Vehicle driving assistance methods, driving assistance devices, and driving assistance programs

Abstract

To appropriately suspend execution of operation support control after commencement of the same to eliminate a risk factor.SOLUTION: An operation support method includes the steps to: execute operation support control to eliminate a risk factor ahead of a vehicle on the basis of operation environment information of the vehicle; measure duration of detecting vehicle operation by a vehicle operator to request suspension of the operation support control after commencement of the operation support control; and suspend the operation support control when the duration of detecting the vehicle operation to suspend the operation support control exceeds predetermined duration. The operation support method also includes the steps to: evaluate an associated risk along with continuation of the operation support control on the basis of the operation environment information while measuring the duration of detecting the vehicle operation to suspend the operation support control; and shorten the predetermined duration on the basis of an evaluation result of the associated risk.SELECTED DRAWING: Figure 10

Description

Technical Field

[0001] The present disclosure relates to a method, an apparatus, and a program for assisting vehicle driving.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2019-026129 discloses a method for assisting vehicle driving. This conventional method determines whether the start condition for executing driving support control for avoiding a collision with an obstacle in front of the vehicle is satisfied. This conventional method also determines whether the permission condition for executing the driving support control is satisfied. In the conventional method, when the permission condition is satisfied before the start condition is satisfied, the driving support control is executed. On the other hand, even when the start condition is satisfied, if the permission condition has not been satisfied before that, the execution of the driving support control is canceled.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above conventional method relates to driving support control executed in a situation where a vehicle is likely to collide with an obstacle and the cancellation of its execution. In the present application, a situation one step before such driving support control is considered, that is, driving support control executed in a situation where the possibility of a vehicle colliding with an obstacle is not high. This driving support control regards a pedestrian or the like in front of the vehicle as a risk factor and is performed to avoid this risk factor.

[0005] We consider the possibility of discontinuing driver assistance control after initiating it to avoid risk factors. One method for doing this is to start the driver assistance control execution when the start conditions are met, and then determine whether the conditions for discontinuing the execution are met. An example of such discontinuation conditions is the continuous detection of a predetermined vehicle operation that requests the discontinuation of the driver assistance control execution.

[0006] Unlike driver assistance control systems designed to avoid collisions with obstacles, those designed to avoid risk factors are difficult to make the vehicle operator aware of the need for driver assistance control while it is being performed. Therefore, a vehicle operator who is unaware of the need may accidentally perform a predetermined vehicle operation. On the other hand, if the vehicle operator becomes aware of the vehicle behavior based on the driver assistance control being performed and recognizes the need for this driver assistance control, they may stop the predetermined vehicle operation. On the other hand, a vehicle operator who becomes aware of the vehicle behavior based on the driver assistance control being performed but does not consent to its execution may intentionally perform the predetermined vehicle operation. Therefore, the continuous detection of a predetermined vehicle operation is considered an appropriate condition for termination.

[0007] According to the method described above, driver assistance control is executed from the moment the start condition is met until the moment the termination condition is met. However, driver assistance control, which is intended to avoid risk factors, may create new risks that affect the vehicle's driving safety if its execution continues. Therefore, in such cases, it is not practical to determine whether to terminate the execution of driver assistance control based on the method described above, and thus improvements are desired to make it easier to terminate the execution of driver assistance control.

[0008] One objective of this disclosure is to provide a technology that can appropriately terminate the execution of driver assistance control for avoiding risk factors after it has been initiated. [Means for solving the problem]

[0009] The first aspect of this disclosure is a method for assisting the driving of a vehicle, which has the following characteristics: The method includes the steps of: executing driver assistance control to avoid risk factors in front of the vehicle based on the vehicle's driving environment information; counting the time for which a vehicle operation requesting the discontinuation of the execution of the driver assistance control by the vehicle operator is detected after the start of the execution of the driver assistance control; and discontinuing the execution of the driver assistance control if the time for which the detection of the vehicle operation continues exceeds a specified time. The method further includes the steps of: evaluating the incidental risks that may arise from the continuation of the execution of the driver assistance control based on the driving environment information during the counting of the time during which the detection of the vehicle operation continues; and shortening the prescribed time based on the results of the evaluation of the incidental risks.

[0010] The second aspect of this disclosure is a device that assists in the operation of a vehicle, and has the following features: The device comprises a storage device for storing information about the vehicle's driving environment and a processor. Based on the driving environment information, the processor executes driver assistance control to avoid risk factors in front of the vehicle. After the start of the execution of the driver assistance control, if a vehicle operation by the vehicle operator requesting the cessation of the execution is detected, the processor counts the time during which the detection continues. If the time during which the detection of the vehicle operation continues exceeds a specified time, the processor stops the execution of the driver assistance control. Furthermore, while the time during which the detection of the vehicle operation continues is being counted, the processor evaluates the incidental risks that may arise from the continuation of the execution of the driver assistance control based on the driving environment information, and shortens the specified time based on the result of the evaluation of the incidental risks.

[0011] The third aspect of this disclosure is a program that assists in driving a vehicle, and has the following characteristics: The program causes the computer to perform the following processes based on the vehicle's driving environment information: execute driving assistance control to avoid risk factors in front of the vehicle; if a vehicle operation requesting the discontinuation of the execution by the vehicle operator is detected after the start of the execution of the driving assistance control, count the time during which such detection continues; if the time during which the detection of the vehicle operation continues exceeds a specified time, discontinue the execution of the driving assistance control; evaluate the incidental risks that may arise from the continuation of the execution of the driving assistance control based on the driving environment information while the time during which the detection of the vehicle operation continues is being counted; and shorten the specified time based on the results of the evaluation of the incidental risks. [Effects of the Invention]

[0012] From the perspective of this disclosure, if a vehicle operation is detected that requests the discontinuation of driver assistance control to avoid risk factors in front of the vehicle, the duration of this detection is counted. If this duration exceeds a specified time, the driver assistance control is discontinued. In addition, while the duration of the detected vehicle operation is being counted, the associated risks that would arise from the continuation of the driver assistance control are evaluated, and the specified time is shortened based on the results of this evaluation.

[0013] If the prescribed time is shortened based on the results of the assessment of associated risks, it becomes easier to discontinue the execution of driver assistance control when new risks that would arise from continuing the execution of driver assistance control and affect the driving safety of the vehicle are identified. Therefore, from the perspective of this disclosure, it becomes possible to enhance the driving safety of the vehicle by appropriately executing or appropriately discontinuing driver assistance control. [Brief explanation of the drawing]

[0014] [Figure 1] This is a diagram illustrating the premise of the embodiment. [Figure 2] This is a diagram illustrating the premise of the embodiment. [Figure 3] This diagram illustrates the first risk that arises from the continued implementation of risk avoidance controls. [Figure 4] This is a diagram for explaining a second risk that occurs as the execution of risk avoidance control continues. [Figure 5] This is a diagram for explaining a third risk that occurs as the execution of risk avoidance control continues. [Figure 6] This is a diagram for explaining a fourth risk that occurs as the execution of risk avoidance control continues. [Figure 7] This is a block diagram showing a configuration example of the driving support device according to the embodiment. [Figure 8] This is a flowchart showing processes particularly related to risk avoidance control performed by the control device. [Figure 9] This is a flowchart showing processes particularly related to risk avoidance control performed by the control device 1. [Figure 10] This is a flowchart showing processes particularly related to risk avoidance control performed by the control device.

Mode for Carrying Out the Invention

[0015] [[ID=?]] Hereinafter, a vehicle driving support method, a driving support device, and a driving support program according to embodiments of the present disclosure will be described with reference to the drawings.

[0016] 1. Driving Support Control FIGS. 1 and 2 are diagrams for explaining the premise of the embodiment. The driving support device 10 according to the embodiment executes "driving support control" for supporting the driving of the vehicle VH1. This driving support control may be included in the automatic driving control. Typically, the driving support device 10 is mounted on the vehicle VH1. At least a part of the driving support device 10 may be arranged in a device outside the vehicle VH1 (for example, an external server) to perform driving support control remotely. That is, the driving support device 10 may be distributedly arranged between the vehicle VH1 and the external device.

[0017] It should be noted that there seems to be an error in the original text where the tag [[ID=2G]] is used. It should probably be or some other correct tag. Also, the tag [[ID=?]] in the original is not a proper tag and should be corrected. The above translation is based on the best understanding of the text with the existing tags.The driver assistance control includes "risk avoidance control" to avoid risk factor 3 in front of vehicle VH1. In risk avoidance control, the driver assistance device 10 automatically steers and decelerates vehicle VH1 to avoid risk factor 3 in front of vehicle VH1. For example, in Figure 1, vehicle VH1 is traveling in lane L1 within roadway RW. The shoulder RS ​​is adjacent to lane L1. Pedestrian 3A, located on the shoulder RS ​​in front of vehicle VH1, may enter roadway RW. Therefore, pedestrian 3A can be said to be risk factor 3.

[0018] In the example shown in Figure 1, the risk avoidance control includes "steering assistance control," which automatically steers the vehicle VH1 to avoid pedestrian 3A in advance. The risk avoidance control may also include "deceleration assistance control," which automatically decelerates the vehicle VH1 to avoid pedestrian 3A in advance. In steering assistance control, the driver assistance device 10 steers the vehicle VH1 away from pedestrian 3A. Pedestrian 3A may be replaced with a bicycle or motorcycle. In addition to the shoulder RS, pedestrians, bicycles, and motorcycles on the roadway RW are also included in risk factor 3.

[0019] Figure 2 illustrates another example of risk avoidance control. Risk factor 3 is not limited to “manifest risks” such as pedestrian 3A shown in Figure 1. Risk factor 3 can also include “latent risks.” For example, in Figure 2, there is a parked vehicle 3B on the shoulder RS ​​in front of vehicle VH1. The area beyond parked vehicle 3B is a blind spot for vehicle VH1, and pedestrian 3C may suddenly appear from that blind spot. Therefore, parked vehicle 3B and pedestrian 3C can be said to be risk factor 3 (latent risk).

[0020] In the example shown in Figure 2, the risk avoidance control includes steering assistance control, which automatically steers the vehicle VH1 to avoid the parked vehicle 3B in advance. In this steering assistance control, the driver assistance device 10 steers the vehicle VH1 away from the parked vehicle 3B. As with the example shown in Figure 1, the risk avoidance control may also include deceleration assistance control.

[0021] Here, we define the vehicle coordinate system (X,Y). The vehicle coordinate system (X,Y) is a relative coordinate system fixed to the vehicle VH1 and changes as the vehicle VH1 moves. The X direction is the forward direction (direction of travel) of the vehicle VH1. The Y direction is the lateral direction of the vehicle VH1. The X and Y directions are orthogonal to each other.

[0022] In Figures 1 and 2, trajectory TR0 represents the trajectory of vehicle VH1 when steering assist control is not performed. When steering assist control is not performed, it is assumed that vehicle VH1 travels parallel to lane L1. Therefore, trajectory TR0 extends parallel to lane L1 from the current position of vehicle VH1. In the following explanation, lateral distance Dy is the shortest distance between trajectory TR0 and risk factor 3. In other words, lateral distance Dy is the distance in the Y direction between vehicle VH1 (trajectory TR0) and risk factor 3 as vehicle VH1 passes to the side of risk factor 3.

[0023] In Figures 1 and 2, the first trajectory TR1 represents the trajectory of vehicle VH1 when steering assist control is performed. When steering assist control is performed, vehicle VH1 moves away from risk factor 3. The lateral movement δDy is the amount of movement of vehicle VH1 away from risk factor 3 due to steering assist control. In other words, the lateral movement δDy is the amount of movement of vehicle VH1 away from risk factor 3 as seen from trajectory TR0.

[0024] Risk avoidance control is terminated if a predetermined vehicle operation requesting its termination is continuously detected after the start of its execution. When deceleration support control is performed as risk avoidance control, an example of the predetermined vehicle operation is the driver of vehicle VH1 pressing the accelerator pedal. When steering support control is performed as risk avoidance control, an example of the predetermined vehicle operation is the driver of vehicle VH1 counter-steering the steering wheel. Counter-steering here refers to the action of turning the steering wheel in the opposite direction to the direction away from risk factor 3.

[0025] The continuous detection of a predetermined vehicle operation is determined by comparing the duration of the detection signal for the predetermined vehicle operation with a specified time PT. This specified time PT is set to a few seconds (e.g., 1 to 5 seconds) as the time required for the vehicle operator to notice the vehicle behavior based on the risk avoidance control being performed, recognize the surrounding environment of the vehicle, and recognize the need for this risk avoidance control. The specified time PT is set to a fixed time, but it may be set to increase or decrease depending on the vehicle speed. If the duration ET of the detection signal exceeds the specified time PT, the execution of the risk avoidance control is stopped.

[0026] 2. Characteristics of the Embodiment One problem with risk avoidance control is that its continued implementation creates new risks that affect the driving safety of vehicle VH1. Figure 3 illustrates the first risk that arises from the continued implementation of risk avoidance control. In the example shown in Figure 3, deceleration support control is performed as risk avoidance control to avoid pedestrian 3A in advance. However, vehicle VH2 is traveling in lane L1 behind vehicle VH1. Therefore, if the implementation of risk avoidance control continues, there will be a risk of a rear-end collision with vehicle VH2.

[0027] Figure 4 illustrates a second risk that arises from the continued execution of risk avoidance control. In the example shown in Figure 4, lane L2 merges (intersects) with lane L1, and pedestrian 3A is located near the merging point of these lanes. In the example shown in Figure 4, vehicle VH3 is also traveling in lane L2. In the example shown in Figure 4, as in the example shown in Figure 3, deceleration support control is being performed. Therefore, if the execution of deceleration support control continues, there is a risk that the timing of vehicle VH1 reaching the merging point and the timing of vehicle VH3 entering lane L1 will overlap, i.e., a risk of collision with vehicle VH3.

[0028] Figure 5 illustrates a third risk that arises from the continued execution of risk avoidance control. In the example shown in Figure 5, a portion of the road surface AR in front of vehicle VH1 is frozen, and pedestrian 3A is located ahead of area AR. In the example shown in Figure 5, as in the example shown in Figure 3, deceleration support control is being performed. Therefore, if the execution of deceleration support control continues, there is a risk that vehicle VH1 will slip when it enters area AR. This slip risk also occurs when steering support control is being performed as a risk avoidance control.

[0029] Figure 6 illustrates a fourth risk that arises from the continued execution of risk avoidance control. In the example shown in Figure 6, an object OB (e.g., a fallen object) that is not classified as risk factor 3 is located on lane L3 adjacent to lane L1, and object OB is located in front of pedestrian 3A. In the example shown in Figure 4, steering assist control is performed as risk avoidance control to avoid pedestrian 3A in advance. Therefore, if the execution of steering assist control continues, there is a risk that vehicle VH1 will come into contact with object OB.

[0030] As explained in Figures 3-6, the operator of vehicle VH1 is expected to perform a predetermined vehicle operation to request the termination of the risk avoidance control that is currently being performed, after recognizing the various associated risks. Specifically, in the examples shown in Figures 3-5, the operator of vehicle VH1 is expected to press the accelerator pedal. In the example shown in Figure 6, the operator of vehicle VH1 is expected to perform a counter-steer operation. In the example shown in Figure 5, the counter-steer operation when steering assistance control is performed as risk avoidance control is considered a predetermined vehicle operation to request the termination of this control.

[0031] A signal corresponding to a predetermined vehicle operation is detected before or after the start of execution of risk avoidance control. In an embodiment, when this signal is detected after the start of execution of risk avoidance control, the time (continuous time ET) for which this detection continues is counted. And when this continuous time ET exceeds a prescribed time PT, the risk avoidance control being executed is terminated. However, if this prescribed time PT is a fixed time, it gives the operator of the vehicle VH1 a sense of unease when the associated risk increases due to the continuation of the risk avoidance control being executed.

[0032] Therefore, in an embodiment, when starting to execute risk avoidance control, the risk (associated risk) that occurs with the continuation of this execution is evaluated. The evaluation of the associated risk is performed, for example, during the counting of the continuous time ET. And based on the result of this evaluation of the associated risk, the prescribed time PT is shortened.

[0033] For example, when it is determined that there is an associated risk, a coefficient C0 (0 < C0 < 1) is multiplied by the prescribed time PT. Thereby, the prescribed time PT is shortened when there is an associated risk. In another example, a coefficient C1 (0 < C1 < 1) corresponding to the height of the associated risk is multiplied by the prescribed time PT. Thereby, the prescribed time PT is shortened according to the height of the associated risk.

[0034] If the prescribed time PT is shortened based on the result of the evaluation of the associated risk, it is possible to make it easier to terminate this execution when a risk (associated risk) that occurs with the continuation of the execution of risk avoidance control is recognized. Therefore, from the viewpoint of the present disclosure, it is possible to appropriately execute risk avoidance control or appropriately terminate this execution to enhance the driving safety of the vehicle VH1.

[0035] 3. Driving support device 3-1. Configuration example FIG. 7 is a block diagram showing a configuration example of the driving support device 10 according to an embodiment. In the example shown in FIG. 7, the driving support device 10 includes a sensor group 20, a traveling device 30, and a control device 40.

[0036] The sensor group 20 includes, for example, a position sensor, a state sensor, and a recognition sensor. The position sensor detects the position and orientation of the vehicle VH1. A GPS (Global Positioning System) sensor is an example of a position sensor. The state sensor detects the internal state of the vehicle VH1. Examples of state sensors include a vehicle speed sensor, a yaw rate sensor, a lateral acceleration sensor, and a steering angle sensor. The recognition sensor recognizes (detects) the surrounding conditions of the vehicle VH1. Examples of recognition sensors include a camera, radar, and LiDAR (Laser Imaging Detection and Ranging).

[0037] Each sensor included in the sensor group 20 transmits detected or recognized information to the control device 40. The information transmitted from each sensor to the control device 40 constitutes the driving environment information ENV. The driving environment information ENV also includes map information. The map information includes information such as lane layout and road shape. The map information is stored, for example, in a predetermined storage device of the vehicle VH1. The map information may also be stored in an external device (for example, an external server) of the vehicle VH1.

[0038] The running gear 30 includes a steering gear, a drive gear, and a braking gear. The steering gear steers the wheels of the vehicle VH1. For example, the steering gear includes an electric power steering (EPS) system. The drive gear is a power source that generates driving force. Examples of drive gears include an engine, an electric motor, and an in-wheel motor. The braking gear generates braking force.

[0039] The control device 40 controls the vehicle VH1. Typically, the control device 40 is a microcomputer mounted on the vehicle 1. The control device 40 is also called an ECU (Electronic Control Unit). The control device 40 may also be an external information processing device to the vehicle VH1. In this case, the control device 40 communicates with the vehicle VH1 and controls the vehicle VH1 remotely.

[0040] The control device 40 includes a processor 41 and a storage device 42. The processor 41 performs various processes. The storage device 42 is a volatile memory, non-volatile memory, etc., and various information is stored therein. Examples of various information include driving environment information ENV. Various information also includes control information CON that is transmitted to the traveling device 30. The processor 41 performs various processes by executing a control program, which is a computer program. The control program is stored in the storage device 42 or recorded on a computer-readable recording medium. The control program includes a driving support program according to the embodiment.

[0041] 3-2. Example of processing by a control device Figures 8-10 are flowcharts showing processes particularly related to risk avoidance control performed by processor 41. The processing flow shown in Figures 8-10 is executed repeatedly at regular intervals.

[0042] In the processing flow shown in Figure 8, first, information acquisition processing is performed (step S11). In the information acquisition processing, operating environment information ENV is acquired based on the detection results from the sensor group 20. The operating environment information ENV is stored in the storage device 42.

[0043] Following the processing in step S11, it is determined whether or not risk factor 3 is present in front of vehicle VH1 (step S12). Specifically, in the processing of step S12, it is determined whether or not risk factor 3 is recognized in the area in front of vehicle VH1 based on the driving environment information ENV. Risk factor 3 includes at least one of pedestrians, bicycles, motorcycles, and parked vehicles in front of vehicle VH1.

[0044] If the result of the process in step S12 is positive, it is determined whether the activation conditions for risk avoidance control are met (step S13). An example of an activation condition is that the time to reach risk factor 3 TA is less than the activation threshold Tth. The time to reach TA is the time required for vehicle VH1 to travel from its current position to the position closest to risk factor 3. The time to reach TA can be calculated, for example, based on the current speed of vehicle VH1, the trajectory TR0, and the relative position of risk factor 3. The position closest to risk factor 3 is the position where the distance from trajectory TR0 to risk factor 3 is shortest.

[0045] If the result of the process in step S13 is positive, risk avoidance control is executed (step S14). Risk avoidance control is a driving assistance control to avoid risk factor 3, and includes at least one of steering control and deceleration control. On the other hand, if the result of the process in step S13 is negative, risk avoidance control is not executed (step S15). If risk avoidance control is already being executed, the ongoing risk avoidance control is canceled.

[0046] In the processing flow shown in Figure 9, it is first determined whether or not risk avoidance control is being executed (step S21). If the result of the determination in step S21 is positive, information acquisition processing is performed (step S22). The content of the processing in step S22 is the same as that of step S11 in Figure 8.

[0047] Following the processing in step S22, it is determined whether or not a predetermined vehicle operation is detected (step S23). The predetermined vehicle operation is a vehicle action that requests the termination of the currently running risk avoidance control. If the currently running risk avoidance control is deceleration support control, the predetermined vehicle operation is pressing the accelerator pedal. If the currently running risk avoidance control is steering support control, the predetermined vehicle operation is counter-steer.

[0048] If the result of the process in step S23 is positive, the processes in steps S24 to S26 are performed. In the process in step S24, the duration ET is counted. In the process in step S25, it is determined whether the detection of the predetermined vehicle operation detected in step S23 has finished. If the result of the process in step S25 is negative, in the process in step S26, it is determined whether the duration ET exceeds the specified time PT. If the result of the process in step S26 is negative, the process returns to step S24. In other words, the processes in steps S24 to S26 are repeated until a positive result is obtained in the process in step S25 or in the process in step S26.

[0049] If a positive result is obtained in the process of step S26, the risk avoidance control that is currently being executed is terminated (step S27). Following the process of step S27, or if a positive result is obtained in the process of step S25, the duration ET is reset (step S28).

[0050] In the processing flow shown in Figure 10, it is first determined whether or not risk avoidance control is being executed (step S31). If the result of the determination in step S31 is positive, information acquisition processing is performed (step S32). The content of the processing in steps S31 and S32 is the same as that of steps S21 and S22 in Figure 9.

[0051] Following the processing in step S32, it is determined whether or not an incidental risk is recognized (step S33). Specifically, in the processing of step S33, it is determined whether or not a risk (incidental risk) that arises in connection with the execution of the risk avoidance control currently being performed is recognized, based on the driving environment information ENV. Examples of incidental risks include the risk of rear-end collision by vehicle VH2 as explained in Figure 3, the risk of collision with vehicle VH3 as explained in Figure 4, the slip risk as explained in Figure 5, and the risk of contact with object OB as explained in Figure 6.

[0052] If the result of the process in step S33 is positive, an assessment of the associated risks is performed (step S34). In the process in step S34, the types of associated risks recognized in the process in step S33 (i.e., rear-end collision risk, collision risk, slip risk, and contact risk) are identified. Based on the identified types of associated risks, the value of the coefficient C0 to be multiplied by the specified time PT is determined. Note that the value of the coefficient C0 is predetermined to correspond to the type of associated risk.

[0053] In step S34, the coefficient C1 multiplied by the specified time PT may be determined according to the level of the associated risk. In the case of the rear-end collision risk caused by vehicle VH2 as explained in Figure 3, the level of this risk can be set according to the collision margin time TTC (Time To Collision) between vehicle VH1 and vehicle VH2. Similarly, in the case of the collision risk caused by vehicle VH3 as explained in Figure 4, the level of this risk can be set according to the collision margin time TTC (Time To Collision) between vehicle VH1 and vehicle VH3.

[0054] Following the processing in step S34, the specified time PT is shortened (step S35). In the processing of step S35, the coefficient C0 or coefficient C1 determined in the processing of step S34 is multiplied by the specified time PT.

[0055] 3A 3C Pedestrian 3B Parking Vehicles 10. Driving support systems 41 processors 42 memory L1-L3 lanes OB object VH1-VH3 vehicles ENV Driving Environment Information

Claims

1. A method for assisting the driving of a vehicle, The steps include: performing driving assistance control to avoid risk factors in front of the vehicle based on the vehicle's driving environment information; If, after the start of the execution of the aforementioned driver assistance control, a vehicle operation by the vehicle operator requesting the termination of said execution is detected, the step of counting the time during which said detection continues, If the time during which the detection of the vehicle operation continues exceeds a specified time, the execution of the driver assistance control is stopped. Includes, During the counting of the time for which the detection of the vehicle operation continues, the step of evaluating the incidental risks that arise from the continuation of the execution of the driver assistance control based on the driving environment information, Based on the results of the assessment of the associated risks, the steps include shortening the specified time, A method for assisting the driving of a vehicle, further comprising the following:

2. The aforementioned driving assistance control includes deceleration control for slowing down the vehicle, The aforementioned incidental risks include at least one of the following: the risk of a rear-end collision with another vehicle traveling behind the vehicle; the risk of a collision with another vehicle traveling in a direction intersecting the vehicle's direction of travel at an intersection in front of the vehicle; and the risk of the vehicle slipping. The method for assisting the driving of a vehicle as described in feature 1.

3. The aforementioned driving assistance control includes steering control that controls the steering of the vehicle, The aforementioned incidental risk includes at least one of the following: the risk of contact with an object located away from the risk factor and not classified as a risk factor, and the risk of the vehicle slipping. A method for assisting the driving of a vehicle according to feature 1 or 2.

4. A device that assists in the operation of a vehicle, A storage device in which information about the driving environment of the vehicle is stored, Processor and Equipped with, The aforementioned processor, Based on the aforementioned driving environment information, the driver assistance control is executed to avoid risk factors in front of the vehicle. If, after the start of the execution of the aforementioned driver assistance control, a vehicle operation by the vehicle operator requesting the termination of the execution is detected, the duration of the detection shall be counted. If the detection of the aforementioned vehicle operation continues for a period exceeding a specified time, the execution of the driver assistance control is stopped. The aforementioned processor further, During the counting of the time while the detection of the vehicle operation continues, the incidental risks arising from the continuation of the execution of the driver assistance control are evaluated based on the driving environment information. Based on the results of the assessment of the aforementioned associated risks, the prescribed time will be shortened. A vehicle driving assistance device characterized by the following features.

5. A program that assists in driving a vehicle, A process that performs driving assistance control to avoid risk factors in front of the vehicle based on the vehicle's driving environment information, If, after the start of the execution of the aforementioned driver assistance control, a vehicle operation by the vehicle operator requesting the termination of the execution is detected, the process of counting the time during which such detection continues is performed. If the time during which the detection of the aforementioned vehicle operation continues exceeds a specified time, the process of stopping the execution of the aforementioned driver assistance control is performed. During the counting of the time while the detection of the vehicle operation continues, a process is performed to evaluate the incidental risks that arise from the continuation of the execution of the driver assistance control based on the driving environment information. Based on the results of the assessment of the aforementioned associated risks, a process is performed to shorten the specified time, A vehicle driving assistance program characterized by causing a computer to execute a command.

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