JP5515388B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a driving support device and a driving support method that support driving of a driver when entering an intersection.

  As driving assistance at the time of passing an intersection, there is a technique described in Patent Document 1, for example. In this prior art, an intersection control system that controls intersection traffic at an intersection without a traffic light detects a vehicle that has entered within a predetermined distance range from the intersection. And position information and vehicle state information are acquired from each detected vehicle, and the crossing possibility of each vehicle and the priority of intersection passage are determined. Based on the determination, deceleration control of each vehicle is executed so that each vehicle can pass with minimum deceleration.

JP 2007-141145 A

In the prior art, the limit vehicle speed is uniquely set even when entering the intersection.
However, the vehicle speed at which the safety in the intersection can be confirmed differs depending on whether the driver has noticed the intersection in advance or not. For this reason, in the said prior art, when the driver | operator is not aware of the intersection and the limit vehicle speed is set below the vehicle speed which can fully confirm the safety in an intersection, drivability may be impaired.
This invention is made paying attention to such a point, and makes it a subject to assist a driver | operator's driving | operation so that the vehicle speed at the time of approaching an intersection may turn into an appropriate speed.

  In order to solve the above-mentioned problems, the present invention sets a target position when entering an intersection or a determination position at a position closer to the target position and sets a determination vehicle speed at the determination position. When the vehicle speed of the host vehicle is lower than the determination vehicle speed at the determination position, the first set vehicle speed is selected. When the vehicle speed of the host vehicle is equal to or higher than the determination vehicle speed, the setting is lower than the first set vehicle speed. Select the vehicle speed. The vehicle speed when the host vehicle enters the intersection is limited to be equal to or lower than the selected set vehicle speed.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to support a driver | operator's driving | operation so that the vehicle speed at the time of approaching an intersection becomes an appropriate speed which can confirm a driver | operator according to the vehicle speed of the own vehicle.

It is a schematic diagram which shows the vehicle structure which concerns on embodiment based on this invention. It is a schematic diagram which shows the vehicle structure which concerns on embodiment based on this invention. It is a figure which shows the structure of a navigation system. It is a figure which shows the structure of a controller. It is a figure explaining the process of the controller main body which concerns on 1st Embodiment based on this invention. It is a figure explaining the target position T etc. FIG. It is a figure explaining the limit vehicle speed etc. which concern on 1st Embodiment based on this invention. It is a figure which shows the relationship between a brake stroke and braking force. It is a figure explaining the state and position etc. which can confirm the safety on either side in an intersection. It is a figure explaining the process of the controller main body which concerns on the modification (7) of 1st Embodiment based on this invention. It is a figure explaining the limited vehicle speed etc. which concern on the modification (7) of 1st Embodiment based on this invention. It is a figure explaining the process of the controller main body which concerns on 2nd Embodiment based on this invention. It is a figure explaining the limiting vehicle speed etc. which concern on 2nd Embodiment based on this invention. It is a figure explaining another example which concerns on 2nd Embodiment based on this invention. It is a figure explaining the process of the controller main body which concerns on the modification (7) of 2nd Embodiment based on this invention. It is a figure explaining the limited vehicle speed etc. which concern on the modification (7) of 2nd Embodiment based on this invention. It is a figure explaining the example of a setting of the limit vehicle speed which concerns on the modification (8) of 2nd Embodiment based on this invention. It is a figure explaining the process of the controller main body which concerns on 3rd Embodiment based on this invention. It is a figure explaining the limit vehicle speed etc. which concern on 3rd Embodiment based on this invention. It is a figure explaining the example of a setting to a limit vehicle speed. It is a figure explaining the limited vehicle speed etc. which concern on the modification (1) of 3rd Embodiment based on this invention. It is a figure explaining the process of the controller main body which concerns on 4th Embodiment based on this invention. It is a figure explaining the limiting vehicle speed etc. which concern on 4th Embodiment based on this invention. It is a figure explaining another example concerning a 4th embodiment based on the present invention.

(First embodiment)
Next, a first embodiment of the present invention will be described with reference to the drawings.
FIG.1 and FIG.2 is a typical schematic diagram which shows the vehicle structure of this embodiment. Note that the vehicle 1 shown in FIG. 1 is an electric vehicle. However, a drive system such as an engine-driven vehicle or a hybrid vehicle may be used. That is, the driving method of the vehicle 1 is not limited.
Brake devices 11F and 11R are mounted on the wheels 2F and 2R of the vehicle 1, respectively. The braking devices 11F and 11R apply a brake pressure corresponding to a command from the controller 4 to the wheels 2F and 2R. The braking devices 11F and 11R may be hydraulic or electric.
Each wheel is provided with wheel speed sensors 3F and 3R. The wheel speed sensors 3 </ b> F and 3 </ b> R detect the wheel speed of each wheel and output the detected value to the controller 4.

Reference numeral 5 denotes a brake pedal, and reference numeral 6 denotes a brake operation amount detection sensor. The brake operation amount detection sensor 6 detects the stroke amount of the brake pedal 5 as a brake operation amount BP and outputs it to the controller 4.
Here, at least one of the front wheel 2F and the rear wheel 2R is a drive wheel. The driving wheel is driven to rotate by a driving force from a driving source such as a motor. The drive source outputs torque corresponding to the drive force command from the controller 4 to the drive wheels. The controller 4 calculates a driving force command according to the accelerator opening of the accelerator pedal 7. Reference numeral 7 denotes an accelerator pedal, and reference numeral 8 denotes an accelerator pedal operation amount detection sensor.

A stereo camera 9 is mounted on the vehicle 1. The stereo camera 9 captures the road situation ahead of the vehicle 1 and outputs information on the road ahead to the controller 4. In FIG. 1, the case where the stereo camera 9 is installed in the upper part of a windshield is illustrated. The imaging unit of the stereo camera 9 may be composed of a CCD or the like.
The vehicle 1 is equipped with a navigation system 10. As shown in FIG. 3, the navigation system 10 includes a navigation control unit 10A, a road information database 10B, a reception unit 10C, a voice input / output unit 10D, a display unit 10E, and an operation unit 10F. Map data and the like are recorded in the road information database 10B. The receiving unit 10C includes a GPS receiver, a beacon receiver, and an FM multiplex receiver. The voice input / output unit 10D outputs information such as route guidance messages and warnings by voice. The display unit 10E outputs auxiliary information in the vicinity of an intersection or the like in the form of an image.

  The navigation control unit 10A calculates position information of the host vehicle 1 based on the signal acquired by the receiving unit 10C. Based on the calculated position information and data in the road information database 10B, road information is output via the voice input / output unit 10D and the display unit 10E. Further, the navigation control unit 10 </ b> A detects information on whether there is an intersection in the traveling direction of the host vehicle 1 and whether there is a traffic light at the intersection, and outputs the detected information to the controller 4.

As shown in FIG. 4, the controller 4 includes a drive controller 4A, a braking controller 4B, and a controller body 4C.
The drive controller 4A calculates a driving force based on an accelerator stroke amount and the like operated by the driver, and controls a motor that is a driving source so as to obtain the calculated driving force.
The braking controller 4B controls the braking force of each wheel to a braking amount corresponding to the braking pressure control amount P ^* from the controller body 4C.

  The controller main body 4C inputs the road information ahead from the camera 9, the wheel speed detected by the wheel speed sensors 3F and 3R, and the brake operation amount of the driver. Then, a brake pressure command value for braking the vehicle 1 is calculated, and the calculated brake pressure command value is output to the brake controller 4B. Thereby, the control of the vehicle 1 is executed. The controller body 4C calculates the average value of the wheel speeds detected by the wheel speed sensors 3F and 3R of each wheel as the vehicle speed V (unit: m / s).

Next, the processing of the controller body 4C will be described with reference to FIG. The control process of the controller main body 4C operates and executes every predetermined sampling period.
First, in step S10, it is determined whether or not there is an intersection X without a traffic signal in the traveling direction of the vehicle 1 as shown in FIG. The detection of the intersection X is determined, for example, by whether or not the intersection X exists between the position of the bumper 1a at the tip of the host vehicle 1 and a position 45.0 m away. Note that 45.0 m means that the vehicle speed is about 10 km / h immediately before entering the intersection X when decelerating at a constant speed of 3.0 m / s ² from the state of traveling at a maximum vehicle speed of 60 km / h on ordinary roads. Is the distance.

When it is determined that there is an intersection X without a traffic signal, the process proceeds to step S20. If not, return.
Whether there is an intersection X without a traffic light is determined based on information from the navigation system 10. Note that whether or not there is an intersection X without a traffic light may be determined based on information from the stereo camera 9. That is, an image in front of the vehicle body taken by the stereo camera 9 may be subjected to image processing to determine whether there is an intersection road ahead of the host vehicle 1 and whether there is a traffic light at the intersection X.

In step S20, it is determined whether the intersection X having no traffic signal detected in step S10 is the priority road or the non-priority road on the own lane (the road on which the own vehicle is traveling). When the own lane is a non-priority road, the process proceeds to step S30. On the other hand, when the own lane is a priority road, it returns.
Whether the own lane is a priority road or a non-priority road is determined as follows. That is, based on the information on the priority road / non-priority road recorded in the road information database 10B and the position and speed (traveling direction) of the own vehicle 1 with respect to the detected intersection X, whether the own lane is a priority road or a non-priority road. It is determined whether.

  Whether the own lane is a priority road or a non-priority road may be determined by information from the stereo camera 9. That is, an image of the front of the vehicle photographed by the stereo camera 9 may be subjected to image processing, the width of the intersection road intersecting the own lane and the width of the own lane road may be compared, and the narrow road side may be determined as a non-priority road . Similarly, whether or not there is a display such as “stop” on the road in front of the intersection X and whether or not there is a sign indicating a temporary stop is determined by image processing, so that the own lane is a priority road It may be determined whether the road is a non-priority road.

In step S30, two set vehicle speeds at the target position T are set.
Here, as shown in FIG. 6, a boundary between the road on the own lane and the road on the intersection side is set as a target position T when the own vehicle 1 enters the intersection X. The target position T may be slightly in front of the boundary or may be slightly on the cross road side. The near side is preferable to the cross road side. FIG. 6 schematically shows an example of the intersection X without a traffic light.

  The two set vehicle speeds are the first set vehicle speed Vs1 and the second set vehicle speed Vs2. The second set vehicle speed Vs2 is a vehicle speed value lower than the first set vehicle speed Vs1, and is, for example, a vehicle speed value that is half of the first set vehicle speed Vs1. For example, the first set vehicle speed Vs1 is set to a vehicle speed during slow traveling (for example, 5 km / h) at which the host vehicle can stop in a short time. In this case, the second set vehicle speed Vs2 is set to a vehicle speed value (2.5 km / h) that is half the first set vehicle speed Vs1, for example.

In step S40, a distance L (unit: m) to the intersection X is detected.
The distance L to the target position T is the distance L from the front end of the front bumper 1a in the current vehicle 1 to the target position T. The distance L to the target position T has a positive value on the intersection X side and a negative value on the near side of the intersection X.
The distance L to the target position T is calculated based on the current position of the host vehicle 1 of the navigation system 10 and road data. Alternatively, an image in front of the vehicle body captured by the stereo camera 9 may be subjected to image processing, and the distance L from the intersection X position in the image signal to the target position T may be calculated.

In step S50, a limit vehicle speed Vlim (L) is set.
In the present embodiment, the limit vehicle speed Vlim (L) (unit: km / h) is set as shown in Expression (1), with the distance L (unit: m) to the target position T as a variable.
Vlim (L) = 3.6 × √ {2αlim · L + (Vth ÷ 3.6) ² } (1)
The vehicle speed limit Vlim obtained by equation (1) is a value that can be reduced to Vth (unit: km / h) at this boundary if the vehicle speed is reduced by αlim. In this embodiment, 3 (m / s ² ) is set for αlim, and 10 (km / h) is set for Vth. This Vlim is shown in FIG. In FIG. 7, the distance L from the intersection X to the target position T, which is the boundary between the intersection roads, is taken on the horizontal axis.

This αlim is preferably set to the maximum deceleration that the driver can take when passing through such an intersection X.
As a specific means for setting αlim, a method of recording the deceleration when the driver passes such an intersection X and extracting the maximum deceleration from the recorded deceleration can be considered. In addition, the driving behavior when passing through the intersection X where a plurality of drivers need to be temporarily stopped may be recorded, and the maximum value of the deceleration may be taken.

When the vehicle speed limit Vlim (L) is set to be high as described above, when the driver passes safely, the deceleration control does not intervene in the operation of the driver, and further improvement in drivability can be expected.
In step S60, it is determined whether or not the distance L to the target position T is smaller than zero. If the distance L to the target position T is smaller than 0, the process proceeds to step S70. When the distance L is 0 or more, the process proceeds to step S84.

In step S70, an assist brake pressure control amount P (unit: bar) that prevents the vehicle speed V of the host vehicle from exceeding Vlim (L) from the vehicle speed V of the host vehicle and the limit vehicle speed Vlim (L) set in step S50. Is obtained as shown in equation (2).
P = max [{(V−Vlim (L)) × Pg}, 0] (2)
Pg in the equation (2) is a proportional gain, and in this embodiment, 25 is set as the proportional gain Pg. In obtaining the assist brake pressure control amount P, it is not necessary to perform proportional control as shown in Equation (2). In order to converge to Vlim (L) etc. without deviation, the amount of assist brake pressure is controlled by using proportional + integral control (PI control) or using a controller that can model and take into account the delay of the hydraulic brake. It is even better to find P.

In step S84, it is determined whether or not it is the moment when the distance L between the intersection X and the target position T of the intersection road is 0 or more in the current control cycle. If the distance L is 0 or more, the process proceeds to step S85. On the other hand, if the distance L is already 0 or more in the previous control cycle, the process proceeds to step S90.
In step S85, a set vehicle speed Vtar (unit: km / h) which is the final deceleration target vehicle speed is selected and set.

In this embodiment, when the vehicle speed V of the host vehicle at the moment when the distance L between the intersection X and the target position T of the intersection road is 0 or more is greater than or equal to the limit vehicle speed Vlim (0), the driver Determines that it does not notice the intersection X and does not intend to decelerate. Then, the second set vehicle speed Vs2 is selected, and the second set vehicle speed Vs2 is set to Vtar.
On the other hand, when the vehicle speed V of the host vehicle is smaller than the limit vehicle speed Vlim (0), the driver recognizes the intersection X and determines that there is an intention of deceleration. Then, the first set vehicle speed Vs1 is selected, and the first set vehicle speed Vs1 is set to Vtar.

In step S90, when the vehicle speed V of the host vehicle exceeds the set vehicle speed Vtar determined in step S80, an assist brake pressure control amount P that can be immediately decelerated to Vtar or less is obtained as in equation (3).
P = max [{(V−Vtar) × Pg2}, 0] (3)
Pg2 in the equation (3) is a proportional gain, and in this embodiment, 100 is set as the proportional gain Pg2. In determining the assist brake pressure control amount P, the proportional control as shown in Expression (3) may not be used. It is better to use a controller that can model and take into account the delay of the hydraulic brake or gain scheduling the proportional gain Pg2 so that the vehicle speed V can be reduced to Vtar or less quickly and without overshoot. .

In step S100, a brake pressure control amount P ^* is obtained.
First, the brake pressure Pd (unit: bar) generated by the driver's brake operation amount BP is obtained with reference to the map of FIG.
Next, the brake pressure control amount P ^* (unit: bar) of each wheel is obtained according to the following equation (4) and output to the braking controller 4B.
P ^* = Pd + P (4)
In the map of FIG. 8, the brake pressure Pd generated by the driver's brake operation amount BP may be measured and mapped in advance and stored.

  Finally, in step S110, whether or not the two conditions that the distance L to the target position T is 0 or more and the vehicle speed V of the host vehicle is less than or equal to the set vehicle speed Vtar determined in step S85 are satisfied. To determine. If it is determined that the above two conditions are satisfied, it is determined that the vehicle has entered the intersection X safely, and the control when entering the intersection X is terminated. If the above two conditions are not satisfied, the process returns to step S40.

(Action / Operation)
The driving assistance of the present embodiment starts processing when it is detected that there is an intersection X in front of the vehicle 1, for example, 45m ahead. And if the intersection X ahead is an intersection X without a traffic light and the lane of the own vehicle 1 is a non-priority road, it is determined whether or not the vehicle speed limit is executed until the vehicle enters the intersection X.
At this time, when the vehicle speed V of the host vehicle 1 is smaller than the limit vehicle speed Vlim, the deceleration control is not performed. That is, no control intervention is performed to limit the vehicle speed.
On the other hand, when the vehicle speed of the host vehicle 1 is larger than the limit vehicle speed Vlim, the deceleration control is executed so that the upper limit of the vehicle speed of the host vehicle 1 becomes the limit vehicle speed Vlim.
For example, as shown by B1 in FIG. 7, it is assumed that the driver is driving loosely and does not notice the intersection X, and the vehicle speed V of the host vehicle approaches the intersection X with a constant speed. At this time, in this embodiment, the upper limit of the vehicle speed is limited by the limit vehicle speed Vlim (L).

  In the example of B1, since the vehicle speed V becomes equal to or higher than the limit vehicle speed Vlim (L) at the point (i), the vehicle speed is limited at the limit vehicle speed Vlim (L). In the example of B1, the case where the driver does not notice the intersection X and does not perform a sufficient brake operation even if the vehicle is limited by the limited vehicle speed Vlim (L) is shown. In the case of B1, it is determined that the driver does not intend to decelerate, and deceleration control is performed to the second set vehicle speed Vs2 or less at the target position T that is a boundary with the cross road. As a result, the time margin that the driver can check left and right is expanded, and safety is improved.

Next, a case will be described in which it is assumed that the driver is aware of the intersection X and decelerates the vehicle speed V and passes through the intersection X as in B2 and B3.
In the case of B2, the vehicle approaches the intersection X with the vehicle speed V of the host vehicle being lower than the limit vehicle speed Vlim, and also enters the intersection X with the vehicle speed V lower than the second set vehicle speed Vs1 at the target position T. doing. For this reason, the braking control does not intervene in the driver's deceleration operation. For this reason, it does not give the driver a sense of incongruity.

Further, when the vehicle speed of the host vehicle approaches the intersection X with the vehicle speed lower than the limit vehicle speed Vlim as in B3, but the vehicle speed V is higher than the first set vehicle speed Vs1 at the target position T, After passing through the target position T, deceleration control is performed so that the vehicle speed becomes Vs1 or less.
Here, in the present embodiment, the limit vehicle speed Vlim at the target position T is set higher than the first set vehicle speed Vs1, that is, the threshold value of the limit vehicle speed Vlim is set higher than when the intersection X is not noticed. Yes. For this reason, the possibility that the deceleration control intervenes in the deceleration operation is reduced, and it is expected that the driver feels uncomfortable.

In the present embodiment, the purpose of limiting the vehicle speed to the vehicle speed limit Vlim or less is to reduce the vehicle speed to a vehicle speed that can be immediately reduced to a safe vehicle speed when entering the intersection X. The purpose of limiting the vehicle speed below the set vehicle speed at the target position T is to reduce the vehicle speed to a vehicle speed at which the left and right safety in the intersection X can be sufficiently confirmed. The two purposes are different.
In this way, by judging the driver's intention to decelerate from the vehicle speed V of the host vehicle and the limit vehicle speed Vlim (L), by changing the vehicle speed to be limited at the target position T, which is the boundary with the intersection road, and optimizing it. It can be expected that safety and driving performance can be improved at the same time.

Here, the camera 9 or the navigation system 10 constitutes a distance detection means. The wheel speed sensors 3F and 3R constitute vehicle speed detection means. Steps S84 and S85 constitute vehicle speed selection means. Steps S70 and S90 constitute vehicle speed limiting means.
The target position T constitutes a determination position. The limit vehicle speed Vlim (0) = Vth at the target position T constitutes the determination vehicle speed.

(Effect of this embodiment)
(1) Based on the distance detected by the distance detection means, the vehicle speed selection means selects the first set vehicle speed when the vehicle speed of the host vehicle is lower than the determination vehicle speed at the determination position, and the vehicle speed of the host vehicle is When the vehicle speed is equal to or higher than the determination vehicle speed, a second set vehicle speed lower than the first set vehicle speed is selected. When the vehicle speed limiting means determines that the vehicle speed of the host vehicle is greater than the set vehicle speed selected by the vehicle speed selection means, the vehicle speed limiting means performs deceleration control so that the vehicle speed of the host vehicle is less than or equal to the set vehicle speed selected by the vehicle speed selection means.
Thus, the set vehicle speed when entering the intersection X is changed according to the driving situation of the driver. Specifically, when it is estimated that the driver notices the intersection X and suppresses the vehicle speed, the set vehicle speed is set to the first set vehicle speed. This suppresses unnecessary vehicle speed restriction intervention.

On the other hand, when it is estimated that the driver is not aware of the intersection X, the set vehicle speed at the target position T is set to a low second set vehicle speed. Thereby, the time margin which a driver | operator can confirm the safety | security of the intersection X can be expanded now.
As described above, it is possible to set the vehicle speed when entering the intersection X to an appropriate speed advantageous for checking the situation of the intersection X according to the driving situation of the driver while suppressing unnecessary vehicle speed limit control intervention. It becomes. That is, it is possible to support the driver at an appropriate speed while suppressing the troublesomeness to the driver when entering the intersection X as much as possible and ensuring the driving performance of the driver.

(2) Set the vehicle speed limit Vlim. The limit vehicle speed Vlim decreases as the distance to the target position decreases, and at the determination position, the limit vehicle speed Vlim is set to a value equal to or higher than the determination vehicle speed corresponding to the determination position. Then, the vehicle speed limiting means limits the upper limit value of the vehicle speed of the host vehicle to the limited vehicle speed Vlim based on the distance to the target position.
This makes it possible to assist driving so that the vehicle speed when entering the intersection X is less than or equal to a predetermined vehicle speed.
Further, when the own vehicle 1 approaches the intersection X, if the own vehicle 1 is less than the limit vehicle speed Vlim, it can be estimated that the speed of the intersection X can be confirmed by the driver's own driving. For this reason, the vehicle speed is not limited. On the other hand, when the host vehicle 1 approaches the intersection X, if the host vehicle 1 is at or above the limit vehicle speed Vlim, the driver may not be aware of the presence of the intersection X. For this reason, the upper limit speed for limiting the vehicle speed is limited to the limit vehicle speed Vlim. In this way, driving is supported so that the driver can secure a time margin for confirming the safety of the crossing road.

As described above, it is possible to set the vehicle speed when entering the intersection X to an appropriate speed that is advantageous for confirming the situation of the intersection X and the like while suppressing unnecessary vehicle speed limit control intervention.
Further, by setting the vehicle speed limit Vlim to be lower as it approaches the target position T, the vehicle can be gradually decelerated toward the target position T even if the driver is not aware of the intersection X. That is, since driving assistance can be provided so as to guide the vehicle speed to the set vehicle speed toward the target position T, it is not necessary to perform large deceleration control before the intersection X.

(3) In the present embodiment, the limit vehicle speed Vlim at the target position T is set to be higher than the first set vehicle speed Vs1, that is, the threshold value of the limit vehicle speed Vlim is set higher than the case where the intersection X is not noticed. Yes.
For this reason, the possibility that the deceleration control intervenes in the deceleration operation is reduced, and it is expected that the driver feels uncomfortable.
(4) The vehicle speed restriction by the vehicle speed restriction means is performed when the own lane is a non-priority road.
When the own lane is a non-priority road, it is necessary to reduce the vehicle speed or temporarily stop when entering the intersection X. However, there is no need to limit the vehicle speed when the own lane is a non-priority road.
That is, even when the vehicle enters the intersection X, if it is a priority road, it is possible to prevent the vehicle speed from being restricted. As a result, unnecessary vehicle speed restriction can be suppressed.

(5) The first set vehicle speed Vs1 and the second set vehicle speed Vs2 smaller than the first set vehicle speed Vs1 are set to values larger than 0 km / h.
Thus, the vehicle is not stopped only by the assist brake by the driving support device. Such control prevents the driver from overconfidencing the assist brake and preventing the driver from entering the intersection with his foot off the brake pedal, or does not operate the brake pedal by himself / herself. Can be prevented.

(6) The limit vehicle speed Vlim is set to a value larger than 0 km / h.
Thus, the vehicle is not stopped only by the assist brake by the driving support device. Such control prevents the driver from overconfidencing the assist brake and preventing the driver from entering the intersection with his foot off the brake pedal, or does not operate the brake pedal by himself / herself. Can be prevented.

(Modification)
(1) Even a vehicle that is controlled by a motor or a mechanical brake can be applied as long as the vehicle is equipped with means for controlling the braking force independently of the driver's operation.
(2) In the above-described embodiment, the stereo camera 9 and the car navigation system 10 are used together. However, the present embodiment can be realized by using only the stereo camera 9 or any one of the car navigation systems 10.
(3) Further, the stereo camera 1 and the car navigation system 3 are provided with a sensor / infrastructure system described in, for example, Japanese Patent Application Laid-Open No. 2004-86363, which can realize the functions required in the present embodiment. In the case of being present, it can be applied in place of the stereo camera 9 and the car navigation system 10.

(4) Further, the first set vehicle speed Vs1 and the second set vehicle speed Vs2 smaller than the first set vehicle speed Vs1 may be changed depending on the skill of the driver, the situation of the intersection X, and the like.
For example, the first set vehicle speed Vs1 is set to be larger as the area where the driver can confirm the intersection road intersecting with the own lane increases as the visibility of the intersection X is judged. Further, when the above-mentioned area where the driver can confirm the cross road becomes small, the second set vehicle speed Vs2 is set to be small. The area where the driver can confirm the crossing road intersecting with the own lane is determined based on the position of the own vehicle 1 and the information on the shielding on the side of the own vehicle 1.
Further, the first set vehicle speed Vs1 and the second set vehicle speed Vs2 may be adjusted according to the history of behavior when the driver moves to the intersection X.

(5) The above embodiment is an example when the determination position is set to the target position T. The determination position may be set to a position before the target position T. In this case, the set vehicle speed selected near the target position T can be obtained.
(6) Further, it is not necessary to make the determination speed coincide with the limit vehicle speed Vlim. For example, a value smaller than Vth and higher than the first set vehicle speed Vs1 may be used as the determination vehicle speed. In this case, even if the vehicle speed temporarily becomes lower than Vth due to hunting or the like, deceleration control can be performed toward the second set vehicle speed.
In this case, when the determination position is set to a troublesome position than the target position T, the determination vehicle speed may be set to a value slightly smaller than the limit vehicle speed Vlim.

(7) Further, when the second set vehicle speed Vs2 is selected, for example, the brake assist control may be continued so as to be equal to or lower than Vs2 even after passing through the target position T. For example, if it is estimated that the driver is not aware of the intersection X at the intersection shown in FIG. 6, the vehicle speed of the host vehicle until the vehicle enters the intersection by S (unit: m) as shown in FIG. The assist brake pressure control amount P is obtained so that V does not exceed Vs2 or less, and the brake of each wheel is controlled.
That is, when the vehicle speed selecting means selects the second set vehicle speed, the vehicle speed selection means is set to the second set vehicle speed or less until the vehicle reaches a position where the driver can confirm the safety of the crossing road intersecting the own lane. The upper limit value of the vehicle speed is limited so that

The specific process is shown in FIG. In this process, the control is continued so as to be equal to or lower than Vs2 until only S enters from the target position T as shown in FIG.
The process in FIG. 10 is obtained by adding processes in steps S120 to S150 to the process shown in FIG.
That is, when the condition of step S110 is satisfied by passing through the target position T, the process proceeds to step S120.
In step S120, it is determined whether or not the distance L to the target position T is S (≧ 0) or more. If the distance L is less than S, the process proceeds to step S130. As described above, the distance L is positive on the intersection side. On the other hand, if the distance L is greater than or equal to S, the process ends and returns.

In step S130, it is determined whether or not the second set vehicle speed Vs2 is selected. When the second set vehicle speed Vs2 is selected, the process proceeds to step S130. On the other hand, if the second set vehicle speed Vs2 is not selected, the process is terminated and the process returns.
In step S140, the assist brake pressure control amount P is obtained so that the vehicle speed V of the host vehicle is equal to or lower than Vs2 until only S enters the intersection. Subsequently, in step S150, a brake pressure command value P ^* is determined and the brakes of the respective wheels are controlled. Thereafter, the process proceeds to step S120.

By the above processing, the following effects are produced.
That is, when the driver enters the intersection without noticing the intersection X, there is a possibility that an appropriate driving operation that can immediately confirm the safety of the intersection road cannot be performed. On the other hand, in this example, the brake assist can be performed for a while after entering the intersection, so that the driver has time to recognize the intersection road and shift to an appropriate operation. It can be expected that confirmation will be easier.

(8) The distance S in FIGS. 9 and 10 is assumed to be that the driver is in contact with the headrest of the driver's seat, for example, and the front bumper of the host vehicle when this head enters the intersection road. The distance from the tip to the target position T may be set.
That is, the position at which the driver can confirm the safety of the intersection road is set as the position at which the driver's head passes the target position when entering the intersection.
When the driver is unaware of the intersection X, the driver may be in a driving posture in which the head is in contact with the headrest of the driver's seat. On the other hand, by setting the target position when entering the intersection as the position where the driver's head passes, by limiting the vehicle speed to a position where the driver can check the safety of the intersection road with his own eyes This makes it easier for the driver to confirm the safety of the crossing road.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to the drawings. In addition, about the apparatus similar to the said embodiment, the same code | symbol is attached | subjected and demonstrated.
The vehicle configuration, navigation system, and controller of the vehicle used in the description of the second embodiment are the same as those illustrated in the description of the first embodiment, and are as shown in FIGS.
The process of the controller 4 in 2nd Embodiment is demonstrated with reference to FIG. The control process of the controller 4 operates and executes every predetermined sampling period as in the first embodiment.

The processing in steps S10 to S40 is the same as the processing in the first embodiment. Then, after step S40, the process proceeds to step S53.
In step S53, a limit vehicle speed Vlim (L) is set.
In the present embodiment as well, the vehicle speed limit Vlim (L) (unit: km / h) is set as the equation (1) with the distance L (unit: m) to the target position T as a variable, as in the first embodiment. Set.
Vlim (L) = 3.6 × √ {2αlim · L + (Vth ÷ 3.6) ² } (1)

However, α (lim) is set to 3 (m / s ² ). Also, the first set vehicle speed Vs1 (= 5.0 km / h) is set as the value of Vth. This Vlim (L) is shown in FIG.
Next, in step S55, the second transition vehicle speed Vlim2 (L) is set.
The second transition vehicle speed Vlim2 (L) (unit: km / h) is set as shown in Expression (5), with the distance L (unit: m) to the target position T as a variable. The second transition vehicle speed Vlim2 (L) is a vehicle speed when the vehicle is decelerated by αmax so as to be the second set vehicle speed Vs2 at the target position T.

Vlim2 (L) = 3.6 × √ {2αmax · L + (Vs2 ÷ 3.6) ² } (5)
This Vlim2 (L) is also shown in FIG. Αmax in equation (5) is a larger value than αlim in equation (1). In the present embodiment, 6 (m / s ² ) is set as αmax. Then, the point where the limit vehicle speed Vlim (L) and the second transition vehicle speed Vlim2 (L) set in step S53 intersect is defined as a point (A) as shown in FIG. 13, and this intersection X and the target position T of the intersection road are reached. Is La (unit: m). The point (A) is the determination position.

Next, in step S65, it is determined whether the distance L to the target position T is smaller than La. If the distance L to the target position T is smaller than La, the process proceeds to step S70. If the distance L is greater than or equal to La, the process proceeds to step S84.
The process in step S70 is the same as the process in the first embodiment.
Next, in step S84, it is determined whether or not the vehicle has passed the point (A). That is, it is determined whether or not it is the moment when the point L passes the point (A) where the distance L to the target position T is La in the current sampling cycle. If it is determined that it has passed, the process proceeds to step S85. Otherwise, the process proceeds to step S95.

Here, in the present embodiment, the sampling period in which the distance L is smaller than Lb in the previous sampling period and the distance L is equal to or greater than Lb in the current sampling period is determined as the moment of passing.
In step S85, the set vehicle speed is selected, and the transition vehicle speed Vtra (L) (unit: km / h) after reaching the point (A) is set.

  In the present embodiment, when the vehicle speed V of the host vehicle is equal to or higher than the limit vehicle speed Vlim (L) at the moment of passing through the point (A), the driver is not aware of the intersection X and has no intention of deceleration. Or judge it to be insufficient. In this case, the second set vehicle speed Vs2 is selected as the set vehicle speed. Then, the second transition vehicle speed Vlim2 (L) that decelerates to the second set vehicle speed Vs2 at the target position T is set to the transition vehicle speed Vtra (L).

On the other hand, if the vehicle speed V of the host vehicle is less than the limit vehicle speed Vlim (L) at the moment when the vehicle passes the point (A), the driver recognizes the intersection X and determines that there is an intention to decelerate. In this case, the first set vehicle speed Vs1 is selected as the set vehicle speed. Then, the limit vehicle speed Vlim (L) as the first transition vehicle speed is set to the transition vehicle speed Vtra (L).
In step S95, when the vehicle speed V of the host vehicle exceeds the transition vehicle speed Vtra (L) set in step S85, an assist brake pressure control amount P that can be immediately decelerated to Vtra (L) or less is expressed by equation (6). Ask.
P = max [{(V−Vtra (L)) × Pg3}, 0] (6)

Pg3 in the equation (6) is a proportional gain. In this embodiment, 50 is set as the proportional gain Pg3. In determining the assist brake pressure control amount P, the hydraulic brake delay may be modeled so that the vehicle speed V can be reduced to Vtar or less quickly and without overshooting, which does not have to be proportional control as shown in Equation (6). It is even better to obtain a controller that can be taken into consideration or to schedule the proportional gain Pg2.
The processes in steps S100 and S110 are the same as those in the first embodiment.

(Operation / Action)
In the second embodiment, the driver's intention to decelerate is determined based on whether or not the vehicle is limited to a vehicle speed limit Vlim (L) or less before the intersection X. As described above, by using the technology of the present invention, the driver's intention to decelerate is determined before the intersection X and the vehicle starts decelerating. When entering the intersection X, the first set vehicle speed Vs1 or the second set vehicle speed is used. Of Vs2, control is performed so that it is not more than an appropriate set vehicle speed.
In the present embodiment, the sampling period in which the distance L is smaller than La in the previous sampling period and the distance L is greater than or equal to La in the current sampling period is determined as the moment of passing.

Moreover, the transition vehicle speed which decelerates continuously to the target position T in step S85 is set. By introducing this transition vehicle speed, the vehicle can be decelerated at the target position T without shock as compared with the first embodiment, and improvement in drivability can be expected.
Here, step S85 constitutes a vehicle speed selection means. Step S95 constitutes vehicle speed limiting means.
The limit vehicle speed Vlim constitutes the first transition vehicle speed. The point A constitutes the determination position. The limit vehicle speed Vlim at the point A constitutes the determination vehicle speed. The target position T constitutes the selected position.

(Effect of this embodiment)
In addition to the effects described in the first embodiment, the following effects are achieved.
(1) The determination position is set in front of the target position. The vehicle speed limiting means limits the upper limit value of the vehicle speed so that the vehicle speed is equal to or lower than the set vehicle speed selected by the vehicle speed selection means at the target position or a selection position offset by a predetermined value before and after the target position. .
This makes it possible to support driving so that the set vehicle speed selected according to the driving state is at or near the target position when entering the intersection X.

(2) The first transition vehicle speed is set so as to decrease as it approaches the selected position and to be the first set vehicle speed at the selected position. The vehicle speed limiting means limits the upper limit of the vehicle speed of the host vehicle to the first transition vehicle speed based on the distance detected by the distance detection means when the vehicle speed selection means selects the first set vehicle speed.
That is, when the first set vehicle speed is selected, the upper limit of the vehicle speed of the host vehicle is limited by the first transition vehicle speed that changes so as to approach the selected position.
As a result, it is possible to reliably support driving so that the first set vehicle speed selected according to the driving state is obtained at or near the target position when entering the intersection X.

(3) The second transition vehicle speed is set so as to become lower as the selected position is approached and to become the second set vehicle speed at the selected position. The vehicle speed limiting means limits the upper limit of the vehicle speed of the host vehicle to the second transition vehicle speed based on the distance detected by the distance detection means when the vehicle speed selection means selects the second set vehicle speed.
That is, when the second set vehicle speed is selected, the upper limit of the vehicle speed of the host vehicle is limited by the second transition vehicle speed that changes so as to approach the selected position.
As a result, it is possible to reliably support driving so that the second set vehicle speed selected according to the driving state is obtained at or near the target position when entering the intersection X.

(4) The determination position is set at a position where the first transition vehicle speed and the second transition vehicle speed are the same speed or a difference between the first transition vehicle speed and the second transition vehicle speed is equal to or less than a predetermined value. Further, the first transition vehicle speed at the determination position is set as the determination vehicle speed.
As a result, even if the set vehicle speed at the target position T is changed, the upper limit value of the vehicle speed to be restricted can be changed smoothly.

(Modification)
(1) For the first transition vehicle speed (restricted vehicle speed Vlim in the second embodiment), the profile from the point (A) as the determination position to the selected position (target position) is set as shown in FIG. Also good.
That is, the first transition vehicle speed is set to be the first set vehicle speed before the selected position. As a result, the vehicle speed from the front to the selected position can be controlled to be constant.
That is, when the first selected vehicle speed Vs1 is selected, the vehicle speed V of the host vehicle can be set to a constant vehicle speed state when passing the target selection position. As a result, even if deceleration control is performed when entering the intersection X, it is possible to improve drivability when entering the intersection X and to relieve the driver of discomfort.

(2) For the second transition vehicle speed Vlim2, the profile from the point (A) as the determination position to the selected position (target position) vehicle speed may be set as shown in FIG.
That is, the second transition vehicle speed is set to be the second set vehicle speed before the selected position. As a result, the vehicle speed from the front to the selected position can be controlled to be constant.
That is, when the second selected vehicle speed Vs2 is selected, the vehicle speed V of the host vehicle can be set to a constant vehicle speed state when passing the target selection position. As a result, even if deceleration control is performed when entering the intersection X, it is possible to improve drivability when entering the intersection X and to relieve the driver of discomfort.

(3) In the above embodiment, the determination position is set at the intersection of the first transition vehicle speed and the second transition vehicle speed Vlim2. Instead of this, the determination vehicle speed may be set at a position slightly deviated from the intersection of the first transition vehicle speed and the second transition vehicle speed Vlim2. The effect is similar.
(4) In the above embodiment, the selected vehicle speed is set at the target position T. Instead of this, the selected vehicle speed may be set at a position offset by a predetermined value before and after the target position.
In this case, it is preferable to set the front side of the target position T. If it does in this way, it becomes possible to improve the drivability at the time of approaching the intersection X, and to relieve a sense of incongruity to a driver because it becomes the target set vehicle speed rather than the target position T.

(5) Further, the determination position may be set separately from the limit vehicle speed Vlim. For example, as shown by the dashed line in FIG. 13, the determination position is set separately. In this example, the determination position is set not with a single point but with a predetermined width. However, the determination vehicle speed Vh is set so as to decrease as it approaches the target position T.
When the determination position is given a width, it is possible to detect the case where the driver is not aware of the intersection X more reliably.
For example, if the driver brakes whenever he / she notices the control intervention, the vehicle speed of the host vehicle may be hunted with respect to the profile of the limit vehicle speed Vlim. Even in such a case, detection can be performed more reliably.

(6) Alternatively, the determination vehicle speed corresponding to each determination speed may have a predetermined width. In this way, hunting can be supported.
(7) Further, when the second set vehicle speed Vs2 is selected as in (7) of (Modification) of the first embodiment, the brake assist control is performed so that, for example, Vs2 or less after passing through the target position T. May be continued.
For example, in the case where the vehicle speed is limited as shown in FIG. 14 until the target position T is passed, as shown in the flowchart of FIG. 15, Vs2 or less is kept until only S enters from the target position T as shown in FIG. Continue control.
FIG. 15 shows a process in which the above process is added to the second embodiment.
The process in FIG. 15 is obtained by adding processes in steps S120 to S150 to the process in FIG. Since the added process is the same as the process described in (7) of (Modification) of the first embodiment, the description is omitted.

(8) For (1) to (4) in (Modified Example) above, a profile from the point (A) as the determination position to the selected position (target position) is set as indicated by the dotted line in FIG. May be. This setting is set so that the point at which the second transition vehicle speed reaches the second set vehicle speed Vs2 is closer to the point than the first transition vehicle speed reaches the first selected vehicle speed Vs1. That is, when the vehicle speed selection means selects the second set vehicle speed, the vehicle speed restriction is performed so that the set vehicle speed becomes closer to the front than when the vehicle speed selection means selects the first set vehicle speed. .

  When this is adopted, when the driver is aware of the intersection X, the driver does not interfere with the operation, and when the driver is not aware of the intersection X, the vehicle is decelerated at an earlier stage and the vehicle speed V of the host vehicle is reduced. Can be kept at a constant vehicle speed. As a result, even if deceleration control is performed when entering the intersection X, it is possible to improve drivability when entering the intersection X and to relieve the driver of discomfort.

(9) For example, if the vehicle is equipped with a CCD camera 9 that images the front of the vehicle body and a device that analyzes the captured image and calculates the distance from the host vehicle to the stop line, the determination position shown in FIGS. This point (A) may be in front of this stop line or stop line.
In other words, stop line detecting means for detecting the stop line at the intersection is provided, and the determination position is set to the stop line detected by the stop line detecting means or in front of the stop line. The CCD camera 9 that images the front of the vehicle body constitutes a stop line detection means.
The stop line is generally drawn at a position where the safety of the crossing road can be confirmed, and it can be expected that the driver can more easily check the safety of the crossing road by decelerating the stop line as a target.

(10) Further, in (1) to (4) and (8) of (Modified Example), the point at which the first transition vehicle speed reaches the first selected vehicle speed Vs1 is defined as the stop line or before the stop line. You may make it become.
That is, the upper limit value of the vehicle speed is limited so as to be equal to or lower than the first set vehicle speed at or before the stop line.
The stop line is generally drawn at a position where the safety of the crossing road can be confirmed, and it can be expected that the driver can more easily check the safety of the crossing road by decelerating the stop line as a target.

(11) In addition, in (1) to (4) and (8) of the above (modified example), a point at which the second transition vehicle speed reaches the second selected vehicle speed Vs2 is defined as the stop line or a position before the stop line. You may make it become.
That is, the upper limit value of the vehicle speed is limited so that the vehicle speed is equal to or lower than the second set vehicle speed at or before the stop line.
The stop line is generally drawn at a position where the safety of the crossing road can be confirmed, and it can be expected that the driver can more easily check the safety of the crossing road by decelerating the stop line as a target.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to the drawings. In addition, about the apparatus similar to the said embodiment, the same code | symbol is attached | subjected and demonstrated.
The vehicle configuration, navigation system, and controller of the vehicle used in the description of the third embodiment are the same as those illustrated in the description of the first embodiment, and are as shown in FIGS.

Processing of the controller 4 in the third embodiment will be described with reference to FIG. The control process of the controller 4 operates and executes every predetermined sampling period as in the first embodiment.
Steps S10 and S20 are the same as those in the first and second embodiments.
In step S35, as shown in FIG. 19, a limit vehicle speed Vlim (L) (unit: km / h) and two set vehicle speeds at the target position T are set.
In the present embodiment, the limit vehicle speed Vlim (L) and the first set vehicle speed Vs1 (unit: km / h) are driving when a plurality of drivers pass an intersection X without a signal from the non-priority road side. Based on the result of the action recorded in advance by experiments or the like, the following three points (a) to (c) are set.

(A) The first set vehicle speed Vs1 is a vehicle speed that is higher than the vehicle speed of each driver at the target position T that is a boundary with the intersection road.
(B) The limit vehicle speed Vlim (L) is set so as to be higher than the vehicle speed when the plurality of drivers decelerate until the intersection position X reaches the target position T from 45.0 m before.
(C) The vehicle speed limit Vlim (L) is a vehicle speed waveform that decelerates at a constant deceleration of 3.0 (m / s ² ) so that it becomes Vs1 at the target position T.

  A specific example of setting the limit vehicle speed Vlim (L) will be shown using FIG. FIG. 20 uses a simulated intersection X set up imitating the intersection X of a crossroad without a traffic light, as shown in FIG. 6, where the traveling road of the vehicle is a non-priority road and the intersection road is a priority road. Is. And it is the figure which recorded the driving | operation behavior when five test subjects (A)-(E) passed. In FIG. 20, the horizontal axis represents the distance from the target position T, which is the boundary with the intersection road, to the front bumper tip of the host vehicle, and the vertical axis represents the vehicle speed. When recording the driving behavior, each subject explained the situation of the intersection X sufficiently, and the subject passed through the intersection X as shown in FIG.

In the present embodiment, when the driving record as shown in FIG. 20 is used, the limit vehicle speed Vlim (L) is set as shown by the solid line in FIG. Further, the second set vehicle speed Vs2 (unit: km / h) is set to a half value of Vs1.
The process in step S40 is the same as the process in the first embodiment.
Moreover, the process of step S55, S65, S70, S84, S85, S95 is the same as the process in 2nd Embodiment.
In step S98, when the brake pressure control amount P becomes larger than 0, a message “Decelerate” is displayed on the screen of the navigation system 3 and at the same time, “Please decelerate” by voice to the driver. Give a warning. This message and warning are canceled when it is detected that the brake pressure control amount P has become 0, for example, when the driver depresses the brake and decelerates.

In step S99, when the detected vehicle speed V becomes higher than the vehicle speed of the alarm transmission vehicle speed Vara (L) (unit: km / h), a message “Decelerate” is displayed on the screen of the navigation system 3. At the same time as displaying, it is better to warn the driver with a voice "Please decelerate".
Here, the alarm transmission vehicle speed Vara (L) is set as shown in FIG. 19 as a vehicle speed obtained by reducing the vehicle speed by 2 km / h from the limit vehicle speed Vlim (L) at the distance L from the same intersection X to the boundary of the intersection road. The difference between the limit vehicle speed Vlim (L) and the alarm transmission vehicle speed Vara (L) is preferably reduced toward the target position T.

Note that the alarm transmission vehicle speed Vara (L) is better when, for example, the vehicle speed subtracted from the limit vehicle speed Vlim is increased as the current vehicle speed increases. When the vehicle speed to be reduced is constant, the longer the absolute value of the vehicle speed is, the longer the warning transmission speed Vara (L) is exceeded and the time from when the warning or warning is issued until the deceleration control exceeds the limit vehicle speed Vlim. This is because it has the effect of mitigating the fact that the driver becomes shorter and it becomes difficult for the driver to take measures such as stepping on the brake.
The processes in steps S100 and S110 are the same as those in the first embodiment.

(Operation, action)
In step S35, the limit vehicle speed Vlim (L) is set to be equal to or higher than the vehicle speed when the driver decelerates. By adopting such a configuration, for example, if the driving behaviors of a large number of drivers at an intersection X as shown in FIG. 6 are collected and set to be equal to or higher than the vehicle speed when all the drivers are decelerated, the intersection When the vehicle is decelerating by recognizing X, the number of drivers who do not intervene in the deceleration control increases, and it can be expected that the drivability is improved.

  In step S98 and step S99, the driver understands why the deceleration control is intervening by giving a warning or an alarm when the deceleration control for driving assistance intervenes or is likely to intervene. It becomes easier, and it is possible to promote safety measures such as stepping on the brakes by itself, and it can be expected to secure more safety. In addition, the driver can be notified that the vehicle is close to the intersection X.

Next, an example of behavior will be described with reference to FIG.
As in B4, assume that the vehicle is driving casually and does not notice the intersection X and enters the intersection X at a constant speed. First, at point (i), a warning is issued from the navigation system 3 in step S98.
Due to this warning, the driver notices the intersection X and depresses the brake pedal to start deceleration. However, since the deceleration is insufficient and the vehicle speed limit Vlim is exceeded at the point (ii), step S100 is performed so that the vehicle speed falls below the vehicle speed limit Vlim. Performs deceleration control with.

In response to the deceleration control, the driver further depresses the brake pedal, but when the vehicle does not go below the limit vehicle speed Vlim even when passing through the point (A), the second limit vehicle speed that is below the second set vehicle speed at the target position T. The vehicle speed is limited to Vlim or less, and the vehicle enters the intersection X after decelerating to a safer speed.
Here, step S98 constitutes an informing means. Step S99 constitutes preliminary notification means.

(Effect of this embodiment)
In addition to the effects described in the first and second embodiments, the following effects are achieved.
(1) When the vehicle speed limiting means limits the vehicle speed of the host vehicle, the notification means notifies the driver that the vehicle speed is limited. With this configuration, the driver is why the deceleration control is intervening. Easy to understand. In other words, it is possible to prompt the driver to take safety measures such as stepping on the brake, and it can be expected that safety is ensured.

(2) The vehicle speed limiting means sets a vehicle speed lower than the vehicle speed that limits the vehicle speed of the host vehicle as the warning vehicle speed. And a preliminary | backup alerting | reporting means alert | reports a warning to a driver, if it determines with the vehicle speed of the own vehicle being more than an alarm vehicle speed.
Thus, instead of suddenly executing the deceleration control, the driver can be informed of the danger in advance with an alarm sound or a warning. By this advance notification, the driver can easily take safety actions by the driver himself such as stepping on the brake, and can be expected to secure more safety.

(3) The limit vehicle speed Vlim (L) is set to be equal to or higher than the vehicle speed when the normal driver decelerates.
By adopting such a configuration, for example, if the driving behaviors of a large number of drivers at an intersection X as shown in FIG. 6 are collected and set to be equal to or higher than the vehicle speed when all the drivers are decelerated, the intersection When the vehicle is decelerating by recognizing X, the number of drivers who do not intervene in the deceleration control increases, and it can be expected to improve drivability.

(Modification)
In the above embodiment, the vehicle speed waveform is set to decelerate at a constant deceleration of 3.0 (m / s ² ) so that the limit vehicle speed Vlim (L) becomes Vs1 at the target position T (see FIG. 20). Instead of this, for example, as shown by a broken line in FIG. 21, a vehicle speed waveform may be used in which the deceleration is changed twice or more halfway.
In the example shown in FIG. 21, the limit vehicle speed Vlim (L) is Vs1 at the target position T. However, the deceleration is constant, for example, Aα = 2.0 (m / s ² ) up to the point α, and Aβ = 3.0 (m / s ² ) constant from the point α to the point β as in the vehicle speed waveform of FIG. And Then, from the point β to the target position T, Aγ = 1.5 (m / s ² ).

At this time, Vlim (L) is obtained from Expression (100) to Expression (102).
“If L <Lβ”
Vlim (L) = 3.6 × √ {2Aγ · L + (Vth ÷ 3.6) ² }
... (100)
“When Lα> L ≧ Lβ”
Vlim (L) = 3.6 × √ {2Aβ · (L−Lβ) + (Vβ ÷ 3.6) ² } (101)
However, Vβ = 3.6 × √ {2Aγ · Lβ + (Vth ÷ 3.6) ² }.
“When L ≧ Lα”
Vlim (L) = 3.6 × √ {2Aα · (L−Lα−Lβ) + (Vα ÷ 3.6) ² } (102)
However, Vα = 3.6 × √ {2Aβ · (Lα−Lβ) + (Vβ ÷ 3.6) ² }.

Lα and Lβ in the expressions (100) to (102) are distances (unit: m) from the target position T to the points α and β, respectively. In this example, Lα = 10 m and Lβ = 1.5 m were set, respectively.
By setting Vlim (L) as in the equations (100) to (102), the brake assist control is started at a farther distance, that is, at an earlier timing.
As a result, it is possible to notify the driver of the presence of the intersection earlier, and to expect the driver to be alerted and to be able to decelerate faster by the driver himself / herself, which can be expected to improve safety.

Furthermore, by slowing down the deceleration before the target position T, a sudden change in the deceleration can be prevented when shifting to a slow driving with a small acceleration / deceleration after entering the intersection. As a result, it is expected to improve drivability.
In the above example, the deceleration is changed only twice. However, for example, if the deceleration is continuously increased to the point β, the shock accompanying the change in the deceleration can be relaxed.
Further, as indicated by a dotted line in FIG. 21, for example, the deceleration may be strengthened for a moment at a plurality of points to alert the driver.

The effect of the modification will be described.
(1) The deceleration of the limited vehicle speed is changed at least twice.
By changing the deceleration, it is possible to further encourage the driver to be alerted that an intersection that needs to be decelerated is near.
(2) The first change in deceleration of the limited vehicle speed is changed in a direction in which the deceleration increases.
As a result, it is possible to notify the driver of the presence of the intersection earlier, and to expect the driver to be alerted and to be able to decelerate faster by the driver himself / herself, which can be expected to improve safety.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to the drawings. In addition, about the apparatus similar to the said embodiment, the same code | symbol is attached | subjected and demonstrated.
The basic configuration of the present embodiment is the same as that of the second embodiment.
However, this embodiment differs from the first embodiment in the processing of the controller body 4C. FIG. 22 shows processing of the controller main body 4C of the present embodiment.

Next, the process of the controller main body 4C of this embodiment will be described with reference to FIGS.
The control process of the controller main body 4C operates and executes every predetermined sampling period.
First, in step S10, it is determined whether or not there is an intersection X without a traffic signal in the traveling direction of the vehicle 1. When it is determined that there is an intersection X without a traffic signal, the process proceeds to step S20. If not, return.
In step S20, it is determined whether the intersection X having no traffic signal detected in step S10 is the priority road or the non-priority road on the own lane (the road on which the own vehicle is traveling). When the own lane is a non-priority road, the process proceeds to step S30. On the other hand, when the own lane is a priority road, it returns.

Next, in step S40, it is determined whether or not the distance L to the target position T is equal to or less than zero. If it is determined that the value is equal to or less than zero, the process proceeds to step S50. The distance L to the target position T being equal to or less than zero means before entering the intersection X. On the other hand, if the distance L to the target position T is greater than zero, the vehicle returns as if it entered the intersection X.
In step S50, two set vehicle speeds at the intersection X and the target position T of the intersection road are set. The two set vehicle speeds are a first set vehicle speed Vs1 and a second set vehicle speed Vs2. The second set vehicle speed Vs2 is a vehicle speed value lower than the first set vehicle speed Vs1, and is, for example, a vehicle speed value that is half of the first set vehicle speed Vs1.

Next, in step S210, the second transition vehicle speed Vlim2b (unit: km / h) is set.
In the present embodiment, the second transition vehicle speed Vlim2b is calculated based on the second set vehicle speed Vs2 and the distance L to the target position T as in the following equation. That is, as a speed profile, the limit vehicle speed Vlim of the first embodiment and the second transition vehicle speed Vlim2b are the same speed profile.
Vlim2b = 3.6 × √ {2α _max · L + (Vs2 ÷ 3.6) ² } (7)
Here, α _max is the maximum deceleration (unit: m / s ² ) that the vehicle 1 can achieve. For example, 9.0 m / s ² is set as α _max .

The second transition vehicle speed Vlim2b is a vehicle speed value that can be reduced to the second set vehicle speed Vs2 at the target position T if the vehicle is decelerated at the maximum deceleration α _max from the current position. FIG. 23 shows the velocity profile. The distance L to the target position T is taken on the horizontal axis.
In step S220, the limit vehicle speed Vlim is set based on the first set vehicle speed Vs1 and the distance L to the target position T.
Vlim = 3.6 × √ {2α ₁ · L + (Vs1 ÷ 3.6) ² } (8)
Here, α ₁ is a deceleration (unit: m / s ² ) smaller than the maximum deceleration α _max . For example, 3.0 m / s ² is set as α ₁ .

Vehicle speed limit Vlim from the current position, if the deceleration small deceleration alpha ₁ constant acceleration than alpha _max, a vehicle speed value to be the first set vehicle velocity Vs1 at the target position T (L = 0).
In step S230, the second transition vehicle speed Vlim2a is set.
Vlim2a = 3.6 × √ {2α ₂ · L + (Vs2 ÷ 3.6) ² } (9)
Here, α ₂ is a deceleration (unit: m / s ² ) smaller than the maximum deceleration α _max, but is a deceleration larger than α ₁ . For example, 5.0 m / s ² is set as α ₂ .

Second transition speed Vlim2a from the current position, if the deceleration small deceleration alpha ₂ constant acceleration than alpha _max, is a value that is a second set speed Vs2 at the target position T (L = 0) .
Here, a point (intersection) where the limit vehicle speed Vlim and the second transition vehicle speed Vlim2a coincide with each other is defined as a point A4. Further, a point (intersection) where the limit vehicle speed Vlim and the second transition vehicle speed Vlim2b coincide with each other is defined as a point A5.

Next, in step S240, it is determined whether or not the position of the host vehicle 1 is in front of the point A4 that is in front of the intersection X. If it is before point A4, the process proceeds to step S250, and if not, the process proceeds to step S260.
In step S250, a brake pressure control amount P (unit: bar) is obtained by the following equation. Then, the process proceeds to step S400.
P = max [{(V−Vlim) × Pg}, 0]

In step S260, it is determined whether or not the position of the host vehicle 1 is a point A4 before the intersection X. In the case of the point A4, the process proceeds to step S270, and otherwise, the process proceeds to step S300.
In step S270, it is determined whether or not the speed of the host vehicle 1 is equal to Vlim. If equal, S1-FLG is turned ON in step S280. Otherwise, S1-FLG is turned OFF in step S290. Thereafter, the process proceeds to step S310.
In step S300, it is determined whether or not the position of the host vehicle 1 is between points A4 to A5 before the intersection X. If it is between the points A4 to A5, the process proceeds to step S310, and if not, the process proceeds to step S320.
In step S310, the brake pressure control amount P (unit: bar) is obtained as follows. Thereafter, the process proceeds to step S400.

That is, if S1-FLG is OFF, the brake pressure control amount P (unit: bar) is obtained by Expression (10). On the other hand, if S1-FLG is ON, the brake pressure control amount P (unit: bar) is obtained by Expression (11).
P = max [{(V−Vlim) × Pg}, 0] (10)
P = max [{(V−Vlim2a) × Pg}, 0] (11)
Here, Pg in the equation is a proportional gain, for example, Pg = 25.
In step S320, it is determined whether or not the position of the host vehicle 1 is a point A5 before the intersection X. If it is the fixed point A5, the process proceeds to step S330, and if not, the process proceeds to step S360.

In step S330, it is determined whether or not the speed of the host vehicle 1 is equal to Vlim. If equal, S2-FLG is turned ON in step S340. Otherwise, in step S350, S2-FLG is turned OFF. Thereafter, the process proceeds to step S360.
In step S360, the brake pressure control amount P (unit: bar) is obtained as follows. Thereafter, the process proceeds to step S400.

If S1-FLG is ON, the brake pressure control amount P (unit: bar) is obtained by equation (13). If S1-FLG is OFF and S2-FLG is ON, the brake pressure control amount P (unit: bar) is obtained by Expression (14). If S1-FLG is OFF and S2-FLG is OFF, the brake pressure control amount P (unit: bar) is obtained by Expression (12).
P = max [{(V−Vlim) × Pg}, 0] (12)
P = max [{(V−Vlim2a) × Pg}, 0] (13)
P = max [{(V−Vlim2b) × Pg}, 0] (14)

  In step S400, as in the first embodiment, when it is determined that the brake pressure control amount P is greater than 0, a message “Decelerate” is displayed on the screen of the navigation system 10. At the same time, a warning is issued to the driver saying “Please decelerate”. The message and the warning are canceled when the brake pressure control amount P becomes 0, for example, when the driver depresses the brake and decelerates.

Next, in this embodiment, preliminary notification processing is performed in step S410.
Here, as shown in FIG. 18, an alarm vehicle speed Vara is set. The warning vehicle speed Vara is set at a speed that is smaller than the limit vehicle speed Vlim by a predetermined vehicle speed. Here, the said predetermined vehicle speed shall be 2.0 km / h, for example.
The warning vehicle speed Vara is set in an area up to the point A4 before the target position T.
When the detected vehicle speed V exceeds the vehicle speed of the warning vehicle speed Vara, a message “Decelerate” is displayed on the screen of the navigation system 10 and at the same time, “Decelerate” with the voice to the driver. And execute a warning.

Next, in step S420, a brake pressure control amount P ^* is obtained.
First, the brake pressure Pd (unit: bar) generated by the driver's brake operation amount BP is obtained with reference to the map of FIG.
Next, the brake pressure control amount P ^* (unit: bar) of each wheel is obtained according to the following equation (15) and output to the braking controller 4B.
P ^* = Pd + P (15)
In the map of FIG. 8, the brake pressure Pd generated by the driver's brake operation amount BP may be measured and mapped in advance and stored.
Other processes are the same as those in the above embodiments.

(Operation / Action)
The driving assistance of the present embodiment starts processing when it is detected that there is an intersection X in front of the vehicle 1, for example, 45m ahead. And if the intersection X ahead is an intersection X without a traffic light and the lane of the own vehicle 1 is a non-priority road, it is determined whether or not the vehicle speed limit is executed until the vehicle enters the intersection X.
At this time, when the vehicle speed V of the host vehicle 1 is smaller than the limit vehicle speed Vlim while traveling in front of the point A4, it is determined that the driver has noticed the intersection X and is decelerating. In this case, since the vehicle speed V of the host vehicle 1 is smaller than the limit vehicle speed Vlim, the deceleration control is not performed. That is, no control intervention is performed to limit the vehicle speed.

On the other hand, if the vehicle speed V of the host vehicle 1 is greater than the limit vehicle speed Vlim while traveling in front of the point A4, the vehicle speed V of the host vehicle 1 is reduced so as to be equal to or lower than the limit vehicle speed Vlim, here the limit vehicle speed Vlim. Execute control.
Furthermore, when the vehicle speed V of the host vehicle 1 is the limit vehicle speed Vlim at the point A4, the driver may not be aware of the intersection X. For this reason, when the vehicle speed V of the host vehicle 1 is the limit vehicle speed Vlim at the point A4, the upper limit of the vehicle speed V is limited to the second transition vehicle speed Vlim2a that is greater than the limit vehicle speed Vlim. As a result, it is possible to make the second set vehicle speed Vs2 smaller than the first set vehicle speed Vs1 at the target position T.

Further, at the point A4, even when the vehicle speed V of the host vehicle 1 is smaller than the limit vehicle speed Vlim, even when the vehicle speed V of the host vehicle 1 is the limit vehicle speed Vlim at the point A5 closer to the target position T, The driver may not be aware of the intersection X. For this reason, the upper limit of the vehicle speed is limited to the second transition vehicle speed Vlim2b which is greater than the limit vehicle speed Vlim. As a result, it is possible to make the second set vehicle speed Vs2 smaller than the first set vehicle speed Vs1 at the target position T.
When the vehicle speed is limited, a warning to that effect is given to the driver. This makes it possible to notify the driver that the vehicle is close to the intersection X.

With the above operation, the driver is assisted so that the driver can reach an upper limit vehicle speed at which the driver can confirm that there is no vehicle 1 that crosses the host vehicle 1 on the intersection road.
The above upper limit vehicle speed should be as high as possible so that deceleration control does not intervene as much as possible when the driver recognizes the intersection X and is driving in order to ensure the driving performance of the driver. Is preferred. However, as the upper limit vehicle speed that restricts the vehicle speed is increased, the driver may be delayed in support for not being aware of the existence of the intersection X. Note that as the upper limit vehicle speed is lowered, even when the driver notices the presence of the intersection X and decelerates, the deceleration control intervenes and the driver's drivability may be impaired.

On the other hand, in the present embodiment, the set vehicle speed at the target position T with the intersection road is not set uniformly, but a plurality of set vehicle speeds are set, and the set vehicle speed at the target position T is determined by the driver's driving action. The following is selected for deceleration control.
That is, as described above, in the situation where the deceleration control is also intervening at the point A4 and the point A5 that are in front of the target position T, the driver may not be aware of the existence of the intersection X. Then, the vehicle speed set at the target position T is lowered, and the vehicle can be stopped immediately.

  That is, the deceleration control is executed until the host vehicle 1 does not reach the vehicle speed exceeding the limit vehicle speed Vlim (second transition vehicle speed Vlim2a) until it reaches the point A4. When the deceleration control is performed so that the own vehicle 1 does not exceed the limit vehicle speed Vlim (second transition vehicle speed Vlim2a) at the moment of reaching the point A4, the vehicle speed V of the own vehicle 1 is set to the second speed thereafter. Deceleration control is executed so as not to exceed the transition vehicle speed Vlim2a. On the other hand, at the moment when the vehicle reaches the point A4, when the own vehicle 1 is not performing the deceleration control below the limit vehicle speed Vlim (second transition vehicle speed Vlim2a), the deceleration control is performed unless the vehicle speed exceeds the limit vehicle speed Vlim thereafter. Absent.

By controlling in this way, when the driver notices the intersection X and decelerates, the deceleration control is not intervened. On the other hand, if the driver is not aware of the intersection X / has been delayed and has performed deceleration control until just before the intersection X, the driver has time to check the situation at the intersection X. It will further slow down to enlarge.
In the present embodiment, determination for selecting the set vehicle speed is performed at a plurality of points, that is, in multiple stages.
Here, the point A4 and the point A5 constitute the determination position. Step S400 constitutes notification means. Step S410 constitutes preliminary notification means.

(Effect of this embodiment)
In addition to the effects of the above-described embodiments, the following effects are also achieved.
(1) A plurality of the determination positions are set, and the determination vehicle speed for each determination position is set to be lower as the distance to the target position is smaller.
This makes it possible to determine whether or not the driver is aware of the intersection X at a plurality of points. As a result, when entering the intersection X more reliably, it is possible to assist driving so that the vehicle speed is not more than an appropriate set vehicle speed.

(Modification)
(1) In the above-described embodiment, the case where the selection of the set vehicle speed that sets the upper limit of the vehicle speed at two points, that is, the point A4 and the point A5, is exemplified. You may make it perform selection of the setting vehicle speed which sets the upper limit of a vehicle speed in three or more places.
When executing the selection of the set vehicle speed that sets the upper limit of the vehicle speed at two or more points, the second set vehicle speed Vs2 is set so that the second set vehicle speed Vs2 becomes smaller at a point relatively closer to the target position T. May be changed.
In this case, it is possible to suppress the change in deceleration when changing the set vehicle speed.

(2) A plurality of the determination positions may be set continuously.
(3) A point for executing selection of the set vehicle speed for setting the upper limit of the vehicle speed is set at the intersection position of the selected upper limit vehicle speeds. The point may be shifted from the intersection position of the upper limit vehicle speed to be selected.
Further, the vehicle speed at the intersection of the selected upper limit vehicle speeds and the determination vehicle speed Vh do not need to match. For example, a vehicle speed slightly lower than the vehicle speed at the intersection may be used as the determination vehicle speed Vh. By setting the slightly lower vehicle speed as the determination vehicle speed Vh, it is possible to cope with fluctuations due to control variations.

(4) In the above embodiment, the case where the second transition vehicle speed Vlim2b, the limit vehicle speed Vlim, and the second transition vehicle speed Vlim2a are decreased toward the target position T at a constant deceleration is illustrated. Instead of decreasing the vehicle speed at a constant deceleration, it may be set so that the deceleration gradually increases toward the target position T.

(5) In the above embodiment, the second transition vehicle speed Vlim2a is set in advance, but the present invention is not limited to this.
For example, as shown in FIG. 24, the determination vehicle speed Vh is set at points A1 to A2 before the target position T, and the vehicle speed V of the host vehicle 1 is greater than or equal to the determination vehicle speed Vh at the points A1 to A2 before the target position T. In this case, the second transition vehicle speed Vlim2a that becomes the second set vehicle speed Vs2 at the target position T may be set. In this case, the deceleration may be determined based on the distance L.
In FIG. 24, the determination vehicle speed Vh is described as a value slightly lower than the limit vehicle speed Vlim. However, it may be the same value as the profile of the limit vehicle speed Vlim.

DESCRIPTION OF SYMBOLS 1 Own vehicle 1a Bumper 2F Front wheel 2R Rear wheel 3F, 3R Wheel speed sensor 4 Controller 4A Drive controller 4B Braking controller 4C Controller main body 9 Stereo camera 10 Navigation system 11F Braking device L Distance T Target position V Vehicle speed Vara Warning vehicle speed Vh Determination vehicle speed Vlim Limited vehicle speed (judgment vehicle speed, first transition vehicle speed)
Vlim2 Second transition vehicle speed Vs1 First set vehicle speed Vs2 Second selected vehicle speed X Intersection

Claims (26)

Set the determination position at the target position when entering the intersection or the front side of the target position, and set the determination vehicle speed at the determination position,
Distance detecting means for detecting the distance of the host vehicle with respect to the target position;
Vehicle speed detection means for detecting the vehicle speed of the host vehicle;
In the above SL determination position, when the vehicle speed of the own vehicle is lower than the determination vehicle speed, selecting a first set vehicle speed, when the vehicle speed of the host vehicle is equal to or greater than the determination vehicle speed is lower than the first set vehicle velocity Vehicle speed selecting means for selecting a second set vehicle speed;
Vehicle speed limiting means for performing deceleration control so that the vehicle speed of the host vehicle is equal to or lower than the set vehicle speed selected by the vehicle speed selecting means when it is determined that the vehicle speed of the host vehicle is higher than the set vehicle speed selected by the vehicle speed selecting means. A driving assistance device characterized by the above.   2. The driving support apparatus according to claim 1, wherein both the first set vehicle speed and the second set vehicle speed are set to a vehicle speed higher than zero.   When the vehicle speed selecting means selects the second set vehicle speed, the vehicle speed is set to be equal to or lower than the second set vehicle speed until the vehicle reaches a position where the driver can confirm the safety of the intersection road intersecting with the own lane. The driving support device according to claim 1, wherein an upper limit value of the vehicle speed is limited to the vehicle speed.   4. The driving support apparatus according to claim 3, wherein a position where the driver can confirm the safety of the crossing road is a position where the driver's head passes the target position when entering the intersection.   The driving assistance according to any one of claims 1 to 4, wherein a plurality of the determination positions are set, and the determination vehicle speed for each determination position is set to be lower as the distance to the target position is smaller. apparatus. The lower the distance to the target position is, the lower the speed is, and at the determination position, a limit vehicle speed that is a value equal to or higher than the determination vehicle speed corresponding to the determination position is set.
The driving according to any one of claims 1 to 5, wherein the vehicle speed limiting means limits the upper limit value of the vehicle speed of the host vehicle to the limit vehicle speed or less based on the distance to the target position. Support device.   The driving assistance apparatus according to claim 6, wherein the vehicle speed limit is set to a vehicle speed higher than zero. The limit vehicle speed is a value using the distance to the target position as a variable, and for each distance to the target position, if the vehicle decelerates from that point to the determination position with a predetermined deceleration, the determination is made. The vehicle speed is the vehicle speed set in advance at the position,
The driving assistance apparatus according to claim 6 or 7, wherein the preset constant deceleration is changed at least at two preset points up to the target position . 9. The driving support apparatus according to claim 8 , wherein a change of the predetermined constant deceleration at a point farthest from the target position is changed in a direction in which the deceleration increases.   The driving according to any one of claims 6 to 9, wherein the limited vehicle speed is set to be equal to or higher than a vehicle speed when the driver notices an intersection and decelerates toward the target position. Support device. Set the judgment position above the target position,
The vehicle speed limiting means limits the upper limit value of the vehicle speed so that the vehicle speed is equal to or lower than the set vehicle speed selected by the vehicle speed selection means at the target position or a selected position offset in advance by a predetermined value before and after the target position. The driving support device according to any one of claims 1 to 10, wherein the driving support device is provided. Set a first transition vehicle speed that becomes lower as approaching the selected position and becomes the first set vehicle speed at the selected position;
Said speed limiting means when the vehicle speed selection means has selected the first setting vehicle speed, driving support the upper limit of the speed of the vehicle according to claim 11, characterized in that to limit to the first transition speed apparatus.   The driving assistance apparatus according to claim 12, wherein the first transition vehicle speed becomes a first set vehicle speed before the selected position. Set a second transition vehicle speed that becomes lower as approaching the selected position and becomes the second set vehicle speed at the selected position;
Speed limiting means when the vehicle speed selection means has selected the second set speed are all the upper limit of the speed of the vehicle according to claim 11 claim 13, characterized in that to limit to the second transition speed The driving assistance apparatus described in item 1.   15. The driving assistance device according to claim 14, wherein the second transition vehicle speed is a second set vehicle speed before the selected position.   When the vehicle speed selection means selects the second set vehicle speed, the vehicle speed restriction is performed so that the set vehicle speed becomes closer to the set vehicle speed than when the vehicle speed selection means selects the first set vehicle speed. The driving support apparatus according to any one of claims 11 to 15, wherein the driving support apparatus is characterized in that Comprising stop line detecting means for detecting the stop line of the intersection,
The driving support apparatus according to any one of claims 1 to 16, wherein the determination position is set to a stop line detected by the stop line detection unit or in front of the stop line. Comprising stop line detecting means for detecting the stop line of the intersection,
When the vehicle speed selection means selects said first set speed limits the upper limit of the vehicle speed so that the stop line detection means is equal to or less than the first set speed at the stop line or its front is detected driving support apparatus according to any one of claims 1 to 1 6, characterized in. Comprising stop line detecting means for detecting the stop line of the intersection,
When the vehicle speed selection means selects the second set speed limits the upper limit of the vehicle speed so that the stop line detection means is equal to or less than the second set speed at the stop line or its front is detected It claims 1 to 1 6, characterized in that, the driving support apparatus according to any one of claims 18. As the vehicle approaches the selected position, the first transition vehicle speed is set to be the first set vehicle speed at the selected position, and is lowered as the selected position is approached with a larger change amount than the first transition vehicle speed. Set the second transition vehicle speed to be the second set vehicle speed at the selected position,
The determination position is set at a position where the first transition vehicle speed and the second transition vehicle speed are the same speed or a difference between the first transition vehicle speed and the second transition vehicle speed is equal to or less than a predetermined value set in advance. The driving assistance apparatus according to claim 11, wherein the first transition vehicle speed at the determination position is the determination vehicle speed.   21. The vehicle according to any one of claims 1 to 20, further comprising notification means for notifying a driver that the vehicle speed is restricted when the vehicle speed restriction means restricts the vehicle speed of the host vehicle. Driving assistance device. A vehicle speed lower than the vehicle speed at which the vehicle speed limiting means limits the vehicle speed of the host vehicle is set as an alarm vehicle speed,
The driving support device according to any one of claims 1 to 21, further comprising a preliminary notification unit that notifies a driver of a warning when the vehicle speed of the host vehicle is determined to be equal to or higher than an alarm vehicle speed.   The driving support device according to any one of claims 1 to 22, wherein the vehicle speed restriction by the vehicle speed restriction means is performed when the own lane is a non-priority road. If the vehicle speed of the host vehicle at the target position when entering the intersection or the determination position set in front of the target position is lower than the preset determination vehicle speed, the first set vehicle speed is selected and If the vehicle speed is equal to or higher than the determination vehicle speed, select a set vehicle speed lower than the first set vehicle speed,
A driving support method, wherein when it is determined that the vehicle speed of the host vehicle is higher than the selected set vehicle speed, the deceleration control is performed so that the vehicle speed of the host vehicle is equal to or lower than the selected set vehicle speed. When the vehicle speed of the host vehicle at the determination position set in front of the target position when entering the intersection is lower than the preset determination vehicle speed, the first set vehicle speed is selected, and the vehicle speed of the host vehicle is If the vehicle speed is higher than the determination vehicle speed, select a set vehicle speed lower than the first set vehicle speed,
A driving assistance method for limiting the upper limit value of the vehicle speed so that the vehicle speed of the host vehicle is equal to or less than the selected set vehicle speed at the target position or at a selected position that is offset back and forth from the target position. .   The vehicle speed of the host vehicle is limited so as to become the upper limit of the first transition vehicle speed that becomes the first set vehicle speed at the selected position and approaches the selected position. When the vehicle speed of the host vehicle is controlled to be reduced to the first transition vehicle speed or less, the upper limit value of the vehicle speed is set so that the vehicle speed is lower than the set vehicle speed lower than the first set vehicle speed at the selected position. The driving support method according to claim 25, wherein the driving support method is limited.

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