Driving support device and vehicle

Abstract

A driving support device according to one aspect of the present disclosure can make, on the basis of first data indicating that an intersection where a first road and a second road cross each other is present ahead of a first vehicle traveling on the first road, that a second vehicle which is an oncoming vehicle for the first vehicle is present, that a traffic participant who can enter the intersection and who is different from the first vehicle and the second vehicle is present, that the first vehicle is about to change its travel path at the intersection and that a driver of the second vehicle is indicating an intention to give way, and second data about the facial or gaze direction of the driver of the second vehicle, a determination regarding the confirmation status of the first vehicle and the traffic participant by the driver of the second vehicle, and can perform notification, accelerator control, brake control, or steering control on the basis of the result of the determination.

Description

Driving assistance device and vehicle

[0001] The present disclosure relates to a driving assistance device and a vehicle.

[0002] For example, at an intersection without traffic lights, when a driver turns on a turn signal to change lanes, the driver of an oncoming vehicle may flash their headlights quickly to indicate their intention to give way to the oncoming vehicle. Such communication between drivers is extremely beneficial for realizing smooth traffic flow. Measures to support smooth traffic flow are disclosed, for example, in Patent Documents 1 to 3.

[0003] JP 2021-64033 A JP 2020-6818 A JP 10-278671 A

[0004] A driving assistance device according to a first aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data is data indicating that an intersection where a first road and a second road intersect is located ahead of a first vehicle traveling on the first road, that a second vehicle is oncoming relative to the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is present and able to enter the intersection, that the first vehicle is about to change lanes at the intersection, and that the driver of the second vehicle is indicating an intention to yield. The second data is data regarding the face or gaze direction of the driver of the second vehicle. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, whether the driver of the second vehicle has confirmed the first vehicle and the traffic participants, and providing a warning, accelerator control, brake control, or steering control based on the result of the determination.

[0005] A driving assistance device according to a second aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data indicates that an entrance / exit from a facility adjacent to a first road is located ahead of a first vehicle traveling on the first road, that a second vehicle is oncoming relative to the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is able to enter a specific area on the first road adjacent to the entrance / exit, that the first vehicle is about to change lanes in the specific area, and that the driver of the second vehicle is indicating an intention to yield. The second data is data regarding the face or gaze direction of the driver of the second vehicle. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, whether the driver of the second vehicle has confirmed the first vehicle and the traffic participants, and providing a warning, accelerator control, brake control, or steering control based on the result of the determination.

[0006] A driving assistance device according to a third aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data is data indicating that an intersection where a first passage and a second passage intersect is located ahead of a vehicle traveling on the first passage, that a guide is present at the intersection, that there are traffic participants other than the vehicle and the guide who can enter the intersection, that the vehicle is about to change lanes at the intersection, and that the guide is indicating his / her intention to allow passage. The second data is data regarding the face or gaze direction of the guide. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, whether the guide is checking the vehicle and traffic participants, and providing an alert, accelerator control, brake control, or steering control based on the result of the determination.

[0007] A vehicle according to a fourth aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data is data indicating that an intersection where a first road and a second road intersect is ahead of a vehicle traveling on the first road, that an oncoming vehicle is present, that a traffic participant other than the vehicle and the oncoming vehicle is present and able to enter the intersection, that the vehicle is about to change lanes at the intersection, and that the driver of the oncoming vehicle is indicating an intention to yield. The second data is data regarding the face or gaze direction of the driver of the oncoming vehicle. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, how the driver of the oncoming vehicle is checking the vehicle and the traffic participants, and providing a warning, accelerator control, brake control, or steering control based on the result of the determination.

[0008] A vehicle according to a fifth aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data is data indicating that an entrance / exit from a facility adjacent to a first road is ahead of a vehicle traveling on the first road, that an oncoming vehicle is present, that a traffic participant other than the vehicle and the oncoming vehicle is present and is able to enter a specific area on the first road adjacent to the entrance / exit, that the vehicle is about to change lanes in the specific area, and that the driver of the oncoming vehicle is indicating an intention to yield. The second data is data regarding the face or gaze direction of the driver of the oncoming vehicle. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, how the driver of the oncoming vehicle is checking the vehicle and the traffic participants, and providing a warning, accelerator control, brake control, or steering control based on the result of the determination.

[0009] A vehicle according to a sixth aspect of the present disclosure includes a data acquisition unit and a control unit. The data acquisition unit is capable of acquiring first data and second data. The first data is data indicating that an intersection where a first passage and a second passage intersect is located ahead of a vehicle traveling on the first passage, that a guide is present at the intersection, that there are traffic participants other than the vehicle and the guide who can enter the intersection, that the vehicle is about to change lanes at the intersection, and that the guide is indicating his / her intention to allow passage. The second data is data regarding the face or gaze direction of the guide. The control unit is capable of determining, based on the first data and the second data acquired by the data acquisition unit, whether the guide is checking the vehicle and traffic participants, and providing an alert, accelerator control, brake control, or steering control based on the result of the determination.

[0010] The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate one embodiment and, together with the description, serve to explain the principles of the disclosure.

[0011] FIG. 1 is a diagram illustrating an example of functional blocks of a vehicle according to a first embodiment of the present disclosure. FIG. 2 is a diagram illustrating an example of a driving assistance procedure in the vehicle of FIG. 1. FIG. 3 is a diagram illustrating an example of a scenario when an oncoming vehicle yields to another traffic participant at an intersection. FIG. 4 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at an intersection. FIG. 5 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at an intersection. FIG. 6 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at an intersection. FIG. 7 is a diagram illustrating an example of functional blocks of a vehicle according to a second embodiment of the present disclosure. FIG. 8 is a diagram illustrating an example of a driving assistance procedure in the vehicle of FIG. 7. FIG. 9 is a diagram illustrating an example of a scenario when an oncoming vehicle yields to another traffic participant at a parking lot entrance / exit. FIG. 10 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at a parking lot entrance / exit. FIG. 11 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at a parking lot entrance / exit. FIG. 12 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant at a parking lot entrance / exit. FIG. 13 is a diagram illustrating an example of functional blocks of a vehicle according to a third embodiment of the present disclosure. FIG. 14 is a diagram illustrating an example of a driving assistance procedure for the vehicle of FIG. 13. FIG. 15 is a diagram illustrating an example of a scenario when an oncoming vehicle yields to another traffic participant in an aisle of a parking lot. FIG. 16 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant in an aisle of a parking lot. FIG. 17 is a diagram illustrating another example of a scenario when an oncoming vehicle yields to another traffic participant in an aisle of a parking lot. FIG. 18 is a diagram illustrating a collision example at an intersection. FIG. 19 is a diagram illustrating a collision example at an intersection. FIG. 20 is a diagram illustrating a collision example at an intersection.

[0012] Some exemplary embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Note that the following description illustrates one specific example of the present disclosure and should not be construed as limiting the present disclosure. For example, each element, including numerical values, shapes, materials, parts, the position of each part, and the connection method of each part, is merely an example and should not be construed as limiting the present disclosure. Furthermore, in the following exemplary embodiments, components not described in independent claims based on the highest concept of the present disclosure are optional and may be provided as needed. The drawings are schematic and are not intended to be drawn to scale. Throughout this specification and the drawings, components having substantially the same function and configuration are designated by the same reference numerals, and redundant description will be omitted. Furthermore, components not directly related to one embodiment of the present disclosure are not shown in the drawings.

[0013] <1. Background> For example, at an intersection without traffic lights, when a driver flashes a turn signal to change lanes, the driver of an oncoming vehicle may flash their headlights quickly to indicate their intention to give way to the oncoming vehicle. Such communication between drivers is extremely beneficial for realizing smooth traffic flow. Measures for supporting such smooth traffic flow are disclosed, for example, in Patent Documents 1 to 3.

[0014] Patent Literature 1 discloses that when the predicted path of an oncoming vehicle intersects with the path of the vehicle, if there is a vehicle following the oncoming vehicle, control is performed to allow the oncoming vehicle to pass through, but if there is no vehicle following the oncoming vehicle, control is not performed to allow the oncoming vehicle to pass through. Patent Literature 2 discloses that when a vehicle ahead is stopped, control is performed to stop the vehicle so that the target vehicle can enter the lane of the vehicle when a predetermined condition is met regarding the positional relationship between the vehicle ahead and a target vehicle predicted to enter the lane of the vehicle. Patent Literature 3 discloses that a retractable display unit is provided on the hood of a vehicle, and the display unit is exposed on the hood by operating a switch inside the vehicle, and a message of gratitude to the oncoming vehicle is displayed on the display unit.

[0015] However, Patent Documents 1 to 3 do not disclose anything about determining whether to yield to the vehicle that has been given the right of way, taking into consideration the possibility of the vehicle colliding with another traffic participant. Furthermore, the inventions described in Patent Documents 1 to 3 do not determine the validity of the other party's expression of intention to yield to the vehicle, so if the other party's expression of intention is made to a traffic participant other than the vehicle, there is a possibility that the vehicle will collide with the other traffic participant.

[0016] As described above, conventional inventions do not determine the validity of the other party's expression of intent, which poses a problem of the possibility of the vehicle colliding with another traffic participant. Therefore, after extensive research, the inventors of the present application have come up with a technology that can determine the validity of the other party's expression of intent. Below, the background of this newly conceived technology will be explained using three collision cases A, B, and C.

[0017] FIG. 18 illustrates the first collision example A. In FIG. 18 , a vehicle (host vehicle) 100a is traveling on a road La with one lane in each direction. This road La is composed of a driving lane L1 in which the vehicle 100a is traveling and an oncoming lane L2 that runs parallel to the driving lane L1 via a center line. An intersection CL is located ahead of the vehicle 100a on this road La with one lane in each direction. This road La with one lane in each direction intersects with a road Lb at the intersection CL. In the oncoming lane L2, a vehicle (target vehicle) 100b is slowing down, driving slowly, or stopped before the intersection CL. A crosswalk CW is located on road Lb before the intersection CL. A bicycle 100c (light vehicle) is traveling on road Lb toward the crosswalk CW. The intersection CL does not have any traffic lights.

[0018] The driver of vehicle 100a approaches intersection CL while slowing down and flashes his right turn signal with the intention of making a right turn at intersection CL. The driver of vehicle 100b then flashes his headlights rapidly, indicating his intention to yield to his vehicle. However, the driver of vehicle 100b is distracted by vehicle 100a and misses bicycle 100c, unaware that bicycle 100c is about to cross crosswalk CW. The driver of vehicle 100a determines that the driver of vehicle 100b has given way to him and begins to turn right at intersection CL. Meanwhile, bicycle 100c begins to cross crosswalk CW without realizing that vehicle 100a has turned right at intersection CL. As a result, vehicle 100a collides with bicycle 100c, which is crossing crosswalk CW, as it approaches crosswalk CW.

[0019] In collision example A, the driver of vehicle 100b overlooked bicycle 100c and gave way to the driver of vehicle 100a, which triggered the collision between vehicle 100a and bicycle 100c. In other words, in collision example A, the driver of vehicle 100b's expression of intent was inappropriate in that vehicle 100a made a right turn at intersection CL.

[0020] FIG. 19 illustrates a second collision example B. In FIG. 19 , a vehicle (host vehicle) 100a is traveling on a road La with one lane in each direction. This road La with one lane in each direction is composed of a driving lane L1 in which the vehicle 100a is traveling and an oncoming lane L2 that runs parallel to the driving lane L1 via a center line. An intersection CL is provided ahead of the vehicle 100a on this road La with one lane in each direction. This road La with one lane in each direction intersects with a road Lb at the intersection CL. In the oncoming lane L2, a vehicle (target vehicle) 100b is slowing down, driving slowly, or stopped before the intersection CL. A crosswalk CW is provided on road Lb before the intersection CL. On road Lb, a vehicle 100d is slowing down, driving slowly, or stopped before the crosswalk CW. The intersection CL does not have any traffic lights.

[0021] The driver of vehicle 100a approaches intersection CL while slowing down and flashes his right turn signal with the intention of making a right turn at intersection CL. The driver of vehicle 100b then flashes his headlights quickly, indicating his intention to yield to his vehicle. However, in reality, the driver of vehicle 100b was indicating his intention to yield to vehicle 100d. The driver of vehicle 100a mistakenly believes that the driver of vehicle 100b has given way to him and begins to turn right at intersection CL. Meanwhile, vehicle 100d believes that the driver of vehicle 100b has given way to him and begins to enter intersection CL. As a result, vehicle 100a collides with vehicle 100d, which is entering intersection CL, while still inside intersection CL.

[0022] In collision example B, the collision between vehicle 100a and vehicle 100d occurs when the driver of vehicle 100a mistakenly believes that the driver of vehicle 100b has given way to him. In other words, in collision example B, the driver of vehicle 100b's expression of intent to turn right at intersection CL is inappropriate.

[0023] 20 illustrates a third collision example C. The road structure and traffic conditions illustrated in FIG. 20 are similar to those illustrated in FIG.

[0024] The driver of vehicle 100a approaches intersection CL while slowing down and flashes his right turn signal with the intention of making a right turn at intersection CL. The driver of vehicle 100b then flashes his headlights quickly, indicating his intention to yield to his vehicle. However, the driver of vehicle 100d mistakenly believes that the driver of vehicle 100b has given way to him and begins to enter intersection CL. Meanwhile, the driver of vehicle 100a believes that the driver of vehicle 100b has given way to him and begins to turn right at intersection CL. As a result, vehicle 100a collides with vehicle 100d, which is entering intersection CL, while still inside intersection CL.

[0025] In collision example C, the collision between vehicles 100a and 100d occurs when the driver of vehicle 100d mistakenly believes that the driver of vehicle 100b has given way to him. In other words, in collision example C, the driver of vehicle 100b's expression of intent lacks validity when vehicle 100a turns right at intersection CL.

[0026] Therefore, the inventors of the present application came up with a method for reducing the risk of a collision between vehicle 100a and bicycle 100c or vehicle 100d in a specific scenario in which three traffic participants (vehicles 100a, 100b, and bicycle 100c) or (vehicles 100a, 100b, and 100d)) are present at intersection CL, and one traffic participant (vehicle 100b) indicates its intention to yield to vehicle 100a, bicycle 100c, or vehicle 100d. The method uses the driver of vehicle 100b's confirmation status of vehicle 100a and bicycle 100c or vehicle 100d as a basis for making decisions, and provides a warning to the driver of vehicle 100a, as well as controls the accelerator, brakes, and steering of vehicle 100a. The driving assistance device and vehicle that realize this are described in detail below.

[0027] 2. First Embodiment [Configuration Example] First, a vehicle 1 equipped with a control unit 30 according to a first embodiment of the present disclosure will be described. FIG. 1 illustrates a schematic configuration example of the vehicle 1. The control unit 30 corresponds to a specific example of a "driving assistance device" of the present disclosure. The vehicle 1 corresponds to a specific example of a vehicle 100a. The vehicle 1 is capable of traveling by being driven by a prime mover 50 (engine or motor). For example, as shown in FIG. 1, the vehicle 1 includes a sensor unit 10, a communication unit 20, a control unit 30, a display unit 40, the prime mover 50, a brake 60, and an EPS (Electric Power Steering) motor 70.

[0028] The sensor unit 10 is configured to include various sensors mounted on the vehicle 1. The sensor unit 10 is configured to include, for example, an accelerator opening sensor, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, and a steering torque sensor. The sensor unit 10 may also include sensors other than those described above.

[0029] The accelerator position sensor is capable of detecting the accelerator position from the amount of depression of the accelerator pedal, and is capable of outputting time-series data (accelerator position data) regarding the detected accelerator position to the control unit 30.

[0030] The vehicle speed sensor is capable of detecting the speed (vehicle speed) of the vehicle 1. The vehicle speed sensor is capable of outputting time series data (vehicle speed data) about the detected vehicle speed to the control unit 30. The acceleration sensor is capable of detecting acceleration applied to the vehicle 1. The acceleration sensor is capable of outputting time series data (acceleration data) about the detected acceleration in three directions to the control unit 30. The angular velocity sensor is capable of detecting the angular velocity of the vehicle 1. The angular velocity sensor is capable of outputting time series data (angular velocity data) about the detected three angular velocities (yaw angular velocity, roll angular velocity, and pitch angular velocity) to the control unit 30.

[0031] The steering angle sensor is capable of detecting the steering angle (steering angle) of the steering wheel of the vehicle 1. The steering angle sensor is capable of outputting time-series data (steering angle data) about the detected steering angle to the control unit 30. The steering torque sensor is capable of detecting the steering torque generated by the driver's steering wheel operation. The steering torque sensor is capable of outputting time-series data (steering torque data) about the detected steering torque to the control unit 30.

[0032] The sensor unit 10 further includes a stereo camera mounted on the vehicle 1 and a driving environment detection unit. The stereo camera is an autonomous sensor that senses the real space around the vehicle 1. The stereo cameras are, for example, arranged at symmetrical positions on either side of the central part in the width direction of the vehicle 1, and are capable of capturing stereo images of the area in front of the vehicle 1 from different viewpoints. The stereo cameras are capable of outputting image data Da (a pair of stereo image data) obtained by capturing images to the control unit 30.

[0033] The stereo camera is capable of generating distance image data calculated from the amount of displacement between corresponding objects based on image data Da (a pair of stereo image data) obtained by capturing images. The driving environment detection unit is capable of, for example, calculating lane markings that divide the road around the vehicle 1 based on the distance image data. The driving environment detection unit is also capable of calculating the road curvature of the markings that divide the left and right sides of the road (driving lane) on which the vehicle 1 is traveling, and the width between the left and right markings (vehicle width). The driving environment detection unit is also capable of performing predetermined pattern matching on the distance image data to detect lanes and three-dimensional objects such as structures present around the vehicle 1.

[0034] Here, the detection of a three-dimensional object by the driving environment detection unit includes, for example, detecting the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle (host vehicle). Examples of three-dimensional objects to be detected include traffic lights, intersections, road signs, stop lines, other vehicles, pedestrians, and bicycles. The driving environment detection unit is capable of outputting information about the detected three-dimensional objects to the control unit 30, for example.

[0035] The communication unit 20 can acquire data to supplement data that cannot be obtained from the image data Da and the range image data, for example, through vehicle-to-vehicle communication, road-to-vehicle communication, and satellite communication. The communication unit 20 can output the acquired data to the control unit 30.

[0036] The control unit 30 is capable of controlling the entire vehicle 1. The control unit 30 is, for example, a so-called ECU (Electronic Control Unit) and is configured to include, for example, one or more processors and one or more memories. The control unit 30 may be configured to include, for example, a CPU (Central Processing Unit). In this case, the control unit 30 is capable of controlling the entire vehicle 1 by, for example, executing a program stored in a storage unit.

[0037] The control unit 30 has, for example, a driving control unit 31 as shown in Fig. 1. The driving control unit 31 is capable of controlling the driving of the vehicle 1 (for example, the torque of the prime mover 50, the amount of brake depression, and the steering angle of the steering wheel) and notifications related to the driving of the vehicle 1. The driving control unit 31 has, for example, a data acquisition unit 32, a situation determination unit 33, a notification control unit 34, an accelerator control unit 35, a brake control unit 36, and a steering control unit 37 as shown in Fig. 1.

[0038] The data acquisition unit 32 is capable of acquiring various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, and various control signals for various devices (e.g., turn signals) of the vehicle 1. The data acquisition unit 32 is capable of acquiring the following first data and second data based on the acquired various data and various control signals.

[0039] (First Data) The first data includes the following data. The following symbols correspond to the symbols described in Figs. 3 to 6 described below. Data indicating that an intersection CL, where roads La (first road) and Lb (second road) intersect, is located ahead of vehicle 100a (first vehicle) traveling on road La. Data indicating that vehicle 100b (second vehicle) is present, which is an oncoming vehicle relative to vehicle 100a. Data indicating that a traffic participant (bicycle 100c or vehicle 100d) other than vehicles 100a and 100b is present and is able to enter intersection CL. Data indicating that vehicle 100a is about to change lanes at intersection CL. Data indicating that the driver of vehicle 100b is indicating an intention to give way.

[0040] (Second Data) The second data includes the following data. The following symbols correspond to the symbols in Figs. 3 to 6 described later: Data on the face or line of sight of the driver of the vehicle 100b

[0041] The intersection CL, vehicle 100b, bicycle 100c, and vehicle 100d can be detected, for example, by the driving environment detection unit of the sensor unit 10. The lane change of vehicle 100a can be detected, for example, based on a control signal that causes the turn signal of vehicle 100a to flash. The driver of vehicle 100b's intention to give way can be detected, for example, by a flashing signal that causes the headlights of vehicle 100b to flash quickly, which is included in the time-series data of image data Da. The facial direction of the driver of vehicle 100b can be detected, for example, based on the facial features of the driver of vehicle 100b included in image data Da. The gaze direction of the driver of vehicle 100b can be detected, for example, based on the position of the iris in the eyes of the driver of vehicle 100b included in image data Da.

[0042] The situation determination unit 33 is capable of making a determination regarding the confirmation status of the vehicle 100a and the bicycle 100c or vehicle 100d by the driver of the vehicle 100b, based on the first data and the second data acquired by the data acquisition unit 32. Here, "determination regarding the confirmation status" refers to, for example, the following two determinations.

[0043] (First determination) Determination as to whether the driver of vehicle 100b recognizes the presence of any traffic participant other than vehicle 100a (bicycle 100c or vehicle 100d). (Second determination) Determination as to whether the driver of vehicle 100b has expressed an intention to give way to vehicle 100a, bicycle 100c, or vehicle 100d.

[0044] The situation determination unit 33 is further capable of making a "determination regarding the confirmation situation" during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention to give way to another traffic participant (vehicle 100a, bicycle 100c, or vehicle 100d) and at the moment (time A) when he / she expresses his / her intention. Here, "expression of intention to give way" refers to, for example, flashing the headlights. The specific determination procedure of the situation determination unit 33 will be described in detail later.

[0045] The notification control unit 34 is capable of generating a video signal for issuing a notification based on the determination result of the situation determination unit 33, and outputting the video signal to the display unit 40. The display unit 40 is configured to include, for example, a liquid crystal panel or an organic EL panel, and is capable of displaying a video based on the video signal input from the notification control unit 34.

[0046] Accelerator control unit 35 is capable of controlling the torque of prime mover 50 based on a required torque corresponding to the amount of accelerator pedal depression by the driver of vehicle 1. Accelerator control unit 35 is further capable of deriving a target torque by adding an additional torque obtained based on the determination result of situation determination unit 33 to the required torque, and of controlling the torque of prime mover 50 based on the derived target torque. Prime mover 50 is configured to drive the steered wheels of vehicle 1, and is capable of driving the steered wheels of vehicle 1 in accordance with the required torque or target torque input from accelerator control unit 35.

[0047] The brake control unit 36 ​​is capable of controlling the torque of the brake 60 based on a required torque corresponding to the amount of brake pedal depression by the driver of the vehicle 1. The brake control unit 36 ​​is further capable of deriving a target torque by adding an additional torque obtained based on the determination result of the situation determination unit 33 to the required torque, and of controlling the torque of the brake 60 based on the derived target torque. The brake 60 is configured to brake the steered wheels of the vehicle 1, and is capable of braking the steered wheels of the vehicle 1 in accordance with the required torque or the target torque input from the brake control unit 36.

[0048] The steering control unit 37 is capable of deriving a steering assist torque that assists the steering torque generated by the driver's steering wheel operation and setting an EPS torque corresponding to the derived steering assist torque. The steering control unit 37 further derives a target torque by adding an additional torque obtained based on the determination result of the situation determination unit 33 to the steering assist torque and setting an EPS torque corresponding to the derived target torque. The steering control unit 37 is capable of outputting a control signal to the EPS motor 70 so that the output torque of the EPS motor 70 becomes the set EPS torque. The EPS motor 70 generates an output torque based on the input control signal and is capable of controlling the steering angle of the steering wheel.

[0049] Next, a driving assistance procedure in the vehicle 1 will be described.

[0050] Fig. 2 shows an example of a driving assistance procedure in the vehicle 1. Figs. 3 to 6 show an example of a scenario when the vehicle 100b gives way to another traffic participant at an intersection CL.

[0051] In FIGS. 3 to 6 , vehicle (host vehicle) 100a is traveling on road La with one lane in each direction. This road La with one lane in each direction is composed of a driving lane L1 in which vehicle 100a is traveling and an oncoming lane L2 that runs parallel to driving lane L1 via a center line. An intersection CL is located ahead of vehicle 100a on this road La with one lane in each direction. This road La with one lane in each direction intersects with road Lb at the intersection CL. In oncoming lane L2, vehicle (target vehicle) 100b is slowing down, driving slowly, or stopped before intersection CL. A crosswalk CW is located on road Lb before intersection CL. In scenario (1) of FIG. 3 , bicycle 100c is traveling on road Lb toward crosswalk CW. In scenario (2) of FIG. 4 , bicycle 100c is traveling beside vehicle 100b in oncoming lane L2. In scenario (3) of Fig. 5 and scenario (4) of Fig. 6, vehicle 100d is decelerating, driving slowly, or stopped before crosswalk CW on road Lb. There are no traffic lights at intersection CL.

[0052] The driver of vehicle 100a approaches intersection CL while decelerating and flashes the right turn signal with the intention of making a right turn at intersection CL. The driver of vehicle 100b then flashes his headlights quickly to indicate his intention to give way. The driving control unit 31 (situation determination unit 33) determines whether the driver of vehicle 100b's intention to give way is appropriate for vehicle 100a to turn right at intersection CL. The driving assistance procedure, including the determination procedure, will be described below.

[0053] The driving control unit 31 acquires various data including image data Da (step S101). The driving control unit 31 also acquires various control signals as necessary. Next, the driving control unit 31 determines whether an intersection CL exists ahead of the vehicle 100a (host vehicle) based on the acquired various data and various control signals (step S102). If the driving control unit 31 determines that an intersection CL exists ahead of the vehicle 100a (step S102; Y), the driving control unit 31 determines whether an oncoming vehicle 100b exists based on the acquired various data and various control signals (step S103).

[0054] When the driving control unit 31 determines that the vehicle 100b (oncoming vehicle) is present (step S103; Y), it determines whether or not there are traffic participants (bicycle 100c, vehicle 100d) other than the vehicle 100a and the vehicle 100b that can enter the intersection CL based on the acquired various data and various control signals (step S104). When the driving control unit 31 determines that the bicycle 100c or the vehicle 100d is present (step S104; Y), it determines whether or not the vehicle 100a is attempting to change lanes at the intersection CL based on the acquired various data and various control signals (step S105). When the driving control unit 31 determines that the vehicle 100a is attempting to change lanes at the intersection CL (step S105; Y), it determines whether or not the driver of the vehicle 100b has indicated an intention to give way based on the acquired various data and various control signals (step S106). The driving control unit 31 may perform the determinations in steps S102 to S106 based on data obtained at time A (various data and various control signals), for example.

[0055] If the driving control unit 31 determines that the driver of vehicle 100b has expressed an intention to give way (step S106; Y), it analyzes the face or gaze direction of the driver of vehicle 100b based on the image data Da (step S107). Specifically, the driving control unit 31 determines whether the face or gaze direction of the driver of vehicle 100b is within a predetermined viewing angle θa including the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses the intention and at the moment (time A) when the driver expresses the intention. At this time, the driving control unit 31 determines whether the face or gaze direction of the driver of vehicle 100b is within a predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained during the predetermined period Ta and at time A.

[0056] For example, as shown in FIG. 3 , in scenario (1) in which vehicle 100b overlooks bicycle 100c traveling on road Lb and gives way to vehicle 100a, it is highly likely that the direction of the face or line of sight of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a during a predetermined period Ta and at time A. Therefore, in scenario (1), the traveling control unit 31 is highly likely to be able to read from image data Da obtained during the predetermined period Ta and at time A that the direction of the face or line of sight of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. If the traveling control unit 31 can read from image data Da obtained during the predetermined period Ta and at time A that the direction of the face or line of sight of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a, the traveling control unit 31 determines that vehicle 100b overlooked bicycle 100c and gave way to vehicle 100a.

[0057] For example, in scenario (2) shown in FIG. 4 , vehicle 100b overlooks bicycle 100c beside vehicle 100b and gives way to vehicle 100a. At predetermined time period Ta and time A, the direction of the driver's face or gaze of vehicle 100b is likely to be within a predetermined viewing angle θa that includes the direction of vehicle 100a. Therefore, in scenario (2), the driving control unit 31 is likely to be able to determine from image data Da obtained during the predetermined time period Ta and time A that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. If the driving control unit 31 can determine from image data Da obtained during the predetermined time period Ta and time A that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a, the driving control unit 31 determines that vehicle 100b overlooked bicycle 100c and gave way to vehicle 100a.

[0058] In step S107, the driving control unit 31 may determine whether the direction of the face or line of sight of the driver of vehicle 100b is outside the range of a predetermined viewing angle θa that includes the direction of vehicle 100a at the moment (time A) when the driver of vehicle 100b expresses the above-mentioned intention. At this time, the driving control unit 31 determines whether the direction of the face or line of sight of the driver of vehicle 100b is outside the range of the predetermined viewing angle θa that includes the direction of vehicle 100a, based on the image data Da obtained at time A.

[0059] For example, as shown in FIG. 5 , in scenario (3) in which the driver of vehicle 100a mistakenly believes that vehicle 100b has given way to him, at time A, the direction of the face or gaze of the driver of vehicle 100b is likely to be within a predetermined range of viewing angle θb that includes the direction of vehicle 100d. Therefore, in scenario (3), the driving control unit 31 is likely to be able to read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a. If the driving control unit 31 can read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a, the driving control unit 31 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has given way to him.

[0060] In step S107, the driving control unit 31 may determine whether the direction of the face or gaze of the driver of vehicle 100b is outside the range of a predetermined viewing angle θa including the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses the above-mentioned intention, and further determine whether the direction of the face or gaze of the driver of vehicle 100b is within the range of the predetermined viewing angle θa including the direction of vehicle 100a at the moment (time A) when the driver of vehicle 100b expresses the above-mentioned intention. At this time, the driving control unit 31 determines whether the direction of the face or gaze of the driver of vehicle 100b is outside the range of the predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained during the predetermined period Ta. The driving control unit 31 further determines whether the direction of the face or gaze of the driver of vehicle 100b is within the range of the predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained at time A.

[0061] For example, as shown in FIG. 6 , in scenario (4) in which the driver of vehicle 100a determines that vehicle 100b has confirmed vehicle 100d and then given way to vehicle 100a, it is highly likely that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θb that includes the direction of vehicle 100d during a predetermined period Ta. Furthermore, at time A, it is highly likely that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. Therefore, in scenario (4), it is highly likely that the driving control unit 31 can read from the image data Da obtained during the predetermined period Ta that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θb that includes the direction of vehicle 100d. Furthermore, it is highly likely that the driving control unit 31 can read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside a predetermined viewing angle θa that includes the direction of vehicle 100a.

[0062] If the driving control unit 31 can read from the image data Da obtained during a predetermined period Ta that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined range of viewing angle θb that includes the direction of vehicle 100d, and further read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the range of the predetermined range of viewing angle θa that includes the direction of vehicle 100a, the driving control unit 31 determines that the driver of vehicle 100a has confirmed that vehicle 100b has given way to the driver of vehicle 100a after confirming that vehicle 100d has passed.

[0063] Based on the analysis results of step S107, the driving control unit 31 determines whether the vehicle 100a can change lanes safely (step S108). Specifically, if the driving control unit 31 determines in step S107 that the vehicle 100b has yielded to the vehicle 100a while overlooking the bicycle 100c or the vehicle 100d, the driving control unit 31 determines that the vehicle 100a cannot change lanes safely (step S108; N). Furthermore, if the driving control unit 31 determines in step S107 that the driver of the vehicle 100a mistakenly believed that the vehicle 100b had yielded to the vehicle 100a, the driving control unit 31 determines that the vehicle 100a cannot change lanes safely (step S108; N). In addition, if the driving control unit 31 determines in step S107 that the driver of vehicle 100a has confirmed that vehicle 100b has given way to vehicle 100d after confirming that vehicle 100b has confirmed that vehicle 100d has given way to vehicle 100a, it determines that vehicle 100a can safely change course (step S108; Y).

[0064] If the driving control unit 31 determines in step S108 that the vehicle 100a can safely change course, it generates a video signal indicating that the course change is possible (step S109). At this time, the display unit 40 displays a video indicating that the course change is possible (step S110). Furthermore, the driving control unit 31 (accelerator control unit 35, brake control unit 36, steering control unit 37) does not perform intervention control to apply additional torque when the vehicle 100a changes course.

[0065] If the driving control unit 31 determines in step S108 that the vehicle 100a cannot change course safely, it generates a video signal to call attention (step S111). At this time, the display unit 40 displays the video to call attention (step S112). Furthermore, the driving control unit 31 (accelerator control unit 35, brake control unit 36, steering control unit 37) performs intervention control to apply additional torque when the vehicle 100a changes course.

[0066] [Effects] Next, effects of the vehicle 1 according to the first embodiment of the present disclosure will be described.

[0067] In this embodiment, a determination is made regarding the confirmation status of vehicle 100a and bicycle 100c or vehicle 100d by the driver of vehicle 100b based on the first data and second data acquired by data acquisition unit 32. This allows the validity of the other party's expression of intent to yield to vehicle 100a (host vehicle) to be determined, thereby reducing the possibility of vehicle 100a (host vehicle) colliding with another traffic participant (bicycle 100c or vehicle 100d).

[0068] In this embodiment, if the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention and at the moment (time A) when the driver expresses his / her intention, it is determined that the driver of vehicle 100b expressed his / her intention to vehicle 100a, but that the driver of vehicle 100b may have overlooked another traffic participant (bicycle 100c or vehicle 100d). Based on this determination, a warning, accelerator control, or brake control can be performed. As a result, the possibility of a collision between vehicle 100a (the driver's own vehicle) and another traffic participant (bicycle 100c or vehicle 100d) can be reduced.

[0069] In this embodiment, during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention, the direction of the driver's face or gaze of vehicle 100b may be determined to be outside a predetermined viewing angle θa including the direction of vehicle 100a. Furthermore, at the moment (time A) when the driver of vehicle 100b expresses his / her intention, it may be determined whether the direction of the driver's face or gaze of vehicle 100b is within the predetermined viewing angle θa including the direction of vehicle 100a. In this case, a warning, accelerator control, or brake control may be performed based on the result of this determination. As a result, the possibility of a collision between vehicle 100a (the driver's own vehicle) and another traffic participant (bicycle 100c or vehicle 100d) may be reduced.

[0070] In this embodiment, at the moment (time A) when the driver of vehicle 100b expresses his / her intention, it may be determined whether the direction of the driver's face or line of sight of vehicle 100b is outside a predetermined viewing angle θa that includes the direction of vehicle 100a. In this case, a warning, accelerator control, or brake control can be performed based on the result of the determination. As a result, the possibility of a collision between vehicle 100a (host vehicle) and another traffic participant (bicycle 100c or vehicle 100d) can be reduced.

[0071] 3. Second embodiment [Configuration example] Next, a vehicle 2 including a control unit 80 according to a second embodiment of the present disclosure will be described. In the following, descriptions of components having the same reference numerals as those assigned to the respective components in the vehicle 1 according to the first embodiment will be omitted as appropriate.

[0072] FIG. 7 shows an example of a schematic configuration of vehicle 2. Control unit 80 corresponds to a specific example of a "driving assistance device" of the present disclosure. Vehicle 2 corresponds to a specific example of vehicle 100a. Vehicle 2 is capable of traveling by being driven by a prime mover 50 (engine or motor). As shown in FIG. 7 , vehicle 2 includes, for example, sensor unit 10, communication unit 20, control unit 80, display unit 40, prime mover 50, brake 60, and EPS motor 70. Vehicle 2 is configured such that control unit 80 is provided instead of control unit 30 in vehicle 1.

[0073] The control unit 80 has a driving control unit 81, for example, as shown in Fig. 7. The driving control unit 81 is capable of controlling the driving of the vehicle 2 (for example, the torque of the prime mover 50, the amount of brake depression, and the steering angle of the steering wheel) and notifications related to the driving of the vehicle 2. For example, as shown in Fig. 7, the driving control unit 81 has a data acquisition unit 32, a situation determination unit 82, a notification control unit 34, an accelerator control unit 35, a brake control unit 36, and a steering control unit 37. The driving control unit 81 has a configuration in which the situation determination unit 33 in the driving control unit 31 is replaced with the situation determination unit 82.

[0074] The situation judgment unit 82 is capable of making a judgment regarding the confirmation status of the vehicle 100a and bicycle 100c or vehicle 100d by the driver of vehicle 100b based on the first data and second data acquired by the data acquisition unit 32.

[0075] The first data and the second data in this embodiment include the following data.

[0076] (First Data) The first data includes the following data. The following symbols correspond to the symbols described in Figs. 9 to 12 described below. Data indicating that an entrance / exit α from a parking lot γ (facility) adjacent to road La (first road) is present ahead of vehicle 100a (first vehicle) traveling on road La (first road). Data indicating that a vehicle 100b (second vehicle) is present, which is an oncoming vehicle relative to vehicle 100a. Data indicating that a vehicle 100d (traffic participant) other than vehicles 100a and 100b is present and is able to enter a specific area δ on road La adjacent to the entrance / exit α. Data indicating that vehicle 100a is about to change lanes in specific area δ. Data indicating that the driver of vehicle 100b is indicating an intention to give way.

[0077] (Second Data) The second data includes the following data. The following symbols correspond to the symbols in Figs. 9 to 12 described later. Data on the face or line of sight of the driver of the vehicle 100b

[0078] "Determination regarding the confirmation status" refers to, for example, the following two determinations: (First determination) Determination as to which traffic participant (bicycle 100c or vehicle 100d) other than vehicle 100a the driver of vehicle 100b is aware of; (Second determination) Determination as to which of vehicle 100a, bicycle 100c, or vehicle 100d the driver of vehicle 100b has expressed an intention to give way to.

[0079] The situation determination unit 82 is further capable of making a "determination regarding the confirmation situation" during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention to give way to another traffic participant (vehicle 100a, bicycle 100c, or vehicle 100d) and at the moment (time A) when he / she expresses his / her intention. Here, "expression of intention to give way" refers to, for example, flashing the headlights. The specific determination procedure of the situation determination unit 82 will be described in detail later.

[0080] Next, the driving assistance procedure in the vehicle 2 will be described.

[0081] Fig. 8 shows an example of a driving assistance procedure in the vehicle 2. Figs. 9 to 12 show an example of a scenario in which the vehicle 100b gives way to another traffic participant just before the specific area δ.

[0082] 9 to 12, vehicle (host vehicle) 100a is assumed to be traveling on a road La with one lane in each direction. This road La with one lane in each direction is composed of a driving lane L1 in which vehicle 100a is traveling and an oncoming lane L2 that runs parallel to driving lane L1 via a center line. A parking lot γ, for example, a commercial facility, is provided ahead of vehicle 100a on this road La with one lane in each direction. A specific area δ is provided ahead of vehicle 100a on this road La with one lane in each direction, adjacent to the entrance / exit (parking lot entrance / exit α) of parking lot γ. In oncoming lane L2, vehicle (target vehicle) 100b is decelerating, driving slowly, or stopped before specific area δ. In scenario (5) of FIG. 9, vehicle 100d is decelerating, driving slowly, or stopped before road La near parking lot entrance / exit α or parking lot entrance / exit α. That is, in scenario (5) of FIG. 9, vehicle 100d is a vehicle located near parking lot entrance / exit α or parking lot entrance / exit α. In scenario (6) of Fig. 10, bicycle 100c is traveling beside vehicle 100b in oncoming lane L2. That is, in scenario (6) of Fig. 10, bicycle 100c is a light vehicle in oncoming lane L2. In scenario (7) of Fig. 11 and scenario (8) of Fig. 12, vehicle 100d is decelerating, moving slowly, or stopped at parking lot entrance / exit α. There are no traffic lights installed in specific area δ.

[0083] The driver of vehicle 100a approaches specific area δ while decelerating and flashes the right turn signal with the intention of making a right turn in specific area δ. The driver of vehicle 100b then flashes his headlights quickly to indicate his intention to give way. The driving control unit 81 (situation determination unit 82) determines whether the driver of vehicle 100b's intention to give way is appropriate for vehicle 100a to turn right in specific area δ. The driving assistance procedure, including the determination procedure, will be described below.

[0084] The driving control unit 81 acquires various data including image data Da (step S201). The driving control unit 81 also acquires various control signals as necessary. Next, the driving control unit 81 determines whether or not a parking lot γ (or a parking lot entrance / exit α) is present ahead of the vehicle 100a (host vehicle) based on the acquired various data and various control signals (step S202). If the driving control unit 81 determines that a parking lot γ (or a parking lot entrance / exit α) is present ahead of the vehicle 100a (step S202; Y), the driving control unit 81 determines whether or not a vehicle 100b (an oncoming vehicle) is present based on the acquired various data and various control signals (step S203).

[0085] If the driving control unit 81 determines that vehicle 100b (an oncoming vehicle) is present (step S203; Y), it determines whether a vehicle 100d (a traffic participant) other than vehicle 100a and vehicle 100b is present and able to enter road La based on the acquired various data and various control signals (step S204). If the driving control unit 81 determines that vehicle 100d is present (step S204; Y), it determines whether vehicle 100a is attempting to change lanes in specific area δ based on the acquired various data and various control signals (step S205). If the driving control unit 81 determines that vehicle 100a is attempting to change lanes in specific area δ (step S205; Y), it determines whether the driver of vehicle 100b has indicated an intention to yield based on the acquired various data and various control signals (step S206). For example, the driving control unit 81 may perform the determinations of steps S202 to S206 based on data (various data and various control signals) obtained at time A.

[0086] If the driving control unit 81 determines that the driver of vehicle 100b has expressed an intention to give way (step S206; Y), it analyzes the face or gaze direction of the driver of vehicle 100b based on the image data Da (step S207). Specifically, the driving control unit 81 determines whether the face or gaze direction of the driver of vehicle 100b is within a predetermined viewing angle θa including the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses the intention and at the moment (time A) when the driver expresses the intention. At this time, the driving control unit 81 determines whether the face or gaze direction of the driver of vehicle 100b is within a predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained during the predetermined period Ta and at time A.

[0087] 9 , in scenario (5) in which vehicle 100b overlooks vehicle 100d that is slowing down, driving slowly, or stopped on the parking lot connecting road Lc and gives way to vehicle 100a, it is highly likely that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a during the predetermined period Ta and time A. Therefore, in scenario (5), it is highly likely that the driving control unit 81 can read from image data Da obtained during the predetermined period Ta and time A that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. If the driving control unit 81 can read from the image data Da obtained during a predetermined period Ta and at a time A that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined field of view angle θa that includes the direction of vehicle 100a, the driving control unit 81 determines that vehicle 100b has given way to vehicle 100a while overlooking vehicle 100d.

[0088] For example, as shown in FIG. 10 , in scenario (6) in which vehicle 100b overlooks bicycle 100c beside vehicle 100b and gives way to vehicle 100a, it is highly likely that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a during a predetermined period Ta and at time A. Therefore, in scenario (6), the traveling control unit 81 is highly likely to be able to read from image data Da obtained during the predetermined period Ta and at time A that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. If the traveling control unit 81 can read from image data Da obtained during the predetermined period Ta and at time A that the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a, the traveling control unit 81 determines that vehicle 100b overlooked bicycle 100c and gave way to vehicle 100a.

[0089] In step S207, the driving control unit 81 may determine whether the direction of the face or line of sight of the driver of vehicle 100b is outside the range of a predetermined viewing angle θa that includes the direction of vehicle 100a at the moment (time A) when the driver of vehicle 100b expresses the above-mentioned intention. At this time, the driving control unit 31 determines whether the direction of the face or line of sight of the driver of vehicle 100b is outside the range of the predetermined viewing angle θa that includes the direction of vehicle 100a, based on the image data Da obtained at time A.

[0090] For example, as shown in FIG. 11 , in scenario (7) in which the driver of vehicle 100a mistakenly believes that vehicle 100b has given way to him, at time A, the direction of the face or gaze of the driver of vehicle 100b is likely to be within a predetermined range of viewing angle θb that includes the direction of vehicle 100d. Therefore, in scenario (7), the driving control unit 81 is likely to be able to read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a. If the driving control unit 81 can read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a, the driving control unit 81 determines that the driver of vehicle 100a mistakenly believes that vehicle 100b has given way to him.

[0091] In step S207, the driving control unit 81 may determine whether the direction of the face or gaze of the driver of vehicle 100b is outside the range of a predetermined viewing angle θa including the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention, and further determine whether the direction of the face or gaze of the driver of vehicle 100b is within the range of the predetermined viewing angle θa including the direction of vehicle 100a at the moment (time A) when the driver of vehicle 100b expresses his / her intention. At this time, the driving control unit 81 determines whether the direction of the face or gaze of the driver of vehicle 100b is outside the range of the predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained during the predetermined period Ta. The driving control unit 81 further determines whether the direction of the face or gaze of the driver of vehicle 100b is within the range of the predetermined viewing angle θa including the direction of vehicle 100a based on the image data Da obtained at time A.

[0092] For example, as shown in FIG. 12 , in scenario (8) in which the driver of vehicle 100a determines that vehicle 100b has confirmed vehicle 100d and then given way to vehicle 100a, it is highly likely that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θb that includes the direction of vehicle 100d during a predetermined period Ta. Furthermore, at time A, it is highly likely that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a. Therefore, in scenario (8), it is highly likely that the driving control unit 81 can read from the image data Da obtained during the predetermined period Ta that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined viewing angle θb that includes the direction of vehicle 100d. Furthermore, it is highly likely that the driving control unit 81 can read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside a predetermined viewing angle θa that includes the direction of vehicle 100a.

[0093] If the driving control unit 81 can read from the image data Da obtained during a predetermined period Ta that the direction of the face or gaze of the driver of vehicle 100b is within a predetermined range of viewing angle θb that includes the direction of vehicle 100d, and further read from the image data Da obtained at time A that the direction of the face or gaze of the driver of vehicle 100b is outside the range of the predetermined range of viewing angle θa that includes the direction of vehicle 100a, the driving control unit 81 determines that the driver of vehicle 100a has confirmed that vehicle 100b has given way to the driver of vehicle 100a after confirming that vehicle 100d has passed.

[0094] Based on the analysis results of step S207, the traveling control unit 81 determines whether the vehicle 100a can change lanes safely (step S208). Specifically, if the traveling control unit 81 determines in step S207 that the vehicle 100b has given way to the vehicle 100a while overlooking the bicycle 100c or the vehicle 100d, the traveling control unit 81 determines that the vehicle 100a cannot change lanes safely (step S208; N). Furthermore, if the traveling control unit 81 determines in step S207 that the driver of the vehicle 100a mistakenly believed that the vehicle 100b had given way to the vehicle 100a, the traveling control unit 81 determines that the vehicle 100a cannot change lanes safely (step S208; N). In addition, if the driving control unit 81 determines in step S207 that the driver of vehicle 100a has confirmed that vehicle 100b has given way to vehicle 100d after confirming that vehicle 100b has confirmed that vehicle 100d has given way to vehicle 100a, the driving control unit 81 determines that vehicle 100a can safely change course (step S208; Y).

[0095] If the driving control unit 81 determines in step S208 that the vehicle 100a can safely change course, it generates a video signal indicating that the course change is possible (step S209). At this time, the display unit 40 displays a video indicating that the course change is possible (step S210). Furthermore, the driving control unit 81 (accelerator control unit 35, brake control unit 36, steering control unit 37) does not perform intervention control to apply additional torque when the vehicle 100a changes course.

[0096] If the driving control unit 81 determines in step S208 that the vehicle 100a cannot change course safely, it generates a video signal to call attention (step S211). At this time, the display unit 40 displays the video to call attention (step S212). Furthermore, the driving control unit 81 (accelerator control unit 35, brake control unit 36, steering control unit 37) performs intervention control to apply additional torque when the vehicle 100a changes course.

[0097] [Effects] Next, effects of the vehicle 2 according to the second embodiment of the present disclosure will be described.

[0098] In this embodiment, a determination is made regarding the confirmation status of vehicle 100a and bicycle 100c or vehicle 100d by the driver of vehicle 100b based on the first data and second data acquired by data acquisition unit 32. This allows the validity of the other party's expression of intent to yield to vehicle 100a (host vehicle) to be determined, thereby reducing the possibility of vehicle 100a (host vehicle) colliding with another traffic participant (bicycle 100c or vehicle 100d).

[0099] In this embodiment, if the direction of the driver's face or gaze of vehicle 100b is within a predetermined viewing angle θa that includes the direction of vehicle 100a during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention and at the moment (time A) when the driver expresses his / her intention, it is determined that the driver of vehicle 100b expressed his / her intention to vehicle 100a, but that the driver of vehicle 100b may have overlooked another traffic participant (bicycle 100c or vehicle 100d). Based on this determination, a warning, accelerator control, or brake control can be performed. As a result, the possibility of a collision between vehicle 100a (the driver's own vehicle) and another traffic participant (bicycle 100c or vehicle 100d) can be reduced.

[0100] In this embodiment, during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention, the direction of the driver's face or gaze of vehicle 100b may be determined to be outside a predetermined viewing angle θa including the direction of vehicle 100a. Furthermore, at the moment (time A) when the driver of vehicle 100b expresses his / her intention, it may be determined whether the direction of the driver's face or gaze of vehicle 100b is within the predetermined viewing angle θa including the direction of vehicle 100a. In this case, a warning, accelerator control, or brake control may be performed based on the result of this determination. As a result, the possibility of a collision between vehicle 100a (the driver's own vehicle) and another traffic participant (bicycle 100c or vehicle 100d) may be reduced.

[0101] In this embodiment, at the moment (time A) when the driver of vehicle 100b expresses his / her intention, it may be determined whether the direction of the driver's face or line of sight of vehicle 100b is outside a predetermined viewing angle θa that includes the direction of vehicle 100a. In this case, a warning, accelerator control, or brake control can be performed based on the result of the determination. As a result, the possibility of a collision between vehicle 100a (host vehicle) and another traffic participant (bicycle 100c or vehicle 100d) can be reduced.

[0102] 4. Third embodiment [Configuration example] Next, a vehicle 3 including a control unit 90 according to a third embodiment of the present disclosure will be described. In the following, descriptions of components having the same reference numerals as those assigned to the respective components in the vehicle 1 according to the first embodiment will be omitted as appropriate.

[0103] FIG. 13 shows an example of a schematic configuration of vehicle 3. Control unit 90 corresponds to a specific example of a "driving assistance device" of the present disclosure. Vehicle 3 corresponds to a specific example of vehicle 100a. Vehicle 3 is capable of traveling by being driven by a prime mover 50 (engine or motor). As shown in FIG. 13 , vehicle 3 includes, for example, a sensor unit 10, a communication unit 20, a control unit 90, a display unit 40, prime mover 50, a brake 60, and an EPS motor 70. Vehicle 3 is configured such that control unit 90 is provided instead of control unit 30 in vehicle 1.

[0104] The control unit 90 has a driving control unit 91, for example, as shown in Fig. 13. The driving control unit 91 is capable of controlling the driving of the vehicle 3 (for example, the torque of the prime mover 50, the amount of brake depression, and the steering angle of the steering wheel) and notifications related to the driving of the vehicle 3. For example, as shown in Fig. 13, the driving control unit 91 has a data acquisition unit 32, a situation determination unit 92, a notification control unit 34, an accelerator control unit 35, a brake control unit 36, and a steering control unit 37. The driving control unit 91 has a configuration in which the situation determination unit 33 in the driving control unit 31 is replaced with the situation determination unit 92.

[0105] The situation determination unit 92 is capable of making a determination regarding the confirmation situation of the vehicles 100a and 100d by the driver of the vehicle 100b based on the first data and the second data acquired by the data acquisition unit 32.

[0106] The first data and the second data in this embodiment include the following data.

[0107] (First Data) The first data includes the following data. The following symbols correspond to the symbols described in Figs. 15 to 17 described below. Data indicating that an intersection XL where passage L3 (first passage) and passage L4 (second passage) intersect is present ahead of the vehicle 100a traveling on passage L3 Data indicating that a traffic guide 100e is present at the intersection XL Data indicating that a vehicle 100d (traffic participant) other than the vehicle 100a and the traffic guide 100e is present and is able to enter the intersection XL Data indicating that the vehicle 100a is about to change lanes at the intersection XL Data indicating that the traffic guide 100e has indicated his intention to allow passage

[0108] (Second Data) The second data includes the following data. The following symbols correspond to the symbols in Figs. 9 to 12 described later. Data on the face or line of sight of the driver of the vehicle 100b

[0109] The "determination regarding the confirmation status" refers to, for example, the following two determinations: (First determination) Determination as to which traffic participant (vehicle 100d) other than vehicle 100a the driver of vehicle 100b is aware of; (Second determination) Determination as to which of vehicle 100a and vehicle 100d the driver of vehicle 100b has expressed an intention to give way to.

[0110] The situation determination unit 92 is further capable of making a "determination regarding the confirmation situation" during a predetermined period Ta immediately before the driver of vehicle 100b expresses his / her intention to give way to other traffic participants (vehicles 100a and 100d) and at the moment (time A) when he / she expresses his / her intention. Here, the "expression of intention to give way" refers to, for example, flashing the headlights. The specific determination procedure of the situation determination unit 92 will be described in detail later.

[0111] Next, the driving assistance procedure in the vehicle 3 will be described.

[0112] Fig. 14 shows an example of a driving assistance procedure for vehicle 3. Fig. 15 to Fig. 17 show an example of a scenario in which the guide 100e allows a traffic participant to proceed at a location where aisles L3 and L4 intersect in parking lot γ.

[0113] In Figures 15 to 17, vehicle (host vehicle) 100a is assumed to be slowing down or stopped in passage L3. Passage L3 is formed by the gap between two adjacent parking spaces in parking lot γ. Ahead of vehicle 100a is an intersection XS between passages L3 and L4, where a traffic guide 100e is standing at the intersection XS, indicating whether vehicles (e.g., vehicles 100a and 100d) passing through parking lot γ are permitted or not. In scenarios (9), (10), and (11) in Figures 15, 16, and 17, vehicle 100d is slowing down, slowing down, or stopped in passage L4 just before the intersection XS. That is, in scenarios (9), (10), and (11) in Figures 15, 16, and 17, vehicle 100d is a vehicle located in passage L4.

[0114] The driver of vehicle 100a approaches intersection XS while decelerating and flashes the right turn signal with the intention of making a right turn at intersection XS. Then, guide 100e quickly waves a guide wand or guide light to indicate his / her intention to allow the vehicle 100a to proceed. The travel control unit 91 (situation determination unit 92) determines whether guide 100e's indication of his / her intention to allow the vehicle 100a to proceed is appropriate for the vehicle 100a to turn right at intersection XS. The following describes a driving assistance procedure including the determination procedure.

[0115] The driving control unit 91 acquires various data including image data Da (step S301). The driving control unit 91 also acquires various control signals as necessary. Next, the driving control unit 91 determines whether an intersection XS exists ahead of the vehicle 100a (host vehicle) based on the acquired various data and various control signals (step S302). If the driving control unit 91 determines that an intersection XS exists ahead of the vehicle 100a (step S302; Y), the driving control unit 91 determines whether a guide 100e exists based on the acquired various data and various control signals (step S303).

[0116] If the driving control unit 91 determines that the guide 100e is present (step S303; Y), it determines whether or not a vehicle 100d (traffic participant) other than the vehicle 100a is present and able to enter the intersection XS based on the acquired various data and various control signals (step S304). If the driving control unit 91 determines that the vehicle 100d is present (step S304; Y), it determines whether or not the vehicle 100a is attempting to change lanes at the intersection XS based on the acquired various data and various control signals (step S305). If the driving control unit 91 determines that the vehicle 100a is attempting to change lanes at the intersection XS (step S305; Y), it determines whether or not the guide 100e has indicated its intention to allow the vehicle 100a to proceed based on the acquired various data and various control signals (step S306). The driving control unit 91 may, for example, perform the determinations of steps S302 to S306 based on data (various data and various control signals) obtained at time A.

[0117] If the driving control unit 91 determines that the guide 100e has expressed his / her intention to allow the vehicle 100a to proceed (step S306; Y), the driving control unit 91 analyzes the face or gaze direction of the guide 100e based on the image data Da (step S307). Specifically, the driving control unit 91 determines whether the face or gaze direction of the guide 100e is within a predetermined viewing angle θa including the direction of the vehicle 100a during a predetermined period Ta immediately before the vehicle guide 100e expresses his / her intention and at the moment (time A) when the vehicle guide 100e expresses his / her intention. At this time, the driving control unit 91 determines whether the face or gaze direction of the guide 100e is within a predetermined viewing angle θa including the direction of the vehicle 100a based on the image data Da obtained during the predetermined period Ta and at time A.

[0118] For example, as shown in FIG. 15 , in scenario (9) in which guide 100e allows vehicle 100a to proceed while overlooking vehicle 100d moving slowly or stopped in passage L4, it is highly likely that the direction of guide 100e's face or line of sight is within a predetermined viewing angle θa that includes the direction of vehicle 100a during a predetermined period Ta and at time A. Therefore, in scenario (9), the traveling control unit 91 is highly likely to be able to read from image data Da obtained during the predetermined period Ta and at time A that the direction of guide 100e's face or line of sight is within a predetermined viewing angle θa that includes the direction of vehicle 100a. If the traveling control unit 91 can read from image data Da obtained during the predetermined period Ta and at time A that the direction of guide 100e's face or line of sight is within a predetermined viewing angle θa that includes the direction of vehicle 100a, the traveling control unit 91 determines that guide 100e has given way to vehicle 100a despite overlooking vehicle 100d.

[0119] In step S307, the driving control unit 91 may determine whether the direction of the face or line of sight of the guide 100e is outside the range of a predetermined viewing angle θa including the direction of the vehicle 100a at the moment (time A) when the guide 100e expresses his / her intention. At this time, the driving control unit 91 determines whether the direction of the face or line of sight of the guide 100e is outside the range of the predetermined viewing angle θa including the direction of the vehicle 100a based on the image data Da obtained at time A.

[0120] For example, as shown in FIG. 16 , in scenario (10) in which the driver of vehicle 100a mistakenly believes that guide 100e has given way to him, at time A, the direction of the guide's face or line of sight is likely to be within a predetermined range of viewing angle θb that includes the direction of vehicle 100d. Therefore, in scenario (10), the driving control unit 91 is likely to be able to read from image data Da obtained at time A that the direction of the guide's face or line of sight is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a. If the driving control unit 91 can read from image data Da obtained at time A that the direction of the guide's face or line of sight is outside the predetermined range of viewing angle θa that includes the direction of vehicle 100a, the driving control unit 91 determines that the driver of vehicle 100a mistakenly believes that guide 100e has given way to him.

[0121] In step S307, the driving control unit 91 may determine whether the direction of the face or line of sight of the guide 100e is outside the range of a predetermined viewing angle θa including the direction of the vehicle 100a during a predetermined period Ta immediately before the guide 100e expresses his / her intention, and further determine whether the direction of the face or line of sight of the guide 100e is within the range of the predetermined viewing angle θa including the direction of the vehicle 100a at the moment (time A) when the guide 100e expresses his / her intention. At this time, the driving control unit 91 determines whether the direction of the face or line of sight of the guide 100e is outside the range of the predetermined viewing angle θa including the direction of the vehicle 100a based on the image data Da obtained during the predetermined period Ta. The driving control unit 91 further determines whether the direction of the face or line of sight of the guide 100e is within the range of the predetermined viewing angle θa including the direction of the vehicle 100a based on the image data Da obtained at time A.

[0122] For example, as shown in FIG. 17 , in scenario (11) in which the driver of vehicle 100a determines that guide 100e has confirmed vehicle 100d and given way to him, it is highly likely that the direction of guide 100e's face or gaze is within a predetermined viewing angle θb that includes the direction of vehicle 100d during a predetermined period Ta. Furthermore, at time A, it is highly likely that the direction of guide 100e's face or gaze is within a predetermined viewing angle θa that includes the direction of vehicle 100a. Therefore, in scenario (11), the driving control unit 91 is highly likely to be able to read from image data Da obtained during the predetermined period Ta that the direction of guide 100e's face or gaze is within a predetermined viewing angle θb that includes the direction of vehicle 100d. Furthermore, it is highly likely that the driving control unit 91 is able to read from image data Da obtained at time A that the direction of guide 100e's face or gaze is outside a predetermined viewing angle θa that includes the direction of vehicle 100a.

[0123] If the driving control unit 91 can read from the image data Da obtained during a predetermined period Ta that the direction of the face or gaze of the guide 100e is within a predetermined range of the viewing angle θb that includes the direction of the vehicle 100d, and further read from the image data Da obtained at time A that the direction of the face or gaze of the guide 100e is outside the range of the predetermined viewing angle θa that includes the direction of the vehicle 100a, the driving control unit 91 determines that the driver of vehicle 100a has confirmed that vehicle 100b has confirmed vehicle 100d and then given way to the driver of vehicle 100a.

[0124] The driving control unit 91 determines whether the vehicle 100a can change lanes safely based on the analysis results of step S307 (step S308). Specifically, if the driving control unit 91 determines in step S307 that the guide 100e gave way to the vehicle 100a while overlooking the vehicle 100d, the driving control unit 91 determines that the vehicle 100a cannot change lanes safely (step S308; N). Furthermore, if the driving control unit 91 determines in step S307 that the driver of the vehicle 100a mistakenly believed that the guide 100e gave way to the driver, the driving control unit 91 determines that the vehicle 100a cannot change lanes safely (step S308; N). In addition, if the driver of vehicle 100a determines in step S307 that guide 100e has confirmed vehicle 100d and then given way to him, the driving control unit 91 determines that vehicle 100a can safely change course (step S308; Y).

[0125] If the driving control unit 91 determines in step S308 that the vehicle 100a can safely change course, it generates a video signal indicating that the course change is possible (step S309). At this time, the display unit 40 displays a video indicating that the course change is possible (step S310). Furthermore, the driving control unit 91 (accelerator control unit 35, brake control unit 36, steering control unit 37) does not perform intervention control to apply additional torque when the vehicle 100a changes course.

[0126] If the driving control unit 91 determines in step S308 that the vehicle 100a cannot change course safely, it generates a video signal to call attention (step S311). At this time, the display unit 40 displays the video to call attention (step S312). Furthermore, the driving control unit 91 (accelerator control unit 35, brake control unit 36, steering control unit 37) performs intervention control to apply additional torque when the vehicle 100a changes course.

[0127] [Effects] Next, effects of the vehicle 3 according to the third embodiment of the present disclosure will be described.

[0128] In this embodiment, the guide 100e determines the confirmation status of the vehicles 100a and 100d based on the first data and the second data acquired by the data acquisition unit 32. This allows the validity of the other vehicle's expression of intention to give way to the vehicle 100a (host vehicle) to be determined, thereby reducing the possibility of the vehicle 100a (host vehicle) colliding with another traffic participant (vehicle 100d).

[0129] In this embodiment, if the direction of the guide 100e's face or line of sight is within a predetermined viewing angle θa that includes the direction of the vehicle 100a during a predetermined period Ta immediately before the guide 100e expresses his / her intention and at the moment (time A) when the guide 100e expresses his / her intention, it is determined that the guide 100e's intention was directed at the vehicle 100a, but that the guide 100e may have overlooked another traffic participant (vehicle 100d). Based on this determination, a warning, accelerator control, or brake control can be performed. As a result, the possibility of a collision between the vehicle 100a (the vehicle) and the other traffic participant (vehicle 100d) can be reduced.

[0130] In this embodiment, during a predetermined period Ta immediately before the guide 100e expresses his / her intention, the direction of the guide 100e's face or line of sight may be outside a predetermined viewing angle θa including the direction of the vehicle 100a. Furthermore, at the moment (time A) when the guide 100e expresses his / her intention, it may be determined whether the direction of the guide 100e's face or line of sight is within the predetermined viewing angle θa including the direction of the vehicle 100a. In this case, based on the result of the determination, a warning, accelerator control, or brake control may be performed. As a result, the possibility of a collision between the vehicle 100a (the subject vehicle) and another traffic participant (vehicle 100d) may be reduced.

[0131] In this embodiment, at the moment (time A) when the guide 100e expresses his / her intention, it may be determined whether the direction of the guide 100e's face or line of sight is outside a predetermined viewing angle θa that includes the direction of the vehicle 100a. In this case, based on the result of the determination, a warning, accelerator control, or brake control can be performed. As a result, the possibility of the vehicle 100a (host vehicle) colliding with another traffic participant (vehicle 100d) can be reduced.

[0132] Although the present disclosure has been described above by giving the embodiments, the present disclosure is not limited to these embodiments and various modifications are possible.

[0133] In the first and second embodiments described above, "indicating an intention to give way" is not limited to, for example, flashing the headlights quickly, but may also refer to decelerating, slowing down, or stopping the vehicle 100b.

[0134] In scenarios (2) and (6), a motorcycle (vehicle) may be traveling in the oncoming lane L2 beside vehicle 100b instead of bicycle 100c (light vehicle). In this case, bicycle 100c should be read as a motorcycle in the text related to scenarios (2) and (6). Also, in scenarios (3), (4), (5), (7), (8), (9), (10), and (11), vehicle 100d may be a passenger car or a motorcycle.

[0135] Note that the effects described in this specification are merely examples. The effects of the present disclosure are not limited to the effects described in this specification. The present disclosure may have effects other than the effects described in this specification.

[0136] Furthermore, for example, the present disclosure may be configured as follows: (1) A driving assistance device including: a data acquisition unit that acquires first data indicating that an intersection where a first road and a second road intersect exists ahead of a first vehicle traveling on the first road, that a second vehicle is present that is an oncoming vehicle for the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is present that can enter the intersection, that the first vehicle is about to change lanes at the intersection, and that the driver of the second vehicle has indicated an intention to yield to the other vehicle, and second data regarding a face or line of sight of the driver of the second vehicle; and a control unit that determines a confirmation status of the first vehicle and the traffic participants by the driver of the second vehicle based on the first data and the second data acquired by the data acquisition unit, and performs a notification, accelerator control, brake control, or steering control based on the result of the determination. (2) The control unit determines that the expression of intention of the driver of the second vehicle is directed to the first vehicle but that the driver of the second vehicle may have overlooked the traffic participant when the direction of the face or line of sight of the driver of the second vehicle is within a predetermined range of viewing angles that includes the direction of the first vehicle during a predetermined period immediately before the driver of the second vehicle expresses his / her intention and at the moment when the driver expresses his / her intention. The driving assistance device described in (1) above provides an alert and performs accelerator control or brake control based on the result of the determination. (3) The control unit determines that the driver of the second vehicle has recognized the presence of the traffic participant and is expressing his / her intention to give way to the driver of the first vehicle when, during a predetermined period immediately before the driver of the second vehicle expresses his / her intention, the direction of the face or line of sight of the driver of the second vehicle is outside a predetermined range of viewing angles that includes the direction of the first vehicle, and further, at the moment the driver of the second vehicle expresses his / her intention, the direction of the face or line of sight of the driver of the second vehicle is within a predetermined range of viewing angles that includes the direction of the first vehicle, and performs a warning, accelerator control, or brake control based on the result of the determination.(4) The driving assistance device according to (1), wherein the control unit determines that the expression of intention of the driver of the second vehicle is directed at the traffic participant when the direction of the face or line of sight of the driver of the second vehicle is outside a predetermined range of viewing angles including the direction of the first vehicle at the moment the driver of the second vehicle expresses his / her intention, and performs a notification, accelerator control, or brake control based on the result of the determination. (5) The driving assistance device according to any one of (1) to (4), wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present on the second road. (6) The driving assistance device according to any one of (1) to (3), wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present on the first road in an oncoming lane relative to the driving lane of the first vehicle. (7) The driving assistance device according to any one of (1) to (4), wherein the expression of intention is flashing, stopping, decelerating, or driving slowly. (8) A driving assistance device comprising: a data acquisition unit that acquires first data indicating that an entrance / exit from a facility adjacent to a first road is present ahead of a first vehicle traveling on the first road, that a second vehicle is present that is an oncoming vehicle relative to the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is present and that can enter a specific area on the first road adjacent to the entrance / exit, that the first vehicle is about to change lanes in the specific area, and that the driver of the second vehicle is indicating an intention to give way, and second data regarding the face or line of sight of the driver of the second vehicle; and a control unit that makes a determination regarding the confirmation status of the driver of the second vehicle of the first vehicle and the traffic participants based on the first data and the second data acquired by the data acquisition unit, and performs a notification, accelerator control, brake control, or steering control based on the result of the determination.(9) The driving assistance device according to (8), wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle present at the entrance / exit or near the entrance / exit. (10) The driving assistance device according to (8), wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present in an oncoming lane of the first road relative to a driving lane of the first vehicle. (11) A driving assistance device comprising: a data acquisition unit that acquires first data indicating that an intersection where a first passage and a second passage intersect exists ahead of a vehicle traveling on the first passage, that a guide is present at the intersection, that there is a traffic participant other than the vehicle and the guide who can enter the intersection, that the vehicle is about to change lanes at the intersection, and that the guide is indicating his / her intention to allow passage, and second data regarding the direction of the guide's face or line of sight; and a data acquisition unit that determines the confirmation status of the guide of the vehicle and the traffic participants based on the first data and the second data acquired by the data acquisition unit, and performs an alert, accelerator control, brake control, or steering control based on the result of the determination. (12) The driving assistance device described in (11), wherein, when the direction of the guide's face or line of sight is within a predetermined range of viewing angles including the direction of the vehicle during a predetermined period immediately before the guide expresses his / her intention and at the moment when the guide expresses his / her intention, the control unit determines that the guide has expressed his / her intention to the vehicle but that the guide may have overlooked the traffic participant, and performs an alert, accelerator control, or brake control based on the result of the determination.(13) The driving assistance device according to (11), wherein the control unit determines that the guide has recognized the presence of the traffic participant and is expressing his / her intention to give way to the driver of the vehicle when the direction of the guide's face or line of sight is outside a predetermined range of a viewing angle including the direction of the vehicle during a predetermined period immediately before the guide expresses his / her intention, and further when the direction of the guide's face or line of sight is within a predetermined range of a viewing angle including the direction of the vehicle at the moment the guide expresses his / her intention, and performs a notification and accelerator control or brake control based on the result of the determination. (14) The driving assistance device according to (11), wherein the control unit determines that the guide's expression of his / her intention is directed at the traffic participant when the direction of the guide's face or line of sight is outside a predetermined range of a viewing angle including the direction of the vehicle at the moment the guide expresses his / her intention, and performs a notification and accelerator control or brake control based on the result of the determination. (15) The driving assistance device according to any one of (11) to (14), wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present in the second passage. (16) The driving assistance device according to any one of (11) to (14), wherein the expression of intention is an act of quickly waving a guide wand or a guide light. (17) A vehicle including the driving assistance device according to any one of (1), (8), and (11).

[0137] The control unit 30 shown in FIG. 1 , the control unit 80 shown in FIG. 7 , and the control unit 90 shown in FIG. 13 may be implemented by circuitry including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and / or at least one field-programmable gate array (FPGA). The at least one processor may be configured to perform all or a portion of the various functions of the control unit 30 shown in FIG. 1 , the control unit 80 shown in FIG. 7 , and the control unit 90 shown in FIG. 13 by reading instructions from at least one non-transitory, tangible computer-readable medium. Such medium may take various forms, including, but not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile or non-volatile memories. Volatile memory may include DRAM and SRAM. Non-volatile memory may include ROM and NVRAM. An ASIC is an integrated circuit (IC) specialized to perform all or part of the various functions of the control unit 30 shown in Fig. 1, the control unit 80 shown in Fig. 7, and the control unit 90 shown in Fig. 13. An FPGA is an integrated circuit designed to be configurable after manufacture to perform all or part of the various functions of the control unit 30 shown in Fig. 1, the control unit 80 shown in Fig. 7, and the control unit 90 shown in Fig. 13.

Claims

1. A driving assistance device comprising: a data acquisition unit that acquires first data indicating that an intersection where a first road and a second road intersect exists ahead of a first vehicle traveling on the first road, that a second vehicle is present that is an oncoming vehicle for the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is present that can enter the intersection, that the first vehicle is attempting to change lanes at the intersection, and that the driver of the second vehicle is indicating an intention to give way, and second data regarding the face or line of sight of the driver of the second vehicle; and a control unit that makes a judgment regarding the confirmation status of the driver of the second vehicle of the first vehicle and the traffic participants based on the first data and the second data acquired by the data acquisition unit, and performs a warning, accelerator control, brake control, or steering control based on the result of the judgment.

2. The driving assistance device according to claim 1, wherein, when the direction of the face or line of sight of the driver of the second vehicle is within a predetermined range of viewing angles including the direction of the first vehicle during a predetermined period immediately before the driver of the second vehicle expresses his / her intention and at the moment of the expression of his / her intention, the control unit determines that the expression of intention of the driver of the second vehicle is directed to the first vehicle but that the driver of the second vehicle may have overlooked the traffic participant, and issues an alert or performs accelerator control or brake control based on the result of the determination.

3. The driving assistance device according to claim 1, wherein the control unit determines that the driver of the second vehicle has recognized the presence of the traffic participant and is expressing his / her intention to give way to the driver of the first vehicle when, during a predetermined period immediately before the driver of the second vehicle expresses his / her intention, the direction of the face or line of sight of the driver of the second vehicle is outside a predetermined range of viewing angles that includes the direction of the first vehicle, and further, at the moment the driver of the second vehicle expresses his / her intention, the direction of the face or line of sight of the driver of the second vehicle is within a predetermined range of viewing angles that includes the direction of the first vehicle, and performs an alert and accelerator control or brake control based on the result of the determination.

4. The driving assistance device of claim 1, wherein the control unit determines that the expression of intent of the driver of the second vehicle is directed toward the traffic participant when the direction of the face or line of sight of the driver of the second vehicle is outside a predetermined range of viewing angles that includes the direction of the first vehicle at the moment the driver of the second vehicle expresses his / her intention, and issues an alert, controls the accelerator, or controls the brakes based on the result of that determination.

5. The driving assistance device according to any one of claims 1 to 4, wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present on the second road.

6. The driving assistance device according to any one of claims 1 to 3, wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle that is present on the first road in an oncoming lane relative to the lane in which the first vehicle is traveling.

7. The driving assistance device according to any one of claims 1 to 4, wherein the expression of intention is passing the light, stopping, slowing down, or driving slowly.

8. A driving assistance device comprising: a data acquisition unit that acquires first data indicating that an entrance / exit from a facility adjacent to a first road exists ahead of a first vehicle traveling on the first road, that a second vehicle is present that is an oncoming vehicle relative to the first vehicle, that a traffic participant other than the first vehicle and the second vehicle is present and that can enter a specific area on the first road adjacent to the entrance / exit, that the first vehicle is about to change lanes in the specific area, and that the driver of the second vehicle has indicated an intention to give way, and second data regarding the face or line of sight of the driver of the second vehicle; and a control unit that makes a determination regarding the confirmation status of the driver of the second vehicle of the first vehicle and the traffic participants based on the first data and the second data acquired by the data acquisition unit, and performs a warning, accelerator control, brake control, or steering control based on the result of the determination.

9. The driving assistance device according to claim 8, wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle present at or near the entrance / exit.

10. The driving assistance device according to claim 8, wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present on the first road in an oncoming lane relative to the lane in which the first vehicle is traveling.

11. A driving assistance device comprising: a data acquisition unit that acquires first data indicating that an intersection where a first passage and a second passage intersect exists ahead of a vehicle traveling on the first passage, that a guide is present at the intersection, that there is a traffic participant other than the vehicle and the guide who is able to enter the intersection, that the vehicle is about to change lanes at the intersection, and that the guide is indicating his / her intention to allow passage, and second data regarding the direction of the guide's face or line of sight; and based on the first data and the second data acquired by the data acquisition unit, makes a judgment regarding the guide's confirmation status of the vehicle and the traffic participants, and issues an alert, controls the accelerator, controls the brakes, or controls the steering based on the result of the judgment.

12. The driving assistance device according to claim 11, wherein, when the direction of the guide's face or line of sight is within a predetermined range of viewing angles that includes the direction of the vehicle during a predetermined period immediately before the guide makes the expression of intention and at the moment the guide makes the expression of intention, the control unit determines that the guide has made the expression of intention to the vehicle but that the guide may have overlooked the traffic participant, and issues an alert or performs accelerator control or brake control based on the result of the determination.

13. The driving assistance device according to claim 11, wherein the control unit determines that the traffic attendant has recognized the presence of the traffic participant and is expressing his / her intention to give way to the driver of the vehicle when, for a predetermined period of time immediately before the traffic attendant expresses his / her intention, the direction of the face or line of sight of the traffic attendant is outside a predetermined range of viewing angles that includes the direction of the vehicle, and further, at the moment the traffic attendant expresses his / her intention, the direction of the face or line of sight of the traffic attendant is within a predetermined range of viewing angles that includes the direction of the vehicle, and performs an alert and accelerator control or brake control based on the result of the determination.

14. The driving assistance device according to claim 11, wherein the control unit determines that the induction officer's expression of intention is directed at the traffic participant when the direction of the induction officer's face or line of sight is outside a predetermined range of viewing angles that includes the direction of the vehicle at the moment the induction officer expresses his / her intention, and issues an alert or performs accelerator control or brake control based on the result of that determination.

15. A driving assistance device according to any one of claims 11 to 14, wherein the data acquisition unit acquires, as the first data, data including data indicating that the traffic participant is a vehicle or a light vehicle present on the second passage.

16. A driving assistance device according to any one of claims 11 to 14, wherein the expression of intention is an action of quickly waving a guide wand or guide light.

17. A vehicle equipped with a driving assistance device according to any one of claims 1, 8 and 11.

Images