the vehicle M can proceed. The areas A1L and A1R are set to be larger than the areas A2L and A2R, respectively, taking into account future uncertainties, for example. Like the steering avoidance control unit 120, the steering avoidance feasibility determination unit 132 also recognizes the boundaries of the road, for example, by recognizing white lines and road shoulders in camera images. If either of the drivable areas A1L and A1R does not exist, for example, if either of the lanes L1 and L3 does not exist, the steering avoidance feasibility determination unit 132 may determine that an object exists in that area. In the example of FIG. 4, since no object exists in the area A1R, the steering avoidance possibility 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.

[0049] The second preparatory operation is, for example, an operation instructing the brake device 210 and / or the traveling drive force output device 200 to first output a braking force that decelerates the vehicle M at a third deceleration B3, and then instructing the brake device 210 and / or the traveling drive 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 B2 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. For example, when the degree of proximity between the target object TO and the vehicle M satisfies the 1.5 condition (for example, when the TTC is less than the threshold value Th1.5), the third deceleration B3 is switched to the fourth deceleration B4. The condition 1.5 is a condition that is satisfied when the degree of approach is higher than that of the condition 2. When the second condition is satisfied, the deceleration rate may be switched from the third deceleration rate B3 to the fourth deceleration rate B4.

[0050] In this way, the second preparatory movement is initiated earlier and 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 vehicle's surrounding environment is higher, and the control margin is relatively high. On the other hand, if there is no avoidance space to the side of the target object, even if the vehicle has a steering avoidance function, it becomes difficult to execute the function, and 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 alert the driver of the vehicle M more quickly and effectively than in a situation where steering avoidance is possible. According to this embodiment, by starting the second preparatory movement earlier and performing it in multiple stages compared to the first preparatory movement, an appropriate preparatory movement can be performed according to the surrounding conditions of the target object.

[0051] FIG. 5 is a flowchart showing an example of the flow of processing executed by the driving assistance device 100.

[0052] 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 a 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.

[0053] 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 possibility determination unit 132 of the second preparatory movement control unit 130 determines whether there is space on the road to the side of the target object TO where the vehicle M can proceed (step S3).

[0054] If it is determined that there is no space in the road to the side of the target object TO that allows the vehicle M to proceed, the second preparatory movement control unit 130 executes a 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 or exceeds a 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 or exceeds the third threshold value Th3, the process returns to step S1.

[0055] If it is not determined that the TTC between the vehicle M and the target object TO has increased to or exceeded the third threshold value Th3, the braking control unit 110 determines whether the TTC between the vehicle M and the target object TO is less than the first threshold value Th1 (step S6). If 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. If a positive determination is obtained in step S3, the second preparatory movement is stopped, and the processes from step S8 onwards are executed. If 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 traveling driving force output device 200 to output a braking force that decelerates the vehicle M at a first deceleration B1, thereby slowing and stopping the vehicle M (step S7). At this time, as described above, steering avoidance may be performed instead of (or in addition to) decelerating and stopping the vehicle M.

[0056] If the determination in step S3 is affirmative, 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 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.

[0057] If 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 equal to or greater than the second threshold value Th2 (step S10). If it is determined that the TTC between the vehicle M and the target object TO has increased to equal to or greater than the second threshold value Th2, the process returns to step S1.

[0058] If it is not determined that the TTC between the vehicle M and the target object TO has increased to or exceeded the second threshold value Th2, the braking control unit 110 determines whether the TTC between the vehicle M and the target object TO is less than the first threshold value Th1 (step S11). If 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. If a negative determination is obtained in step S3, the first preparatory movement is stopped, and the processes from step S4 onwards are executed. If 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 traveling driving force output device 200 to decelerate and stop the vehicle M (step S7).

[0059] According to the embodiment described above, when the degree of proximity between the target object TO and the vehicle M satisfies the third condition, and when it is determined that there is no space in any of the lanes to the side of the target object TO in which the vehicle M can proceed after steering to avoid the target object TO, a second preparatory movement is performed that is started earlier than the first preparatory movement, thereby making it possible to perform an appropriate preparatory movement according to the surrounding conditions of the target object TO.

[0060] In the above embodiment, in either the first preparatory movement or the second preparatory movement, instead of outputting a braking force, a display, audio output, vibration output, etc. (alert) for attracting attention may be performed. In this case, examples of performing the second preparatory movement in multiple stages include, instead of outputting a braking force in stages while changing the deceleration rate as described above, differentiating the attention level (contrast, brightness, color, etc.) of the first display screen from the second and subsequent display screens, differentiating the content or volume of the first audio output from the second and subsequent audio outputs, or increasing the vibration output from the second and subsequent times compared to the first vibration output, etc.

[0061] 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 vehicle may be forced to change lanes during the preparatory movement. This will ultimately move the vehicle M in a direction closer to the destination and also prevent the vehicle from moving towards the object. Body and This can guide the vehicle M to a state where no such object is near the vehicle M.

[0062] In the above example, the control when the vehicle M travels on a road different from the specific road has been described. When the vehicle M travels on the specific road, a control different from the control when traveling on the different road may be implemented. The specific road is, for example, a road with a shape such as a curved road, where the position of another vehicle ahead relative to the lane cannot be determined. The different road is a road that is different from a curved road, such as a straight road. The different control is a restriction on the second preparatory movement (preparatory movement). A curved road will be described below as an example.

[0063] [Control when entering a curve] FIG. 6 is a diagram illustrating a curved road. In lane L1 of the curved road, for example, there are multiple target objects TO1-TO4 (sometimes referred to as "target objects" when no distinction is made). For example, other vehicles, which are target objects TO1-TO4, are stopped in this order, starting from the side closest to vehicle M (the start point of the curved road). When the recognition unit 102 recognizes the target objects, it may not be able to recognize the positions of the target objects relative to the lane. This is because, when looking ahead from vehicle M, the target objects may appear to be in other lanes due to the curvature of the road. For example, target object TO3 is located at a position extending from lane L2 in the traveling direction, and target object TO4 is located at a position extending from lane L3 in the traveling direction. Therefore, they may be recognized as if they are traveling side by side, as shown in FIG. 7. Note that FIG. 7 illustrates the target objects as viewed from above.

[0064] FIG. 7 is a diagram showing an example of the recognition result of the recognition unit 102. As described above, the recognition unit 102 recognizes that the target object TO3 is located in lane L2 and the target object TO4 is located in lane L3. The recognition unit 102 may derive a recognition result that it cannot recognize the lanes in which the target objects TO3 and TO4 are located, or that the recognition reliability is below a threshold. The reliability being below a threshold means that the algorithm used by the recognition unit 102 to recognize the position of the target object relative to the lane satisfies a predetermined condition, or that when the recognition result is evaluated using a predetermined evaluation function, the evaluation is below a predetermined value. In this way, when the target object is located on a curved road, the recognition unit 102 may not be able to recognize which lane the target object is located in. Taking such circumstances into consideration, the following control is performed.

[0065] The second preparatory movement control unit 130 limits the preparatory movement (second preparatory movement) to be performed when a target object (target object) recognized by the recognition unit 102 is present on a curved road, compared to the preparatory movement to be performed when the target object recognized by the recognition unit 102 is not present on a curved road. The preparatory movement is performed when the degree of proximity between the vehicle M and the target object is lower than the first condition. The preparatory movement includes one or both of increasing the deceleration rate of the vehicle M and notifying the driver of the vehicle M (as described above).

[0066] The restriction includes one or both of restriction method 1 and restriction method 2. Restriction method 1 is to delay the timing of performing a preparatory movement. Restriction method 2 is to restrict the degree of increase in the deceleration rate to a level lower than the degree of increase in the deceleration rate that would be performed if the target object recognized by the recognition unit 102 is not present on the curved road. Restriction method 2 may also be to restrict the degree of notification to a level lower than the degree of notification that would be performed if the target object recognized by the recognition unit 102 is not present on the curved road. Examples of these methods will be described below.

[0067] [Restriction Method 1] FIG. 8 is a diagram (part 1) for explaining restriction method 1. When the second preparatory movement control unit 130 determines that the degree of proximity between the target object and the vehicle M satisfies the third condition, that a curved road exists, and that the target object exists ahead (on or near the curved road), the second preparatory movement control unit 130 does not execute the second preparatory movement. When the second preparatory movement control unit 130 determines that the degree of proximity between the target object and the vehicle M satisfies the third condition # (for example, the TTC is less than the third threshold value Th3#), that a curved road exists, and that the target object exists ahead (on or near the curved road), the second preparatory movement control unit 130 executes the second preparatory movement. The third threshold value Th3# is a value smaller than the third threshold value Th3 and larger than the second threshold value Th2. Therefore, the third condition # is a condition that is satisfied when the degree of proximity is higher than that of the third condition. The target object in this case may be the target object recognized to be located closest to the vehicle M or the target object recognized to be located in lane L2.

[0068] The second preparatory movement control unit 130 does not execute the second preparatory movement when it determines that the degree of proximity between the target object and the vehicle M satisfies the 1.5 condition, that a curved road exists, and that the target object is present ahead (near the curved road). The second preparatory movement control unit 130 executes the second preparatory movement when it determines that the degree of proximity between the target object and the vehicle M satisfies the 1.5 condition # (for example, the TTC is less than the threshold value Th1.5#), that a curved road exists, and that the target object is present ahead (near the curved road). The threshold value Th1.5# is a value smaller than the threshold value Th1.5 and larger than the first threshold value Th1. Therefore, the 1.5 condition # is a condition that is satisfied when the degree of proximity is higher than the 1.5 condition.

[0069] If the second preparatory movement control unit 130 determines that a curved road exists and that a target object does not exist in lane L2 in which vehicle M is traveling after the degree of proximity between the target object and vehicle M satisfies condition 1.5# (e.g., after the TTC becomes less than threshold value Th1.5#), the second preparatory movement control unit 130 cancels the second preparatory movement. For example, if the second preparatory movement control unit 130 determines that a curved road exists and that a target object does not exist in lane L2 when the degree of proximity is between threshold value Th1.5# and threshold value Th1 (TTC is 1.3), the second preparatory movement control unit 130 cancels the second preparatory movement. In other words, the recognition unit 102 repeatedly recognizes the target object and the lanes, and if the second preparatory movement control unit 130 determines, based on the recognition result of the recognition unit 102, that the target object does not exist in the lane in which vehicle M is traveling among multiple lanes included in the curved road, the second preparatory movement control unit 130 cancels the preparatory movement.

[0070] For example, when vehicle M approaches a curved road, recognition unit 102 can recognize the condition of the curved road and the vehicle on the curved road. For example, when recognition unit 102 recognizes with a certain degree of reliability or higher that there are no target objects in lanes L2 and L3, second preparatory movement control unit 130 cancels the second preparatory movement. For example, second preparatory movement control unit 130 stops deceleration or suppresses deceleration and continues moving in the traveling direction.

[0071] FIG. 9 is a diagram (part 2) for explaining restriction method 1. The following mainly describes differences from FIG. 8. When the second preparatory movement control unit 130 determines, based on the recognition result of the recognition unit 102, that the target object is present in the lane in which the vehicle M is traveling among multiple lanes included in the curved road, the second preparatory movement control unit 130 releases the restriction on the preparatory movement. As shown in FIG. 9, when the vehicle M approaches the curved road (for example, when the TTC becomes Th1.3), and the recognition unit 102 recognizes that the target object is present in lanes L1 and L2 with a certain degree of reliability or higher, the second preparatory movement control unit 130 continues the second preparatory movement. For example, the second preparatory movement control unit 130 continues deceleration.

[0072] As described above, the second preparatory movement control unit 130 controls the second preparatory movement, thereby making it possible to perform an appropriate preparatory movement according to the surrounding situation of the target object.

[0073] [Restriction Method 2] FIG. 10 is a diagram (part 1) for explaining restriction method 2. When the second preparatory movement control unit 130 determines that the degree of proximity between the target object and the vehicle M satisfies the third condition, that a curved road exists, and that the target object exists ahead (near the curved road), the second preparatory movement control unit 130 executes the second preparatory movement. In this case, the second preparatory movement control unit 130 suppresses the deceleration more than when it determines that the degree of proximity between the target object and the vehicle M satisfies the third condition, that a curved road does not exist, and that the target object exists ahead (on or near the curved road). For example, when a curved road does not exist, the second preparatory movement control unit 130 controls the vehicle M at a third deceleration B3, and when a curved road exists, the second preparatory movement control unit 130 controls the vehicle M at a third deceleration B3#. The third deceleration B3# is smaller than the third deceleration B3.

[0074] The second preparatory movement control unit 130 executes the second preparatory movement when it determines that the degree of proximity between the target object and the vehicle M satisfies the 1.5 condition, that a curved road exists, and that the target object is present ahead (on or near the curved road). In this case, the second preparatory movement control unit 130 suppresses the deceleration more than when it determines that the degree of proximity between the target object and the vehicle M satisfies the 1.5 condition, that there is no curved road, and that the target object is present ahead (on or near the curved road). For example, the second preparatory movement control unit 130 controls the vehicle M at a fourth deceleration B4 when there is no curved road, and controls the vehicle M at a fourth deceleration B4# when there is a curved road. The fourth deceleration B4# is smaller than the fourth deceleration B4.

[0075] If the second preparatory movement control unit 130 determines that a curved road exists and that no target object exists in lane L2 after the degree of proximity between the target object and vehicle M satisfies condition 1.5# (for example, after the TTC becomes less than threshold value Th1.5#), the second preparatory movement control unit 130 cancels the second preparatory movement. For example, if the second preparatory movement control unit 130 determines that a curved road exists and that no target object exists in lane L2 when the degree of proximity is between threshold value Th1.5# and threshold value Th1 (TTC is 1.3), the second preparatory movement control unit 130 cancels the second preparatory movement. In other words, the recognition unit 102 repeatedly recognizes the target object and the lanes, and if the second preparatory movement control unit 130 determines, based on the recognition result of the recognition unit 102, that the target object does not exist in the lane in which vehicle M is traveling among multiple lanes included in the curved road, the second preparatory movement control unit 130 cancels the preparatory movement.

[0076] FIG. 11 is a diagram (part 2) for explaining restriction method 2. Differences from FIG. 10 will be mainly described. As shown in FIG. 11 , when vehicle M approaches a curved road (or target object TO1) (for example, when the TTC becomes 1.3), if the recognition unit 102 recognizes the presence of target objects in lanes L1 and L2 with a certain level of reliability or higher, the second preparatory movement control unit 130 releases the suppression of the second preparatory movement and continues the second preparatory movement. In this case, the second preparatory movement control unit 130 increases the deceleration B4# of vehicle M to deceleration B4. In other words, the recognition unit 102 repeatedly recognizes the target object and the lanes, and when the second preparatory movement control unit 130 determines, based on the recognition result of the recognition unit 102, that the target object is present in the lane in which vehicle M is traveling among multiple lanes included in the curved road, the second preparatory movement control unit 130 releases the restriction on the preparatory movement.

[0077] As described above, the second preparatory movement control unit 130 controls the second preparatory movement, thereby making it possible to perform an appropriate preparatory movement according to the surrounding situation of the target object.

[0078] In the above restriction method 2, an example of changing the deceleration was described, but instead (or in addition), the degree of notification when the road is curved may be more restricted than the degree of notification when the road is not curved.

[0079] In the above example, it was explained that when the TTC is 1.3, the recognition unit 102 recognizes the presence or absence of a target object in lane L2 with a predetermined reliability or higher. However, even if the recognition unit 102 has previously recognized the presence or absence of a target object in lane L2 with a predetermined reliability or higher, the second preparatory action may be canceled or the restriction on the second preparatory action may be lifted at that point.

[0080] The above-described restriction method 1 and restriction method 2 may be combined. For example, the timing at which the second preparatory movement is performed (or the timing at which the deceleration is changed) may be delayed, and the second preparatory movement may be more restricted than the second preparatory movement performed when the vehicle is not traveling on a curved road.

[0081] [Variation 1] In the above example, the recognition unit 102 recognizes whether the road is a curved road, but instead of (or in addition to) this, the second preparatory movement control unit 130 may recognize a curved road by referring to map information. The map information may be held by the navigation device 50, or may be a high-precision map stored in a storage device (not shown) of the vehicle M. The high-precision map is map information that includes more detailed information than the map information.

[0082] 12 is a diagram showing an example of curved road information 140 included in map information. The curved road information 140 is, for example, information in which the shape of the road is associated with a link ID. The road shape is information indicating a straight line, a curved road that is subject to the control of this embodiment, or a curved road that is not subject to the control of this embodiment. A curved road that is not subject to the control of this embodiment is a curved road on which the recognition unit 102 can recognize lanes and target objects with a certain level of reliability or higher, for example, a gentle curve with a curvature equal to or greater than a certain value.

[0083] The driving assistance device 100 executes the control of restriction method 1 or restriction method 2 when a curved road that is the subject of the control in this embodiment exists in the direction of travel, and does not execute the control of restriction method 1 or restriction method 2 when the road shape is other than the curved road shape.

[0084] Driving assistance device 100 may determine the degree of restriction on the second preparatory movement depending on the curvature of the curved road. Fig. 13 is a diagram showing an example of curved road information 140# included in map information. Curved road information 140# is, for example, information in which the curvature of the road is associated with a link ID. In the example of Fig. 13, information indicating whether the curvature is large (gentle curve), medium, or small (sharp curve) is associated with the link ID. In the example of Fig. 13, the curvature is classified into three levels, but may be classified into two levels or three or more levels.

[0085] For example, the control of this embodiment is not executed on a curved road with a large curvature, the control of this embodiment is executed with restriction degree 1 on a curved road with a medium curvature, and the control of this embodiment is executed with restriction degree 2 on a curved road with a small curvature. Restriction degree 2 may be larger or smaller than restriction degree 1. A larger restriction degree means that deceleration and notification are performed at a later timing, or the degree of change in deceleration rate and notification is suppressed.

[0086] As described above, the driving assistance device 100 refers to information indicating the shape or curvature of the road to execute the control of this embodiment and determine the degree of restriction, so that it is possible to perform a more appropriate preparatory action in accordance with the surrounding conditions of the target object.

[0087] [Variation 2] The driving assistance device 100 may restrict the second preparatory movement when the curved road includes multiple lanes, but may not restrict the second preparatory movement when the curved road does not include multiple lanes (for example, when there is no oncoming lane and there is only one lane in the traveling direction of the vehicle M). This is because, when the recognition unit 102 recognizes a target object on a road that does not include multiple lanes, there is a high possibility that the target object that may be an obstacle is present in the traveling direction of the vehicle.

[0088] The driving assistance device 100 may take into account oncoming lanes. For example, on a one-lane road (a road with two lanes, a first lane for traveling in a first direction, and a second lane different from the second lane for traveling in a second direction opposite to the first direction), when the recognition unit 102 recognizes a target object, the control of this embodiment may be restricted.

[0089] [Variation 3] In the above example, the second preparatory movement is restricted, but instead, the first preparatory movement may be restricted. For example, when the recognition unit 102 determines (with a certain degree of reliability or higher) that there is space on the side of the target object on a curved road, the recognition unit 102 may execute the first preparatory movement and restrict the first preparatory movement.

[0090] According to the embodiment described above, the driving assistance device 100 can perform an appropriate preparatory action according to the surrounding conditions of the target object by restricting the preparatory action to be performed when the target object recognized by the recognition unit 102 is present on a curved road compared to the preparatory action to be performed when the target object recognized by the recognition unit 102 is not present on the curved road. For example, even when the recognition unit 102 cannot determine in which lane the vehicle is present on a curved road, excessive preparatory action is suppressed, thereby mitigating the discomfort felt by the occupant.

[0091] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor connected to the storage medium; The processor executes the computer-readable instructions to: refer to an output from a detection device that detects the presence of an object present ahead of the vehicle, and when an index value obtained by dividing a distance between a target object among the objects and the vehicle by a relative speed is equal to a first threshold value, 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; a preparatory movement to be performed when the recognized object is present on a curved road is limited to a preparatory movement to be performed when the recognized object is not present on a curved road; The preparatory movement is performed when the index value is smaller than the first threshold value. Driving assistance device.

[0092] 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]

[0093] 10 Camera 12 Radar equipment 14 LIDAR 16 Object recognition device 80 Driving controls 100 Driving assistance device 102 Recognition part 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 200 Driving force output device 210 Brake equipment 220 Steering device

Claims

1. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory movement is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; The restriction of the preparatory movement means delaying the timing of performing the preparatory movement. Driving assistance device.

2. The preparatory action is an action of increasing the deceleration rate of the vehicle or an action of notifying the driver of the vehicle. The driving assistance device according to claim 1 .

3. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory action is an action of increasing a deceleration rate of the vehicle, and is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; The limiting of the preparatory movement means limiting the degree of increase in the deceleration rate to a degree greater than the degree of increase in the deceleration rate that is performed when the target object is not present on the curved road. Driving assistance device.

4. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory action is an action of notifying a driver of the vehicle, and is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; Limiting the preparatory movement means limiting the degree of the notification to be lower than the degree of the notification performed when the target object is not present on the curved road. Driving assistance device.

5. A recognition unit that recognizes an object by referring to the output of a detection device that detects the presence of an object in front of the vehicle; a control unit that refers to a result of the recognition by the recognition unit, 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; 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 recognition unit recognizes a curved road by referring to an output of the detection device, or the control unit recognizes the curved road by referring to information included in map information; The control unit a preparatory movement performed when the target object is present on the curved road is limited to a level lower than a preparatory movement performed when the target object is not present on the curved road; the preparatory movement is executed when a degree of proximity between the vehicle and the target object is lower than the first condition. Driving assistance device.

6. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; determining a degree of restriction of the preparatory movement according to a curvature of the curve of the curved road; the preparatory movement is executed when a degree of proximity between the vehicle and the target object is lower than the first condition. Driving assistance device.

7. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; If the curved road includes a plurality of lanes, the preparatory action is limited; When the curved road does not include multiple lanes, the preparatory action is not restricted. the preparatory movement is executed when a degree of proximity between the vehicle and the target object is lower than the first condition. Driving assistance device.

8. a recognition unit that recognizes an object by referring to an output of the detection device; After it is determined that the object recognized by the recognition unit is present on the curved road, the recognition unit repeatedly executes a process of recognizing an object present on the curved road, The control unit canceling the preparatory movement when it is determined based on a result of the recognition by the recognition unit that the object is not present in a lane in which the vehicle is traveling among a plurality of lanes included in the curved road; canceling the restriction on the preparatory movement when it is determined based on a result of the recognition by the recognition unit that the object is present in a lane in which the vehicle is traveling among a plurality of lanes included in the curved road. The driving assistance device according to claim 7.

9. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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 control unit When the target object is not on a curved road, if the degree of approach satisfies a predetermined condition that is lower than a first condition, and if it is determined that there is no space available on any of the roads to the side of the target object after the steering-based avoidance is performed at the time when the predetermined condition is satisfied, a preparatory movement is performed; The preparatory movement performed when the target object is present on a curved road is limited to a level lower than the preparatory movement performed when the target object is not present on a curved road; the preparatory movement is executed when the degree of proximity between the vehicle and the target object is lower than the first condition. Driving assistance device.

10. a control unit that refers to an output of a detection device that detects the presence of an object present ahead 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; a first preparatory movement control unit that performs a first preparatory movement when the target object is not present on a curved road and the degree of proximity satisfies a second condition; a second preparatory movement control unit that performs a second preparatory movement when the target object is not on a curved road and it is determined that the degree of approach satisfies a third condition and that there is no space available on any of the roads to the side of the target object after the steering-based avoidance is performed at the time the third condition is satisfied; Equipped with The control unit a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory movement is executed when the degree of proximity between the vehicle and the target object is lower than the first condition; the first condition is a condition that is satisfied when the degree of proximity is higher than the second condition, the second condition is a condition that is satisfied when the degree of proximity is higher than the third condition, The second preparatory movement is a movement that is started at an earlier timing than the first preparatory movement. Driving assistance device.

11. Driving assistance devices, referring to an output of a detection device that detects the presence of an object present in front of the vehicle, and instructing 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; instructing a steering device of the vehicle to steer to avoid contact with the target object; a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory movement is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; The restriction of the preparatory movement means delaying the timing of performing the preparatory movement. Driving assistance methods.

12. Driving assistance devices, referring to an output of a detection device that detects the presence of an object present in front of the vehicle, and instructing 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; instructing a steering device of the vehicle to steer to avoid contact with the target object; a preparatory movement performed when the target object is present on a curved road is limited to a level lower than a preparatory movement performed when the target object is not present on a curved road; the preparatory action is an action of increasing a deceleration rate of the vehicle, and is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; The limiting of the preparatory movement means limiting the degree of increase in the deceleration rate to a degree greater than the degree of increase in the deceleration rate that is performed when the target object is not present on the curved road. Driving assistance methods.

13. On the computer, a process of referring to an output of a detection device that detects the presence of an object present ahead of the vehicle, and instructing 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 process of instructing a steering device of the vehicle to steer to avoid contact with the target object; a process of restricting a preparatory movement to be performed when the target object is present on a curved road compared to a preparatory movement to be performed when the target object is not present on a curved road; Execute the preparatory movement is performed when a degree of proximity between the vehicle and the target object is lower than the first condition; The process of restricting the preparatory movement is to execute a process of delaying the timing of performing the preparatory movement. program.

14. On the computer, a process of referring to an output of a detection device that detects the presence of an object present ahead of the vehicle, and instructing 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 process of instructing a steering device of the vehicle to steer to avoid contact with the target object; a process of restricting a preparatory movement to be performed when the target object is present on a curved road compared to a preparatory movement to be performed when the target object is not present on a curved road; Execute the preparatory action is an action of increasing a deceleration rate of the vehicle, and is executed when a degree of proximity between the vehicle and the target object is lower than the first condition; The process of limiting the preparatory movement is to execute a process of limiting the degree of increase in the deceleration rate to a degree greater than the degree of increase in the deceleration rate that is executed when the target object is not present on a curved road. program.

Images