Driving assistance method and driving assistance device

Abstract

A controller (19) sets a stop candidate position on a stop line positioned on a travel route of a host vehicle, executes deceleration control for decelerating the host vehicle in order for the host vehicle to stop in front of the stop candidate position, and, if there is an acceleration operation by a driver of the host vehicle after the stop candidate position has been set, releases the setting of the stop candidate position, or performs autonomous control of travelling of the host vehicle such that the host vehicle passes through the stop candidate position in a state in which the stop candidate position has been set.

Description

[Technical Field]

[0001] The present invention relates to a driving assistance method and a driving assistance apparatus. [Background Art]

[0002] There is known a technology that executes deceleration assistance control for decelerating a vehicle before a deceleration target, and risk avoidance control for steering and decelerating the vehicle to avoid risk factors, and notifies the vehicle driver of the deceleration target during a period in which the deceleration assistance control and the risk avoidance control are activated at the same time. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2021-117916 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] However, Patent Document 1 discloses an invention that executes deceleration control when it is determined that deceleration is required for a stop line ahead of the vehicle based on information obtained by a sensor. Therefore, in Patent Document 1, when it is difficult to determine whether deceleration is required for the stop line or whether the vehicle can pass through the stop line, deceleration of the vehicle is not performed for the stop line. Thus, the driver needs to determine whether the driver can perform an accelerator operation while performing a brake operation, which poses a problem that the burden on the driver increases.

[0005] A problem to be solved by the present invention is to provide a driving assistance method and a driving assistance apparatus that can reduce the burden on the driver even when it is difficult to determine whether deceleration is required for a stop line ahead of the vehicle or whether the vehicle can pass through the stop line. [Means for Solving the Problem]

[0006] The present invention provides a stop line located on a travel route of a host vehicle The position of the virtual stop line, or the position of a virtual stop line arbitrarily set at the location where a pause is required.Set the stop candidate position, The system determines whether the vehicle can pass the candidate stopping position. If it is difficult to determine whether the vehicle can pass the candidate stopping position, the system does not determine that the vehicle can pass the candidate stopping position. If the system does not determine that the vehicle can pass the candidate stopping position, In order for your vehicle to stop before the candidate stopping position, move your vehicle Autonomously Execute deceleration control to slow down the vehicle. During deceleration control, When the driver of the vehicle operates the accelerator pedal is, The vehicle At a pre-set vehicle speed The above problem is solved by autonomously controlling the vehicle's movement so that it passes through candidate stopping positions. [Effects of the Invention]

[0007] According to the present invention, even when it is difficult to determine whether it is necessary to slow down or possible to pass a stop line ahead of the vehicle, the burden on the driver can be reduced. [Brief explanation of the drawing]

[0008] [Figure 1] Block diagram showing one embodiment of the driving assistance device according to the present invention. [Figure 2] This figure shows an example of a scenario in which deceleration control according to this embodiment is performed. [Figure 3] This figure shows an example of a scenario in which the driving assistance method according to this embodiment is executed. [Figure 4] This figure shows an example of a scenario in which the driving assistance method according to this embodiment is executed. [Figure 5] 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] Figure 1 is a block diagram showing the configuration of the driving support device 1 of a vehicle (hereinafter also referred to as "the vehicle") according to this embodiment. The driving support device 1 of this embodiment is one embodiment of implementing the driving support method according to the present invention. As shown in Figure 1, the driving support device 1 according to this embodiment includes 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, a drive control device 18, and a controller 19. These devices are connected to each other by, for example, CAN or other in-vehicle LAN to send and receive information. In this embodiment, the other configurations of the driving support device 1 are not limited to the above configuration, as long as it includes at least a controller 19. For example, the map database 13 is not limited to being stored in the driving support device 1, but may be an external database.

[0010] The surrounding information detection device 11 includes sensors that detect the environment around the vehicle. For example, the surrounding information detection device 11 includes cameras such as a front camera that captures images in front of the vehicle, a rear camera that captures images behind the vehicle, and side cameras that capture images to the left and right sides of the vehicle. In this embodiment, the surrounding information detection device 11 recognizes lane boundary lines, stop lines, etc., from images captured by the cameras using image recognition. Lane boundary lines include white lines, yellow lines, dashed lines, and double lines. The surrounding information detection device 11 also includes radars such as a front radar that detects obstacles in front of the vehicle, a rear radar that detects obstacles behind the vehicle, and side radars that detect obstacles to the left and right sides of the vehicle. The surrounding information detection device 11 outputs the detection results regarding the surrounding environment of the vehicle as surrounding environment information to the controller 19 at a predetermined interval.

[0011] Furthermore, the surrounding information detection device 11 includes a distance sensor that acquires the distance to an object. The distance sensor includes a laser sensor, a depth camera, etc. The surrounding information detection device 11 also includes a yaw rate sensor that acquires the yaw rate around the center of gravity axis of the vehicle. The yaw rate sensor acquires the yaw rate generated when the vehicle turns. The surrounding information detection device 11 also includes a lateral acceleration sensor that detects the lateral acceleration of the vehicle.

[0012] In this embodiment, the surrounding information detection device 11 recognizes the stop line from the image of the outside of the vehicle captured by the front camera or the like, and measures the distance between the vehicle and the stop line. The surrounding information detection device 11 also detects traffic signals, road signs, and road markings located in front of the vehicle in the direction of travel. The surrounding information detection device 11 may be configured to use one of the multiple sensors described above, or it may be configured to use a combination of two or more types of sensors.

[0013] The vehicle information detection device 12 includes sensors for detecting the driving state of the vehicle. For example, the vehicle information detection device 12 includes a vehicle speed sensor for detecting the vehicle's speed. The vehicle information detection device 12 also includes a steering angle sensor for detecting the steering angle. The vehicle information detection device 12 comprises a GPS unit, a gyro sensor, and a vehicle speed sensor, etc. 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 based on the acquired position information of the vehicle, the angle change information acquired from the gyro sensor, and the vehicle speed acquired from the vehicle speed sensor. The vehicle information detection device 12 outputs the detected position information of the vehicle to the controller 19 at predetermined intervals.

[0014] The vehicle information detection device 12 includes a sensor that detects the driver's operation of the vehicle. The driver's operation of the vehicle includes accelerator operation and brake operation. For example, the vehicle information detection device 12 includes a sensor that detects the amount the driver depresses the accelerator pedal. When the vehicle information detection device 12 detects the driver's operation of the accelerator pedal, it outputs operation information, including the amount the accelerator pedal is depressed, to the controller 19. The vehicle information detection device 12 may also detect the duration for which the driver depresses the accelerator pedal.

[0015] Further, the own-vehicle information detection device 12 includes a sensor that detects an amount of depression of a brake pedal by a driver. When the own-vehicle information detection device 12 detects an operation of the brake pedal by the driver, it outputs operation information including the amount of depression of the brake pedal to the controller 19. Further, the own-vehicle information detection device 12 may also detect a depression time of the brake pedal by the driver.

[0016] The map database 13 is a database that stores map information including road information. The map database 13 is stored in a memory accessible from the controller 19. In the road information, each point on a map such as an intersection or a junction is stored as a node, and a road section between nodes is stored as a road link. The road information includes information such as road type, road width, number of lanes, curved road and the curvature of the curve (for example, curvature or radius of curvature), and speed limit set for the road. Further, the road information includes stop line information. A stop line is, for example, a stop line before an intersection where a traffic light, a stop road sign and / or a road surface marking is installed. The stop line information includes position information of the stop line. Stop lines include virtual stop lines. A virtual stop line is a stop line arbitrarily set on a map. For example, a virtual stop line is set at a position where a temporary stop is required to give priority to the passage of oncoming vehicles in an intersection.

[0017] The in-vehicle equipment 14 is various kinds of equipment mounted on the vehicle, and operates according to a driver's operation. Examples of such in-vehicle equipment include a steering wheel, an accelerator pedal, a brake pedal, a direction indicator, a wiper, a lamp, a horn, and other specific switches. When the in-vehicle equipment 14 is operated by a driver, it outputs the operation information thereof to the controller 19. For example, when the accelerator pedal or the brake pedal is operated by the driver, operation information including an operation amount is output to the controller 19.

[0018] The navigation device 15 acquires current position information of the host vehicle from the host vehicle information detection device 12, superimposes the position of the host vehicle on map information for navigation, and displays the result on a display or the like. The navigation device 15 also has a navigation function that, when a destination is set, sets a travel route to the destination and guides the driver along the set travel route. This navigation function displays the travel route on a map on the display and notifies the driver of the route by voice or the like.

[0019] The presentation device 16 includes, for example, various displays such as a display provided in the navigation device 15, a display incorporated in a rearview mirror, a display incorporated in a meter section, and a head-up display projected on a windshield. The presentation device 16 also includes devices other than displays, such as a speaker of an audio device. The presentation device 16 notifies the driver of various types of presentation information under the control of the controller 19. For example, the presentation device 16 notifies the driver of setting cancellation information by displaying the setting cancellation information indicating that the setting of the stop candidate position has been canceled on a display or providing voice guidance via a speaker.

[0020] The input device 17 is, for example, a device such as a button switch that allows input by a driver's manual operation, a touch panel arranged on a display screen, or a microphone that allows input by the driver's voice. In the present embodiment, when the driver operates the input device 17, the driver can input setting information for the presentation information presented by the presentation device 16. Note that a direction indicator lever of a direction indicator or another switch of an in-vehicle device 14 may be used as the input device 17. The input device 17 outputs input setting information to the controller 19.

[0021] The drive control device 18 autonomously controls the vehicle's movement based on the target speed and target steering angle output from the controller 19. The control performed by the drive control device 18 includes autonomous speed control and autonomous steering control. For example, when the vehicle is traveling at a set speed using autonomous speed control, the drive control device 18 controls the operation of the drive mechanism and brakes to accelerate and decelerate, and to maintain the vehicle's speed so that it reaches the target speed. Similarly, when the vehicle is following a preceding vehicle using autonomous speed control, the drive control device 18 controls the operation of the drive mechanism and brakes. In this embodiment, the drive control device 18 controls the operation of the brakes when stopping the vehicle at a stop line. The operation control of the drive mechanism includes the operation of the internal combustion engine in the case of an engine-powered vehicle, and the operation of the drive motor in the case of an electric vehicle. In the case of a hybrid vehicle, it includes the torque distribution between the internal combustion engine and the drive motor.

[0022] Furthermore, the drive control device 18, through autonomous steering control, controls the operation of the steering actuator in addition to the operation control of the drive mechanism and brakes described above, thereby performing steering control of the vehicle so that the steering angle of the vehicle's steering wheels follows the target steering angle. For example, the drive control device 18 performs steering control through autonomous steering control so that the vehicle travels along a target driving trajectory along its lane, and controls the vehicle's driving position (lateral position) in the width direction. The lateral position of the vehicle is the position of the vehicle in the width direction of the lane (the width direction of the vehicle). In this embodiment, the lateral position of the vehicle includes the lateral position of the vehicle with respect to the lane boundary line and the lateral position of the vehicle with respect to the target driving trajectory. The lateral position of the vehicle may be any position on the vehicle, but for example, it may be the position of the vehicle's center of gravity in the width direction of the lane. In addition, other known methods can be used as the vehicle control method by the drive control device 18.

[0023] The controller 19 includes a ROM that stores a program for autonomously controlling the vehicle's movement, 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 controller 19 autonomously controls the vehicle's movement along a designated path using autonomous speed control and autonomous steering control functions. The controller 19 generates a target trajectory for the vehicle, calculates a target speed and steering angle for the vehicle to travel along the target trajectory, and outputs the calculated target speed and steering angle to the drive control device 18. In this embodiment, the autonomous speed control function includes, for example, a deceleration control function that slows the vehicle down to stop it at a designated stop position set on a stop line. The controller 19 executes each of the above functions through the cooperation of software and hardware for realizing or executing each of the above functions. In this embodiment, the controller 19 performs driving support control. The driving support control by the controller 19 will be described in detail below.

[0024] The controller 19 sets a candidate stop position on a stop line located along the vehicle's travel path and performs deceleration control to slow down the vehicle so that it stops before the candidate stop position. The controller 19 also autonomously controls the vehicle's movement based on its determination of whether the vehicle can pass the candidate stop position. For example, even if there is no accelerator operation by the driver as described later, if the controller 19 determines that the vehicle can pass the candidate stop position, it stops the deceleration control toward the candidate stop position and autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position.

[0025] Furthermore, if the controller 19 determines that the vehicle cannot pass the candidate stop position, it executes deceleration control to slow down the vehicle in order to stop it before the candidate stop position. In other words, if a candidate stop position is set, the controller 19 executes deceleration control to slow down the vehicle in order to stop it before the candidate stop position unless it determines that the vehicle can pass the candidate stop position. Also, even if the controller 19 determines that the vehicle cannot pass the candidate stop position, if the driver operates the accelerator, it will cancel the setting of the candidate stop position and autonomously control the vehicle's movement so that the vehicle passes the candidate stop position.

[0026] The controller 19 is configured as a functional block and includes a map information acquisition unit 100, a vehicle information acquisition unit 101, a surrounding information acquisition unit 102, a stop position setting unit 103, a determination unit 104, and a vehicle control unit 105. First, in this embodiment, the functions of the controller 19 are divided into six blocks and the functions of each functional block are explained, but the functions of the controller 19 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.

[0027] The map information acquisition unit 100 acquires map information from the map database 13. The map information includes stop line information. The stop lines include virtual stop lines.

[0028] The vehicle information acquisition unit 101 acquires vehicle information of the vehicle from the vehicle information detection device 12. The vehicle information includes, for example, the current location information of the vehicle. The vehicle information acquisition unit 101 also acquires information on the driver's accelerator operation or brake operation as part of the vehicle information. The accelerator operation information includes the amount the accelerator pedal is pressed and / or the duration the accelerator pedal is pressed. The brake operation information includes the amount the brake pedal is pressed and / or the duration the brake pedal is pressed.

[0029] The surrounding information acquisition unit 102 acquires surrounding information from the surrounding information detection device 11, which indicates the environment surrounding the vehicle. The surrounding information includes surrounding road information. Road information includes, for example, stop lines, traffic signals, road signs, and road markings located in front of the vehicle's direction of travel. The surrounding information also includes obstacles around the vehicle.

[0030] The stop position setting unit 103 sets candidate stop positions at stop lines located along the vehicle's travel path. A candidate stop position is a location where it is necessary to determine whether the vehicle can pass through that candidate stop position. Based on the stop line information included in the acquired map information, the stop position setting unit 103 identifies stop lines located along the travel path and sets candidate stop positions at the locations of the identified stop lines. If there are multiple stop lines along the travel path, the stop position setting unit 103 sets candidate stop positions at the locations of each of the multiple stop lines.

[0031] The determination unit 104 determines whether the vehicle can pass the candidate stop position set by the stop position setting unit 103. In this embodiment, when it is determined that the vehicle can pass the candidate stop position, the vehicle's movement is autonomously controlled to pass the candidate stop position. That is, unless it is determined that the vehicle can pass the candidate stop position, the deceleration control is continued to stop the vehicle before the candidate stop position. In addition, in this embodiment, when the vehicle approaches the candidate stop position, the determination unit 104 determines at regular intervals whether the vehicle can pass the candidate stop position. When the vehicle approaches the candidate stop position, it is determined that the vehicle is located within a predetermined range from the candidate stop position.

[0032] The determination unit 104 determines whether the vehicle can pass the candidate stop position based on the surrounding information acquired by the surrounding information acquisition unit 102. The determination unit 104 determines that the vehicle can pass the candidate stop position if the situation in front of the vehicle in the direction of travel is such that the vehicle can pass the stop line. Situations in which the vehicle can pass the stop line include, for example, when the traffic light at the intersection where the stop line is installed is a signal indicating permission to pass. Also, situations in which the vehicle can pass the stop line include when there are no obstacles in front of the vehicle in the direction of travel that would obstruct the vehicle's movement.

[0033] Furthermore, the determination unit 104 does not determine that the vehicle can pass the candidate stop position if the situation in front of the vehicle in the direction of travel makes it impossible for the vehicle to pass the stop line. Situations in which the vehicle cannot pass the stop line include, for example, when the traffic light installed at the intersection is showing a signal indicating that passage is prohibited, or when there is an obstacle in front of the vehicle in the direction of travel that obstructs the vehicle's movement.

[0034] Furthermore, if the determination unit 104 finds it difficult to determine whether the vehicle can pass the candidate stop location based on the surrounding information acquired by the surrounding information acquisition unit 102, it will not determine that the vehicle can pass the candidate stop location. For example, if the vehicle cannot recognize the signal indicated by the traffic light at an intersection where a stop line is installed, the determination unit 104 will not determine that the vehicle can pass the candidate stop location. Note that the determination of whether the vehicle can pass the candidate stop location is not a mandatory configuration and may be provided as needed.

[0035] Furthermore, the determination unit 104 determines whether or not the driver of the vehicle has operated the accelerator. If the determination unit 104 obtains information on the driver's accelerator operation, it determines that the driver has operated the accelerator. If the determination unit 104 does not obtain information on the driver's accelerator operation, it determines that the driver of the vehicle has not operated the accelerator. For example, if it is difficult to determine whether the vehicle can pass the candidate stopping position based on surrounding information, that is, if it is not determined that the vehicle can pass the candidate stopping position, the determination unit 104 determines whether or not the driver of the vehicle has operated the accelerator.

[0036] Furthermore, the determination unit 104 determines whether or not the accelerator was operated when the vehicle is decelerating in order to stop before the candidate stop position. The determination unit 104 also determines whether or not the accelerator was operated when the vehicle is located within a predetermined range from the candidate stop position. The predetermined range from the candidate stop position is a range within a predetermined distance from the candidate stop position, or a range within a predetermined time from which it takes for the vehicle to reach the candidate stop position.

[0037] Furthermore, the determination unit 104 may determine that an accelerator operation has occurred if it acquires operation information that includes an accelerator pedal depression amount less than the amount the driver depressions the accelerator pedal to accelerate the vehicle. The amount the driver depressions the accelerator pedal to accelerate the vehicle is a predetermined depression amount set in advance. Normally, the accelerator pedal is designed so that acceleration control is not executed unless the driver depressions it by a predetermined amount or more from the start. In this embodiment, the determination unit 104 determines that an accelerator operation has occurred if there is an accelerator operation that is less than the predetermined depression amount for canceling the setting of a stop candidate position, rather than an accelerator operation that is greater than or equal to the predetermined depression amount for normal acceleration control. In other words, in this embodiment, accelerator operations are divided into accelerator operations for normal acceleration and accelerator operations for canceling the setting of a stop candidate position.

[0038] Furthermore, the determination unit 104 may determine that an accelerator operation has occurred if it acquires operation information that includes an accelerator pedal depression time that is less than the time the driver depressions the accelerator pedal to accelerate the vehicle. The time the driver depressions the accelerator pedal to accelerate the vehicle is a predetermined depression time that is set in advance. In this embodiment, the determination unit 104 determines that an accelerator operation has occurred if there is an accelerator operation that is less than a predetermined depression time for canceling the setting of a stop candidate position, rather than an accelerator operation that is longer than a predetermined depression time for normal acceleration control.

[0039] Furthermore, after releasing the setting of the candidate stopping position, the determination unit 104 determines whether or not a brake operation has been performed. If the determination unit 104 obtains information on a brake operation performed by the driver, it determines that a brake operation has been performed by the driver. If the determination unit 104 does not obtain information on a brake operation performed by the driver, it determines that there was no brake operation performed by the driver of its own vehicle.

[0040] Furthermore, in this embodiment, similar to accelerator operation, in determining whether or not brake operation has been performed, the determination unit 104 may determine that brake operation has been performed if there is a brake operation less than the predetermined amount of depression required to release the reset of the stop candidate position, rather than a brake operation greater than the predetermined amount of depression required for normal deceleration control. Alternatively, the determination unit 104 may determine that brake operation has been performed if there is a brake operation less than the predetermined depression time required to release the reset of the stop candidate position.

[0041] When a candidate stop position is set, the vehicle control unit 105 executes deceleration control to slow down the vehicle so that it stops before the candidate stop position. The vehicle control unit 105 starts deceleration control of the vehicle to stop before the candidate stop position when the vehicle reaches a predetermined deceleration start position. The predetermined deceleration start position is a position that is a distance away from the candidate stop position necessary to appropriately stop the vehicle before the candidate stop position. In this embodiment, after a candidate stop position is set, the vehicle control unit 105, in principle, executes deceleration control toward the set candidate stop position. Furthermore, if it is determined that the vehicle can pass or if the accelerator is pressed, the vehicle control unit 105 may autonomously control the vehicle's movement so that it passes the candidate stop position without stopping before it. Note that the configuration in which the vehicle's movement is autonomously controlled to pass the candidate stop position when it is determined that the vehicle can pass is not a mandatory configuration and may be provided as needed. That is, the vehicle control unit 105 may execute deceleration control toward the set candidate stop position without determining whether it can pass.

[0042] Here, an example of a scenario in which deceleration control according to this embodiment is performed will be explained using Figure 2. Figure 2 is a diagram showing an example of a scenario in which deceleration control according to this embodiment is performed. In Figure 2, a stop line SL and a traffic light TS are located in front of the vehicle V1 in the direction of travel. A candidate stop position SP is set at the position of the stop line SL. If it is determined that the vehicle can pass the candidate stop position, the controller 19 performs deceleration control of the vehicle V1 so that the vehicle V1 stops before the candidate stop position SP. For example, if the signal of traffic light TS cannot be recognized and it is difficult to make a determination, the vehicle will stop before the candidate stop position SP even if the signal of traffic light TS is a signal indicating permission to pass.

[0043] Furthermore, the vehicle control unit 105 autonomously controls the vehicle's movement based on the determination result from the determination unit 104. If the vehicle control unit 105 determines that the vehicle can pass the candidate stop position, it cancels the setting of the candidate stop position and autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position. In other words, the vehicle control unit 105 allows the vehicle to pass the candidate stop position without stopping it before it. For example, the vehicle control unit 105 cancels the setting of the candidate stop position and autonomously controls the vehicle's movement so that the vehicle travels at a set speed. The set speed is a pre-set speed. The set speed may be a speed set by the driver, or a speed set based on road information. The road information may be, for example, information such as speed limits indicated by road signs detected by the surrounding information detection device 11, or speed limits set on roads obtained from the map database 13.

[0044] Furthermore, if the vehicle control unit 105 determines that the vehicle cannot pass the candidate stop position, it executes deceleration control to slow down the vehicle in order to stop it before the candidate stop position. In other words, the vehicle control unit 105 continuously executes deceleration control as long as it does not determine that the vehicle can pass the candidate stop position. For example, the vehicle control unit 105 executes deceleration control if the area in front of the vehicle in the direction of travel is such that the vehicle cannot pass the candidate stop position, or if it is difficult to determine whether the vehicle can pass the candidate stop position.

[0045] Furthermore, if the accelerator is pressed after a candidate stop position has been set, the vehicle control unit 105 cancels the setting of the candidate stop position and autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position. For example, if the determination unit 104 determines that the accelerator has been pressed, the vehicle control unit 105 cancels the setting of the candidate stop position and autonomously controls the vehicle's movement so that the vehicle travels at the set speed. In this embodiment, however, the control performed by the vehicle control unit 105 when the accelerator is pressed after a candidate stop position has been set is not limited to canceling the setting of the candidate stop position and autonomously controlling the vehicle's movement so that the vehicle passes the candidate stop position. The vehicle control unit 105 may also autonomously control the vehicle's movement so that the vehicle passes the candidate stop position while the candidate stop position is still set, if the accelerator is pressed after the candidate stop position has been set. If the accelerator is pressed after the candidate stop position has been set but before deceleration control is started, the vehicle control unit 105 does not start deceleration control toward the set candidate stop position, but autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position. Furthermore, if the vehicle control unit 105 is operating the accelerator after a candidate stop position has been set and while deceleration control is being performed, it will cancel the deceleration control that is currently being performed and autonomously control the vehicle's movement so that the vehicle passes the candidate stop position.

[0046] The vehicle control unit 105 may cancel the setting of the candidate stop position when the vehicle is decelerating to stop before the candidate stop position, or when the vehicle is located within a predetermined range from the candidate stop position and the accelerator is pressed. It should be noted that limiting the conditions for canceling the setting of the candidate stop position as described above is not an essential configuration and may be provided as needed. For example, the vehicle control unit 105 may cancel the setting of the candidate stop position when the vehicle is not decelerating to stop before the candidate stop position, or when the vehicle is located outside the predetermined range from the candidate stop position and the accelerator is pressed.

[0047] Furthermore, the accelerator operation may also be an accelerator operation that includes an accelerator pedal depression amount or duration less than the amount or duration of depression required to accelerate the vehicle, that is, an accelerator operation that includes an accelerator pedal depression amount or duration less than the amount or duration of depression required to accelerate the vehicle. When an accelerator operation is performed that includes an accelerator pedal depression amount or duration for releasing the setting of a candidate stop position, the vehicle control unit 105 autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position. Alternatively, when an accelerator operation is performed that includes an accelerator pedal depression amount and duration for releasing the setting of a candidate stop position, the vehicle control unit 105 autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position. As described above, limiting the accelerator operation to an accelerator operation that includes an accelerator pedal depression amount or duration for releasing the setting of a candidate stop position is not an essential configuration and may be provided as needed.

[0048] Furthermore, if the accelerator is pressed after deceleration control has started, the vehicle control unit 105 may autonomously control the vehicle's movement so that the vehicle passes the stop candidate position at a set speed. The set speed is, for example, the vehicle's set speed before deceleration control is started. In this embodiment, before deceleration control is started, the vehicle control unit 105 autonomously controls the vehicle's movement so that the vehicle travels at the set speed. For example, while the vehicle is traveling along the route until it reaches the deceleration start position, the vehicle control unit 105 autonomously controls the vehicle's movement so that the vehicle travels at the set speed. If the accelerator is pressed after deceleration control has started, the vehicle control unit 105 autonomously controls the vehicle's movement based on the vehicle's set speed before deceleration control was started. That is, the vehicle control unit 105 resumes the vehicle's movement based on the set speed before deceleration control was started. Note that such autonomous control is not an essential configuration and may be provided as needed.

[0049] Furthermore, if an accelerator pedal is pressed before deceleration control is initiated, the vehicle control unit 105 may autonomously control the vehicle's movement to ensure it continues to travel at the set speed. That is, if the vehicle control unit 105 is autonomously controlling the vehicle's movement to ensure it travels at the set speed before deceleration control is initiated, it will autonomously control the vehicle's movement to ensure it maintains the current set speed when an accelerator pedal is pressed, without initiating deceleration control. Note that such autonomous control is not a mandatory configuration and may be provided as needed. Also, the accelerator pedal operation may include the amount and duration of pressing the pedal to cancel the setting of the candidate stop position.

[0050] Here, using Figure 3, an example of a scenario in which the driving support method according to this embodiment is executed will be explained. Figure 3 is a diagram showing an example of a scenario in which the driving support method according to this embodiment is executed. In Figure 3, as in the scenario in Figure 2, a stop line SL and a traffic light TS are present in front of the vehicle V1 in the direction of travel. Figure 3 shows a scenario in which, when the accelerator is pressed while the vehicle is decelerating to stop before the candidate stop position in the scenario in Figure 2, the candidate stop position that was set at the stop line SL is released. In such a case, the controller 19 autonomously controls the movement of the vehicle V1 so that the vehicle V1 passes through the stop line SL without stopping. For example, if the driver visually recognizes that the signal of traffic light TS indicates permission to pass and presses the accelerator, the vehicle will pass through before the stop line without stopping. If it is difficult to determine whether the vehicle can pass the candidate stop position based on surrounding information, the vehicle will autonomously decelerate, so the driver does not need to operate the brakes and can concentrate on visually checking the surroundings to determine whether it can pass the candidate stop position.

[0051] Furthermore, the vehicle control unit 105 may accelerate the vehicle in accordance with the amount the accelerator pedal is pressed if the accelerator is pressed at a time other than when the vehicle is decelerating to stop before the candidate stop position. The accelerator operation is the accelerator operation for normal acceleration control. A time other than when the vehicle is decelerating to stop before the candidate stop position is, for example, when the vehicle is driving normally. Another such time is when the vehicle is decelerating to avoid another moving object. The vehicle is decelerating not towards the candidate stop position, but to avoid another moving object such as a pedestrian crossing the road in front of the vehicle. The driver checks the surroundings and, after confirming that the other moving object has been avoided, performs the accelerator operation for normal acceleration control. In such a case, the vehicle control unit 105 accelerates the vehicle in accordance with the amount the driver presses the accelerator pedal. Note that the above configuration is not mandatory and may be provided as needed.

[0052] Furthermore, the vehicle control unit 105 will not cancel the setting of the candidate stop position even if there is an accelerator operation to cancel the setting of the candidate stop position at a time other than when the vehicle is decelerating to stop before the candidate stop position, and will continue the deceleration control to stop the vehicle before the candidate stop position. For example, in the scene shown in Figure 2, when a pedestrian is moving from the sidewalk in front of the vehicle in the direction of travel, and the vehicle is decelerating to avoid the pedestrian, the vehicle control unit 105 will not cancel the setting of the candidate stop position even if there is an accelerator operation to cancel the setting of the candidate stop position at that time.

[0053] Furthermore, if there are multiple stop lines located along the travel path, the vehicle control unit 105 will cancel the setting of a candidate stop position for the stop line closest to the vehicle when the accelerator is pressed. The vehicle control unit 105 identifies the stop line closest to the vehicle located in front of the vehicle's direction of travel from among the multiple stop lines, and cancels the candidate stop position set for that stop line. Note that the above configuration is not mandatory and may be provided as needed.

[0054] Furthermore, if the driver applies the brakes after the vehicle control unit 105 has released the stop candidate position setting, it will reset the stop candidate position on the stop line and resume control to stop the vehicle before the stop candidate position. The vehicle control unit 105 switches between releasing and resetting the stop candidate position when it receives information about accelerator or brake operation. Note that the above configuration is not mandatory and may be provided as needed.

[0055] Furthermore, while the vehicle control unit 105 is deactivating the stop candidate position setting, it notifies the driver via the display device 16 of the deactivation information indicating that the stop candidate position setting has been deactivated. For example, the vehicle control unit 105 displays an image of the deactivation information on the display of the display device 16. of Display the information. The vehicle control unit 105 may also output audio information, including setting cancellation information, via the speaker of the display device 16. Note that the above configuration is not mandatory and may be provided as needed.

[0056] Here, an example of a scenario in which the driving support method according to this embodiment is executed will be explained using Figure 4. Figure 4 is a diagram showing an example of a scenario in which the driving support method according to this embodiment is executed. In Figure 4, multiple candidate stop positions are set on multiple stop lines, including a virtual stop line, at an intersection. Candidate stop positions SP1, SP2, and SP3 are set on the driving path TL of the vehicle V1. Candidate stop position SP1 is set on a stop line drawn on the road surface. Candidate stop positions SP2 and SP3 are set on virtual stop lines within the intersection. The virtual stop line where candidate stop position SP2 is set is the position where the vehicle must stop in order to give way to oncoming vehicles passing through the intersection. The virtual stop line where candidate stop position SP3 is set is the position where the vehicle must stop in order to give way to pedestrians walking on the crosswalk PC.

[0057] In this embodiment, as shown in Figure 4, if the accelerator is pressed before the vehicle V1 enters the intersection, the controller 19 releases the stop candidate position SP1 closest to the vehicle. Furthermore, if the accelerator is pressed again after the stop candidate position SP1 has been released, the controller 19 releases the stop candidate position SP2. Similarly, if the accelerator is pressed again after the stop candidate position SP2 has been released, the controller 19 releases the stop candidate position SP3. In this way, the controller 19 releases the stop candidate positions in order from the stop candidate position closest to the vehicle in response to the accelerator operation.

[0058] Next, the procedure of the driving support method according to this embodiment will be explained using the flowchart in Figure 5. Figure 5 is a flowchart showing an example of the procedure of the driving support method according to this embodiment. In this embodiment, after the driving path of the vehicle is set before the vehicle starts driving, the controller 19 starts the flow from step S1.

[0059] In step S1, the controller 19 obtains stop line information, including the position of the stop line, from the map database 13. In step S2, the controller 19 sets a candidate stop position at the position of the stop line obtained in step S1. In step S3, the controller 19 autonomously controls the vehicle's movement to start the vehicle moving. Note that step S3 may be performed before step S1 or before step S2. In step S4, the controller 19 determines whether the vehicle has approached the candidate stop position. For example, the controller 19 determines that the vehicle has approached the candidate stop position if the vehicle has reached a predetermined range from the candidate stop position.

[0060] If the controller 19 determines that the vehicle is approaching a candidate stop location, it proceeds to step S5. If the controller 19 does not determine that the vehicle is approaching a candidate stop location, it returns to step S4 and repeats the following flow. In step S5, the controller 19 determines whether the vehicle can pass the candidate stop location. For example, if the controller 19 recognizes, based on surrounding information, that the traffic light signal indicates permission to pass, it determines that the vehicle can pass the candidate stop location. If the controller 19 determines that the vehicle can pass the candidate stop location, it proceeds to step S12. If the controller 19 cannot recognize that the traffic light signal indicates permission to pass, or if the traffic light signal cannot be recognized do not have In this case, the controller 19 does not determine that its own vehicle can pass the candidate stop position. If it is determined that its own vehicle can pass the candidate stop position, the controller 19 proceeds to step S6.

[0061] In step S6, the controller 19 performs deceleration control. In step S7, the controller 19 determines whether or not an accelerator operation has occurred. An accelerator operation is, for example, an accelerator operation to cancel the setting of a candidate stop position. If it is determined that an accelerator operation has occurred, the controller 19 proceeds to step S8. If it is determined that no accelerator operation has occurred, the controller 19 controls the vehicle to continue deceleration control and stop before the candidate stop position, and terminates the control flow. So If the controller 19 obtains information about accelerator operation, it determines that accelerator operation occurred. If it does not obtain information about accelerator operation, the controller 19 determines that there was no accelerator operation.

[0062] In step S8, the controller 19 cancels the setting of the candidate stop position. In step S9, the controller 19 autonomously controls the vehicle's movement at the set speed. In step S10, the controller 19 determines whether or not a brake operation has occurred. If it determines that a brake operation has occurred, the controller 19 proceeds to step S11. In step S11, the controller 19 resets the candidate stop position that was canceled in step S8. After resetting the candidate stop position, the controller 19 returns to step S6 and repeats the following flow.

[0063] If the controller 19 determines that no brake operation has been performed, it continues to control the vehicle at the set speed and autonomously controls the vehicle's movement to pass the stop line, and then terminates the control flow. In this embodiment, if the controller 19 obtains information about a brake operation, it determines that a brake operation has been performed. If the controller 19 does not obtain information about a brake operation, it determines that no brake operation has been performed. In step S12, the controller 19 autonomously controls the vehicle's movement to pass the candidate stop position.

[0064] In this embodiment, the controller 19 performs deceleration control after determining whether the vehicle can pass the candidate stop position. However, it is not limited to this, and if a candidate stop position is set, the controller may start deceleration control when the vehicle reaches the deceleration start position and determine whether the vehicle can pass the candidate stop position during deceleration control. Also, in this embodiment, when the vehicle approaches the candidate stop position, deceleration control, determination of whether passage is possible, and determination of whether or not the accelerator was operated may be performed in parallel. Also, in this embodiment, the controller 19 determines whether or not the accelerator was operated after starting deceleration control and during deceleration control. However, it is not limited to this, and it may also determine whether or not the accelerator was operated before the vehicle starts deceleration control, for example, when the vehicle is within a predetermined range from the candidate stop position. The controller 19 may also perform the determination of whether or not the accelerator was operated in parallel with the above control flow, and if it determines in step S4 that the vehicle has approached the candidate stop position, and then determines that there was an accelerator operation before step S6, it may execute the control from step S8 onwards.

[0065] As described above, in this embodiment, the controller is a system that sets a candidate stop position on a stop line located on the vehicle's travel path and performs deceleration control to slow down the vehicle so that it stops before the candidate stop position. After setting the candidate stop position, if the driver of the vehicle operates the accelerator, the controller either cancels the setting of the candidate stop position or, with the candidate stop position set, autonomously controls the vehicle's movement so that it passes the candidate stop position. This reduces the burden on the driver even when it is difficult to determine whether or not deceleration of the vehicle is necessary in relation to the stop line ahead of the vehicle. Furthermore, in this embodiment, after setting the candidate stop position, if the driver of the vehicle operates the accelerator, Stop The system may also choose to maintain the candidate position setting while not performing deceleration control, or cancel any ongoing deceleration control, to autonomously control the vehicle's movement so that it passes the candidate stop position.

[0066] Furthermore, in this embodiment, when the vehicle is decelerating to stop before the candidate stop position, or when the vehicle is located within a predetermined range from the candidate stop position, the controller, upon receiving an accelerator operation, either cancels the setting of the candidate stop position or, with the candidate stop position set, autonomously controls the vehicle's movement so that it passes the candidate stop position. This allows the vehicle's movement to be autonomously controlled so that it passes the candidate stop position without stopping before it when the vehicle is decelerating toward the stop line or approaching the stop line.

[0067] Furthermore, in this embodiment, if the controller detects an accelerator operation that includes an accelerator pedal depression amount less than the amount the driver would depress the accelerator pedal to accelerate the vehicle, it will either cancel the setting of the candidate stop position, or, with the candidate stop position set, autonomously control the vehicle's movement so that the vehicle passes the candidate stop position. As a result, even if an accelerator pedal depression amount equivalent to the amount of play in the accelerator pedal is detected, which would normally prevent the vehicle from accelerating, the controller can autonomously control the vehicle's movement so that the vehicle passes the stop line even with such a depression amount.

[0068] Furthermore, in this embodiment, if the controller detects an accelerator operation that includes an accelerator pedal depression time shorter than the time the driver depresses the accelerator pedal to accelerate the vehicle, it will either cancel the setting of the candidate stop position, or, with the candidate stop position set, autonomously control the vehicle's movement so that the vehicle passes the candidate stop position. As a result, when a short amount of accelerator pedal depression is detected, acceleration control is normally performed only while the accelerator pedal is being operated, but even with a short accelerator operation, the vehicle's movement can be autonomously controlled so that the vehicle passes the stop line.

[0069] Furthermore, in this embodiment, if the accelerator is pressed at a time other than when the vehicle is decelerating to stop before the candidate stopping position, the controller accelerates the vehicle according to the amount the accelerator pedal is pressed. As a result, when the accelerator is pressed at a time other than when the vehicle is decelerating toward the candidate stopping position, acceleration control is performed according to the amount of input from the driver, allowing the vehicle to be driven in accordance with the driver's intentions.

[0070] Furthermore, in this embodiment, when the controller acquires operation information and there are multiple stop lines located along the travel path, it either cancels the setting of a candidate stop position for the stop line closest to the vehicle, or, with a candidate stop position set, autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position without stopping. This prevents the driver from unintentionally canceling multiple stop lines by canceling the setting of candidate stop positions in order, starting with the stop line closest to the vehicle, even when multiple stop lines are consecutively located along the vehicle's travel path.

[0071] Furthermore, in this embodiment, after the controller has released the setting of the candidate stop position, if the driver applies the brakes, it resets the candidate stop position on the stop line and resumes deceleration control. This makes it possible to perform deceleration control in line with the driver's intention to decelerate using the brake pedal without having to continuously press the brake, thus reducing the burden on the driver.

[0072] Furthermore, in this embodiment, the stop line includes a virtual stop line. This allows the vehicle to decelerate even in locations where a physical stop line does not exist but stopping control is required (such as pedestrian crossings), by virtually setting a stop line.

[0073] Furthermore, in this embodiment, while the controller is deactivating the setting of candidate stop positions, it notifies the driver of deactivation information indicating that the setting of candidate stop positions has been deactivated. This allows the driver to understand that the setting of candidate stop positions has been deactivated and that the vehicle is being controlled to pass through the stop line.

[0074] Furthermore, in this embodiment, before initiating deceleration control, the controller autonomously controls the vehicle's movement so that it travels at a preset speed; after initiating deceleration control, if the accelerator is pressed, the controller autonomously controls the vehicle's movement so that it passes the stop candidate position at the preset speed; and before initiating deceleration control, if the accelerator is pressed, the controller autonomously controls the vehicle's movement so that it continues to travel at the preset speed. This allows the vehicle's movement to be autonomously controlled at the preset speed when the driver presses the accelerator.

[0075] 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]

[0076] 1… Driving support system 19…Controller 100...Map Information Acquisition Unit 101... Vehicle Information Acquisition Unit 102... Surrounding Information Acquisition Unit 103…Stop position setting section 104...Judgment section 105... Vehicle Control Unit

Claims

1. A driving assistance method performed by a controller, The aforementioned controller, The system sets potential stopping positions at the locations of stop lines located on the vehicle's travel path, or at the locations of virtual stop lines arbitrarily set at locations where a temporary stop is required. The system determines whether the vehicle can pass the candidate stopping position, and if it is difficult to determine whether the vehicle can pass the candidate stopping position, it does not determine that the vehicle can pass the candidate stopping position. If it is determined that the vehicle cannot pass the candidate stop position, deceleration control is performed to autonomously decelerate the vehicle in order to stop before the candidate stop position. A driving assistance method that, if the driver of the vehicle operates the accelerator during the deceleration control, autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position at a preset speed.

2. The driving assistance method according to claim 1, wherein the controller autonomously controls the driving of the vehicle so that the vehicle passes the candidate stop position at the set speed when the accelerator pedal is pressed by an amount less than the amount the driver presses the accelerator pedal to accelerate the vehicle.

3. The driving assistance method according to claim 1, wherein the controller autonomously controls the driving of the vehicle so that the vehicle passes the candidate stop position at the set vehicle speed when the accelerator pedal operation is performed for a duration less than the duration the driver depresses the accelerator pedal to accelerate the vehicle.

4. The aforementioned controller, The driving support method according to claim 1, wherein if the accelerator is operated at a time other than when the vehicle is decelerating in order to stop before the candidate stopping position, the vehicle is accelerated according to the amount the accelerator pedal is pressed.

5. The driving assistance method according to claim 1, wherein, when there are multiple stop lines located on the driving path, the controller, upon accelerator operation, cancels the setting of the candidate stop position for the stop line closest to the vehicle and autonomously controls the driving of the vehicle so that the vehicle passes the candidate stop position at the set speed, or, with the candidate stop position set for the stop line closest to the vehicle, autonomously controls the driving of the vehicle so that the vehicle passes the candidate stop position at the set speed.

6. The aforementioned controller, If the aforementioned accelerator operation occurs, the setting of the candidate stop position will be canceled. The driving support method according to claim 1, wherein if the driver applies the brakes after the setting of the candidate stop position has been canceled, the candidate stop position is reset on the stop line and the deceleration control is resumed.

7. The aforementioned controller, If the aforementioned accelerator operation occurs, the setting of the candidate stop position will be canceled. The driving assistance method according to claim 1, wherein, while the setting of the candidate stop position is being canceled, the driver is notified of a setting cancellation information indicating that the setting of the candidate stop position is in a canceled state.

8. The aforementioned controller, When the vehicle reaches a predetermined deceleration start position, the deceleration control of the vehicle is initiated. Before initiating the deceleration control, the vehicle is autonomously driven to maintain the set speed. If the accelerator is pressed after the deceleration control has started, the vehicle's movement will be autonomously controlled so that it passes the candidate stop position at the set speed. If the accelerator is pressed before the deceleration control is initiated, the vehicle's movement is autonomously controlled so that it continues to travel at the set speed. The driving support method according to claim 1, wherein the predetermined deceleration start position is a position located a distance away from the candidate stop position that is necessary to appropriately stop the vehicle before the candidate stop position.

9. A driving assistance device equipped with a controller, The aforementioned controller, The system sets potential stopping positions at the locations of stop lines located on the vehicle's travel path, or at the locations of virtual stop lines arbitrarily set at locations where a temporary stop is required. The system determines whether the vehicle can pass the candidate stopping position, and if it is difficult to determine whether the vehicle can pass the candidate stopping position, it does not determine that the vehicle can pass the candidate stopping position. If it is determined that the vehicle cannot pass the candidate stop position, deceleration control is performed to autonomously decelerate the vehicle in order to stop before the candidate stop position. A driving support device that, if the driver of the vehicle operates the accelerator during the deceleration control, autonomously controls the vehicle's movement so that the vehicle passes the candidate stop position at a preset speed.

Images