Driving assistance method and driving assistance device

Abstract

Upon acquiring a first stop candidate position which is located before a deviation area in a traveling direction and a second stop candidate position which is located before a crosswalk in the traveling direction and beyond the first stop candidate position in the traveling direction, the travel assistance device (10) performs control to decelerate a host vehicle toward the first stop candidate position in such a manner that the host vehicle stops at the first stop candidate position when it is determined that the vehicle should stop at the first stop candidate position, the host vehicle passes the first stop candidate position and decelerates toward the second stop candidate position when it is determined that the vehicle should pass the first stop candidate position, and the host vehicle stops at the second stop candidate position when it is determined that the vehicle should stop at the second stop candidate position.

Description

Technical Field

[0001] The present invention relates to a driving support method and a driving support device.

Background Art

[0002] As a detection range for detecting a detection target, a range including a crosswalk area including a crosswalk crossed by a vehicle and a sidewalk area including a sidewalk adjacent to the crosswalk is set, the detection target is detected, and the driving of the vehicle is controlled according to the detection target. There is a known technique.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the technique according to Patent Document 1, when the stop position in front of the crosswalk is close to the crosswalk, the vehicle does not decelerate until it is near the crosswalk. Therefore, when an object moving deviating from the crosswalk to the vehicle side approaches is detected near the crosswalk, the deceleration for stopping the vehicle becomes larger than the deceleration required to stop the vehicle at the stop position in front of the crosswalk. There is a problem.

[0005] The problem to be solved by the present invention is to reduce the deceleration for stopping the vehicle when an object moving deviating from the crosswalk to the vehicle side approaches is detected in a scene where the vehicle passes through the crosswalk, compared to the deceleration required when the approach of the object is detected near the crosswalk. To provide a driving support method and a driving support device that can be smaller.

Means for Solving the Problems

[0006] The present invention solves the above problem by acquiring a first candidate stop position located in front of the deviation area in the direction of travel, and a second candidate stop position located in front of the pedestrian crossing in the direction of travel and further back than the first candidate stop position in the direction of travel, and by controlling the vehicle to decelerate toward the first candidate stop position, and if it is decided to stop the vehicle at the first candidate stop position, the vehicle is stopped at the first candidate stop position, if it is decided to pass the first candidate stop position, the vehicle is controlled to pass the first candidate stop position and decelerate toward the second candidate stop position, and if it is decided to stop the vehicle at the second candidate stop position, the vehicle is stopped at the second candidate stop position. [Effects of the Invention]

[0007] According to the present invention, when a vehicle is passing a pedestrian crossing and detects the approach of an object that is moving away from the pedestrian crossing towards the vehicle, the deceleration required to stop the vehicle can be reduced to a lesser amount than the deceleration required when the approach of the object is detected at a position close to the pedestrian crossing. [Brief explanation of the drawing]

[0008] [Figure 1] This is a block diagram showing one embodiment of the driving support system according to the present invention. [Figure 2] This figure shows an example of a scenario in which the driving assistance method according to this embodiment is implemented. [Figure 3] This figure shows an example of acquiring the deviation region according to this embodiment when the deviation region is divided into multiple deviation regions. [Figure 4] This figure shows an example of acquiring the deviation area according to this embodiment when an obstacle exists at the boundary between the roadway and the sidewalk. [Figure 5] This figure shows an example of obtaining a candidate stopping position according to this embodiment when the vehicle is making a right turn at an intersection while passing in the oncoming lane. [Figure 6] This figure shows an example of setting the first detection region according to this embodiment. [Figure 7] This figure shows an example of setting the second detection region according to this embodiment. [Figure 8] This is a flowchart illustrating an example of the procedure for the driving assistance method according to this embodiment. [Modes for carrying out the invention]

[0009] An embodiment of a driving support system including a driving support device according to the present invention will be described with reference to the drawings. In the following description, it is assumed that the vehicle is traveling on the left side of the road in countries with left-hand traffic regulations. In countries with right-hand traffic regulations, the vehicle travels on the right side of the road, so the terms "right" and "left" in the following description should be interpreted symmetrically.

[0010] Figure 1 is a block diagram showing one embodiment of a driving support system according to the present invention. The driving support system 100 according to this embodiment is one embodiment of implementing the driving support method according to the present invention. As shown in Figure 1, the driving support system 100 according to this embodiment is a system that supports the driving of a vehicle (hereinafter referred to as "the vehicle") and comprises a driving support device 10, an ambient information detection device 11, a vehicle information detection device 12, a map database 13, an in-vehicle device 14, a navigation device 15, a display device 16, an input device 17, and a drive device 18. These devices are mounted on the vehicle 1 and are connected to each other by, for example, CAN or other in-vehicle LAN to send and receive information. In this embodiment, the driving support system 100 is not limited to the above configuration. For example, the map database 13 is not limited to being mounted on the vehicle 1, but may be an external database of the vehicle 1.

[0011] The surrounding information detection device 11 is equipped with sensors that detect the surrounding environment of the vehicle 1. For example, the surrounding information detection device 11 is equipped with cameras such as a front camera that captures images in front of the vehicle 1, a rear camera that captures images behind the vehicle 1, and side cameras that capture images to the left and right sides of the vehicle 1. The detected surrounding environment of the vehicle 1 includes objects around the vehicle 1. Objects include ground features. Ground features include, for example, road lane boundaries, center lines, road markings, median strips, guardrails, curbs, highway side walls, vegetation, fences, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and speed limit signs. Objects also include moving objects. Moving objects include other vehicles (such as preceding vehicles and oncoming vehicles), motorcycles, bicycles, and pedestrians.

[0012] The surrounding information detection device 11 includes radars such as a forward radar for detecting objects in front of the vehicle 1, a rear radar for detecting objects behind the vehicle 1, and side radars for detecting objects on the left and right sides of the vehicle 1. The surrounding information detection device 11 outputs the detection results regarding the surrounding environment of the vehicle 1 as surrounding environment information to the driving support device 10 at predetermined intervals. The surrounding environment information includes road environment information regarding the road environment, including pedestrian crossings, and / or object information regarding at least one of the following: presence, position, and direction of movement of moving objects around the vehicle 1. The road environment information includes information on features around pedestrian crossings.

[0013] Furthermore, the surrounding information detection device 11 includes a distance sensor that acquires the distance to the target object. The distance sensor includes laser sensors, depth cameras, etc. The surrounding information detection device 11 may be configured to use one of the above-mentioned multiple sensors, or it may be configured to use a combination of two or more types of sensors.

[0014] The vehicle information detection device 12 includes sensors for detecting the driving state of the vehicle 1. For example, the vehicle information detection device 12 includes a GPS unit, a gyro sensor, and a vehicle speed sensor. The vehicle information detection device 12 detects radio waves transmitted from multiple satellite communications using the GPS unit and periodically acquires the position information of the target vehicle (the vehicle). The vehicle information detection device 12 also detects the current position of the vehicle 1 based on the acquired position information of the vehicle 1, angle change information acquired from the gyro sensor, and vehicle speed acquired from the vehicle speed sensor. The vehicle information detection device 12 outputs the detected position information of the vehicle 1 to the driving support device 10 at predetermined intervals. The vehicle information detection device 12 also includes a vehicle speed sensor for detecting the vehicle speed of the vehicle 1. The vehicle information detection device 12 also includes a steering angle sensor for detecting the steering angle.

[0015] The map database 13 is a database that stores map information, including road information. The map database 13 is stored in memory accessible from the driving support device 10. The road information stores each point on the map, such as intersections and junctions, as nodes, and the road sections between nodes as road links. The road information includes information such as the road type, width, number of lanes, pedestrian crossings, intersections, curves and the size of those curves (e.g., curvature or radius of curvature), and speed limits set on the road. Road information for intersections includes, for example, information about the shape of the intersection. The map information includes feature information. Features include, for example, road lane boundaries, center lines, road markings, median strips, guardrails, curbs, highway side walls, vegetation, fences, road signs, traffic lights, and speed limit indicators. The road information also includes stop line information. Stop lines are, for example, stop lines before intersections where traffic lights, stop signs, and / or road markings are installed. Furthermore, in this embodiment, the map database 13 may include stop candidate positions and / or deviation areas from pedestrian crossings that are pre-set on the map. Stop candidate positions and deviation areas will be described later.

[0016] The in-vehicle device 14 is various devices mounted on a vehicle and operates by the driver's operation. Such in-vehicle devices include a steering wheel, an accelerator pedal, a brake pedal, a direction indicator, a wiper, lights, a horn, and other specific switches. When the in-vehicle device 14 is operated by the driver, it outputs the operation information to the driving support device 10. For example, when the accelerator pedal or the brake pedal is operated by the driver, the operation information including the operation amount is output to the driving support device 10.

[0017] The navigation device 15 acquires the current position information of the host vehicle 1 from the host vehicle information detection device 12, overlays the position of the host vehicle 1 on the map information for navigation, and displays it on a display or the like. Further, when a destination is set, the navigation device 15 has a navigation function of setting a travel route to the destination and guiding the set travel route to the passenger. This navigation function displays the travel route on the map of the display and notifies the driver of the route by voice or the like.

[0018] The presentation device 16 includes various displays such as a display included in the navigation device 15, a display incorporated in the rearview mirror, a display incorporated in the meter unit, and a head-up display projected on the windshield. Further, the presentation device 16 includes devices other than the display, such as a speaker of the audio device. The presentation device 16 notifies the driver of various presentation information according to the control of the driving support device 10. For example, the presentation device 16 notifies the driver of the setting cancellation information by displaying the setting cancellation information indicating that the setting of the stop candidate position has been cancelled on the display or by voice guidance by the speaker.

[0019] The input device 17 is, for example, a device such as a button switch that can be manually operated by the driver, a touch panel arranged on the display screen, or a microphone that can receive input by the driver's voice. In the present embodiment, by operating the input device 17, the driver can input setting information for the presentation information presented by the presentation device 16. Note that the direction indicator direction lever or the switch of other in-vehicle devices 14 may be used as the input device 17. The input device 17 outputs the input setting information to the driving support device 10. The setting information is, for example, information on the destination of the host vehicle.

[0020] The drive device 18 includes a drive mechanism (power system) such as an engine and / or a motor, a brake (braking system), and a steering actuator (steering system). In the present embodiment, the operation of the drive device 18 is controlled by the driving support device 10. The operation of the drive device 18 includes the operation of the drive mechanism, the operation of the brake, and the operation of the steering actuator. Note that the operation of the drive device 18 includes the operation of the internal combustion engine in the case of an engine vehicle, and the operation of the driving motor in the case of an electric vehicle system. Further, in the case of a hybrid vehicle, it includes the torque distribution between the internal combustion engine and the driving motor.

[0021] The driving support device 10 is a device that supports the driving of the vehicle 1, and includes a ROM that stores a program for controlling the vehicle 1, a CPU that executes the program stored in the ROM, and RAM that functions as an accessible storage device. The operating circuit can be an MPU, DSP, ASIC, FPGA, etc., instead of or in conjunction with the CPU. The driving support device 10 controls the driving of the vehicle 1 along the driving path through a speed control function and a steering control function. The driving support device 10 acquires the driving path of the vehicle 1, calculates the target speed and target steering angle for the vehicle 1 to travel along the driving path, and outputs control command values ​​including the calculated target speed and target steering angle to the drive unit 18. In this embodiment, the speed control function includes, for example, a deceleration control function that slows down the vehicle 1 in order to stop the vehicle 1 at a candidate stop position. The driving support device 10 realizes driving support through the cooperation of software for realizing each of the above functions or executing each process and hardware.

[0022] In this embodiment, the driving support device 10 acquires road environment information relating to the road environment, including at least pedestrian crossings, and recognizes moving objects around the vehicle 1. The driving support device 10 acquires candidate stopping positions located on the vehicle 1's travel path. Candidate stopping positions are positions where the vehicle 1 is likely to stop before passing a pedestrian crossing located on the travel path. The driving support device 10 determines the vehicle 1's action in relation to the candidate stopping positions and controls the vehicle 1 based on the determined action. When the driving support device 10 acquires candidate stopping positions, it decides to perform deceleration control and performs deceleration control from a deceleration start position a predetermined distance before the candidate stopping position toward the candidate stopping position. Deceleration control is the deceleration control required when the vehicle 1 stops at the candidate stopping position.

[0023] Furthermore, the driving support system 10 determines, based on object information of moving objects around the vehicle 1, whether the vehicle 1 will pass the candidate stop position or stop at the candidate stop position. The object information of the moving object includes at least one of the following: presence or absence of the moving object, position, and direction of movement. For example, if a moving object is on a pedestrian crossing and there is a possibility that the moving object will approach the vehicle 1, the driving support system 10 will determine that the vehicle 1 will stop at the candidate stop position. If it is determined that the vehicle 1 will stop at the candidate stop position, the driving support system 10 will continue to control the deceleration of the vehicle 1 and control the vehicle 1 so that it stops at the candidate stop position.

[0024] In this embodiment, since the vehicle 1 begins deceleration control before deciding whether to pass the candidate stop position or stop at the candidate stop position, if it decides to stop at the candidate stop position, the vehicle 1 can continue decelerating and stop smoothly, thus preventing sudden deceleration. In other words, the deceleration required to stop the vehicle 1 can be reduced compared to the deceleration required when the vehicle 1 is traveling without decelerating until it reaches the vicinity of the crosswalk and the approach of the object is detected at a position close to the crosswalk. Furthermore, if it is decided that the vehicle 1 will pass the candidate stop position, the driving support device 10 stops the deceleration control of the vehicle 1 and controls the vehicle 1 to pass the candidate stop position. This prevents the vehicle 1 from being unnecessarily stopped when there is no possibility of an object approaching the crosswalk or the area around the crosswalk. Since the vehicle 1 can pass through the crosswalk smoothly, disruption of traffic flow can be prevented. The details of each function of the driving support device 10 will be described below.

[0025] The driving support device 10 is configured as a functional block and includes a road environment acquisition unit 101, a vehicle information acquisition unit 102, a surrounding object recognition unit 103, a stopping position acquisition unit 104, an action decision unit 105, and a controller 106. In this embodiment, the functions of the driving support device 10 are divided into six blocks and the functions of each functional block are explained, but the functions of the driving support device 10 do not necessarily have to be divided into six blocks, and may be divided into five or fewer functional blocks, or seven or more functional blocks.

[0026] The road environment acquisition unit 101 acquires road environment information relating to the road environment, including at least pedestrian crossings. For example, the road environment acquisition unit 101 acquires road environment information of pedestrian crossings located on the driving route and the road environment information of the pedestrian crossings located around the pedestrian crossings from the surrounding information detection device 11 and / or the map database 13. For example, the road environment information includes the shape of the road on which the pedestrian crossing is located. If the pedestrian crossing is located on the roadway after turning right or left at an intersection, the road environment information includes the shape of the intersection. The road environment information also includes feature information relating to features around the pedestrian crossing. The feature information includes obstacles located at the boundary between the roadway on which the pedestrian crossing is located and the sidewalk. Obstacles are features that prevent moving objects from moving between the sidewalk and the roadway, such as guardrails, plants, fences, etc. The vehicle information acquisition unit 102 acquires vehicle information of the vehicle 1 from the vehicle information detection device 12. The vehicle information includes the current location information of the vehicle 1. The vehicle information also includes the vehicle speed of the vehicle 1.

[0027] The surrounding object recognition unit 103 recognizes moving objects around the vehicle 1. The surrounding object recognition unit 103 acquires surrounding environment information from the surrounding information detection device 11, which indicates the surrounding environment of the vehicle 1. The surrounding environment information is, for example, an surrounding environment image that includes moving objects around the vehicle 1. The surrounding object recognition unit 103 performs image recognition processing on the surrounding environment image to recognize moving objects around the vehicle 1 and acquires information on the presence or absence of moving objects as object information. The surrounding object recognition unit 103 also acquires information on the position and direction of movement of the recognized moving objects as object information. In this embodiment, the surrounding object recognition unit 103 recognizes moving objects located on and around pedestrian crossings. These moving objects are, for example, pedestrians and cyclists.

[0028] The stopping position acquisition unit 104 performs a stopping position acquisition process to acquire candidate stopping positions where the vehicle will stop before passing a pedestrian crossing located on the vehicle's travel path. Based on the road environment information acquired by the road environment acquisition unit 101, the stopping position acquisition unit 104 acquires candidate stopping positions located before the pedestrian crossing.

[0029] Here, an example of the stopping position acquisition process will be explained using Figure 2. Figure 2 is a diagram showing an example of a scene in which the driving support method according to this embodiment is executed. In Figure 2, the scene in which the vehicle 1 turns left at an intersection and passes through a pedestrian crossing is explained as an example, but it is not limited to this, and other scenes may be used as long as it is a pedestrian crossing where the vehicle 1 needs to give priority to pedestrians crossing. For example, it may be a scene in which the vehicle 1 passes through a pedestrian crossing while driving straight. In the following explanation, an example of the driving support device 10 acquiring candidate stopping positions based on road environment information will be explained, but in this embodiment, it is not limited to this, and the driving support device 10 may also acquire candidate stopping positions that are set in advance on the map from the map database 13.

[0030] Figure 2 shows a scene in which the vehicle V1 turns left at intersection CP along the travel path TL and enters the entry roadway R1. Sidewalks LSW and RSW are provided on both sides of the entry roadway R1. The entry roadway R1 includes the travel lane L1, which is the lane into which the vehicle V1 is entering, and the opposing lane L2, which is opposite lane L1. The entry roadway R1 is provided with a pedestrian crossing PC that connects the sidewalks LSW and RSW on both sides. In this embodiment, the stop position acquisition unit 104 acquires candidate stop positions SP1 and SP2, which are located further along the travel path in the direction of travel than the stop line SL located before intersection CP, and before the pedestrian crossing. That is, candidate stop positions SP1 and SP2 are candidate positions in which the vehicle V1 can stop after it has crossed the stop line SL and entered intersection CP, but before it has passed the pedestrian crossing PC. As will be described later, in this embodiment, the vehicle's action is determined based on the acquired candidate stop positions, either by passing the candidate stop position or by stopping at the candidate stop position.

[0031] The two stop candidate positions SP1 and SP2, located just before the pedestrian crossing PC, are the first stop candidate position relative to the deviation area DA adjacent to the pedestrian crossing PC and the second stop candidate position relative to the pedestrian crossing PC, respectively. The deviation area DA is the area where the moving object may deviate from the pedestrian crossing PC and move.

[0032] First, let's explain the first candidate stop position. First, the stop position acquisition unit 104 acquires a deviation area located in front of the pedestrian crossing in the direction of travel along the driving path. In the following explanation, we will describe an example in which the driving support device 10 acquires a deviation area based on road environment information, but in this embodiment, the driving support device 10 is not limited to this and may acquire the deviation area from the map database 13. Furthermore, acquiring the deviation area is not a mandatory configuration, and if the map database 13 has a first candidate stop position stored in advance for the deviation area, the driving support device 10 may acquire the first candidate stop position without acquiring the deviation area.

[0033] For example, as shown in Figure 2, if the pedestrian crossing PC is a pedestrian crossing located on the entry roadway R1 after the vehicle 1 turns left at the intersection CP, the stop position acquisition unit 104 acquires the area extending from the pedestrian crossing PC toward the intersection CP as the deviation area DA. For example, the deviation area DA is the area between the pedestrian crossing PC and the intersecting roadway R2. The intersecting roadway R2 is the roadway that intersects the entry roadway R1 at the intersection CP. As shown in Figure 2, when the direction of travel of the driving lane L1 (+Y direction) is defined as the front and the opposite direction (-Y direction) as the rear, the deviation area DA has front and rear ends E1 and E2, respectively. The front and rear ends E1 and E2 are end lines that define the length of the deviation area DA along the direction of travel (Y direction) of the driving lane L1. Of the front and rear ends E1 and E2, the end located downstream in the direction of travel (Y direction) of the driving lane L1 is defined as the first end E1. On the other hand, of the front and rear ends E1 and E2, the end located on the upstream side in the direction of travel (Y direction) of the driving lane L1 is designated as the second end E2.

[0034] Furthermore, as shown in Figure 2, when the direction of the driving lane L1 (-X) and the direction of the opposing lane L2 (+X) are defined as the left and right directions respectively in the road width direction (X direction) of the approach roadway R1, the deviation area DA has left and right ends E3 and E4 on its left and right sides, respectively. Of the left and right ends E3 and E4, the end in the direction of the driving lane L1 (-X) in the road width direction is defined as the third end E3. Of the left and right ends E3 and E4, the end in the direction of the opposing lane L2 (+X) in the road width direction is defined as the fourth end E4.

[0035] The first endpoint E1 is a line along the end EPC of the pedestrian crossing PC. The end EPC is the end located upstream of the direction of travel (Y direction) of the driving lane L1, among the front and rear ends of the pedestrian crossing PC along the road width direction (X direction). The third endpoint E3 is a line extending from the first endpoint P1 to the second endpoint P2 along the boundary B1 between the roadway and the sidewalk. The first endpoint P1 is the intersection of the end EPC of the pedestrian crossing PC and the left boundary B2 of the approach roadway R1. The second endpoint P2 is the end of the boundary between the approach roadway R1 and the intersecting roadway R2 at intersection CP and the sidewalk LSW. The fourth endpoint E4 is a line extending from the third endpoint P3 to the fourth endpoint P4 along the boundary B3 between the roadway and the sidewalk. The third endpoint P3 is the intersection of the end EPC of the pedestrian crossing PC and the right boundary B4 of the approach roadway R1. The fourth endpoint P4 is the end of the boundary between the intersecting roadway R2 and the sidewalk RSW. The second endpoint E2 is the line connecting the second endpoint P2 and the fourth endpoint P4.

[0036] As shown in Figure 2, if the boundary B1 between the roadway and the sidewalk from the first endpoint P1 to the second endpoint P2 is curved, then the second endpoint P2 is the position where the curved section ends. That is, the third endpoint E3 will have a curved shape. Similarly, if the boundary B3 between the roadway and the sidewalk from the third endpoint P3 to the fourth endpoint P4 is curved, then the fourth endpoint P4 is the position where the curved section ends. That is, the fourth endpoint E Point 4 will have a curved shape. Note that the boundaries B1 and B3 between the roadway and the sidewalk between the first endpoint P1 and the third endpoint P3 and the intersecting roadway R2, respectively, do not have to be curved, but may be straight. In this case, the third endpoint E3 and the fourth endpoint E4 will have a straight shape.

[0037] The stop position acquisition unit 104 acquires a first stop candidate position that is located on the side of the travel path ahead of the deviation area in the direction of travel. For example, the stop position acquisition unit 104 acquires a first stop candidate position that is a predetermined distance ahead of the intersection of the deviation area DA and the travel path TL in the direction of travel. The predetermined distance is, for example, the distance at which the entire deviation area is included within the detection area of ​​the surrounding information detection device 11. In the example in Figure 2, the first stop candidate position SP1, which is located on the side of the travel path TL ahead of the deviation area DA in the direction of travel, is acquired.

[0038] As described above, in this embodiment, the vehicle 1 approaches an area where a moving object may deviate from the pedestrian crossing while decelerating, and when the approach of the moving object deviating from the pedestrian crossing is detected, the vehicle 1 can continue to decelerate and come to a smooth stop. This reduces the deceleration required for the vehicle 1 compared to when deceleration is started only after detecting the approach of an object deviating from the pedestrian crossing, thereby reducing the deterioration of the ride comfort for occupants and the anxiety caused to occupants and pedestrians.

[0039] Furthermore, the stopping position acquisition unit 104 may divide the deviation area into multiple deviation areas and acquire a corresponding first stopping candidate position for each of the multiple deviation areas. The stopping position acquisition unit 104 divides the deviation area into multiple deviation areas when the length of the deviation area along the direction of travel of the driving lane is longer than a predetermined length. The stopping position acquisition unit 104 sets each deviation area such that the length of each of the multiple deviation areas in the direction of travel of the driving lane is shorter than a predetermined length. For example, the stopping position acquisition unit 104 sets multiple deviation areas by equally dividing the length of the deviation area along the direction of travel of the driving lane. For each of the set multiple deviation areas, the stopping position acquisition unit 104 acquires a first stopping candidate position located in front of the deviation area in the direction of travel. Note that the above configuration is not mandatory and may be provided as needed.

[0040] Here, an example of a method for dividing the deviation area will be explained using Figure 3. Figure 3 is a diagram showing an example of acquiring the deviation area according to this embodiment when the deviation area is divided into multiple deviation areas. In the example in Figure 3, the length of the deviation area DA along the direction of travel (Y direction) of the driving lane L1 is the distance D1 between the front and rear ends E1 and E2. The stop position acquisition unit 104 divides the deviation area into deviation areas DA1 and DA2. The stop position acquisition unit 104 then acquires a position in the direction of travel that is closer to the deviation area DA1 as the first stop candidate position SP1 relative to the deviation area DA1. The stop position acquisition unit 104 also acquires a position in the direction of travel that is closer to the deviation area DA2 as the second stop candidate position SP1 relative to the deviation area DA2. 2 This is acquired as a candidate stopping position SP2. The stopping position acquisition unit 104 also acquires a position in front of the pedestrian crossing PC in the direction of travel as a third candidate stopping position SP3 relative to the pedestrian crossing PC.

[0041] Furthermore, if an obstacle exists at the boundary between the roadway and the sidewalk where a pedestrian crossing is provided, the stopping position acquisition unit 104 may acquire the area between the end of the obstacle closest to the pedestrian crossing and the pedestrian crossing as the deviation area. An obstacle is a geographical feature that prevents a moving object from moving between the sidewalk and the roadway. Examples of obstacles include guardrails, planted trees, and fences. In the road environment of an intersection, an example of acquiring the deviation area when an obstacle exists at the boundary between the roadway and the sidewalk will be explained using Figure 4. Figure 4 is a diagram showing an example of acquiring the deviation area according to this embodiment when an obstacle exists at the boundary between the roadway and the sidewalk. As shown in Figure 4, an obstacle BA may exist on the boundary B3 between the roadway and the sidewalk between the pedestrian crossing PC and the intersecting roadway R2. In such a case, the stopping position acquisition unit 104 acquires the end of the obstacle BA closest to the pedestrian crossing PC as the fourth endpoint P4, and the end along the boundary B3 between the roadway and the sidewalk from the third endpoint P3 to the fourth endpoint P4 as the fourth endpoint E4. Similarly, if an obstacle exists on the boundary between the roadway and the sidewalk between the first and second endpoints, the stopping position acquisition unit 104 acquires the end of the obstacle closer to the crosswalk as the second endpoint, and the end along the boundary between the roadway and the sidewalk between the first and second endpoints as the third endpoint. Note that the above configuration is not mandatory and may be provided as needed.

[0042] Furthermore, the stopping position acquisition unit 104 may acquire a position on the side of the road ahead of the oncoming lane as the first stopping position candidate when the pedestrian crossing is located on the roadway to which the vehicle 1 enters after turning right or left while passing through the oncoming lane within the intersection. Here, using Figure 5, an example of acquiring a stopping position candidate when the vehicle turns right at an intersection while passing through the oncoming lane will be explained. Figure 5 is a diagram showing an example of acquiring a stopping position candidate according to this embodiment when the vehicle turns right at an intersection while passing through the oncoming lane. In the example in Figure 5, the vehicle V1 enters the intersection CP from the driving lane L3 included in the intersecting roadway R2, and turns right at the intersection CP while passing through the oncoming lane L4. In such a case, the stopping position acquisition unit 104 acquires a first stopping position candidate SP1 located on the side of the driving path TL ahead of the oncoming lane L4 in the direction of travel. Note that the above configuration is not a mandatory configuration and may be provided as needed.

[0043] Next, the second candidate stop position will be described. The stop position acquisition unit 104 acquires a second candidate stop position that is located in front of the pedestrian crossing in the direction of travel, and further in the direction of travel than the first candidate stop position. For example, the stop position acquisition unit 104 acquires a second candidate stop position at a predetermined distance in front of the intersection of the pedestrian crossing and the travel path in the direction of travel. The predetermined distance is, for example, the distance at which the entire pedestrian crossing is included within the detection area of ​​the surrounding information detection device 11. In the example in Figure 2, the stop position acquisition unit 104 acquires a second candidate stop position SP2 that is located in front of the pedestrian crossing PC in the direction of travel on the travel path TL, and further in the direction of travel on the travel path TL than the first candidate stop position SP1. Furthermore, the stop position acquisition unit 104 may acquire the second stop candidate position when the action decision unit 105 determines that the vehicle will pass the first stop candidate position or when the vehicle passes the first stop candidate position, or it may acquire the second stop candidate position before it is determined that the vehicle will pass the first stop candidate position, for example, at the same time as acquiring the first stop candidate position.

[0044] Generally, when a vehicle crosses a pedestrian crossing, it should stop at the stop line before the crossing, then proceed at a certain slow speed, and when the moving object approaches... detection If an object approaches on the crosswalk, the vehicle will begin to decelerate to stop. If the distance from the stop line to the crosswalk is long, the conditions of the crosswalk may change between the time the vehicle crosses the stop line and the time it reaches the crosswalk. If the approach of an object on the crosswalk is detected just before the crosswalk, the vehicle will be forced to decelerate rapidly. In other words, the deceleration required to stop the vehicle will be greater than the deceleration required to stop the vehicle at the stop line when the distance from the stop line to the crosswalk is short. In contrast, in this embodiment, the vehicle 1 approaches the crosswalk while decelerating, and when the approach of a moving object on the crosswalk is detected, the vehicle 1 can continue to decelerate and come to a smooth stop. This makes it possible to reduce the deceleration of the vehicle 1 compared to the deceleration required if the vehicle were traveling without decelerating and the approach of an object on the crosswalk was detected just before the crosswalk, thereby reducing the deterioration of the ride comfort for the occupants and the anxiety caused to occupants and pedestrians. In particular, in this embodiment, since candidate stopping positions are obtained that are located both before the pedestrian crossing and before the area where the moving object may deviate and move, the vehicle 1 can be stopped with minimal deceleration in either case: when the vehicle 1 detects the approach of an object crossing on the pedestrian crossing just before the pedestrian crossing, or when it detects the approach of an object that deviates from the pedestrian crossing and crosses.

[0045] The action decision unit 105 performs an action decision process to determine the action of the vehicle 1 in relation to the candidate stop position. When a candidate stop position is acquired, the action decision unit 105 decides to perform deceleration control toward the candidate stop position when the vehicle 1 reaches a deceleration start position located a predetermined distance away from the candidate stop position. The predetermined distance is the distance necessary to decelerate the vehicle 1 and stop it appropriately at the candidate stop position. The deceleration start position is set to be on the side of the travel path that is before the action decision position where the action decision process is performed.

[0046] Furthermore, the action decision unit 105 determines whether the vehicle 1 will pass over a candidate stop position or stop at a candidate stop position, based on the candidate stop positions acquired by the stop position acquisition unit 104. In this embodiment, if the action decision unit 105 determines that the vehicle 1 will pass over a candidate stop position, the vehicle 1 is controlled to pass over the candidate stop position. At this time, if there is another candidate stop position further in the direction of travel than the candidate stop position that the vehicle 1 has been determined to pass over, the vehicle 1 is controlled to decelerate towards that other candidate stop position. Also in this embodiment, if the action decision unit 105 determines that the vehicle 1 will stop at a candidate stop position, the vehicle 1 is controlled to stop at the candidate stop position.

[0047] In this embodiment, the action decision unit 105 determines the action of the vehicle 1 when the vehicle 1 approaches the candidate stop position. Approaching the candidate stop position means reaching the action decision position. The action decision position is a position located a predetermined distance or for a predetermined time ahead of the candidate stop position in the direction of travel along the travel path. For example, the predetermined distance or time is the distance or time required to stop the vehicle 1 at the candidate stop position with maximum deceleration. Maximum deceleration refers to the maximum deceleration within the range of deceleration that allows for appropriate stopping of the vehicle 1. Furthermore, the action decision position is set further ahead in the direction of travel along the travel path than the deceleration start position. That is, after the vehicle 1 begins to decelerate toward the candidate stop position, the action decision unit 105 determines the action of the vehicle 1 toward the candidate stop position.

[0048] If the first and second candidate stop positions have been acquired, the action decision unit 105 executes action decision processing sequentially for the first and second candidate stop positions, respectively. That is, the action decision unit 105 executes action decision processing for the first candidate stop position, and then executes action decision processing for the second candidate stop position. In the example in Figure 2, if it is determined that the vehicle 1 will pass the first candidate stop position SP1, deceleration control is performed to pass the first candidate stop position SP1 and stop at the second candidate stop position SP2, and then the action decision unit 105 executes action decision processing for the second candidate stop position SP2.

[0049] First, the action decision process for the first candidate stop position will be explained. The action decision unit 105 determines whether the vehicle 1 is approaching the first candidate stop position. candidate If it is determined that the vehicle is approaching the position, the first stop will be initiated. candidate The system performs an action decision process based on the position. Based on first object information regarding the presence, position, and direction of movement of the moving object within the first detection area, which includes the deviation area, the action decision unit 105 determines whether the vehicle 1 should pass through the first stop candidate position or stop at the first stop candidate position as the vehicle's action toward the first stop candidate position. The action decision unit 105 decides that the vehicle 1 should stop at the first stop candidate position if the moving object within the first detection area is approaching the vehicle 1's travel path. The action decision unit 105 decides that the vehicle 1 should pass through the first stop candidate position if there is no moving object within the first detection area, or if the moving object within the first detection area is not approaching the vehicle 1's travel path.

[0050] The first detection area may include a deviation area and a sidewalk area. The sidewalk area is an area on the sidewalk adjacent to the deviation area. That is, the action decision unit 105 may decide whether the vehicle passes the first stop candidate position or stops at the first stop candidate position based on first object information relating to the moving object within the first detection area, which includes the deviation area and the sidewalk area, which includes the sidewalk adjacent to the deviation area. Here, an example of setting the first detection area will be explained using Figure 6. Figure 6 is a diagram showing an example of setting the first detection area according to this embodiment. In Figure 6, the area LWA and RWA adjacent to the deviation area DA on the sidewalk LSW and RSW are defined as the sidewalk area, and the action decision unit 105 sets the first detection area A1 including the deviation area DA and the sidewalk areas LWA and RWA. For example, in the example of Figure 6, a moving object M exists within the first detection area, and the moving object M is approaching the travel path. In such a case, the action decision unit 105 decides that the vehicle 1 will stop at the first stop candidate position. Note that the above configuration is not mandatory and may be implemented as needed.

[0051] Furthermore, the action decision unit 105 may, when the distance between the travel path and the sidewalk adjacent to the deviation area is longer than a predetermined distance, decide whether the vehicle 1 will pass the first stop candidate position or stop at the first stop candidate position based on first object information relating to moving objects in the first detection area, excluding moving objects in the sidewalk area. In other words, if the sidewalk area is away from the travel path, the action decision unit 105 will exclude the moving object from the judgment targets used in the action decision processing for the first stop candidate position, even if there are moving objects in the sidewalk area located away from the travel path, and will execute the action decision processing. Note that the above configuration is not mandatory and may be provided as needed.

[0052] Next, the action decision process for the second stop candidate position will be explained. The action decision unit 105 will determine if the vehicle is at the second stop candidate It determines whether or not the vehicle is approaching the position. The action decision unit 105 determines whether the vehicle is approaching the second stop. candidateIf it is determined that the vehicle is approaching the location, the action decision process for the second candidate stop location is executed. Based on the second object information regarding the presence, location, and direction of movement of the moving object within the second detection area, which includes the pedestrian crossing, the action decision unit 105 decides whether the vehicle 1 should pass the second candidate stop location or stop at the second candidate stop location. The pedestrian crossing area is the area on the pedestrian crossing.

[0053] The action decision unit 105 determines that the vehicle 1 will stop at the second stop candidate position if the moving object in the second detection area is approaching the vehicle's travel path. The action decision unit 105 determines that the vehicle 1 will pass the second stop candidate position if there is no moving object in the second detection area, or if the moving object in the second detection area is not approaching the vehicle's travel path.

[0054] The second detection area may include a pedestrian crossing area including a pedestrian crossing, deviation areas located on the near side and far side of the pedestrian crossing in the direction of travel, and a sidewalk area including a sidewalk adjacent to the pedestrian crossing and the deviation areas. That is, the action decision unit 105 may decide whether the vehicle 1 passes the second stop candidate position or stops at the second stop candidate position based on the second object information of the moving object within the second detection area which includes the pedestrian crossing area, the deviation areas located on the near side and far side of the pedestrian crossing in the direction of travel, and the sidewalk area adjacent to the pedestrian crossing and the deviation areas. Here, an example of setting the second detection area will be explained using Figure 7. Figure 7 is a diagram showing an example of setting the second detection area according to this embodiment. In Figure 7, areas LWA and RWA are areas adjacent to the pedestrian crossing area PCA and the deviation area DA on the sidewalk LSW and RSW, respectively. The deviation area DA is located on the near side and far side of the travel path TL in the direction of travel, respectively, compared to the pedestrian crossing PC. The deviation area DA, located on the far side in the direction of travel, is the area that extends from the end of the pedestrian crossing PC, located downstream in the direction of travel (Y direction) of the driving lane L1, towards the far side of the driving path. . lineThe motion determination unit 105 sets a second detection area A2 which includes the pedestrian crossing area PCA, the deviation area DA, and the sidewalk areas LWA and RWA. Note that the above configuration is not mandatory and may be provided as needed.

[0055] The action decision unit 105 may decide that the vehicle 1 will stop at the second stop candidate position if the moving object in the second detection area is approaching the travel path. Alternatively, the action decision unit 105 may decide that the vehicle 1 will pass the second stop candidate position if there is no moving object in the second detection area, or if the moving object in the second detection area is not approaching the travel path. Note that the above configurations are not mandatory and may be provided as needed.

[0056] Furthermore, if the action decision unit 105 decides that the vehicle 1 will stop at the candidate stop position, it may decide at regular intervals whether the vehicle 1 will pass the candidate stop position or stop at the candidate stop position until the vehicle 1 reaches the candidate stop position. In this case, the vehicle 1 will continue deceleration control in order to stop at the candidate stop position unless the action decision unit 105 decides that the vehicle 1 will pass the candidate stop position.

[0057] The controller 106 controls the vehicle 1 based on the action determined by the action decision unit 105. The controller 106 calculates control command values ​​that enable the vehicle 1 to perform the speed control and steering control necessary to achieve the determined action. The control command values ​​are represented by the accelerator opening, brake operation amount, steering actuator operation amount, etc. The controller 106 outputs the calculated control command values ​​to the drive unit 18.

[0058] When the action decision unit 105 determines that it is necessary to perform deceleration control toward the candidate stop position, the controller 106 controls the vehicle 1 to decelerate toward the candidate stop position. When the vehicle 1 reaches the deceleration start position, the controller 106 controls the vehicle 1 to perform deceleration control toward the candidate stop position. From the deceleration start position to the action decision position, the controller 106 controls the vehicle 1 to decelerate by the amount of deceleration necessary to stop the vehicle 1 at the candidate stop position.

[0059] Furthermore, the controller 106 controls the vehicle 1 based on the result of the action decision processing performed by the action decision unit 105, which determines whether the vehicle 1 will pass the candidate stop position or stop at the candidate stop position. When the action decision unit 105 determines that the vehicle 1 will stop at the candidate stop position, the controller 106 continues the deceleration control being performed toward the candidate stop position to stop the vehicle 1 at the candidate stop position. In other words, in this embodiment, the vehicle 1 performs deceleration control toward the candidate stop position even before the action decision processing to determine whether the vehicle 1 will pass the candidate stop position is performed. Also, when the action decision unit 105 determines that the vehicle 1 will pass the candidate stop position, the controller 106 stops the deceleration control being performed toward the candidate stop position and controls the vehicle 1 to pass the candidate stop position.

[0060] For example, if the action decision unit 105 determines that the vehicle 1 will pass the first candidate stop position, the controller 106 controls the vehicle 1 so that it decelerates towards the second candidate stop position after passing the first candidate stop position. In other words, the controller 106 causes the vehicle 1 to pass the first candidate stop position without stopping it. The vehicle 1 stops the deceleration control toward the first candidate stop position and starts deceleration control toward the second candidate stop position. Also, if the action decision unit 105 determines that the vehicle 1 will stop at the first candidate stop position, the controller 106 controls the vehicle 1 so that it stops at the first candidate stop position. In other words, the vehicle 1 continues the deceleration control that it was performing to stop at the first candidate stop position.

[0061] When the action decision unit 105 determines that the vehicle 1 should stop at the second candidate stop position, the controller 106 controls the vehicle 1 to stop at the second candidate stop position. Also, when the action decision unit 105 determines that the vehicle 1 should pass the second candidate stop position, the controller 106 controls the vehicle 1 to pass the second candidate stop position.

[0062] Next, the procedure of the driving support method according to this embodiment will be explained using Figure 8. Figure 8 is a flowchart showing an example of the procedure of the driving support method according to this embodiment. In this embodiment, when the vehicle 1 approaches a pedestrian crossing while traveling along the driving path, the driving support device 10 starts the flow from step S101.

[0063] In step S101, the driving support device 10 acquires a deviation area located ahead of the pedestrian crossing in the direction of travel, based on road environment information including the pedestrian crossing that the vehicle 1 is approaching. In step S102, the driving support device 10 acquires a first stop candidate position located ahead of the deviation area in the direction of travel of the vehicle 1. In step S103, the driving support device 10 initiates deceleration control to slow down the vehicle 1 toward the first stop candidate position. For example, the driving support device 10 sets a deceleration start position at a predetermined distance ahead of the first stop candidate position in the direction of travel, and when the vehicle 1 reaches the deceleration start position, it slows down the vehicle 1 toward the first stop candidate position.

[0064] In step S104, the driving support device 10 determines whether the vehicle 1 is approaching the first candidate stop position. If it determines that the vehicle 1 is approaching the first candidate stop position, the driving support device 10 proceeds to step S105. If it determines that the vehicle 1 is not approaching the first candidate stop position, the driving support device 10 returns to step S104 and repeats the following flow. In step S105, the driving support device 10 determines the action of the vehicle 1 with respect to the first candidate stop position, whether the vehicle will pass the first candidate stop position or stop at the first candidate stop position. If it is determined that the vehicle 1 will pass the first candidate stop position, the driving support device 10 proceeds to step S106. In step S106, the driving support device 10 obtains a second candidate stop position located before the pedestrian crossing in the direction of travel and beyond the first candidate stop position in the direction of travel. If it is determined that vehicle 1 will stop at the first candidate stop position, that is, if it is determined that vehicle 1 will not pass the first candidate stop position, the driving support device 10 proceeds to step S112. Note that in Figure 8, if it is determined in step S105 that the vehicle will pass the first candidate stop position, the driving support device 10 proceeds to step S 1 In step 06, the system is supposed to acquire the second candidate stop position, but it is not limited to this. The driving support device 10 may also acquire the second candidate stop position before the determination in step S105, for example, at the same time as acquiring the first candidate stop position.

[0065] In step S107, the driving support system 10 controls the vehicle 1 so that it decelerates toward the second candidate stop position. In step S108, the driving support system 10 determines whether the vehicle 1 is approaching the second candidate stop position. If it determines that the vehicle 1 is approaching the second candidate stop position, the driving support system 10 proceeds to step S109. If it determines that the vehicle 1 is not approaching the second candidate stop position, the driving support system 10 returns to step S108 and repeats the following flow. In step S109, the driving support system 10 determines the action of the vehicle 1 toward the second candidate stop position, whether the vehicle will pass the second candidate stop position or stop at the second candidate stop position. If it is determined that the vehicle 1 will pass the second candidate stop position, the driving support system 10 proceeds to step S110. In step S110, the driving support system 10 controls the vehicle 1 so that it passes the second candidate stop position. If it is determined that vehicle 1 will stop at the second candidate stop position, that is, if it is determined that vehicle 1 will not pass the second candidate stop position, the driving support device 10 proceeds to step S114.

[0066] In step S111, the driving support device 10 determines whether or not the vehicle 1 has passed a pedestrian crossing. If it determines that the vehicle 1 has passed a pedestrian crossing, the driving support device 10 terminates the control flow. If it determines that the vehicle 1 has not passed a pedestrian crossing, the driving support device 10 returns to step S111 and repeats the following flow.

[0067] In step S112, the driving support system 10 controls the vehicle 1 so that it stops at the first candidate stop position. After the vehicle 1 stops at the first candidate stop position, the driving support system 10 proceeds to step S113. In step S113, the driving support system 10 determines whether the vehicle 1 will pass the first candidate stop position. That is, it determines whether the vehicle 1 can start moving from the first candidate stop position towards the deviation area. If it is determined that the vehicle 1 will pass the first candidate stop position, the driving support system 10 proceeds to step S106. If it is determined that the vehicle 1 will not pass the first candidate stop position, the driving support system 10 returns to step S113 and repeats the following flow.

[0068] In step S114, the driving support device 10 controls the vehicle 1 so that it stops at the second candidate stop position. After the vehicle 1 stops at the second candidate stop position, the driving support device 10 proceeds to step S115. In step S115, the driving support device 10 determines whether the vehicle 1 will pass the second candidate stop position. That is, it determines whether the vehicle 1 can start moving from the second candidate stop position towards the pedestrian crossing. If it is determined that the vehicle 1 will pass the second candidate stop position, the driving support device 10 proceeds to step S110. If it is determined that the vehicle 1 will not pass the second candidate stop position, the driving support device 10 returns to step S115 and repeats the following flow.

[0069] As described above, the driving support method and driving support device according to this embodiment acquire road environment information relating to the road environment including at least a pedestrian crossing, recognize moving objects around the vehicle, acquire candidate stopping positions where the vehicle will stop before passing a pedestrian crossing located on the vehicle's driving path, determine the vehicle's action toward the candidate stopping positions, and are executed by a driving support device that controls the vehicle based on the determined action, wherein, based on the road environment information, an area where a moving object may deviate from the pedestrian crossing and move toward the pedestrian crossing is defined as a deviation area, a candidate stopping position located before the deviation area in the direction of travel is acquired as a first candidate stopping position, a candidate stopping position located before the deviation area in the direction of travel is acquired as a second candidate stopping position, the vehicle is controlled to decelerate toward the first candidate stopping position, and a first detection including the deviation area Based on first object information relating to at least one of the presence, position, and direction of movement of moving objects within the region, the system determines whether the vehicle should pass through the first candidate stop position or stop at the first candidate stop position as an action toward the first candidate stop position. If it is determined that the vehicle should stop at the first candidate stop position, the system controls the vehicle to stop at the first candidate stop position. If it is determined that the vehicle should pass through the first candidate stop position, the system controls the vehicle to pass through the first candidate stop position and decelerate toward the second candidate stop position. Based on second object information relating to at least one of the presence, position, and direction of movement of moving objects within the second detection region, including a pedestrian crossing, the system determines whether the vehicle should pass through the second candidate stop position or stop at the second candidate stop position as an action toward the second candidate stop position. If it is determined that the vehicle should stop at the second candidate stop position, the system controls the vehicle to stop at the second candidate stop position. This allows the vehicle to decelerate less when it detects an object moving away from the crosswalk towards the vehicle as it is passing a crosswalk, compared to the deceleration required when detecting the object's approach closer to the crosswalk.

[0070] Furthermore, in the driving support method and driving support device according to this embodiment, if the length of the deviation area along the direction perpendicular to the width direction of the roadway where a pedestrian crossing is provided is longer than a predetermined length, the deviation area is divided into multiple deviation areas, and for each of the multiple deviation areas, a first stop candidate position located in front of the deviation area in the direction of travel is obtained. candidate Because the position is set with greater precision, the stop candidate position can be appropriately set according to the distance the object might deviate and move, preventing the object from missing the opportunity to pass through.

[0071] Furthermore, in the driving support method and driving support device according to this embodiment, if there is an obstacle at the boundary line between the roadway and the sidewalk where a pedestrian crossing is provided that prevents the moving object from moving between the sidewalk and the roadway, the area between the end of the obstacle closest to the pedestrian crossing and the pedestrian crossing is acquired as the deviation area. This makes it possible to exclude areas where the moving object is unlikely to deviate and move, and prevents the candidate stopping position for the deviation area from being unnecessarily set too far forward in the direction of travel.

[0072] Furthermore, in the driving support method and driving support device according to this embodiment, if the pedestrian crossing is a pedestrian crossing located on the roadway to which the vehicle has turned right or left at an intersection, the area between the pedestrian crossing and the intersecting roadway that intersects the roadway at the intersection is acquired as the deviation area. This prevents the deviation area from being set on a roadway where the likelihood of the moving object deviating is low, and also prevents the candidate stopping position for the deviation area from being unnecessarily set too far ahead in the direction of travel.

[0073] Furthermore, the driving support method and driving support device according to this embodiment acquire a first stop candidate position located ahead of the oncoming lane in the direction of travel when the pedestrian crossing is located on the roadway to which the vehicle has turned right or left while passing through the oncoming lane within the intersection. This prevents obstructing the passage of oncoming vehicles by stopping the vehicle before the oncoming lane when the vehicle is passing through the oncoming lane, such as when turning right or left at a four-way intersection.

[0074] Furthermore, the driving support method and driving support device according to this embodiment determine whether the vehicle will pass through the first candidate stop position or stop at the first candidate stop position based on first object information within a first detection area that includes the deviation area and a sidewalk area including a sidewalk adjacent to the deviation area. This makes it possible to determine the vehicle's action toward the deviation area according to the actual situation within the deviation area.

[0075] Furthermore, the driving support method and driving support device according to this embodiment determine whether the vehicle will pass the first candidate stop position or stop at the first candidate stop position based on first object information in the first detection area, excluding moving objects within the sidewalk area, when the distance between the driving path and the sidewalk adjacent to the deviation area is longer than a predetermined distance. In the case of pedestrian crossings on roads with many lanes or wide lanes, the position of a vehicle passing through the pedestrian crossing may be far from the sidewalk. In such cases, even if there is a pedestrian entering the deviation area from the sidewalk, the possibility of collision with the vehicle is low. By excluding pedestrians on the sidewalk far from the vehicle's position from the decision-making criteria for the vehicle's actions, unnecessary deceleration of the vehicle can be prevented.

[0076] Furthermore, the driving support method and driving support device according to this embodiment determine whether the vehicle will pass the second stop candidate position or stop at the second stop candidate position based on second object information within a second detection area which includes a pedestrian crossing area including a pedestrian crossing, deviation areas located in front of and behind the pedestrian crossing in the direction of travel, and a sidewalk area including a sidewalk adjacent to the pedestrian crossing and the deviation area. By including a wide area surrounding the vehicle, including the pedestrian crossing, as the subject of the vehicle's action decision, it is possible to prevent the vehicle from approaching moving objects, including moving objects that deviate from the pedestrian crossing, when the vehicle passes over the pedestrian crossing.

[0077] Furthermore, the driving support method and driving support device according to this embodiment determine that the vehicle will stop at a second candidate stop position if a moving object in the second detection area is approaching the driving path, and determine that the vehicle will pass the second candidate stop position if there is no moving object in the second detection area or if the moving object in the second detection area is not approaching the driving path. By doing so, moving objects that are not approaching the vehicle are excluded from the vehicle's decision-making process, allowing the vehicle to pass the pedestrian crossing quickly without unnecessary stops.

[0078] The embodiments described above are provided to facilitate understanding of the present invention and are not intended to limit it. Therefore, each element disclosed in the above embodiments is intended to include all design modifications and equivalents that fall within the technical scope of the present invention. Furthermore, the components described in the above embodiments may be combined as needed, and the combinations of components are not particularly limited. [Explanation of Symbols]

[0079] 10… Driving assistance system 101…Road Environment Acquisition Department 102... Vehicle Information Acquisition Unit 103... Surrounding object recognition unit 104…Stop position acquisition unit 105…Decision-making department 106... Controller

Claims

1. A driving assistance method that acquires road environment information relating to the road environment including at least a pedestrian crossing, recognizes moving objects around the vehicle, acquires candidate stopping positions where the vehicle will stop before passing the pedestrian crossing located on the vehicle's driving path, determines the vehicle's action at the candidate stopping position, and is executed by a driving assistance device that controls the vehicle based on the determined action, The aforementioned driving support device, Based on the aforementioned road environment information, an area where the moving object may deviate from the pedestrian crossing and cross the road is defined as a deviation area, and a candidate stopping position located further forward in the direction of travel than the deviation area is acquired as a first candidate stopping position. The stop candidate position located closer to the direction of travel than the aforementioned pedestrian crossing, and further away from the direction of travel than the first stop candidate position, is acquired as the second stop candidate position. The vehicle is controlled to decelerate toward the first candidate stop position. Based on the first object information relating to at least one of the presence, position, and direction of movement of the moving object within the first detection area including the deviation area, it is determined whether the vehicle will pass the first stop candidate position or stop at the first stop candidate position as the action for the first stop candidate position. When it is determined that the vehicle will stop at the first candidate stop position, the vehicle is controlled to stop at the first candidate stop position. When it is determined that the vehicle will pass the first candidate stop position, the vehicle is controlled to decelerate as it passes the first candidate stop position and heads toward the second candidate stop position. Based on the second object information relating to at least one of the presence, position, and direction of movement of the moving object within the second detection area including the pedestrian crossing, it is determined whether the vehicle will pass the second candidate stop position or stop at the second candidate stop position as the action to take with respect to the second candidate stop position. A driving assistance method that controls the vehicle to stop at the second candidate stop position when it is determined that the vehicle will stop at the second candidate stop position.

2. The aforementioned driving support device, If the length of the deviation area along the direction of travel of the roadway where the pedestrian crossing is provided is longer than a predetermined length, the deviation area is divided into a plurality of deviation areas. The driving assistance method according to claim 1, wherein for each of the multiple deviation regions, a first stop candidate position located in front of the deviation region in the direction of travel is obtained.

3. The aforementioned driving support device, The driving assistance method according to claim 1 or 2, wherein if there is an obstacle on the boundary line between the roadway and the sidewalk where the aforementioned crosswalk is provided that prevents the moving object from moving between the sidewalk and the roadway, the area between the end of the obstacle closest to the crosswalk and the crosswalk is acquired as the deviation area.

4. The aforementioned driving support device, The driving assistance method according to claim 1 or 2, wherein if the pedestrian crossing is a pedestrian crossing provided on the roadway to which the vehicle enters after turning right or left at an intersection, the area between the pedestrian crossing and the intersecting roadway that intersects the roadway at the intersection is acquired as the deviation area.

5. The aforementioned driving support device, The driving assistance method according to claim 1 or 2, in which the pedestrian crossing is a pedestrian crossing provided on the roadway to which the vehicle enters after turning right or left while passing through the oncoming lane in the intersection, and the method for obtaining the first candidate stopping position located on the side of the direction of travel ahead of the oncoming lane.

6. The aforementioned driving support device, A driving assistance method according to claim 1 or 2, which determines whether the vehicle will pass the first candidate stop position or stop at the first candidate stop position based on first object information in the first detection area, which includes the deviation area and a sidewalk area including a sidewalk adjacent to the deviation area.

7. The aforementioned driving support device, The driving assistance method according to claim 6, in which, if the distance between the driving path and the sidewalk adjacent to the deviation area is longer than a predetermined distance, the method determines whether the vehicle will pass the first candidate stop position or stop at the first candidate stop position based on the first object information in the first detection area excluding the moving object in the sidewalk area.

8. The aforementioned driving support device, A driving assistance method according to claim 1 or 2, which determines whether the vehicle will pass the second candidate stop position or stop at the second candidate stop position based on the second object information within the second detection area, which includes a pedestrian crossing area including the pedestrian crossing, the deviation area located in front of and behind the pedestrian crossing in the direction of travel, and a sidewalk area including the pedestrian crossing and the deviation area.

9. The aforementioned driving support device, When the moving object within the second detection area is approaching the travel path, it is determined that the vehicle will stop at the second candidate stop position. The driving support method according to claim 1 or 2, wherein it is determined that the vehicle will pass the second candidate stop position if the moving object is not in the second detection area, or if the moving object in the second detection area is not approaching the driving path.

10. A driving assistance device that controls the vehicle itself, The aforementioned driving support device, A road environment acquisition unit that acquires road environment information relating to the road environment, including at least pedestrian crossings, The surrounding object recognition unit recognizes moving objects around the vehicle, A stop position acquisition unit acquires candidate stop positions where the vehicle will stop before passing the pedestrian crossing located on the vehicle's travel path. An action determination unit that determines the action of the vehicle in relation to the candidate stopping position, A controller that controls the vehicle based on the determined action, The aforementioned stop position acquisition unit, At the pedestrian crossing on the aforementioned travel route, based on the road environment information, an area where the moving object may deviate from the pedestrian crossing and cross is defined as a deviation area, located on the side of the travel route ahead of the pedestrian crossing, and a candidate stopping position located on the side of the deviation area ahead of the travel route is acquired as a first candidate stopping position. The stop candidate position located closer to the direction of travel than the aforementioned pedestrian crossing, and further away from the direction of travel than the first stop candidate position, is acquired as the second stop candidate position. The aforementioned action decision unit, Based on the first object information relating to at least one of the presence, position, and direction of movement of the moving object within the first detection area including the deviation area, it is determined whether the vehicle will pass the first stop candidate position or stop at the first stop candidate position as the action for the first stop candidate position. Based on the second object information relating to at least one of the presence, position, and direction of movement of the moving object within the second detection area including the pedestrian crossing, it is determined whether the vehicle will pass the second stop candidate position or stop at the second stop candidate position as the action for the second stop candidate position. The aforementioned controller, When the stop position acquisition unit acquires the first candidate stop position, the unit controls the vehicle to decelerate toward the first candidate stop position. When the action decision unit determines that the vehicle should stop at the first candidate stop position, the unit controls the vehicle to stop at the first candidate stop position. When the action decision unit determines that the vehicle will pass the first candidate stop position, the unit controls the vehicle so that it decelerates as it passes the first candidate stop position and heads toward the second candidate stop position. A driving support device that controls the vehicle to stop at the second candidate stop position when the action decision unit determines that the vehicle should stop at the second candidate stop position.

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