JP2020121628A - Travelling support method and travelling support device - Google Patents

Abstract

To provide a travelling support method and a travelling support device capable of causing a vehicle to decelerate at an early stage and perform travelling with a feeling of safety when performing travelling support to decelerate the vehicle by determining that the vehicle cannot pass, for example, by moving a position where it is determined that the vehicle cannot pass to a direction opposite to a travelling direction of the vehicle in consideration of a measurement error in detecting a stationary object, and performing travelling support of the vehicle based on the position after the movement.SOLUTION: A travelling support device 1 includes a sensor 10 mounted on a vehicle for detecting a position of a stationary object in front of a vehicle, and a controller 20 for determining whether or not the width of a road from the stationary object detected by the sensor 10 to a road boundary line is the width of a road that the vehicle can pass. When it is determined that the width of the road is the width of the road that the vehicle cannot pass, the controller 20 sets the position of the stationary object to a position moved to a direction opposite to a travelling direction of the vehicle by a predetermined distance, and supports travelling of the vehicle based on the position of the stationary object after it is moved by the predetermined distance.SELECTED DRAWING: Figure 1

Description

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

2. Description of the Related Art Conventionally, a technique for generating a travel route that avoids an obstacle by smooth steering is known (Patent Document 1). The invention described in Patent Document 1 detects a feature point of a lane boundary line and a feature point of each object such as a stopped vehicle, and travels on a line segment that sequentially connects points midway between the left and right feature points of a desired route. Generate as a route.

JP, 2014-136480, A

However, the invention described in Patent Document 1 does not consider a measurement error when detecting a stopped vehicle (stationary object). Due to the measurement error, the road width calculated based on the actual position of the stationary object may be narrower than the road width calculated based on the position of the stationary object detected at a point where the vehicle is far from the stationary object. Therefore, for example, if the vehicle is determined to pass or not based on the road width calculated based on the position of the stationary object and the traveling assistance of the vehicle (autonomous driving vehicle) is performed based on the result of the determination, the vehicle is Even if the vehicle is determined to be able to pass at a point far away from the vehicle, the vehicle may be suddenly decelerated immediately before the stationary object by being determined to be non-passable when the vehicle is close to the stationary object.

The present invention has been made in view of the above problems, and an object of the present invention is to consider a measurement error when detecting a stationary object and set a position determined to be unpassable by a vehicle in a direction opposite to the traveling direction of the vehicle. By moving the vehicle in the direction of the vehicle, and by supporting the traveling of the vehicle based on the position after the movement, for example, in the case of executing the traveling assistance that determines that the vehicle cannot pass and slows down the vehicle, decelerate early. It is an object of the present invention to provide a driving support method and a driving support device capable of driving with a sense of security.

A driving assistance method according to an aspect of the present invention determines whether a road width from a stationary object to a road boundary line is a road width that a vehicle can pass through, and determines that the road width is a road width that a vehicle cannot pass through. In this case, the position of the stationary object is set to a position that is moved in a direction opposite to the traveling direction of the vehicle by a predetermined distance, and the traveling of the vehicle is assisted based on the position of the stationary object after moving the predetermined distance.

According to the present invention, when it is determined that the vehicle cannot pass and the driving support for decelerating the vehicle is performed, the vehicle can be decelerated earlier to perform a safe traveling.

FIG. 1 is a schematic configuration diagram of a traveling support device according to an embodiment of the present invention. FIG. 2 is a diagram illustrating an example of a traveling scene according to the embodiment of the present invention. FIG. 3 is a diagram illustrating an example of a measurement error of the position of a stationary object in the traveling direction of the vehicle. FIG. 4 is a diagram illustrating an example of a measurement error of the position of a stationary object in the road width direction. FIG. 5 is a diagram illustrating an example of a measurement error conversion method. FIG. 6 is a diagram illustrating an example of the measurement error. FIG. 7 is a flowchart illustrating an operation example of the driving support device according to the embodiment of the present invention. FIG. 8 is a diagram illustrating an operation example of the driving support device according to another embodiment of the present invention. FIG. 9 is a diagram illustrating an operation example of the driving assistance device according to another embodiment of the present invention.

Embodiments of the present invention will be described below with reference to the drawings. In the description of the drawings, the same parts are designated by the same reference numerals and the description thereof is omitted.

(Example of configuration of driving support device 1)
An example of the configuration of the driving support device 1 will be described with reference to FIG. As shown in FIG. 1, the driving assistance device 1 includes a sensor 10, a camera 11, a GPS receiver 12, a map database 13, and a controller 20.

The driving assistance device 1 may be mounted on a vehicle having an automatic driving function or may be mounted on a vehicle having no automatic driving function. Further, the driving assistance device 1 may be mounted on a vehicle capable of switching between automatic driving and manual driving. In addition, the automatic driving in the present embodiment refers to a state in which at least one of the actuators such as the brake, the accelerator, and the steering is controlled without an occupant's operation. Therefore, other actuators may be operated by the operation of the occupant. Further, the automatic operation may be a state in which any control such as acceleration/deceleration control and lateral position control is being executed. Further, the manual driving in the present embodiment refers to a state in which an occupant is operating the brake, accelerator, and steering, for example.

The sensor 10 is a device that is mounted on the host vehicle and detects an object around the host vehicle. The sensor 10 includes a laser radar, a millimeter wave radar, a laser range finder, a sonar, and the like. The sensor 10 detects moving objects including other vehicles, motorcycles, bicycles, and pedestrians, and stationary objects including obstacles, falling objects, and parked vehicles as objects around the vehicle. Further, the sensor 10 detects the position, posture (yaw angle), size, speed, acceleration, deceleration, and yaw rate of the moving object and the stationary object with respect to the host vehicle. Further, the sensor 10 may include a wheel speed sensor, a steering angle sensor, a gyro sensor, and the like. The sensor 10 outputs the detected information to the controller 20.

The camera 11 is mounted on the own vehicle and takes an image of the surroundings of the own vehicle. The camera 11 has an image sensor such as a CCD (charge-coupled device) or a CMOS (complementary metal oxide semiconductor). The camera 11 has an image processing function, and detects a white line, a road boundary line, a road edge, a target object, etc. from the captured image (camera image). The target is an object provided on a road or a sidewalk, such as a traffic light, a telephone pole, or a traffic sign. The camera 11 outputs the captured image, the analysis result of the image, and the like to the controller 20. The camera 11 can also detect obstacles around the host vehicle, like the sensor 10. Hereinafter, the camera 11 will be described as being included in the sensor 10.

The GPS receiver 12 detects the position of the own vehicle on the ground (hereinafter sometimes referred to as the own position) by receiving the radio wave from the artificial satellite. The GPS receiver 12 outputs the detected position information of the own vehicle to the controller 20.

The map database 13 is a database stored in a car navigation device or the like, and stores various data necessary for route guidance such as road information and facility information. The map database 13 also stores information such as the number of lanes on the road, road boundaries, and targets. The map database 13 outputs map information to the controller 20 in response to a request from the controller 20. Various data such as road information and target information is not necessarily acquired from the map database 13, and may be acquired by the sensor 10 or by using vehicle-to-vehicle communication or road-to-vehicle communication. Good. In addition, when various data such as road information and target information is stored in an externally installed server, the controller 20 may obtain these data from the server at any time through communication. Further, the controller 20 may periodically obtain the latest map information from an externally installed server and update the stored map information.

The controller 20 is a general-purpose microcomputer including a CPU (central processing unit), a memory, and an input/output unit. A computer program for causing the driving support device 1 to function is installed in the microcomputer. By executing the computer program, the microcomputer functions as a plurality of information processing circuits included in the travel support device 1. Here, an example in which a plurality of information processing circuits included in the driving support device 1 are realized by software is shown. However, of course, dedicated hardware for executing each information processing described below is prepared to perform information processing. It is also possible to configure a circuit. Also, the plurality of information processing circuits may be configured by individual hardware. The controller 20, as a plurality of information processing circuits, includes a stationary object recognition unit 21, a self-position estimation unit 22, a road boundary line acquisition unit 23, a drivable area setting unit 24, a passability determination unit 25, and an error calculation. A unit 26, a position correction unit 27, a vehicle speed generation unit 28, and a vehicle control unit 29 are provided.

The stationary object recognition unit 21 acquires information about objects around the vehicle based on the information acquired from the sensor 10. The object here is a stationary object (hereinafter simply referred to as a stationary object). The stationary object includes a pylon, a triangular display board, a parked vehicle, a utility pole, a falling object, and the like. Further, the stationary object may include a construction site.

The self-position estimation unit 22 estimates the self-position on the map based on the information acquired from the GPS receiver 12. The road boundary line acquisition unit 23 acquires a road boundary line from the map database 13 or the sensor 10. The road boundary line is a travel division line that divides a road, and is mainly a white line.

The drivable area setting unit 24 sets a drivable area in which the vehicle can travel. The drivable area in the present embodiment is an area on the road, and is a predetermined area centered on the host vehicle. The predetermined area may be set depending on the performance (resolution) of the sensor 10 or may be set to an initial value.

The passability determination unit 25 determines whether or not the road width from the stationary object to the road boundary line is a width that the vehicle 50 can pass. As an example, when the road width from the stationary object to the road boundary line is longer than a predetermined distance, the passability determination unit 25 determines that the host vehicle can pass the road width, and when the road width is less than or equal to the predetermined distance. It is determined that the vehicle cannot pass. Note that the predetermined distance is equal to the width dimension of the own vehicle, or is a distance obtained by adding a predetermined margin distance to the width dimension of the own vehicle, and may be a predetermined distance, for example, the strength of cross wind during traveling. The margin distance may be variable in accordance with the magnitude of a factor that causes the vehicle to wobble in the road width direction, such as the inclination of the road. The error calculation unit 26 calculates the measurement error of the position of the stationary object in the road width determined that the own vehicle cannot pass. The position correction unit 27 changes the position of the stationary object in consideration of the measurement error of the position of the stationary object.

The vehicle speed generation unit 28 generates a vehicle speed profile including the deceleration start position of the host vehicle, based on the position of the stationary object corrected by the position correction unit 27 (relative position of the stationary object with respect to the host vehicle). The vehicle control unit 29 controls the actuator 40 so as to travel with the speed profile generated by the vehicle speed generation unit 28. The actuator 40 includes a brake actuator, an accelerator actuator, a steering actuator and the like.

Next, an operation example of the travel support device 1 will be described with reference to FIG.

The road shown in FIG. 2 is a one-way one-way traffic on one side. Reference numeral 50 shown in FIG. 2 is an own vehicle, and 51 is another vehicle. R shown in FIG. 2 indicates a travelable region in which the host vehicle 50 can travel. The drivable area R is an area surrounded by the road boundary lines 70 and 71.

As shown in FIG. 2, a plurality of pylons (pylons 60 to 64) are installed in front of the host vehicle 50. The pylons 60 to 64 are detected by the sensor 10. In FIG. 2, the road width from each pylon to the road boundary line 70 (white line) gradually becomes shorter along the traveling direction of the host vehicle 50. That is, in FIG. 2, among the road widths from each pylon to the road boundary line 70, the road width from the pylon 60 to the road boundary line 70 is the longest, and the road width from the pylon 64 to the road boundary line 70 is the shortest. .. The road width from the position of each pylon to the road boundary line 70 is measured by the sensor 10.

In the present embodiment, as an example, when the road width from the pylon to the road boundary line 70 is longer than a predetermined distance, the passability determination unit 25 determines that the host vehicle 50 can pass the road width. On the other hand, when the road width from the pylon to the road boundary line 70 is less than or equal to the predetermined distance, the passability determination unit 25 determines that the host vehicle 50 cannot pass the road width.

In the example shown in FIG. 2, it is determined from the measurement result of the sensor 10 that the road width from the pylons 60 to 63 to the road boundary line 70 is longer than the predetermined distance. Therefore, the passability determination unit 25 determines that the host vehicle 50 can pass the road width from the pylons 60 to 63 to the road boundary line 70 as shown in FIG. On the other hand, the road width from the pylon 64 to the road boundary line 70 is determined to be less than or equal to the predetermined distance based on the measurement result of the sensor 10. Therefore, the passage possibility determination unit 25 determines that the host vehicle 50 cannot pass the road width from the pylon 64 to the road boundary line 70 as shown in FIG. Here, as shown in FIG. 2, the measurement accuracy of the sensor 10 generally decreases as the distance from the vehicle 50 increases. Therefore, the position of the pylon 64 may include a measurement error. Therefore, the position correction unit 27 according to the present embodiment changes the position of the pylon 64 in consideration of the measurement error of the position of the pylon 64.

Next, an example of the measurement error of the position of the pylon 64 will be described with reference to FIGS.

First, with reference to FIG. 3, a measurement error (hereinafter, referred to as a measurement error E _lon ) of the position of the pylon 64 in the traveling direction (route length direction) of the host vehicle 50 will be described. The measurement error E _lon is expressed by Equation 1 using the distance d from the host vehicle 50 to the pylon 64, the speed v of the host vehicle 50, and the resolution h _lon of the sensor 10 in the traveling direction of the _host vehicle 50.
E _lon =a ₁ d+a ₂ v+h _lon (1)
Here, a ₁ and a ₂ are proportional coefficients.

However, the measurement error E _lon is not limited to Expression 1. The measurement error E _lon may be represented by using any one of the distance d, the velocity v, and the resolution h _lon , or may be represented by a combination thereof.

Next, the measurement error of the position of the pylon 64 in the road width direction (hereinafter, referred to as measurement error E _lat ) will be described with reference to FIG. 4. The measurement error E _lat is expressed by Expression 2 using the distance d from the host vehicle 50 to the pylon 64, the speed v of the host vehicle 50, and the resolution h _lat of the sensor 10 in the road width direction.
E _lat =a ₃ d+a ₄ v+h _lat (2)
Here, a ₃ and a ₄ are proportional coefficients.

However, the measurement error E _lat is not limited to Equation 2. The measurement error E _lat may be represented by using one of the distance d, the velocity v, and the resolution h _lat , or may be represented by a combination thereof.

Next, with reference to FIG. 5, a method for converting the measurement error E _lat into a measurement error in the traveling direction of the _host vehicle 50 will be described. As shown in FIG. 5, when the angle formed by the traveling direction of the host vehicle 50 and the line connecting the pylons 60 to 64 is θ, the measurement error E′ _lat converted into the measurement error in the traveling direction of the host vehicle 50. Is expressed by Equation 3.
_E'lat = _Elat /tan? (3)

Next, the measurement error E of the position of the pylon 64 will be described with reference to FIG. As shown in FIG. 6, the measurement error E at the position of the pylon 64 is expressed by Equation 4.
E=E _lon +E' _lat ... (4)

As shown in FIG. 6, the position correction unit 27 moves the position of the pylon 64 in a direction opposite to the traveling direction of the host vehicle 50 by a distance related to the measurement error E. The position after the movement is indicated by 64A. Due to this movement, the position of the pylon 64, which is determined to be unpassable by the host vehicle 50, approaches the host vehicle 50. By considering the measurement error of the position of the pylon 64, the vehicle speed generation unit 28 generates a speed profile for decelerating the host vehicle 50 earlier than before taking the measurement error into consideration. Specifically, the vehicle speed generation unit 28 moves the position after the movement so that the host vehicle 50 can smoothly stop at a position before a predetermined distance (a predetermined distance, for example, 2 m) of the position 64A after the movement. A speed profile including the deceleration start position of the vehicle 50 is generated based on 64A. Note that the speed profile starts deceleration when the position of the position 64A after the movement with respect to the own vehicle 50 reaches a predetermined position, and becomes lower as the position 64A after the movement becomes closer to the own vehicle 50, and after the movement. A speed profile of stopping before the position 64A is generated. The speed profile may be a speed profile corresponding to the relative distance between the host vehicle 50 and the moved position 64A, or a speed profile corresponding to the position of the host vehicle 50 with respect to the position of the moved position 64A. May be. As the speed profile, for example, a speed profile that decelerates at a predetermined deceleration and stops before the position 64A is generated. The vehicle control unit 29 moves the position of the pylon 64 to 64A in consideration of the measurement error, and thus starts deceleration earlier when the deceleration start position approaches the host vehicle 50 than before the movement. As a result, the occupant can feel a sense of security.

Next, an operation example of the travel support device 1 will be described with reference to the flowchart in FIG. 7.

In step S101, the self-position estimation unit 22 estimates the self-position on the map based on the information acquired from the GPS receiver 12. The process proceeds to step S103, and the map database 13 acquires map information indicating the structure of the road on which the vehicle 50 travels. The road boundary line acquisition unit 23 acquires a road boundary line based on map information. The road boundary line may be acquired by the sensor 10.

The process proceeds to step S105, and the travelable area setting unit 24 sets the travelable area R (see FIG. 2). The process proceeds to step S107, and the sensor 10 detects a stationary object (pylon 60 to 64) in front of the vehicle 50 (see FIG. 2).

The process proceeds to step S109, and the pass/fail determination unit 25 determines whether or not the vehicle 50 can pass the road width from each pylon (pylon 60 to 64) to the road boundary line 70. An example of the determination result is shown in FIG. The process proceeds to step S111, and the error calculation unit 26 calculates the measurement error of the position of the stationary object (pylon 64) in the road width determined that the vehicle 50 cannot pass (see FIGS. 3 to 5).

The process proceeds to step S113, and the position correction unit 27 moves the position of the pylon 64 in the direction opposite to the traveling direction of the host vehicle 50 by the distance related to the measurement error E (see FIG. 6). The process proceeds to step S115, and the vehicle speed generation unit 28 generates a speed profile so that the host vehicle 50 can smoothly stop before the moved position 64A. The process proceeds to step S117, and the vehicle control unit 29 controls the actuator 40 so as to travel with the speed profile generated by the vehicle speed generation unit 28.

As described above, according to the travel support device 1 according to the present embodiment, the following operational effects can be obtained.

When a plurality of stationary objects (pylons 60 to 64) are detected in front of the host vehicle 50, the driving assistance device 1 determines whether the host vehicle 50 can pass the road width from the stationary object to the road boundary line. .. Alternatively, the driving assistance device 1 determines whether or not the road width from the stationary object to the road boundary line is a road width through which the vehicle 50 can pass. The travel support device 1 calculates the measurement error of the position of the stationary object (pylon 64) in the road width determined that the own vehicle 50 cannot pass. Then, the travel assistance device 1 moves the position of the stationary object in a direction opposite to the traveling direction of the host vehicle 50 by a predetermined distance, and sets the deceleration start position of the vehicle based on the position of the stationary object after the movement. Alternatively, the driving assistance device 1 sets the position of the stationary object to a position that is moved in a direction opposite to the traveling direction of the own vehicle 50 when it determines that the road width is a road width that the own vehicle 50 cannot pass. , The traveling of the host vehicle 50 is supported based on the position of the stationary object after moving by a predetermined distance. As a result, the driving support device 1 starts deceleration earlier than when the measurement error is not taken into consideration. As a result, the occupant can feel a sense of security. The traveling support device 1 sets a deceleration start position for stopping the vehicle 50 in advance by a predetermined distance from the stationary object based on the position of the stationary object after moving the predetermined distance, and sets the deceleration start position. The vehicle 50 may be decelerated based on the above.

Further, the predetermined distance may be calculated based on a measurement error of the position of the stationary object in the road width determined that the own vehicle 50 cannot pass. As a result, a speed profile having accurate deceleration timing is generated.

The measurement error may be calculated according to the speed of the host vehicle 50, the distance d from the host vehicle 50 to the stationary object, or the resolution of the sensor 10. As a result, a speed profile having accurate deceleration timing is generated.

In addition, the predetermined distance is a measurement error E _lat in the road width direction based on the measurement error E _{lon in} the traveling direction of the _host vehicle 50 and the angle formed by the traveling direction of the _host vehicle 50 and a line connecting a plurality of stationary objects. It may be a value obtained by adding the converted measurement error E′ _lat converted into the measurement error in the traveling direction of the host vehicle 50. As a result, the characteristics of the measurement error (particularly when the measurement error becomes elliptic rather than concentric circles from the true value) and the measurement error in the road width direction are reflected in the correction amount, and the accuracy of the measurement error E is improved.

Each function described in the above embodiments may be implemented by one or more processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electrical circuit. Processing circuitry also includes devices such as application specific integrated circuits (ASICs) and circuit components that are arranged to perform the described functions. Further, the driving support device 1 can improve the function of the computer.

Although the embodiments of the present invention have been described as above, it should not be understood that the descriptions and drawings forming a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples, and operation techniques will be apparent to those skilled in the art.

For example, as shown in FIG. 8, the predetermined distance (the distance moved in the direction opposite to the traveling direction of the vehicle 50) may be the distance from the position of the pylon 64 to the pylon 63. In other words, the predetermined distance is from the position of the stationary object (pylon 64) in the road width determined that the vehicle 50 cannot pass, to the stationary object (pylon 64) in the road width determined that the vehicle 50 cannot pass. It may be the distance to the position of the stationary object (pylon 63) immediately before. As a result, as shown in FIG. 8, it is determined that the host vehicle 50 cannot pass at the position of the pylon 63, so that early deceleration is realized.

Further, as shown in FIG. 9, after it is determined that the vehicle 50 cannot pass, the traveling support device 1 uses the margin of the measurement error of the stationary object to move the vehicle 50 from the stationary object to the road boundary line again. It may be determined whether or not the road width can be passed. Reference numerals 60' to 64' shown in FIG. 9 are positions in consideration of the margins of the measurement errors of the pylons 60 to 64, respectively. As shown in FIG. 9, when it is determined that the vehicle 50 cannot pass the road width from the pylon 63 ′ to the road boundary line 70 as a result of the re-determination, early deceleration is realized.

Further, in the above-described embodiment, the position 64 of the stationary object in the road width determined that the own vehicle 50 cannot pass is moved by a predetermined distance in the direction opposite to the traveling direction of the own vehicle 50, and the stationary object is moved. An example in which the deceleration start position of the vehicle is set based on the position 64A of the object and the deceleration start position of the vehicle is decelerated at the set deceleration start position is shown as an example. However, the traveling support device is not limited to this. Not done. For example, a travel support device that supports driving by the driver by displaying the set deceleration start position of the own vehicle 50 on a display device such as a navigation display and urging the driver of the own vehicle 50 to start deceleration. Good.

In addition, in the above-described embodiment, the case where the stationary object is a plurality of pylons (pylons 60 to 64) has been described as an example, but the stationary object is not limited to the plurality of pylons and may be continuous such as a guardrail. It can be applied to an installed object or a low-height object such as a curb, and is not limited to the shape or type of the object as long as it is a stationary object.

1 Driving Support Device 10 Sensor 11 Camera 12 Receiver 13 Map Database 20 Controller 21 Stationary Object Recognition Unit 22 Self Position Estimation Unit 23 Road Boundary Acquisition Unit 24 Travelable Area Setting Unit 25 Passability Determination Unit 26 Error Calculation Unit 27 Position Correction Unit 28 vehicle speed generation unit 29 vehicle control unit 40 actuator

Claims (8)

A sensor mounted on the vehicle for detecting the position of a stationary object in front of the vehicle, and whether or not the road width from the stationary object to the road boundary line detected by the sensor is a road width that the vehicle can pass through. A driving support method for a driving support device, comprising:
When the road width is determined by the controller to be a road width that the vehicle cannot pass, the position of the stationary object is set to a predetermined distance, a position moved in a direction opposite to the traveling direction of the vehicle,
A travel assistance method comprising: assisting the travel of the vehicle based on the position of the stationary object after moving by the predetermined distance. The travel support method according to claim 1, wherein the predetermined distance is calculated based on a measurement error of a position of the stationary object in a road width determined that the vehicle cannot pass. The driving assistance method according to claim 2, wherein the measurement error is calculated according to a speed of the vehicle, a distance from the vehicle to the stationary object, or a resolution of the sensor. The predetermined distance is a measurement error in the traveling direction of the vehicle, which is based on an angle formed by the measurement error in the traveling direction of the vehicle and a line connecting the traveling direction of the vehicle and the stationary object. 4. The driving support method according to claim 3, wherein the value is a value obtained by adding the measurement error after conversion converted to. The predetermined distance is from the position of the stationary object in the road width determined that the vehicle cannot pass to the position of the stationary object immediately before the stationary object in the road width determined that the vehicle cannot pass. The driving support method according to claim 1, wherein the driving support method is a distance. After it is determined that the vehicle cannot pass, it is again determined whether the vehicle can pass the road width from the stationary object to the road boundary line using the margin of measurement error of the stationary object. The driving support method according to claim 1. Based on the position of the stationary object after moving the predetermined distance, a deceleration start position for stopping the vehicle in advance by a predetermined distance from the stationary object is set, and the vehicle is based on the set deceleration start position. The deceleration control is performed, or the deceleration start position is displayed to the driver of the vehicle. The traveling support method according to claim 1, wherein A sensor mounted on the vehicle for detecting the position of a stationary object in front of the vehicle;
A road width from the stationary object detected by the sensor to a road boundary line, a controller that determines whether or not the road width that the vehicle can pass,
When the controller determines that the road width is a road width that the vehicle cannot pass through, the controller sets the position of the stationary object to a position that is moved in a direction opposite to the traveling direction of the vehicle,
A travel assistance device that assists travel of the vehicle based on the position of the stationary object after moving by the predetermined distance.

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