Driver assistance device, driver assistance method, and driver assistance program

Abstract

To provide an acceleration prevention device that can reduce acceleration prevention not necessary for a driver to reduce discomfort for the driver.SOLUTION: A driving support device comprises a controller that has an acceleration prevention function to prevent acceleration of a vehicle, when determining that the vehicle is located in a parking area including a parking spot array PSA and determining that an accelerator pedal is stepped on by mistake. When the speed vs of the vehicle is equal to or more than a predetermined speed, the controller predicts the locus of the vehicle, and predicts the time required for the vehicle to arrive at a point where the locus and the parking spot array PSA cross each other, and when the predicted time is equal to or less than a predetermined time, the controller determines that the vehicle is located in the parking area. When the speed vs of the vehicle is less than the predetermined speed or when the vehicle stops, if a determination target area A0 determined according to the steering angle of the vehicle overlaps the parking spot array PSA, the controller determines that the vehicle is located in the parking area.SELECTED DRAWING: Figure 2A

Description

Technical Field

[0001] The present invention relates to a driving support device, a driving support method, and a driving support program that suppress the acceleration of a host vehicle when there is a high possibility that a driver has accidentally stepped on an accelerator pedal.

Background Art

[0002] There has been proposed a driving support device having an acceleration suppression function that suppresses the acceleration of a host vehicle when there is a high possibility that a driver has accidentally stepped on an accelerator pedal (see, for example, the following patent document). The driving support device of Patent Document 1 (hereinafter referred to as the "conventional device") determines that the driver has accidentally stepped on the accelerator pedal, for example, when the increase rate (the amount of increase per unit time) of the depression depth of the accelerator pedal exceeds a threshold value. In this case, the conventional device executes acceleration suppression control and controls a drive device, a brake device, etc. of the host vehicle so that the host vehicle does not accelerate.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] For example, when a driver is performing a driving operation to park a host vehicle in one parking space in a parking area including a row of parking spaces arranged in parallel, and accidentally steps deeply on the accelerator pedal, if the acceleration of the host vehicle is suppressed by an acceleration suppression function, the safety of the host vehicle is enhanced. On the other hand, for example, when a driver intentionally steps on the accelerator pedal to overtake a preceding vehicle, if the acceleration of the host vehicle is suppressed by an acceleration suppression function, the driver may feel bothered by the acceleration suppression.

[0005] One of the objectives of the present invention is to provide an acceleration suppression device that can reduce unnecessary acceleration suppression for the driver and thereby reduce driver discomfort.

[0006] To achieve the above objective, the driving assistance device (1) of the present invention is: The vehicle (V) has operation sensors (23, 24, 25, 26, 27) that acquire operation information (AD, BD, DR, SP, θ) which is information regarding the operation of the driving control devices (AP, BP, SL, DI, SW) equipped on the vehicle (V), a vehicle sensor (22) that acquires vehicle information (vs) which is information regarding the driving state of the vehicle, a surrounding sensor (21) that acquires surrounding information which is information regarding objects present around the vehicle, and a control device. The control device has a parking area determination function that determines whether the vehicle is located within a parking area (PA) including a row of parking spots (PSA) in which a plurality of parking spots (PS) are arranged in parallel, based on the surrounding information, and an error determination function that determines whether the accelerator pedal (AP) of the vehicle has been mistakenly pressed based on the operation information, and further has an acceleration suppression function that suppresses the acceleration of the vehicle when it is determined that the vehicle is located within the parking area and that the accelerator pedal has been mistakenly pressed. The control device is configured such that, when the vehicle's speed (vs) is equal to or greater than a predetermined speed (vsth), it predicts the vehicle's trajectory (T) if the vehicle were to move, and further predicts the time (Δt) required for the vehicle to reach the point (X) where the trajectory intersects with the row of parking spots. If the predicted time is less than or equal to a predetermined time (Δtth), it determines that the vehicle is located within the parking area. When the vehicle's speed is less than the predetermined speed or the vehicle is stopped, it determines that the vehicle is located within the parking area if the row of parking spots overlaps with a predetermined length of area (A0) that extends from the vehicle in the direction the vehicle can move. Here, the direction the vehicle can move is the direction the vehicle is traveling in when the vehicle is moving forward, and the direction in which the vehicle is most likely to move when it is stopped from its stopping position.

[0007] In the driver assistance device according to the present invention, the control device is limited to situations in which it can perform acceleration suppression control when driving operations for parking are performed. That is, the control device can perform acceleration suppression control if it determines that the vehicle is located within the parking area, but does not suppress the acceleration of the vehicle in other cases. In other words, when the vehicle is located outside the parking area, the acceleration of the vehicle is controlled according to the accelerator pedal operation. Specifically, for example, when the vehicle is traveling at a low speed below a predetermined speed or stopped, the control device sets a determination target area extending from the front end of the vehicle in the direction in which it can travel, and determines that the vehicle is located within the parking area when this determination target area overlaps with the row of parking spots. Therefore, if the direction in which the vehicle can travel and the direction in which the row of parking spots are located are different, the determination target area and the row of parking spots will not overlap. As a result, it is presumed that the situation is not one in which driving operations for parking are performed, and the acceleration of the vehicle is permitted (not suppressed). Thus, according to the present invention, unnecessary acceleration suppression for the driver can be reduced, thereby reducing driver discomfort.

[0008] In a driving assistance device according to one aspect of the present invention, the determination target area is the area that the vehicle passes through when the vehicle moves forward while maintaining the current steering angle of the vehicle.

[0009] According to this, the control device can relatively easily define the region to be judged.

[0010] Furthermore, the driving assistance method and driving assistance program according to the present invention include steps performed by each device constituting the above-mentioned driving assistance device. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 is a block diagram of a driver assistance device according to one embodiment of the present invention. [Figure 2A] Figure 2A is a plan view showing a situation where the vehicle is moving straight and the area to be judged and the row of parking spots do not overlap. [Figure 2B] Figure 2B is a plan view showing a situation where the vehicle is moving straight and the area to be judged and the row of parking spots overlap. [Figure 3A] Figure 3A is a plan view showing an example of the region to be determined when the vehicle is being steered to turn. [Figure 3B] Figure 3B is a plan view showing an example where a determination target area is set that extends linearly in front of the vehicle when the vehicle is being steered to make a turn. [Figure 4] Figure 4 is a plan view showing another example of the region to be judged. [Figure 5] Figure 5 is a plan view showing an example of the predicted trajectory of the vehicle. [Figure 6] Figure 6 is a flowchart of the program that implements the acceleration suppression function. [Modes for carrying out the invention]

[0012] As shown in Figure 1, the driver assistance device 1 according to one embodiment of the present invention is installed in a vehicle V equipped with an autonomous driving function (hereinafter referred to as "the vehicle"). The driver assistance device 1 has a function (acceleration suppression function) that suppresses the acceleration of the vehicle when the autonomous driving function is disabled and the driver is actively performing driving operations, and there is a high possibility that the driver has mistakenly pressed the accelerator pedal AP.

[0013] As shown in Figure 1, the driver assistance system 1 includes a driver assistance ECU 10, an on-board sensor 20, and a drive unit 30.

[0014] The driver assistance ECU 10 includes a microcomputer equipped with a CPU 10a, ROM 10b, RAM 10c, timer 10d, and the like. The driver assistance ECU 10 is connected to other ECUs (for example, the ECU of the drive unit 30, which will be described later) via CAN (Controller Area Network).

[0015] The on-board sensor 20 includes a sensor (surrounding sensor) that acquires information about targets present around the vehicle. Specifically, the on-board sensor 20 includes a camera 21 as a surrounding sensor.

[0016] Camera 21 includes an imaging device and an image analysis device. The imaging device is, for example, a digital camera incorporating an image sensor such as a CCD (charge coupled device) or CIS (CMOS image sensor). The imaging device is positioned at the front of the vehicle and directed forward. The imaging device captures images of the area surrounding the vehicle at a predetermined frame rate and acquires image data. The imaging device transmits each image data to the image analysis device. The image analysis device analyzes the acquired image data and obtains information from the images about landmarks present around the vehicle, information about border lines and stop lines drawn on the road surface (ground) around the vehicle. For example, the image analysis device recognizes the border line PL that defines the parking spot PS, and further calculates the position of the parking spot PS relative to the vehicle (direction, coordinates in a plan view, etc.), the distance from the vehicle to the parking spot PS, etc. The image analysis device transmits data representing the acquired information and the calculation results to the driver assistance ECU 10.

[0017] Furthermore, the on-board sensor 20 includes sensors that acquire information about the vehicle's driving status (vehicle sensors) and sensors that acquire information about the operation of the vehicle's driving control devices (accelerator pedal AP, brake pedal BP, shift lever SL, turn signal DI, steering wheel SW, etc.) (operation sensors). Specifically, the on-board sensor 20 includes a speed sensor 22 as a vehicle sensor, and an accelerator pedal sensor 23, a brake pedal sensor 24, a shift lever position sensor 25, a turn signal sensor 26, and a steering sensor 27 as operation sensors.

[0018] The speed sensor 22 detects the speed vs of the host vehicle. The speed sensor 22 transmits data representing the speed vs to the driving support ECU 10. The accelerator pedal sensor 23 detects the depression depth AD of the accelerator pedal AP of the host vehicle. The accelerator pedal sensor 23 transmits data representing the depression depth AD to the driving support ECU 10. The brake pedal sensor 24 detects the depression depth BD of the brake pedal BP of the host vehicle. The brake pedal sensor 24 transmits data representing the depression depth BD to the driving support ECU 10.

[0019] The shift lever position sensor 25 detects the shift position SP (such as a forward position (drive position), a reverse position (reverse position), etc.) which is the position of the shift lever SL of the host vehicle. The shift lever position sensor 25 transmits data representing the shift position SP to the driving support ECU 10.

[0020] The direction indicator sensor 26 detects the lighting state EL (right turn, left turn, hazard) of the direction indicator DI of the host vehicle. The direction indicator sensor 26 transmits data representing the lighting state EL of the direction indicator DI to the driving support ECU 10.

[0021] The steering sensor 27 detects the steering angle θ (also called the steering angle or the turning angle) of the steering wheel SW of the host vehicle. The steering sensor 27 transmits data representing the steering angle θ to the driving support ECU 10.

[0022] The drive unit 30 applies driving force to the drive wheels among the wheels (left front wheel, right front wheel, left rear wheel, and right rear wheel). The drive unit 30 includes an engine ECU, an internal combustion engine, a transmission, and a power transmission mechanism that transmits driving force to the wheels. The internal combustion engine includes an actuator that drives the throttle valve. The engine ECU obtains information (control signals) representing the target driving force from another ECU (driving assistance ECU 10) and drives the actuator of the internal combustion engine based on this information. In this way, the driving force (acceleration of the vehicle) applied to the drive wheels is controlled. The driving force generated by the internal combustion engine is transmitted to the drive wheels via the transmission and the power transmission mechanism. The engine ECU also obtains information (control signals) regarding the shift position of the transmission from another ECU and drives the actuator of the transmission based on this information. In this way, the shift position of the transmission is controlled.

[0023] Furthermore, if the vehicle V to which the driver assistance system 1 is applied is a hybrid electric vehicle (HEV), the engine ECU can control the vehicle's driving force generated by either the internal combustion engine or the electric motor, or both, as the vehicle's power source. Also, if the vehicle V to which the driver assistance system 1 is applied is an electric electric vehicle (BEV), an electric motor ECU that controls the vehicle's driving force generated by the electric motor, as the vehicle's power source, may be used instead of the engine ECU.

[0024] The driver assistance ECU 10 monitors the depression depth AD of the accelerator pedal AP based on data acquired from the accelerator pedal sensor 23. The driver assistance ECU 10 also acquires the depression depth BD of the brake pedal BP from the brake pedal sensor 24 and the illumination status EL of the turn signal DI from the turn signal sensor 26. Based on the depression depth AD, the rate of increase ADR of the depression depth AD, the depression depth BD, the illumination status EL, etc., the driver assistance ECU 10 determines whether the accelerator pedal AP has been pressed incorrectly. Specifically, the driver assistance ECU 10 determines that the accelerator pedal AP has been pressed incorrectly if all of the following conditions 1 to 4 are met. [Condition 1] The rate of increase of the indentation depth AD, ADR, exceeds the threshold ADRth. [Condition 2] The indentation depth AD exceeds the threshold ADth0. [Condition 3] The turn signal indicator (DI) is not working (it is off). [Condition 4] A predetermined amount of time has elapsed since the brake pedal BP was released.

[0025] If the driver assistance ECU 10 determines that the accelerator pedal AP has been pressed incorrectly, it executes acceleration suppression control to suppress the acceleration of the vehicle. In other words, in this case, the driver assistance ECU 10 does not increase the opening degree of the throttle valve of the drive unit 30.

[0026] However, if the vehicle's shift position is in the forward position, the driver assistance ECU 10 will only execute acceleration suppression control if it determines that the vehicle is located within the parking area PA and that the accelerator pedal AP has been mistakenly pressed, as described below. In other words, when the shift position SP is in the forward position, the driver assistance ECU 10 can execute acceleration suppression control only in situations where there is a high probability that the driver will perform a driving operation for parking, and cannot execute acceleration suppression control under normal driving conditions. Note that if the vehicle's shift position SP is in the reverse position, the driver assistance ECU 10 can execute acceleration suppression control regardless of whether the vehicle is located within the parking area PA or not.

[0027] Here, the parking area PA is an area that includes a row of parking spots PSA in which multiple parking spots PS are arranged in parallel, and is an area in which the driver is likely to perform a driving operation to park his vehicle in one of the parking spots PS. The driver assistance ECU 10 determines whether or not the vehicle is located within the parking area PA, as described below.

[0028] When the shift position SP is in the forward position, the driver assistance ECU 10 sequentially acquires data from the camera 21 that represents information about the border lines drawn on the road surface (ground) around the vehicle. Based on the acquired data, the driver assistance ECU 10 determines whether or not a row of parking spots PSA exists in front of the vehicle. For example, the driver assistance ECU 10 acquires the recognition result (coordinates of the border lines PL) of the parking spot PS drawn on the ground from the camera 21. Then, if multiple border lines PL are arranged in parallel in the direction of the extension of their short sides, the driver assistance ECU 10 determines that a row of parking spots PSA exists in front of the vehicle.

[0029] When the driver assistance ECU 10 determines that there is a row of parking spots (PSA) in front of its vehicle, it acquires data representing the vehicle's speed (vs) and steering angle (θ) from the speed sensor 22 and steering sensor 27, respectively.

[0030] The driver assistance ECU 10 determines whether the speed vs is less than the threshold vsth based on data acquired from the speed sensor 22 and the steering sensor 27. If it determines that the speed vs is less than the threshold vsth, the driver assistance ECU 10 sets a determination target area A0 for determining whether the vehicle is located within the parking area PA, as shown in Figures 2A and 3A. The determination target area A0 is a predetermined length area extending from the front end of the vehicle in the direction in which the vehicle can move, and is a strip-shaped area determined according to the steering angle θ of the vehicle. Here, the direction in which the vehicle can move is the direction in which the vehicle can move while maintaining the current steering angle θ when the vehicle is traveling at a low speed with a speed vs less than the threshold vsth, and the direction in which the vehicle is most likely to move if it were to move forward while maintaining the current steering angle θ when the vehicle is stopped. The width ΔW (dimension in the strip width direction) of the determination target area A0 is, for example, the same as the width of the front end of the vehicle (vehicle width). The length ΔL of the determination area A0 is, for example, about twice the total length of the vehicle. When the steering angle θ is "0°", the determination area A0 is straight (see Figure 2A). When the steering angle θ is other than "0°" (i.e., when the vehicle is steered to turn left or right), the determination area A0 is roughly arc-shaped (see Figure 3A). Specifically, when the steering angle θ is other than "0°", the determination area A0 corresponds to the area through which the front end of the vehicle passes when the vehicle moves while the steering angle θ is maintained. In other words, the curvature of the determination area A0 is determined according to the steering angle θ. Note that when the determination area A0 is curved, the length ΔL corresponds to the length along the center line CL passing through the center of the determination area A0 in the width direction. The speed threshold (vsth) is pre-set to be smaller than the upper limit of the speed at which a driver moves their vehicle to park it in a parking spot (PS) (for example, about half of the upper limit). For example, 10 km / h can be used as the threshold (vsth).

[0031] The driver assistance ECU 10 determines that the vehicle is located within the parking area PA if the area A0 to be determined and the parking spot row PSA overlap.

[0032] For example, as shown in Figure 2A, when the vehicle is moving straight towards the parking spot row PSA at a speed vs below the threshold vsth (when the steering angle θ is "0°"), or when the vehicle is facing the parking spot row PSA and stopped with a steering angle θ of "0°", the driver assistance ECU 10 obtains the distance Δy from the camera 21 between the front end of the vehicle and the nearest edge of the parking spot row PSA. If the distance Δy is longer than the length ΔL of the area to be judged A0, the driver assistance ECU 10 determines that the area to be judged A0 and the parking spot row PSA do not overlap. In other words, in this case, the driver assistance ECU 10 determines that the vehicle is located outside the parking area PA. On the other hand, as shown in Figure 2B, when the distance Δy is less than or equal to the length ΔL, the driver assistance ECU 10 determines that the area to be judged A0 and the parking spot row PSA overlap.

[0033] Furthermore, for example, as shown in Figure 3A, when the vehicle turns (turns right or left) at a speed vs below the threshold vsth in front of the parking spot row PSA, the driver assistance ECU 10 calculates the coordinates of the vehicle's turning center C0 in a plan view and the turning radius r based on the steering angle θ. In addition, the driver assistance ECU 10 calculates the distance Δz between the turning center C0 and the nearest point P on the border line PL of the parking spot row PSA. If the distance Δz is longer than the radius R of the outer edge of the area to be judged A0 (the sum of the turning radius r and half the width ΔW (=r+ΔW / 2)), the driver assistance ECU 10 determines that the area to be judged A0 and the parking spot row PSA do not overlap. In other words, in this case, the driver assistance ECU 10 determines that the vehicle is located outside the parking area PA. In this situation, even if the driver accidentally presses the accelerator pedal AP, the driver assistance ECU 10 will not perform acceleration suppression control. On the other hand, if the distance Δz is less than or equal to the radius R, the driver assistance ECU 10 determines that the area to be judged A0 and the parking spot row PSA overlap. In this situation, if the driver assistance ECU 10 determines that the driver has accidentally pressed the accelerator pedal AP, it will perform acceleration suppression control.

[0034] If the determination target area A0 is set to extend in a straight line forward regardless of the steering angle θ of the vehicle, then, as shown in Figure 3B, there is a high probability that the determination target area A0 and the parking spot row PSA will overlap when the vehicle turns near the parking spot row PSA. In other words, even if the driver does not intend to park in the parking spot PS, the vehicle may be determined to be located within the parking area PA, and the acceleration of the vehicle may be suppressed. In contrast, in this embodiment, as shown in Figure 3A, when the vehicle is steered to turn, the determination target area A0 is set to take on an arc shape. The curvature of the determination target area A0 is then determined according to the turning radius r. Therefore, compared to the example shown in Figure 3B, the determination target area A0 and the parking spot row PSA are less likely to overlap, and the acceleration of the vehicle is less likely to be suppressed.

[0035] Furthermore, as shown in Figure 4, for example, if an intersection exists immediately adjacent to the parking spot row PSA, and the vehicle is stopped just before the stop line STL (immediately before the parking spot row PSA) just before entering the intersection, the judgment target area A0 does not overlap with the parking spot row PSA. Therefore, even if the driver presses the accelerator pedal AP hard to start the vehicle, the driver assistance ECU 10 does not perform acceleration suppression control. In other words, the vehicle's starting operation (acceleration) is not hindered.

[0036] Unlike the example described above, if the speed vs is greater than or equal to the threshold vsth, the driver assistance ECU 10 estimates (calculates) the predicted trajectory T of the vehicle (for example, a line connecting points through which the center of the front end of the vehicle passes in the width direction) if the vehicle proceeds while maintaining the current steering angle θ, as shown in Figure 5. The driver assistance ECU 10 then calculates the position (coordinates) of the intersection X between the predicted trajectory T in a plan view and the parking spot row PSA (frame line PL). Furthermore, based on the speed vs, the driver assistance ECU 10 calculates the time Δt required for the front end of the vehicle to reach the intersection X (= distance the vehicle travels along trajectory T to the intersection X / speed vs). If the time Δt is less than or equal to the threshold Δtth, the driver assistance ECU 10 determines that the vehicle is located within the parking area PA. On the other hand, if the time Δt exceeds the threshold Δtth, the driver assistance ECU 10 determines that the vehicle is located outside the parking area PA. If the predicted trajectory T and the parking spot row PSA do not intersect, the time Δt is infinite (maximum). In this case, the driver assistance ECU 10 determines that the vehicle is located outside the parking area PA. The threshold Δtth is pre-set to be equivalent to the time required to travel a distance twice the length ΔL at a speed vs equivalent to the upper limit of the speed at which the driver moves the vehicle to the parking spot PS in order to park it in the parking spot PS. For example, 3 seconds can be used as an example threshold Δtth.

[0037] If, for example, the predicted trajectory T and time Δt are calculated even when the speed vs is less than the threshold vsth, and the presence or absence of the vehicle within the parking area PA is determined based on the results, then because the speed vs is relatively small, there is a high probability that time Δt will exceed the threshold Δtth. For example, if the vehicle is stopped immediately before the parking spot row PSA, time Δt will become infinite (maximum), and the vehicle will be determined to be outside the parking area PA, so the acceleration of the vehicle will not be suppressed. Therefore, in this embodiment, when the speed vs is less than the threshold vsth, the presence or absence of overlap between the parking determination target area A0 and the parking spot row PSA is used to determine whether or not the vehicle is within the parking area PA.

[0038] Next, with reference to Figure 6, the operation of the driver assistance ECU 10 (hereinafter simply referred to as "CPU") (the program PR for realizing the acceleration suppression function) will be explained in detail.

[0039] If the vehicle's shift position SP is in the forward position, the CPU starts executing program PR from step 100 and proceeds to step 101.

[0040] When the CPU proceeds to step 101, it determines, based on the data acquired from camera 21, whether or not a parking spot row PSA exists in front of its vehicle. If a parking spot row PSA exists (101: Yes), the CPU proceeds to step 102. On the other hand, if a parking spot row PSA does not exist (101: No), the CPU returns to step 101.

[0041] When the CPU proceeds to step 102, it determines whether the vehicle's speed vs is less than the threshold vsth based on the data obtained from the speed sensor 22. If the speed vs is less than the threshold vsth (102: Yes), the CPU proceeds to step 103. On the other hand, if the speed vs is greater than or equal to the threshold vsth (102: No), the CPU proceeds to step 109, which will be described later.

[0042] When the CPU proceeds to step 103, it obtains the steering angle θ based on the data acquired from the steering sensor 27 and sets the determination target area A0 (see Figures 2A and 3A) based on the steering angle θ. Then the CPU proceeds to step 104.

[0043] When the CPU proceeds to step 104, it determines whether the area to be judged A0 and the parking spot row PSA overlap. For example, the CPU compares the coordinate group A within the area to be judged A0 with the coordinate group B of the frame line PL that constitutes the parking spot row PSA in a planar coordinate system, and determines whether there are any matching coordinates. If matching coordinates exist, it determines that the area to be judged A0 and the parking spot row PSA overlap; if no matching coordinates exist, it determines that the area to be judged A0 and the parking spot row PSA do not overlap. If the area to be judged A0 and the parking spot row PSA overlap (104: Yes), the CPU proceeds to step 105. On the other hand, if the area to be judged A0 and the parking spot row PSA do not overlap (104: No), the CPU returns to step 101.

[0044] When the CPU proceeds to step 105, it determines whether or not the accelerator pedal AP was misoperated (whether or not the accelerator pedal AP was accidentally pressed). If the CPU determines that the accelerator pedal AP was misoperated (105: Yes), it proceeds to step 106. On the other hand, if the CPU does not determine that the accelerator pedal AP was misoperated (105: No), it returns to step 101.

[0045] When the CPU proceeds to step 106, it starts acceleration suppression control. That is, the CPU controls the drive unit 30 so that the throttle valve opening does not increase (suppressing the acceleration of the vehicle). Then the CPU proceeds to step 107.

[0046] When the CPU proceeds to step 107, it determines whether the accelerator pedal AP depression depth AD is less than threshold ADth1, which is smaller than threshold ADth0. If the depression depth AD is less than threshold ADth1 (107: Yes), the CPU proceeds to step 108. On the other hand, if the depression depth AD is greater than or equal to threshold ADth1, the CPU returns to step 107. In other words, increasing the throttle valve opening is prohibited until the force pressing the accelerator pedal AP is released and the depression depth AD becomes somewhat shallower. Note that decreasing the throttle valve opening is permitted.

[0047] When the CPU proceeds to step 108, it terminates the acceleration suppression control (releases acceleration suppression). Then, the CPU returns to step 101.

[0048] Furthermore, as the CPU proceeds from step 102 to step 109, it calculates the predicted trajectory T (see Figure 5). Then, the CPU proceeds to step 110.

[0049] When the CPU proceeds to step 110, it determines whether the predicted trajectory T intersects with the parking spot sequence PSA. In this case, the CPU determines, for example, whether there is an intersection point between the trajectory T and each parking space PL that defines each parking spot PS in the parking spot sequence PSA in a planar coordinate system. If the predicted trajectory T and the parking spot sequence PSA intersect (110: Yes), the CPU proceeds to step 111. On the other hand, if the planned driving trajectory T and the parking spot sequence PSA do not intersect (110: No), the CPU returns to step 101.

[0050] When the CPU proceeds to step 111, it determines the intersection point X to be the intersection point between the predicted trajectory T and the parking spot row PSA that is closest to the vehicle. Furthermore, it calculates the time Δt required to reach the intersection point X between the planned driving trajectory T and the parking spot row PSA, based on the current vehicle speed vs and the distance to the intersection point X. Then, the CPU proceeds to step 112.

[0051] When the CPU proceeds to step 112, it determines whether time Δt is less than the threshold Δtth. If time Δt is less than the threshold Δtth (112: Yes), the CPU proceeds to step 105. On the other hand, if time Δt is greater than or equal to the threshold Δtth, the CPU returns to step 101.

[0052] (effect) According to this embodiment, when the vehicle is traveling at a low speed (vs < vsth) or stopped, the driving support ECU 10 sets a determination target area A0 that extends from the front end of the host vehicle in the possible traveling direction. When the determination target area A0 and the parking spot row PSA overlap, it is determined that the host vehicle is located within the parking area PA. Therefore, when the possible traveling direction of the host vehicle and the direction in which the parking spot row is located are different, the determination target area A0 and the parking spot row PSA do not overlap (see FIG. 4). As a result, it is estimated that the situation is not one in which a driving operation for parking is performed, and acceleration of the host vehicle is permitted (not suppressed). Therefore, according to this embodiment, unnecessary acceleration suppression for the driver can be reduced, and the discomfort of the driver can be reduced.

[0053] Note that the present invention is not limited to the above embodiment, and various modifications can be adopted within the scope of the present invention.

[0054] (Modification 1) When the speed vs is less than the threshold value vsth and the host vehicle is steered to turn, the driving support ECU 10 may set a determination target area A0 having a predetermined length that extends linearly from the front end of the host vehicle obliquely forward (in the steering direction). In this case, it is preferable that the angle between the center line passing through the center portion in the vehicle width direction of the host vehicle and the extending direction of the determination target area A0 is determined according to the steering angle θ.

[0055] (Other modifications) When the driving support ECU 10 determines that the host vehicle is located within the parking area PA and determines that the driver has accidentally stepped on the accelerator pedal AP, the driving support ECU 10 may control the braking device of the host vehicle so that the host vehicle is not accelerated.

Explanation of reference numerals

[0056] 1... Driving support device, 10... Driving support ECU, 20... Vehicle-mounted sensor, 30... Driving device

Claims

1. An operation sensor that acquires operation information, which is information related to the operation of the driving control devices installed in the vehicle, A vehicle sensor that acquires vehicle information, which is information about the driving status of the vehicle, A surrounding sensor acquires surrounding information, which is information about targets present around the vehicle, A control device having a parking area determination function that determines whether the vehicle is located within a parking area including a row of parking spots arranged in parallel based on the surrounding information, and an error detection function that determines whether the vehicle's accelerator pedal has been pressed incorrectly based on the operation information, and further having an acceleration suppression function that suppresses the acceleration of the vehicle when it is determined that the vehicle is located within the parking area and that the accelerator pedal has been pressed incorrectly. A driver assistance device equipped with, The control device is When the vehicle's speed is above a predetermined speed, the system predicts the vehicle's trajectory if it were to move, and further predicts the time required for the vehicle to reach the point where the trajectory intersects with the row of parking spots. If the predicted time is less than or equal to the predetermined time, the system determines that the vehicle is located within the parking area. When the speed of the vehicle is less than the predetermined speed or when the vehicle is stopped, if the area of ​​determination, which is a predetermined length extending from the vehicle in the direction the vehicle can travel, overlaps with the row of parking spots, the vehicle is determined to be located within the parking area. A driver assistance system configured in such a way.

2. In the driving support device according to claim 1, The aforementioned determination target area is the area that the vehicle would pass through if it moved forward while maintaining its current steering angle, according to the driver assistance device.

3. An operation information acquisition step is to acquire operation information, which is information related to the operation of the driving control devices equipped in the vehicle, A vehicle information acquisition step that acquires vehicle information, which is information about the driving status of the vehicle, A surrounding information acquisition step, which acquires surrounding information that is information about targets present around the vehicle, The system includes a parking area determination step that determines whether the vehicle is located within a parking area including a row of parking spots arranged in parallel based on the surrounding information, and an error determination step that determines whether the vehicle's accelerator pedal has been pressed incorrectly based on the operation information, and further includes an acceleration suppression step that suppresses the acceleration of the vehicle if it is determined that the vehicle is located within the parking area and that the accelerator pedal has been pressed incorrectly. A driving assistance method that includes, The control step is, The steps include: predicting the trajectory of the vehicle if it were to move when its speed is above a predetermined speed, predicting the time required for the vehicle to reach the point where the trajectory intersects with the row of parking spots, and determining that the vehicle is located within the parking area if the predicted time is less than or equal to the predetermined time; When the speed of the vehicle is less than the predetermined speed or when the vehicle is stopped, if a predetermined area extending from the vehicle, which is determined according to the steering angle of the vehicle, overlaps with the row of parking spots, the vehicle is determined to be located within the parking area. A driving assistance method configured to include the following:

4. The computer installed in the vehicle, An operation information acquisition step is to acquire operation information, which is information related to the operation of the driving control devices equipped in the vehicle, A vehicle information acquisition step that acquires vehicle information, which is information about the driving status of the vehicle, A surrounding information acquisition step, which acquires surrounding information that is information about targets present around the vehicle, The system includes a parking area determination step that determines whether the vehicle is located within a parking area including a row of parking spots arranged in parallel based on the surrounding information, and an error determination step that determines whether the vehicle's accelerator pedal has been pressed incorrectly based on the operation information, and further includes an acceleration suppression step that suppresses the acceleration of the vehicle if it is determined that the vehicle is located within the parking area and that the accelerator pedal has been pressed incorrectly. A driver assistance program that enables the execution of, The control step is, The steps include: predicting the trajectory of the vehicle if it were to move when its speed is above a predetermined speed, predicting the time required for the vehicle to reach the point where the trajectory intersects with the row of parking spots, and determining that the vehicle is located within the parking area if the predicted time is less than or equal to the predetermined time; When the speed of the vehicle is less than the predetermined speed or when the vehicle is stopped, if a predetermined area extending from the vehicle, which is determined according to the steering angle of the vehicle, overlaps with the row of parking spots, the vehicle is determined to be located within the parking area. A driver assistance program configured to include the following:

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