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

Abstract

PURPOSE: To provide a driving support device that can improve safety in taking a vehicle out of a parking spot.SOLUTION: A driving support device 1 comprises: an operation sensor that acquires operation information that is information on an operation of a driving operation device included in a vehicle; a vehicle sensor that acquires vehicle information that is information on a traveling state of the vehicle; and a controller that, when determining that a driver steps on an accelerator pedal by mistake, executes acceleration prevention control of preventing acceleration of the vehicle. The controller determines whether the vehicle has been taken out of a parking spot based on at least one of the speed, travel distance, and steering angle of the vehicle after start-up, and when determining that the vehicle has been taken out of the parking spot, inhibits execution of the acceleration prevention control after the determination.SELECTED DRAWING: Figure 2

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 accidentally steps on an accelerator pedal during the process of driving the host vehicle out of a parking spot.

Background Art

[0002] 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 accidentally steps on an accelerator pedal has been proposed (see, for example, the following patent document). The driving support device of Patent Document 1 (hereinafter referred to as the "conventional device") includes a control device and a navigation system. The control device has a function of determining whether the host vehicle is located on a public road based on map data acquired from the navigation system and the position data of the host vehicle. Then, when the host vehicle is located at a point other than a public road (for example, a parking area including a parking spot), the speed of the host vehicle exceeds a threshold value, and the accelerator pedal is depressed, the control device executes acceleration suppression control to control a drive device (throttle valve) so that the host vehicle is not accelerated. On the other hand, when the host vehicle is located on a public road, the control device does not execute acceleration suppression control.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] When a vehicle begins to exit a parking spot and enters a public road, its orientation (direction) may differ from the direction of the public road. In this case, the driver steers the vehicle slowly after it has entered the public road so that its orientation aligns with the direction of the public road. Thus, even after the vehicle has entered the public road, the exit operation may not yet be complete. Here, the exit operation refers to the driving operations from when the vehicle exits the parking spot until it begins to travel along the public road. Furthermore, statistically, drivers are highly likely to accidentally press the accelerator pedal during the exit operation. The control device of the conventional system described above determines that the vehicle is positioned on the public road when it begins to enter the public road and stops executing acceleration suppression control. Therefore, if the driver accidentally presses the accelerator pedal deeply during the exit operation on the public road, there is a risk that the vehicle will suddenly accelerate.

[0005] One of the objectives of the present invention is to provide a driver assistance device that can improve safety when retrieving a vehicle from a parking spot.

[0006] To achieve the above objective, the driving assistance device (1) of the present invention is: The system includes operation sensors (22, 23, 24) that acquire operation information, which is information regarding the operation of the driving control devices (AP, SL, SW) of the vehicle (V); a vehicle sensor (21) that acquires vehicle information (vs), which is information regarding the driving state of the vehicle; and a control device (10) that performs acceleration suppression control to suppress the acceleration of the vehicle when it is determined that the driver has mistakenly pressed the accelerator pedal (AP). The control device determines whether the vehicle has completed exiting the designated parking spot based on at least one of the vehicle's speed (vs), distance traveled (L1), and steering angle (θ) after the vehicle has started (after the ignition is turned ON). If it determines that the vehicle has completed exiting the parking spot, it prohibits the execution of acceleration suppression control.

[0007] The control unit of the driver assistance system configured as described above can perform acceleration suppression control during the period from when the driver starts the vehicle at a designated parking spot until the exit operation is completed. In other words, if the driver accidentally presses the accelerator pedal while exiting the parking spot, the parking area including the parking spot, or the public road nearby, the vehicle's acceleration will be suppressed, thus increasing the vehicle's safety. Furthermore, after the exit operation is completed, the control unit is unable to perform acceleration suppression control. Therefore, the driver can accelerate the vehicle as intended by pressing the accelerator pedal after the exit operation is completed.

[0008] In a driving support device according to one aspect of the present invention, The control device is The system determines that the vehicle has completed its departure from the parking lot if the vehicle's speed after starting exceeds a predetermined speed, if the vehicle's mileage (L1) after starting exceeds a predetermined first distance (A), or if a predetermined condition regarding the vehicle's steering angle (θ) is met within the period from when the vehicle's mileage after starting exceeds a predetermined second distance (B) which is shorter than the first distance, until it reaches the first distance. According to this, the control device can relatively easily determine whether or not the departure operation has been completed based on information obtained from the vehicle sensor and the operation sensor.

[0009] In another aspect of the present invention, a driving support device, The control device sets the first distance based on the distance traveled by the vehicle (L0) from the vehicle's position at the time it determines that there is a high probability that the vehicle will be parked in the parking spot until the vehicle is parked in the parking spot.

[0010] The distance a vehicle travels from the time the driver starts to complete the exit operation (exit distance) varies depending on the structure of the parking area, including the parking spot (e.g., the shape (curvature) of the passageway), and the structure of the nearby public road. Furthermore, the exit distance is related to the distance the vehicle travels when entering the parking spot from the nearby public road (entry distance). The entry distance can be set to a distance that reflects the structure of the parking area, the structure of the nearby public road, etc. In this embodiment, the first distance is set based on the entry distance. That is, according to this embodiment, the first distance, which serves as a threshold for the exit distance, is set to an appropriate value corresponding to the structure of the parking area and the nearby public road.

[0011] In the above, it is desirable that the distance traveled upon entry be set to the distance the vehicle travels from the public road near the parking area, including the parking spot, to the parking spot. In other words, it is desirable that the distance traveled upon entry be set to a distance that reflects the structure of the parking area, including the parking spot, and the structure of the public road near it. In this case, the control device can determine, for example, that there is a high probability that the vehicle will be parked at the parking spot, based on the vehicle's speed vector within a predetermined area including the parking area and the surrounding public road, and the number of times (or frequency) the vehicle has parked at the parking spot in the past. The control device then obtains the distance traveled by the vehicle from its position at the time it determines that there is a high probability that the vehicle will be parked at the parking spot until the vehicle is parked at the parking spot, thereby reflecting the structure of the parking area and the public road near it in the distance traveled upon entry.

[0012] Furthermore, the control device may determine that the predetermined condition has been met when the steering angle decreases after exceeding a predetermined first angle (θth1) and falls below a predetermined second angle (θth2).

[0013] 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]

[0014] [Figure 1] Figure 1 is a block diagram of a driver assistance device according to one embodiment of the present invention. [Figure 2] Figure 2(A) is a plan view showing an example of a vehicle exiting a parking spot, and Figure 2(B) is a graph showing the change in steering angle (absolute value) during that process. [Figure 3] Figure 3(A) is a plan view showing another example of a vehicle exiting a parking spot, and Figure 3(B) is a graph showing the change in steering angle (absolute value) during that process. [Figure 4] Figure 4 is a flowchart of the program that performs acceleration suppression control. [Figure 5] Figure 5 is a flowchart of the program that switches the value of the acceleration suppression enable / disable flag. [Figure 6] Figure 6 is a graph showing another example of a method for determining when steering has ended. [Modes for carrying out the invention]

[0015] 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.

[0016] 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. The driver assistance ECU 10 includes a microcomputer equipped with a CPU 10a, ROM 10b, RAM 10c, timer 10d, etc. 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).

[0017] The in-vehicle sensor 20 includes a sensor (vehicle sensor) that acquires information regarding the driving state of the host vehicle, and a sensor (operation sensor) that acquires information regarding the operation of a driving operation device (such as an accelerator pedal AP, a shift lever SL, a steering wheel SW, etc.) provided in the host vehicle.

[0018] Specifically, the in-vehicle sensor 20 includes a speed sensor 21 as a vehicle sensor, and an accelerator pedal sensor 22, a shift lever position sensor 23, and a steering sensor 24 as operation sensors.

[0019] The speed sensor 21 detects the speed vs of the host vehicle. The speed sensor 21 transmits data representing the speed vs to the driving support ECU 10. The accelerator pedal sensor 22 detects the depression depth AD of the accelerator pedal AP of the host vehicle. The accelerator pedal sensor 22 transmits data representing the depression depth AD to the driving support ECU 10. The shift lever position sensor 23 detects a shift position SP (such as a forward position (drive position), a reverse position (reverse position), a parking position, etc.), which is the position of the shift lever SL of the host vehicle. The shift lever position sensor 23 transmits data representing the shift position SP to the driving support ECU 10. The steering sensor 24 detects the steering angle θ (also referred to as the steering angle or the turning angle) of the steering wheel SW of the host vehicle. The steering sensor 24 transmits data representing the steering angle θ to the driving support ECU 10.

[0020] Furthermore, the in-vehicle sensor 20 includes a navigation system 25. The navigation system 25 receives GPS signals from a plurality of artificial satellites, and detects the current location PV (latitude and longitude) of the vehicle V based on the received plurality of GPS signals. Also, the navigation system has map data representing a map stored therein. The map data includes road information representing roads. The navigation system 25 transmits the position data and the map data to the driving support ECU 10.

[0021] The drive device 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 device 30 includes an engine ECU, an internal combustion engine, a transmission, a driving force transmission mechanism that transmits the driving force to the wheels, and the like. The internal combustion engine includes an actuator that drives a throttle valve. The engine ECU acquires information (control signal) representing the target driving force from another ECU (the driving assistance ECU 10), and drives the actuator of the internal combustion engine based on the information. In this way, the driving force (acceleration of the host 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 driving force transmission mechanism. Further, the engine ECU acquires information (control signal) regarding the shift position of the transmission from another ECU, and drives the actuator of the transmission based on the information. In this way, the shift position of the transmission is controlled.

[0022] When the vehicle V to which the driving assistance device 1 is applied is a hybrid vehicle (HEV), the engine ECU can control the driving force of the vehicle generated by either one or both of the "internal combustion engine and the electric motor" as the vehicle drive source. When the vehicle V to which the driving assistance device 1 is applied is a battery electric vehicle (BEV), an electric motor ECU that controls the driving force of the vehicle generated by the "electric motor" as the vehicle drive source may be used instead of the engine ECU.

[0023] The driving assistance ECU 10 monitors the depression depth AD of the accelerator pedal AP based on the data acquired from the accelerator pedal sensor 22. Then, the driving assistance ECU 10 determines whether the accelerator pedal AP has been erroneously depressed based on the depression depth AD and the increase rate ADR of the depression depth AD. Specifically, when the following Conditions 1 and Condition 2 are satisfied, the driving assistance ECU 10 determines that the accelerator pedal AP has been erroneously depressed. [Condition 1] The increase rate ADR of the depression depth AD exceeds the threshold value ADRth. [Condition 2] The depression depth AD exceeds the threshold value ADth0.

[0024] 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.

[0025] The driver assistance device 1 can perform acceleration suppression control while the driver is performing an exit operation to move their vehicle out of a specific parking spot PS (for example, a parking spot at home). On the other hand, the driver assistance device 1 prohibits the execution of acceleration suppression control after the vehicle's exit operation is completed.

[0026] <Parking spot registration process> As preparation for using the acceleration suppression function when exiting a parking space, the user (driver) registers the location of a specific parking spot PS (for example, a parking spot at their home) where their vehicle will be parked in the driver assistance device 1. Specifically, the driver stops (parks) their vehicle at the specific parking spot PS and sets the shift lever to the parking position. Next, the driver operates a predetermined operating device (an operating device that sends a command to store the parking spot PS), such as a touch panel or push-button switch (not shown). The driver assistance ECU 10 then obtains the latitude and longitude of the vehicle's center of gravity from the navigation system 25 and stores this latitude and longitude as the location P0 of the parking spot PS in the ROM 10b. This completes the parking spot registration process.

[0027] <Process for obtaining mileage at the time of vehicle entry> Furthermore, the driver assistance ECU 10 acquires the entry mileage L0 in order to execute acceleration suppression control when exiting the parking space. Here, while the vehicle is in motion, the driver assistance ECU 10 sequentially acquires position data representing the vehicle's current location and map data representing the area around the vehicle from the navigation system 25. Based on this position data and map data, the driver assistance ECU 10 determines whether the vehicle is heading towards a registered parking spot PS (for example, whether it is on its way home from an outing). For example, if the vehicle enters an area A0 that includes the parking spot PS and the surrounding public roads, from outside to inside a circular area A0 centered on position P0, the driver assistance ECU 10 determines that the vehicle is heading towards the parking spot PS.

[0028] When the vehicle is traveling towards a parking spot PS, the driver assistance ECU 10 sequentially acquires a velocity vector including the vehicle's speed and direction of travel (direction) within area A0. The driver assistance ECU 10 stores statistical data (see Japanese Patent Application No. 2022-4284 specification) that represents the relationship between the vehicle's velocity vector within area A0 and the number of times N the vehicle has been parked at a parking spot PS (the probability of parking). The driver assistance ECU 10 refers to the above statistical data to determine whether there is a high probability that the vehicle will be parked at a parking spot PS (whether there is a high probability that the driver has started the operation to park at a parking spot PS). For example, if the number N corresponding to the current velocity vector exceeds 10, the driver assistance ECU 10 determines that there is a high probability that the vehicle will be parked at a parking spot PS, and measures the distance traveled from that point t0 to the point t1 when the vehicle is parked at a parking spot PS as the parking distance L0. Specifically, the driver assistance ECU 10 obtains the mileage L0 at the time of entry by integrating the speed vs (absolute value) from time t0 to time t1. Then, the driver assistance ECU 10 stores the mileage L0 at the time of entry in the ROM 10b. This completes the process of obtaining the mileage at the time of entry.

[0029] <Acceleration suppression control when exiting the parking lot> The driver assistance ECU 10 controls the drive unit 30 according to an acceleration suppression permission flag F, which indicates whether or not acceleration suppression control should be performed when the vehicle exits the parking space. When the acceleration suppression permission flag F is "1", the driver assistance ECU 10 is permitted to perform acceleration suppression control, and when the acceleration suppression permission flag F is "0", the driver assistance ECU 10 is prohibited from performing acceleration suppression control. The acceleration suppression permission flag F is set to "1" when the vehicle starts and begins to exit the parking spot PS (the ignition switch transitions from the off state to the on state). This enables the driver assistance ECU 10 to perform acceleration suppression control. Therefore, if the driver mistakenly presses the accelerator pedal AP, the driver assistance ECU 10 controls the drive unit 30 to prevent the vehicle from accelerating. Then, as described below, when the driver assistance ECU 10 determines that the vehicle's exit operation is complete, it sets the acceleration suppression permission flag F to "0". This prevents the driver assistance ECU 10 from performing acceleration suppression control. Therefore, the driver can accelerate their vehicle as intended by pressing the accelerator pedal AP.

[0030] <Determination of completion of parking exit operation based on vehicle speed> When the vehicle is traveling at a relatively high speed, it can be assumed that the vehicle is traveling along a public road (normal driving). For example, when entering a public road extending forward (in the same direction as the parked vehicle) from a parking area PA including a parking spot PS, the driver can complete the exit operation (transition to normal driving) relatively easily. That is, the speed vs increases within a relatively short time from the start of exiting. Therefore, when the vehicle starts up and begins to exit from the parking spot PS, the driver assistance ECU 10 sequentially acquires the vehicle's speed vs from the speed sensor 21, and determines that the exit operation is complete when the speed vs exceeds the threshold vsth. When the driver assistance ECU 10 determines that the exit operation is complete, it sets the acceleration suppression feasibility flag F to "0" to prohibit the execution of acceleration suppression control. The maximum value of speed vs when a typical driver performs an exit operation in a parking area PA and on a nearby public road is pre-set as the threshold vsth.

[0031] <Determination of completion of departure operation based on mileage at the time of departure> When the vehicle starts up and the distance traveled from the start of its departure (departure distance L1) exceeds the entry distance L0, it can be estimated that the departure operation is complete. Therefore, the driver assistance ECU 10 obtains the distance traveled from the start of the vehicle's departure (after the vehicle starts up) (departure distance L1) by integrating the speed vs (absolute value) obtained from the speed sensor 21. The driver assistance ECU 10 determines that the departure operation is complete when the departure distance L1 exceeds a threshold A determined based on the entry distance L0. In order to further enhance safety during the departure operation (to set an area with a necessary and sufficient width as the area in which acceleration suppression control is permitted), it is advisable to set the threshold A to be slightly longer than the entry distance L0. For example, the threshold A is set to about 1.3 times the entry distance L0 (A = L0 × 1.3). Alternatively, the threshold A may be determined using the most recent mileage L0 at the time of vehicle entry, or the threshold A may be determined using the average value of the mileage L0 at the time of vehicle entry.

[0032] <Determination of completion of departure operation based on mileage and steering angle at the time of departure> The vehicle starts up, begins to move out of the parking space, travels for a certain distance, and then the steering angle θ (absolute value) changes significantly (from a relatively large state (where the vehicle is turned so that its direction of travel aligns with the extension of the public road) to a relatively small state (where the vehicle is moving along the public road)). This indicates that the parking space exit operation is complete (see Figures 2 and 3). Therefore, the driver assistance ECU 10 sequentially acquires the steering angle θ from the steering sensor 24 after the vehicle starts up. The driver assistance ECU 10 then determines that the parking space exit operation is complete when the steering angle θ since the vehicle started up exceeds the threshold θth1, and then decreases to below the threshold θth2. More specifically, when the steering angle θ exceeds the threshold θth1, the driver assistance ECU 10 sets the steering flag SF, which indicates whether or not steering is in progress, to "1". When the steering flag SF is "1" and the steering angle θ falls below the threshold θth2 (<θth1), the driver assistance ECU 10 determines that the exit operation is complete. Furthermore, if the speed vs exceeds the threshold vsth, or if the distance traveled L1 at the time of exit reaches the threshold A while steering is in progress (SF=1), the driver assistance ECU 10 determines that the exit operation is complete at that point. Thresholds θth1 and θth2 are set based on map data (such as the angle between the extension direction of the passage near the exit of the parking area PA and the extension direction of public road R1, and the curvature of public road R1 near the parking area PA). It is also possible for the driver to set (modify) thresholds θth1 and θth2. Threshold θth2 may be a value obtained by multiplying threshold θth1 by a constant α (<1). In this case, the constant α is, for example, "0.2".

[0033] In the example shown in Figure 2, the vehicle is hardly steered from the moment it starts to exit the parking spot PS until just before it starts to enter the public road R1. On the other hand, in the example shown in Figure 3, the vehicle is steered to make a relatively large turn from the moment it starts to exit the parking spot PS until just before it starts to enter the public road R1. In other words, in the example shown in Figure 3, within the parking area PA, the steering angle θ exceeds the threshold θth1 and then falls below the threshold θth2, so there is a risk that the system may determine that the exit operation is complete even though it is not yet complete. Therefore, the driver assistance ECU 10 starts monitoring the steering angle θ from the moment the exit distance L1 exceeds a predetermined threshold B. In this case, the threshold B is set to a value slightly shorter than the distance from the parking spot PS to the public road R1 (the distance traveled from the parking spot PS to the parking area PA). For example, when the vehicle enters a parking spot PS, the driver assistance ECU 10 detects, based on location data and map data, that the vehicle has begun to enter the parking area PA from public road R1, and measures the distance traveled from that point until the vehicle is parked at the parking spot PS (integrating speed vs). The driver assistance ECU 10 adopts this measurement result as threshold B. The distance traveled at the time of entry L0 is the distance from the parking spot PS to public road R1 plus a predetermined distance (the distance of public road R1 near the parking area PA). Therefore, for simplicity, the distance obtained by multiplying the distance traveled at the time of entry L0 by a constant β (<1) may be adopted as threshold B. In this case, the constant β is, for example, "0.8".

[0034] Next, with reference to Figures 4 and 5, the operation of the driver assistance ECU 10 (hereinafter simply referred to as "CPU") (program PRa for executing acceleration suppression control when exiting the parking lot, and program PRb for switching between a state where acceleration suppression control is permitted and a state where it is prohibited) will be explained in detail.

[0035] (Program PRa) When the CPU detects that the vehicle has started (the ignition switch has transitioned from the off state to the on state), it starts executing program PRa from step 100 and proceeds to step 101. In step 101, the CPU determines whether or not the accelerator pedal AP has been misoperated (whether or not the accelerator pedal AP has been mistakenly pressed). If the CPU determines that the accelerator pedal AP has been misoperated (101: Yes), it proceeds to step 102. On the other hand, if the CPU does not determine that the accelerator pedal AP has been misoperated (101: No), it returns to step 101.

[0036] When the CPU proceeds to step 102, it determines whether or not the execution of acceleration suppression control is permitted. Specifically, the CPU determines whether or not the acceleration suppression permission flag F is "1". The acceleration suppression permission flag F is set to "1" or "0" by the CPU executing the program PRb described later. If the acceleration suppression permission flag F is "1" (if the execution of acceleration suppression control is permitted (102: Yes)), the CPU proceeds to step 103. On the other hand, if the acceleration suppression permission flag F is "0" (if the execution of acceleration suppression control is prohibited (102: No)), the CPU returns to step 101.

[0037] When the CPU proceeds to step 103, 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 104. When the CPU proceeds to step 104, it determines whether the depression depth AD of the accelerator pedal AP is less than the threshold ADth1, which is smaller than the threshold ADth0. If the depression depth AD is less than the threshold ADth1 (104: Yes), the CPU proceeds to step 105. On the other hand, if the depression depth AD is greater than or equal to the threshold ADth1, the CPU returns to step 104. That is, the increase in the throttle valve opening is prohibited until the force pressing down on the accelerator pedal AP is released and the depression depth AD becomes shallower to a certain extent. Note that a decrease in the throttle valve opening is permitted.

[0038] When the CPU proceeds to step 105, it terminates the acceleration suppression control (releases acceleration suppression). Then, the CPU returns to step 101.

[0039] (Program PRb) When the CPU detects that the vehicle has started (the ignition switch has transitioned from the off state to the on state), it begins executing program PRb from step 200 and proceeds to step 201. Upon reaching step 201, the CPU performs initialization processing. Specifically, the CPU sets the acceleration suppression flag F to "1" and the steering flag SF to "0".

[0040] When the CPU proceeds to step 202, it determines whether the preliminary preparations are complete. Specifically, the CPU determines whether a parking spot PS is registered, whether a vehicle is parked in a registered parking spot PS, and whether the entry mileage L0 has been acquired. If the preliminary preparations are complete (202: Yes), the CPU proceeds to step 203. On the other hand, if the preliminary preparations are not complete (202: No), the CPU proceeds to step 211 and terminates the execution of program PRb.

[0041] When the CPU proceeds to step 203, it determines whether the vehicle's speed vs after starting exceeds the threshold vsth. If the speed vs exceeds the threshold vsth (203: Yes), the CPU proceeds to step 210, which will be described later. On the other hand, if the speed vs is less than or equal to the threshold vsth (203: No), the CPU proceeds to step 204.

[0042] When the CPU proceeds to step 204, it determines whether the mileage L1 at the time of departure exceeds threshold A. If the mileage L1 at the time of departure exceeds threshold A (204: Yes), the CPU proceeds to step 210. On the other hand, if the mileage L1 at the time of departure is less than or equal to threshold A (204: No), the CPU proceeds to step 205.

[0043] When the CPU proceeds to step 205, it determines whether the mileage L1 at the time of departure exceeds threshold B (< threshold A). If the mileage L1 at the time of departure exceeds threshold B (205: Yes), the CPU proceeds to step 210. On the other hand, if the mileage L1 at the time of departure is less than or equal to threshold B (204: No), the CPU returns to step 203.

[0044] When the CPU proceeds to step 206, it determines whether the driver is steering or not. Specifically, the CPU determines whether the steering flag SF is "1". If the steering flag SF is "1" (206: Yee), the CPU proceeds to step 209, which will be described later. If the steering flag SF is "0" (206: No), the CPU proceeds to step 207.

[0045] When the CPU proceeds to step 207, it determines whether the steering angle θ is greater than or equal to the threshold θth1. If the steering angle θ is greater than or equal to the threshold θth1 (207: Yes), the CPU proceeds to step 208. On the other hand, if the steering angle θ is less than the threshold θth1 (207: No), the CPU returns to step 203.

[0046] When the CPU proceeds to step 208, it sets the steering flag SF to "1" (steering). Then the CPU proceeds to step 209. When the CPU proceeds to step 209, it determines whether the steering angle θ is less than or equal to the threshold θth2. If the steering angle θ is less than or equal to the threshold θth2 (209: Yes), the CPU proceeds to step 210. On the other hand, if the steering angle θ exceeds the threshold θth2 (209: No), the CPU returns to step 203.

[0047] When the CPU proceeds to step 210, it determines that the vehicle has been delivered and sets the acceleration suppression flag F to "0" (acceleration suppression control cannot be executed). Then the CPU proceeds to step 211 and terminates the execution of program PRb.

[0048] (effect) The driver assistance ECU 10 determines that the parking operation is complete and sets the acceleration suppression feasibility flag F to "0" (210) if the vehicle's speed vs after starting (after starting to exit the parking lot) exceeds threshold vsth (203: Yes), if the vehicle's mileage after starting (mileage at the time of exiting the parking lot L1) exceeds threshold A (204: Yes), or if a predetermined condition regarding the steering angle θ is met within the period from when the vehicle's mileage after starting (mileage at the time of exiting the parking lot L1) exceeds threshold B (which is shorter than threshold A) until it reaches threshold A (if the steering angle θ becomes greater than or equal to threshold θth1 and then less than or equal to threshold θth2). After the parking operation is complete, the driver assistance ECU 10 is unable to perform acceleration suppression control (F=0). In other words, the driver can accelerate the vehicle as intended by pressing the accelerator pedal AP. On the other hand, during the period from the start to the completion of the exit operation, i.e., during the exit operation, the acceleration suppression flag is "1", so acceleration suppression control can be executed. Therefore, if the driver accidentally presses the accelerator pedal AP while exiting the parking area PA or a nearby public road, the acceleration of the vehicle will be suppressed, thus increasing the safety of the vehicle.

[0049] It should be noted that the present invention is not limited to the embodiments described above, and various modifications can be adopted within the scope of the present invention.

[0050] As shown in Figure 6, the driver assistance ECU 10 may determine that steering has ended when the steering angle θ exceeds a threshold θth1 and begins to decrease (when the amount of change in the steering angle θ per unit time changes from a positive value to a negative value). (Modification 1)

[0051] In the above embodiment, the measurement of the distance traveled at the time of entry L0 is started when it is determined that there is a high probability of entering the parking spot PS based on the vehicle's velocity vector in the vicinity of the parking spot PS. Alternatively, for example, the measurement of the distance traveled at the time of entry L0 (integration of velocity vs) may be started when the vehicle's velocity vs decreases in the vicinity of the parking spot PS and falls below a threshold. (Modification 2) [Explanation of Symbols]

[0052] 1...Driving assistance system, 10...Driving assistance ECU, 20...On-board sensor, 30...Drive system

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 control device that performs acceleration suppression control to suppress the acceleration of the vehicle when it is determined that the driver has mistakenly pressed the accelerator pedal, A driver assistance device equipped with, The control device is Based on at least one of the vehicle's speed after starting, distance traveled, and steering angle, it is determined whether the vehicle has completed its exit from the designated parking spot. If it is determined that the vehicle has completed its exit, the execution of acceleration suppression control is prohibited. If the vehicle's speed after starting exceeds the specified speed, If the distance traveled by the vehicle after starting exceeds the predetermined first distance, or If, within the period from the point when the distance traveled by the vehicle after starting exceeds a predetermined second distance which is shorter than the first distance, until the vehicle reaches the first distance, a predetermined condition regarding the steering angle of the vehicle is met, It was determined that the shipment had been completed. The system obtains a velocity vector including the vehicle's speed and direction of travel within the area including the parking spot and the surrounding public roads, and determines that there is a high probability that the vehicle will be parked at the parking spot if the number of past parkings at the parking spot corresponding to the velocity vector exceeds a predetermined number, and sets the first distance based on the distance the vehicle travels from its position at the time of the determination until it is parked at the parking spot. It is configured in such a way. Driving assistance system.

2. 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 control step that executes acceleration suppression control to suppress the acceleration of the vehicle when it is determined that the driver has mistakenly pressed the accelerator pedal, A driving assistance method that includes, The control step is, The system determines whether the vehicle has completed exiting a designated parking spot based on at least one of the vehicle's speed after starting, distance traveled, and steering angle, and if it determines that the vehicle has completed exiting, it prohibits the execution of acceleration suppression control. If the vehicle's speed after starting exceeds the specified speed, If the distance traveled by the vehicle after starting exceeds the predetermined first distance, or If, within the period from the point when the distance traveled by the vehicle after starting exceeds a predetermined second distance which is shorter than the first distance, until the vehicle reaches the first distance, a predetermined condition regarding the steering angle of the vehicle is met, Steps to determine that the shipment has been completed, The process includes the steps of: obtaining a velocity vector including the vehicle's speed and direction of travel within the area including the parking spot and surrounding public roads; determining that there is a high probability of the vehicle parking at the parking spot if the number of past parkings at the parking spot corresponding to the velocity vector exceeds a predetermined number; and setting the first distance based on the distance the vehicle travels from its position at the time of determination until it parks at the parking spot. Driving assistance methods.

3. 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 control step that executes acceleration suppression control to suppress the acceleration of the vehicle when it is determined that the driver has mistakenly pressed the accelerator pedal, A driver assistance program that enables the execution of, The control step is, The system determines whether the vehicle has completed exiting a designated parking spot based on at least one of the vehicle's speed after starting, distance traveled, and steering angle, and if it determines that the vehicle has completed exiting, it prohibits the execution of acceleration suppression control. If the vehicle's speed after starting exceeds the specified speed, If the distance traveled by the vehicle after starting exceeds the predetermined first distance, or If, within the period from the point when the distance traveled by the vehicle after starting exceeds a predetermined second distance which is shorter than the first distance, until the vehicle reaches the first distance, a predetermined condition regarding the steering angle of the vehicle is met, Steps to determine that the shipment has been completed, The process includes the steps of: obtaining a velocity vector including the vehicle's speed and direction of travel within the area including the parking spot and surrounding public roads; determining that there is a high probability of the vehicle parking at the parking spot if the number of past parkings at the parking spot corresponding to the velocity vector exceeds a predetermined number; and setting the first distance based on the distance the vehicle travels from its position at the time of determination until it parks at the parking spot. Driver assistance program.

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