WO2024121980A1

WO2024121980A1 - Travel assistance method and travel assistance device

Info

Publication number: WO2024121980A1
Application number: PCT/JP2022/045124
Authority: WO
Inventors: 寛之松永; 宏寿植田
Original assignee: 日産自動車株式会社
Priority date: 2022-12-07
Filing date: 2022-12-07
Publication date: 2024-06-13

Abstract

Upon acquiring a first stop candidate position which is located before a deviation area in a traveling direction and a second stop candidate position which is located before a crosswalk in the traveling direction and beyond the first stop candidate position in the traveling direction, the travel assistance device (10) performs control to decelerate a host vehicle toward the first stop candidate position in such a manner that the host vehicle stops at the first stop candidate position when it is determined that the vehicle should stop at the first stop candidate position, the host vehicle passes the first stop candidate position and decelerates toward the second stop candidate position when it is determined that the vehicle should pass the first stop candidate position, and the host vehicle stops at the second stop candidate position when it is determined that the vehicle should stop at the second stop candidate position.

Description

Driving support method and driving support device

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

A technology is known in which a detection range in which to detect a detection object is set to include a crosswalk area including the crosswalk where the vehicle crosses and a sidewalk area including the sidewalk adjacent to the crosswalk, detects the detection object, and controls the vehicle's travel in response to the detection object.

JP 2021-144524 A

However, with the technology disclosed in Patent Document 1, if the stopping position in front of the crosswalk is close to the crosswalk, the vehicle does not slow down until it is close to the crosswalk, so when an approaching object that has deviated from the crosswalk and is moving towards the vehicle is detected in a position close to the crosswalk, the deceleration required to stop the vehicle ends up being greater than the deceleration required to stop the vehicle at the stopping position in front of the crosswalk.

The problem that the present invention aims to solve is to provide a driving assistance method and device that, when a vehicle is passing through a crosswalk and an approaching object is detected that has deviated from the crosswalk toward the vehicle, reduces the deceleration required to stop the vehicle compared to the deceleration required when the approaching object is detected near the crosswalk.

The present invention solves the above problem by acquiring a first candidate stop position that is located further forward in the direction of travel than the deviation area, and a second candidate stop position that is located further forward in the direction of travel than the crosswalk and further back in the direction of travel than the first candidate stop position, decelerating the vehicle toward the first candidate stop position, and if it is determined to stop the vehicle at the first candidate stop position, controlling the vehicle to stop at the first candidate stop position, and if it is determined to pass the first candidate stop position, controlling the vehicle to pass the first candidate stop position and decelerate toward the second candidate stop position, and if it is determined to stop at the second candidate stop position, controlling the vehicle to stop at the second candidate stop position.

　According to the present invention, when a vehicle is passing through a crosswalk and an approaching object is detected that has deviated from the crosswalk toward the vehicle, the deceleration required to stop the vehicle can be made smaller than the deceleration required if the approaching object is detected in a position closer to the crosswalk.

1 is a block diagram showing an embodiment of a driving assistance system according to the present invention; FIG. 2 is a diagram showing an example of a scene in which a driving support method according to the present embodiment is executed; 13 is a diagram showing an example of acquisition of a deviation area according to the present embodiment in a case where the deviation area is divided into a plurality of deviation areas; FIG. 11 is a diagram showing an example of obtaining a deviation area according to the present embodiment in a case where an obstacle is present at the boundary between a roadway and a sidewalk; FIG. 11 is a diagram showing an example of acquisition of candidate stop positions according to the present embodiment in a case where the host vehicle turns right at an intersection while passing through an oncoming lane; FIG. FIG. 4 is a diagram showing an example of setting a first detection area according to the embodiment; FIG. 11 is a diagram showing an example of setting a second detection area according to the embodiment; FIG. 2 is a flowchart illustrating an example of a procedure of a driving support method according to the present embodiment.

One embodiment of a driving assistance system including a driving assistance device according to the present invention will be described with reference to the drawings. Note that the following description is based on the assumption that in countries with left-hand traffic regulations, vehicles drive on the left side of the road. In countries with right-hand traffic regulations, vehicles drive on the right side of the road, so the right and left in the following description should be interpreted as symmetrical.

FIG. 1 is a block diagram showing an embodiment of a driving assistance system according to the present invention. The driving assistance system 100 according to this embodiment is an embodiment for implementing the driving assistance method according to the present invention. As shown in FIG. 1, the driving assistance system 100 according to this embodiment is a system for assisting the driving of a vehicle (hereinafter referred to as the subject vehicle), and includes a driving assistance device 10, a surrounding information detection device 11, a subject vehicle information detection device 12, a map database 13, an in-vehicle device 14, a navigation device 15, a presentation device 16, an input device 17, and a drive device 18. These devices are mounted on the subject vehicle 1 and are connected, for example, by a CAN or other in-vehicle LAN in order to transmit and receive information to and from each other. Note that in this embodiment, the driving assistance system 100 is not limited to the above configuration. For example, the map database 13 is not limited to being mounted on the subject vehicle 1, and may be an external database of the subject vehicle 1.

The surrounding information detection device 11 includes sensors that detect the surrounding environment of the vehicle 1. For example, the surrounding information detection device 11 includes cameras such as a front camera that captures an image in front of the vehicle 1, a rear camera that captures an image behind the vehicle 1, and a side camera that captures an image of the left and right sides of the vehicle 1. The detected surrounding environment of the vehicle 1 includes objects around the vehicle 1. The objects include geographical features. Geographical features include, for example, lane boundaries, center lines, road markings, median strips, guard rails, curbs, highway side walls, plants, fences, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and speed limit signs. The objects also include moving objects. Moving objects include automobiles other than the vehicle (other vehicles such as leading vehicles and oncoming vehicles), motorcycles, bicycles, and pedestrians.

The surrounding information detection device 11 is equipped with radars such as a forward radar that detects objects ahead of the vehicle 1, a rear radar that detects objects behind the vehicle 1, and a side radar that detects objects on the left and right sides of the vehicle 1. The surrounding information detection device 11 outputs the detection results related to the environment around the vehicle 1 to the driving assistance device 10 at a predetermined cycle as surrounding environment information. The surrounding environment information includes road environment information related to the road environment including pedestrian crossings and/or object information related to at least one of the presence, position, and moving direction of moving objects around the vehicle 1. The road environment information includes information on the features around the pedestrian crossings.

The surrounding information detection device 11 also includes a distance sensor that acquires the distance to the target object. Distance sensors include laser sensors and depth cameras. The surrounding information detection device 11 may be configured to use one of the multiple sensors described above, or may be configured to use a combination of two or more types of sensors.

The host vehicle information detection device 12 includes a sensor that detects the driving state of the host vehicle 1. For example, the host vehicle information detection device 12 includes a GPS unit, a gyro sensor, and a vehicle speed sensor. The host vehicle information detection device 12 detects radio waves transmitted from multiple satellite communications by the GPS unit, and periodically acquires position information of the target vehicle (host vehicle). The host vehicle information detection device 12 also detects the current position of the host vehicle 1 based on the acquired position information of the host vehicle 1, angle change information acquired from the gyro sensor, and vehicle speed acquired from the vehicle speed sensor. The host vehicle information detection device 12 outputs the detected position information of the host vehicle 1 to the driving assistance device 10 at a predetermined cycle. The host vehicle information detection device 12 also includes a vehicle speed sensor that detects the vehicle speed of the host vehicle 1. The host vehicle information detection device 12 includes a steering angle sensor that detects the steering angle.

The map database 13 is a database that stores map information including road information. The map database 13 is stored in a memory that is accessible from the driving support device 10. In the road information, each point on the map, such as an intersection or a branch point, is stored as a node, and the road section between the nodes is stored as a road link. The road information includes information such as the road type, width, number of lanes, crosswalks, intersections, curved roads and the magnitude of the curve (e.g., curvature or curvature radius), and the speed limit set for the road. The road information of an intersection includes, for example, information on the shape of the intersection. The map information includes feature information related to features. The features are, for example, lane boundaries, center lines, road markings, median strips, guardrails, curbs, side walls of expressways, plants, fences, road signs, traffic lights, and speed limit displays. The road information also includes information on stop lines. The stop lines are, for example, traffic lights, stop road signs, and/or stop lines before an intersection where road markings are installed. In this embodiment, the map database 13 may also include candidate stop positions and/or deviation areas for pedestrian crossings that are set in advance on the map. The candidate stop positions and deviation areas will be described later.

The in-vehicle devices 14 are various devices mounted on the vehicle, and are operated by the driver's operation. Examples of such in-vehicle devices include a steering wheel, accelerator pedal, brake pedal, turn signals, windshield wipers, lights, a horn, and other specific switches. When operated by the driver, the in-vehicle devices 14 output operation information to the driving assistance device 10. For example, when the driver operates the accelerator pedal or brake pedal, operation information including the amount of operation is output to the driving assistance device 10.

The navigation device 15 obtains the current position information of the vehicle 1 from the vehicle information detection device 12, and displays the position of the vehicle 1 on a display or the like by overlaying it on map information for navigation. The navigation device 15 also has a navigation function that, when a destination is set, sets a driving route to the destination and guides the occupant along the set driving route. This navigation function displays the driving route on the map on the display and informs the driver of the route by voice or the like.

The presentation device 16 includes various displays, such as a display provided in the navigation device 15, a display built into a rearview mirror, a display built into the meter section, and a head-up display projected on the windshield. The presentation device 16 also includes devices other than displays, such as a speaker in an audio device. The presentation device 16 notifies the driver of various presentation information in accordance with the control of the driving assistance device 10. For example, the presentation device 16 notifies the driver of the setting cancellation information by displaying on a display, setting cancellation information indicating that the setting of the candidate stop position has been cancelled, or by providing audio guidance through a speaker.

The input device 17 is, for example, a button switch that allows input by manual operation by the driver, a touch panel arranged on a display screen, or a microphone that allows input by the driver's voice. In this embodiment, the driver can input setting information for the presentation information presented by the presentation device 16 by operating the input device 17. Note that a turn signal lever of a turn signal or a switch of other in-vehicle equipment 14 may also be used as the input device 17. The input device 17 outputs the input setting information to the driving assistance device 10. The setting information is, for example, information about the destination of the vehicle.

The drive device 18 includes a drive mechanism (power system) such as an engine and/or a motor, a brake (braking system), and a steering actuator (steering system). In this embodiment, the operation of the drive device 18 is controlled by the driving assistance device 10. The operation of the drive device 18 includes the operation of the drive mechanism, the operation of the brake, and the operation of the steering actuator. Note that the operation of the drive device 18 includes the operation of the internal combustion engine in an engine vehicle, and the operation of the traction motor in an electric vehicle system. Also, in a hybrid vehicle, it includes the torque distribution between the internal combustion engine and the traction motor.

The driving assistance device 10 is a device that assists the driving of the host vehicle 1, and includes a ROM that stores a program for controlling the host vehicle 1, a CPU that executes the program stored in the ROM, and a RAM that functions as an accessible storage device. Note that, as the operating circuit, an MPU, a DSP, an ASIC, an FPGA, etc. can be used instead of or together with the CPU. The driving assistance device 10 controls the driving of the host vehicle 1 along the driving route by a speed control function and a steering control function. The driving assistance device 10 acquires the driving route of the host vehicle 1, calculates the target speed and target steering angle at which the host vehicle 1 travels along the driving route, and outputs a control command value including the calculated target speed and target steering angle to the drive device 18. In this embodiment, the speed control function includes, for example, a deceleration control function that decelerates the host vehicle 1 to stop the host vehicle 1 at a stop candidate position. The driving assistance device 10 realizes driving assistance by cooperation between the software for realizing each of the above functions or executing each process and the hardware.

In this embodiment, the driving assistance device 10 acquires road environment information regarding the road environment including at least a crosswalk, and recognizes moving objects around the host vehicle 1. The driving assistance device 10 acquires candidate stop positions located on the driving route of the host vehicle 1. The candidate stop positions are candidate positions at which the host vehicle 1 may stop before passing a crosswalk located on the driving route. The driving assistance device 10 determines the behavior of the host vehicle 1 with respect to the candidate stop positions, and controls the host vehicle 1 based on the determined behavior. When the candidate stop positions are acquired, the driving assistance device 10 determines to execute deceleration control, and executes deceleration control for the candidate stop positions from a deceleration start position that is a predetermined distance before the candidate stop positions. The deceleration control is required when the host vehicle 1 stops at the candidate stop positions.

In addition, the driving assistance device 10 determines whether the host vehicle 1 will pass through the candidate stop position or stop at the candidate stop position based on object information of the moving object around the host vehicle 1. The object information of the moving object includes at least one of the presence or absence, position, and moving direction of the moving object. For example, if a moving object is present on a crosswalk and there is a possibility that the moving object will approach the host vehicle 1, the driving assistance device 10 determines that the host vehicle 1 will stop at the candidate stop position. If it is determined that the host vehicle 1 will stop at the candidate stop position, the driving assistance device 10 continues deceleration control of the host vehicle 1 and controls the host vehicle 1 so that it stops at the candidate stop position.

In this embodiment, the vehicle 1 starts deceleration control before deciding whether to pass through the candidate stop position or stop at the candidate stop position. Therefore, when it is decided to stop at the candidate stop position, the vehicle 1 can continue to decelerate and stop smoothly, so the vehicle 1 can stop without suddenly decelerating. In other words, the deceleration required to stop the vehicle 1 can be smaller than the deceleration required when the vehicle 1 detects the approach of the object near the crosswalk while driving close to the crosswalk without decelerating. In addition, when it is decided that the vehicle 1 will pass the candidate stop position, the driving support device 10 stops the deceleration control of the vehicle 1 and controls the vehicle 1 to pass the candidate stop position. This makes it possible to prevent the vehicle 1 from being stopped unnecessarily when there is no possibility of a moving object approaching the crosswalk or around the crosswalk. The vehicle 1 can pass the crosswalk smoothly, so traffic flow is prevented from being disrupted. Below, the details of each function of the driving support device 10 are explained.

The driving support device 10 includes, as functional blocks, a road environment acquisition unit 101, a vehicle information acquisition unit 102, a surrounding object recognition unit 103, a stop position acquisition unit 104, a behavior decision unit 105, and a controller 106. Note that in this embodiment, the functions of the driving support device 10 are divided into six blocks, and the functions of each functional block are explained, but the functions of the driving support device 10 do not necessarily have to be divided into six blocks, and may be divided into five or fewer functional blocks, or seven or more functional blocks.

The road environment acquisition unit 101 acquires road environment information related to the road environment including at least the crosswalk. For example, the road environment acquisition unit 101 acquires crosswalks located on the driving route and road environment information around the crosswalk from the surrounding information detection device 11 and/or the map database 13. For example, the road environment information includes the shape of the road on which the crosswalk is located. Furthermore, if the crosswalk is located on an approach road after turning right or left at an intersection, the road environment information includes the shape of the intersection. Furthermore, the road environment information includes feature information related to features around the crosswalk. The feature information includes obstacles located on the boundary between the roadway on which the crosswalk is located and the sidewalk. The obstacles are features that prevent a moving object from moving between the sidewalk and the roadway, such as guardrails, plants, and fences. The vehicle information acquisition unit 102 acquires vehicle information of the vehicle 1 from the vehicle information detection device 12. The vehicle information includes the current position information of the vehicle 1. Furthermore, the vehicle information includes the vehicle speed of the vehicle 1.

The surrounding object recognition unit 103 recognizes moving objects around the host vehicle 1. The surrounding object recognition unit 103 acquires surrounding environment information indicating the surrounding environment of the host vehicle 1 from the surrounding information detection device 11. The surrounding environment information is, for example, a surrounding environment image including moving objects around the host vehicle 1. The surrounding object recognition unit 103 executes image recognition processing on the surrounding environment image, recognizes moving objects around the host vehicle 1, and acquires information on the presence or absence of moving objects as object information. The surrounding object recognition unit 103 also acquires information on the position and moving direction of the recognized moving objects as object information. In this embodiment, the surrounding object recognition unit 103 recognizes moving objects located on and around the crosswalk. The moving objects are, for example, pedestrians and bicycles.

The stop position acquisition unit 104 executes a stop position acquisition process to acquire candidate stop positions where the host vehicle 1 will stop before passing a crosswalk located on the travel route of the host vehicle 1. The stop position acquisition unit 104 acquires candidate stop positions located before the crosswalk based on the road environment information acquired by the road environment acquisition unit 101.

Here, an example of the stop position acquisition process will be described with reference to FIG. 2. FIG. 2 is a diagram showing an example of a scene in which the driving assistance method according to this embodiment is executed. Note that FIG. 2 shows an example of a scene in which the host vehicle 1 turns left at an intersection and passes a crosswalk, but the example is not limited to this and may be any other scene where the host vehicle 1 needs to give priority to pedestrians crossing. For example, the example may be a scene in which the host vehicle 1 passes a crosswalk while traveling straight. In the following explanation, an example is shown in which the driving assistance device 10 acquires candidate stop positions based on road environment information, but the present embodiment is not limited to this and the driving assistance device 10 may acquire candidate stop positions that are preset on a map from the map database 13.

2 shows a scene in which the host vehicle V1 turns left at the intersection CP along the travel route TL to enter the entrance road R1. Sidewalks LSW and RSW are provided on both sides of the entrance road R1. The entrance road R1 includes a travel lane L1, which is the lane into which the host vehicle V1 enters, and an oncoming lane L2 that faces the lane L1. A crosswalk PC is provided on the entrance road R1, connecting the sidewalks LSW and RSW on both sides. In this embodiment, the stop position acquisition unit 104 acquires candidate stop positions SP1 and SP2 that are located further in the travel direction of the travel route than the stop line SL located just before the intersection CP and just before the crosswalk. In other words, the candidate stop positions SP1 and SP2 are candidate positions where the host vehicle V1 will stop after crossing the stop line SL and entering the intersection CP, and before passing the crosswalk PC. As described below, in this embodiment, the vehicle's behavior is determined based on the acquired candidate stop position, either passing through the candidate stop position or stopping at the candidate stop position.

The two candidate stopping positions SP1 and SP2 located in front of the crosswalk PC are the first candidate stopping position for the deviation area DA adjacent to the crosswalk PC, and the second candidate stopping position for the crosswalk PC. The deviation area DA is an area where a moving object may deviate from the crosswalk PC.

First, the first stop candidate position will be described. First, the stop position acquisition unit 104 acquires a deviation area located on the closer side of the crosswalk in the travel direction of the travel route. Note that in the following explanation, an example will be described in which the driving assistance device 10 acquires the deviation area based on road environment information, but this is not limited to this in the present embodiment, and the driving assistance device 10 may acquire the deviation area from the map database 13. Also, acquiring the deviation area is not a required configuration, and if the first stop candidate position for the deviation area is stored in advance in the map database 13, the driving assistance device 10 may acquire the first stop candidate position without acquiring the deviation area.

For example, as shown in FIG. 2, when the crosswalk PC is a crosswalk provided on the approach road R1 after the vehicle 1 turns left at the intersection CP, the stop position acquisition unit 104 acquires the area extending from the crosswalk PC to the intersection CP as the deviation area DA. For example, the deviation area DA is the area between the crosswalk PC and the crossing road R2. The crossing road R2 is a road that intersects with the approach road R1 at the intersection CP. As shown in FIG. 2, when the traveling direction (+Y direction) of the travel lane L1 is defined as the front and the opposite direction (-Y direction) as the rear, the deviation area DA has front and rear end parts E1 and E2 at the front and rear, respectively. The front and rear end parts E1 and E2 are edge lines that define the length of the deviation area DA along the traveling direction (Y direction) of the travel lane L1. Of the front and rear end parts E1 and E2, the end located downstream of the traveling direction (Y direction) of the travel lane L1 is defined as the first end part E1. On the other hand, of the front and rear ends E1 and E2, the end located upstream in the traveling direction (Y direction) of the travel lane L1 is referred to as the second end E2.

Also, as shown in FIG. 2, if the direction toward the driving lane L1 (-X) is defined as the left side and the direction toward the oncoming lane L2 (+X) is defined as the right side in the road width direction (X direction) of the entry road R1, the deviation area DA has left and right end portions E3 and E4 on the left and right sides, respectively. Of the left and right end portions E3 and E4, the end toward the driving lane L1 (-X) in the road width direction is defined as the third end portion E3. Of the left and right end portions E3 and E4, the end toward the oncoming lane L2 (+X) in the road width direction is defined as the fourth end portion E4.

The first end E1 is a line along the end EPC of the crosswalk PC. The end EPC is the end located upstream in the travel direction (Y direction) of the travel lane L1, among the front and rear ends of the crosswalk PC along the road width direction (X direction). The third end E3 is a line extending from the first end point P1 to the second end point P2 along the boundary B1 between the roadway and the sidewalk. The first end point P1 is the intersection of the end EPC of the crosswalk PC and the left boundary B2 of the approach road R1. The second end point P2 is the end of the boundary between the crossing road R2 that intersects with the approach road R1 at the intersection CP and the sidewalk LSW. The fourth end E4 is a line extending from the third end point P3 to the fourth end point P4 along the boundary B3 between the roadway and the sidewalk. The third end point P3 is the intersection of the end EPC of the crosswalk PC and the right boundary B4 of the approach road R1. The fourth end point P4 is the end of the boundary between the intersecting roadway R2 and the sidewalk RSW. The second end point E2 is a line connecting the second end point P2 and the fourth end point P4.

As shown in FIG. 2, if the boundary B1 between the roadway and the sidewalk from the first endpoint P1 to the second endpoint P2 is curved, the second endpoint P2 is the position where the curved section ends. That is, the third end E3 is curved. Similarly, if the boundary B3 between the roadway and the sidewalk from the third endpoint P3 to the fourth endpoint P4 is curved, the fourth endpoint P4 is the position where the curved section ends. That is, the fourth end P4 is curved. Note that the boundaries B1 and B3 between the roadway and the sidewalk from the first endpoint P1 and the third endpoint P3 to the intersecting roadway R2 are not limited to curves and may be straight lines. In this case, the third end E3 and the fourth end E4 are straight lines.

The stop position acquisition unit 104 acquires a candidate stop position located on the closer side of the deviation area in the traveling direction of the travel route as the first candidate stop position. For example, the stop position acquisition unit 104 acquires a position located a predetermined distance ahead of the intersection of the deviation area DA and the travel route TL on the closer side of the traveling direction of the travel route as the first candidate stop position. The predetermined distance is, for example, a distance in which the entire deviation area is included within the detection area of the surrounding information detection device 11. In the example of FIG. 2, a first candidate stop position SP1 located on the closer side of the traveling direction of the travel route TL than the deviation area DA is acquired.

As described above, in this embodiment, the vehicle 1 approaches an area where a moving object may deviate from the crosswalk while decelerating, and when the approach of a moving object deviating from the crosswalk is detected, the vehicle 1 can continue to decelerate and come to a smooth stop. This allows the deceleration of the vehicle 1 to be less than the deceleration required to start decelerating after detecting the approach of an object deviating from the crosswalk, reducing the deterioration of the ride comfort for occupants and the sense of anxiety felt by occupants and pedestrians.

The stop position acquisition unit 104 may also divide the deviation area into a plurality of deviation areas and acquire a corresponding first stop candidate position for each of the plurality of deviation areas. When the length of the deviation area along the travel direction of the travel lane is longer than a predetermined length, the stop position acquisition unit 104 divides the deviation area into a plurality of deviation areas. The stop position acquisition unit 104 sets each deviation area such that the length of each of the plurality of deviation areas in the travel direction of the travel lane is shorter than a predetermined length. For example, the stop position acquisition unit 104 sets a plurality of deviation areas by equally dividing the length of the deviation area along the travel direction of the travel lane. The stop position acquisition unit 104 acquires a first stop candidate position located in front of the deviation area in the travel direction for each of the plurality of deviation areas that have been set. Note that the above configuration is not essential and may be provided as appropriate as necessary.

Here, an example of a method for dividing the deviation area will be described with reference to FIG. 3. FIG. 3 is a diagram showing an example of acquiring the deviation area according to this embodiment when the deviation area is divided into a plurality of deviation areas. In the example of FIG. 3, the length of the deviation area DA along the traveling direction (Y direction) of the driving lane L1 is the distance D1 between the front and rear ends E1 and E2. The stop position acquisition unit 104 divides the deviation area into the deviation areas DA1 and DA2. Then, the stop position acquisition unit 104 acquires a position on the front side of the deviation area DA1 in the traveling direction as the first stop candidate position SP1 for the deviation area DA1. The stop position acquisition unit 104 also acquires a position on the front side of the deviation area DA2 in the traveling direction as the first stop candidate position SP2 for the deviation area DA2. The stop position acquisition unit 104 also acquires a position on the front side of the crosswalk PC in the traveling direction as the third stop candidate position SP3 for the crosswalk PC.

In addition, when an obstacle is present at the boundary between a roadway and a sidewalk where a crosswalk is provided, the stop position acquisition unit 104 may acquire the area between the end of the obstacle closer to the crosswalk and the crosswalk as the deviation area. The obstacle is a feature that prevents a moving object from moving between the sidewalk and the roadway. The obstacle is, for example, a guard rail, a plant, or a fence. In a road environment at an intersection, an example of acquisition of a deviation area when an obstacle is present at the boundary between the roadway and the sidewalk will be described with reference to FIG. 4. FIG. 4 is a diagram showing an example of acquisition of a deviation area according to this embodiment when an obstacle is present at the boundary between the roadway and the sidewalk. As shown in FIG. 4, an obstacle BA may be present on the boundary B3 between the roadway and the sidewalk between the crosswalk PC and the intersecting roadway R2. In such a case, the stop position acquisition unit 104 acquires the end of the obstacle BA closer to the crosswalk PC as the fourth end point P4, and the end along the boundary B3 between the roadway and the sidewalk from the third end point P3 to the fourth end point P4 as the fourth end point E4. Similarly, when an obstacle is present on the boundary between the roadway and the sidewalk from the first end point to the second end point, the stop position acquisition unit 104 acquires the end of the obstacle closer to the crosswalk as the second end point, and the end along the boundary between the roadway and the sidewalk from the first end point to the second end point as the third end point. Note that the above configuration is not essential, and may be provided as appropriate as necessary.

In addition, when the crosswalk is provided on an approach road where the vehicle 1 turns right or left while passing through an oncoming lane in an intersection, the stop position acquisition unit 104 may acquire a position on the front side of the oncoming lane in the traveling direction as the first stop candidate position. Here, an example of acquiring a stop candidate position when the vehicle 1 turns right at an intersection while passing through an oncoming lane will be described with reference to FIG. 5. FIG. 5 is a diagram showing an example of acquiring a stop candidate position according to this embodiment when the vehicle 1 turns right at an intersection while passing through an oncoming lane. In the example of FIG. 5, the vehicle V1 enters the intersection CP from a traveling lane L3 included in the intersecting road R2, and turns right at the intersection CP while passing through an oncoming lane L4. In such a case, the stop position acquisition unit 104 acquires a first stop candidate position SP1 located on the front side of the oncoming lane L4 in the traveling direction of the traveling route TL. Note that the above configuration is not essential, and may be provided as appropriate as necessary.

Next, the second stop candidate position will be explained. The stop position acquisition unit 104 acquires a stop candidate position located further forward in the direction of travel than the crosswalk and further back in the direction of travel than the first stop candidate position as the second stop candidate position. For example, the stop position acquisition unit 104 acquires a position a predetermined distance forward in the direction of travel of the travel route than the intersection of the crosswalk and the travel route as the second stop candidate position. The predetermined distance is, for example, a distance in which the entire crosswalk is included within the detection area of the surrounding information detection device 11. In the example of Figure 2, the stop position acquisition unit 104 acquires a second stop candidate position SP2 located further forward in the direction of travel of the travel route TL than the crosswalk PC and further back in the direction of travel of the travel route TL than the first stop candidate position SP1. The stop position acquisition unit 104 may acquire the second stop candidate position when the action decision unit 105 determines that the host vehicle will pass the first stop candidate position or when the host vehicle passes the first stop candidate position, or may acquire the second stop candidate position before it is determined that the host vehicle will pass the first stop candidate position, for example, at the same time as acquiring the first stop candidate position.

In general, when a vehicle passes a crosswalk, it stops at the stop line before the crosswalk, travels at a constant slow speed, and starts decelerating to stop when it detects the approach of a moving object. If the distance from the stop line to the crosswalk is long, the situation of the crosswalk changes after the vehicle passes the stop line and reaches the crosswalk, and when the approach of an object on the crosswalk is detected just before the crosswalk, the vehicle will be suddenly decelerated. In other words, the deceleration to stop the vehicle is greater than the deceleration to stop the vehicle at the stop line when the distance from the stop line to the crosswalk is short. In contrast, in this embodiment, the vehicle 1 approaches the crosswalk while decelerating, and when the approach of a moving object on the crosswalk is detected, the vehicle 1 can continue to decelerate and stop smoothly. As a result, the deceleration of the vehicle 1 can be made smaller than the deceleration required when the vehicle travels without deceleration and the approach of an object on the crosswalk is detected just before the crosswalk, reducing the deterioration of the ride comfort of the occupants and the sense of anxiety of the occupants and pedestrians. In particular, in this embodiment, candidate stopping positions are acquired that are located both before the crosswalk and before the area where a moving object may deviate and move, so that the vehicle 1 can be stopped with a small deceleration in either case where the vehicle 1 detects the approach of an object crossing the crosswalk just before the crosswalk, or where the vehicle 1 detects the approach of an object crossing the crosswalk by deviating from the crosswalk.

The action decision unit 105 executes an action decision process that determines the action of the vehicle 1 with respect to the candidate stop position. When the candidate stop position is acquired, the action decision unit 105 determines to execute deceleration control for the candidate stop position when the vehicle 1 reaches a deceleration start position that is a predetermined distance away from the candidate stop position. The predetermined distance is a distance required to decelerate the vehicle 1 and appropriately stop it at the candidate stop position. The deceleration start position is set earlier in the travel direction of the travel route than the action decision position where the action decision process is executed.

The behavior decision unit 105 also decides whether the host vehicle 1 will pass through the candidate stop position acquired by the stop position acquisition unit 104 or will stop at the candidate stop position. In this embodiment, when the behavior decision unit 105 decides that the host vehicle 1 will pass through the candidate stop position, the host vehicle 1 is controlled so that the host vehicle 1 passes through the candidate stop position. At this time, if there is another candidate stop position further in the travel direction than the candidate stop position that the host vehicle 1 has determined to pass through, the host vehicle 1 is controlled to travel so as to decelerate toward the other candidate stop position. Also, in this embodiment, when the behavior decision unit 105 decides that the host vehicle 1 will stop at the candidate stop position, the host vehicle 1 is controlled so that the host vehicle 1 will stop at the candidate stop position.

In this embodiment, the action decision unit 105 decides the action of the host vehicle 1 when the host vehicle 1 approaches the candidate stop position. When the host vehicle 1 approaches the candidate stop position, it means when the host vehicle 1 reaches the action decision position. The action decision position is a position that is a predetermined distance or a predetermined time away from the candidate stop position on the forward side of the travel path in the travel direction. For example, the predetermined distance or the predetermined time is the distance or time required to stop the host vehicle 1 at the candidate stop position with maximum deceleration. The maximum deceleration refers to the maximum deceleration within the range of deceleration that allows travel control to appropriately stop the host vehicle 1. In addition, the action decision position is set further back in the travel direction of the travel path than the deceleration start position. In other words, after the host vehicle 1 starts decelerating toward the candidate stop position, the action decision unit 105 decides the action of the host vehicle 1 with respect to the candidate stop position.

When the first and second stop candidate positions have been acquired, the action decision unit 105 executes the action decision process for each of the first and second stop candidate positions in turn. That is, the action decision unit 105 executes the action decision process for the first stop candidate position, and then executes the action decision process for the second stop candidate position. In the example of FIG. 2, when it is determined that the vehicle 1 will pass the first stop candidate position SP1, the action decision unit 105 executes the action decision process for the second stop candidate position SP2 after deceleration control is executed to pass the first stop candidate position SP1 and stop at the second stop candidate position SP2.

First, the action decision process for the first stop candidate position will be described. The action decision unit 105 determines whether the host vehicle 1 is approaching the first stop candidate position. When the action decision unit 105 determines that the host vehicle is approaching the first stop position, it executes the action decision process for the first stop position. Based on the first object information related to at least one of the presence or absence, position, and moving direction of a moving object in the first detection area including the deviation area, the action decision unit 105 determines whether the host vehicle 1 passes through the first stop candidate position or stops at the first stop candidate position as the action of the host vehicle 1 for the first stop candidate position. When a moving object in the first detection area is approaching the travel path of the host vehicle 1, the action decision unit 105 determines that the host vehicle 1 will stop at the first stop candidate position. When there is no moving object in the first detection area or the moving object in the first detection area is not approaching the travel path of the host vehicle 1, the action decision unit 105 determines that the host vehicle 1 will pass through the first stop candidate position.

The first detection area may be an area including the deviation area and the sidewalk area. The sidewalk area is an area on the sidewalk adjacent to the deviation area. That is, the behavior decision unit 105 may determine whether the host vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information regarding the moving object in the first detection area including the deviation area and the sidewalk area including the sidewalk adjacent to the deviation area. Here, an example of setting the first detection area will be described with reference to FIG. 6. FIG. 6 is a diagram showing an example of setting the first detection area according to this embodiment. In FIG. 6, the areas LWA and RWA adjacent to the deviation area DA on the sidewalks LSW and RSW are set as the sidewalk area, and the behavior decision unit 105 sets the first detection area A1 including the deviation area DA and the sidewalk areas LWA and RWA. For example, in the example of FIG. 6, a moving object M exists in the first detection area, and the moving object M is approaching the driving route. In such a case, the behavior decision unit 105 determines that the host vehicle 1 will stop at the first stop candidate position. Note that the above configuration is not essential and may be provided as needed.

In addition, when the distance between the driving path and the sidewalk adjacent to the deviation area is longer than a predetermined distance, the action decision unit 105 may determine whether the vehicle 1 will pass through the first stop candidate position or stop at the first stop candidate position based on the first object information regarding the moving object in the first detection area excluding the moving object in the sidewalk area. In other words, when the sidewalk area is away from the driving path, even if there is a moving object in the sidewalk area away from the driving path, the action decision unit 105 executes the action decision process by excluding the moving object from the judgment target used in the action decision process for the first stop candidate position. Note that the above configuration is not essential and may be provided as appropriate as necessary.

Next, the action decision process for the second stop candidate position will be described. The action decision unit 105 determines whether or not the host vehicle is approaching the second stop position. If the action decision unit 105 determines that the host vehicle is approaching the second stop position, it executes the action decision process for the second stop candidate position. The action decision unit 105 determines whether the host vehicle 1 will pass through the second stop candidate position or stop at the second stop candidate position as the action of the host vehicle 1 for the second stop candidate position, based on the second object information related to at least one of the presence/absence, position, and moving direction of a moving object in the second detection area including the crosswalk. The crosswalk area is the area on the crosswalk.

The behavior decision unit 105 decides that the host vehicle 1 will stop at the second candidate stop position if a moving object in the second detection area is approaching the driving path of the host vehicle 1. The behavior decision unit 105 decides that the host vehicle 1 will pass through the second candidate stop position if there is no moving object in the second detection area or if a moving object in the second detection area is not approaching the driving path of the host vehicle 1.

The second detection area may include a crosswalk area including the crosswalk, a deviation area located on the front side and the back side of the crosswalk in the traveling direction, and a sidewalk area including the crosswalk and the sidewalk adjacent to the deviation area. That is, the behavior decision unit 105 may determine whether the vehicle 1 passes through the second stop candidate position or stops at the second stop candidate position based on the second object information of the moving object in the second detection area including the crosswalk area, the deviation area located on the front side and the back side of the crosswalk in the traveling direction, and the sidewalk area adjacent to the crosswalk and the deviation area. Here, an example of setting the second detection area will be described with reference to FIG. 7. FIG. 7 is a diagram showing an example of setting the second detection area according to this embodiment. In FIG. 7, the areas LWA and RWA are areas adjacent to the crosswalk area PCA and the deviation area DA on the sidewalks LSW and RSW, respectively. The deviation area DA is located on the front side and the back side of the traveling path TL in the traveling direction of the crosswalk PC. The deviation area DA located at the rear in the traveling direction is an area extending from the end of the crosswalk PC located downstream in the traveling direction (Y direction) of the traveling lane L1 to the rear in the traveling direction of the traveling path. For example, the crosswalk. The behavior decision unit 105 sets a second detection area A2 including the crosswalk area PCA, the deviation area DA, and the sidewalk areas LWA and RWA. Note that the above configuration is not essential and may be provided as appropriate as necessary.

The behavior decision unit 105 may determine that the vehicle 1 will stop at the second candidate stop position when a moving object in the second detection area is approaching the driving path. The behavior decision unit 105 may also determine that the vehicle 1 will pass through the second candidate stop position when there is no moving object in the second detection area or when a moving object in the second detection area is not approaching the driving path. Note that the above configuration is not essential and may be provided as appropriate, as necessary.

In addition, when the behavior decision unit 105 determines that the vehicle 1 will stop at the candidate stop position, the behavior decision unit 105 may determine whether the vehicle 1 will pass through the candidate stop position or stop at the candidate stop position at a certain period until the vehicle 1 reaches the candidate stop position. In this case, the vehicle 1 continues deceleration control to stop at the candidate stop position unless the behavior decision unit 105 determines that the vehicle 1 will pass through the candidate stop position.

The controller 106 controls the vehicle 1 based on the action determined by the action determination unit 105. The controller 106 calculates control command values for executing the speed control and steering control required for the vehicle 1 to realize the determined action. The control command values are expressed as the accelerator opening, the amount of brake operation, the amount of operation of the steering actuator, etc. The controller 106 outputs the calculated control command values to the drive device 18.

When the action decision unit 105 decides to execute deceleration control for the candidate stop position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 decelerates toward the candidate stop position. When the host vehicle 1 reaches the deceleration start position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 executes deceleration control for the candidate stop position. The controller 106 controls the host vehicle 1 so that the host vehicle 1 decelerates at a deceleration required to stop at the candidate stop position, from the deceleration start position to the action decision position.

The controller 106 also controls the host vehicle 1 based on the result of the action decision process by the action decision unit 105 as to whether the host vehicle 1 will pass the candidate stop position or stop at the candidate stop position. When the action decision unit 105 decides that the host vehicle 1 will stop at the candidate stop position, the controller 106 continues the deceleration control being executed toward the candidate stop position and stops the host vehicle 1 at the candidate stop position. That is, in this embodiment, the host vehicle 1 executes deceleration control toward the candidate stop position before the action decision process is executed as to whether the host vehicle 1 will pass the candidate stop position or stop at the candidate stop position. When the action decision unit 105 decides that the host vehicle 1 will pass the candidate stop position, the controller 106 stops the deceleration control being executed toward the candidate stop position and controls the host vehicle 1 to pass through the candidate stop position.

For example, when the action decision unit 105 determines that the host vehicle 1 will pass the first stop candidate position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 passes the first stop candidate position and decelerates toward the second stop candidate position. That is, the controller 106 causes the host vehicle 1 to pass the first stop candidate position without stopping. The host vehicle 1 stops deceleration control toward the first stop candidate position and starts deceleration control toward the second stop candidate position. Also, when the action decision unit 105 determines that the host vehicle 1 will stop at the first stop candidate position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 stops at the first stop candidate position. That is, the host vehicle 1 continues the deceleration control being executed to stop at the first stop candidate position.

When the behavior decision unit 105 determines that the host vehicle 1 will stop at the second candidate stop position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 stops at the second candidate stop position. Also, when the behavior decision unit 105 determines that the host vehicle 1 will pass through the second candidate stop position, the controller 106 controls the host vehicle 1 so that the host vehicle 1 passes through the second candidate stop position.

Next, the procedure of the driving support method according to this embodiment will be described with reference to FIG. 8. FIG. 8 is a flow chart showing an example of the procedure of the driving support method according to this embodiment. In this embodiment, when the host vehicle 1 approaches a pedestrian crossing while traveling along a travel route, the driving support device 10 starts the flow from step S101.

In step S101, the driving assistance device 10 acquires a deviation area located further forward in the travel direction of the travel route than the crosswalk, based on road environment information including the crosswalk that the host vehicle 1 is approaching. In step S102, the driving assistance device 10 acquires a first candidate stop position located further forward in the travel direction of the host vehicle 1 than the deviation area. In step S103, the driving assistance device 10 starts deceleration control to decelerate the host vehicle 1 toward the first candidate stop position. For example, the driving assistance device 10 sets a deceleration start position that is a predetermined distance forward in the travel direction of the first candidate stop position, and when the host vehicle 1 reaches the deceleration start position, decelerates the host vehicle 1 toward the first candidate stop position.

In step S104, the driving support device 10 determines whether the host vehicle 1 is approaching the first stop candidate position. If it is determined that the host vehicle 1 is approaching the first stop candidate position, the driving support device 10 proceeds to step S105. If it is determined that the host vehicle 1 is not approaching the first stop candidate position, the driving support device 10 returns to step S104 and repeats the flow below. In step S105, the driving support device 10 determines whether the host vehicle 1 will pass the first stop candidate position or stop at the first stop candidate position as the action of the host vehicle 1 with respect to the first stop candidate position. If it is determined that the host vehicle 1 will pass the first stop candidate position, the driving support device 10 proceeds to step S106. In step S106, the driving support device 10 acquires a second stop candidate position that is located in front of the crosswalk in the direction of travel and behind the first stop candidate position in the direction of travel. If it is determined that the host vehicle 1 will stop at the first stop candidate position, that is, if it is determined that the host vehicle 1 will not pass the first stop candidate position, the driving support device 10 proceeds to step S112. Note that in FIG. 8, if it is determined in step S105 that the host vehicle 1 will pass the first stop candidate position, the driving support device 10 acquires the second stop candidate position in step S06, but this is not limited thereto, and the driving support device 10 may acquire the second stop candidate position before the determination in step S105, for example, at the timing of acquiring the first stop candidate position.

In step S107, the driving support device 10 controls the host vehicle 1 so that the host vehicle 1 decelerates toward the second stop candidate position. In step S108, the driving support device 10 determines whether the host vehicle 1 is approaching the second stop candidate position. If it is determined that the host vehicle 1 is approaching the second stop candidate position, the driving support device 10 proceeds to step S109. If it is determined that the host vehicle 1 is not approaching the second stop candidate position, the driving support device 10 returns to step S108 and repeats the flow below. In step S109, the driving support device 10 determines whether the host vehicle 1 will pass through the second stop candidate position or stop at the second stop candidate position as the action of the host vehicle 1 with respect to the second stop candidate position. If it is determined that the host vehicle 1 will pass through the second stop candidate position, the driving support device 10 proceeds to step S110. In step S110, the driving support device 10 controls the host vehicle 1 so that the host vehicle 1 passes through the second stop candidate position. If it is determined that the host vehicle 1 will stop at the second stop candidate position, i.e., that the host vehicle 1 will not pass through the second stop candidate position, the driving assistance device 10 proceeds to step S114.

In step S111, the driving assistance device 10 determines whether or not the host vehicle 1 has passed through a pedestrian crossing. If it is determined that the host vehicle 1 has passed through a pedestrian crossing, the driving assistance device 10 ends the control flow. If it is determined that the host vehicle 1 has not passed through a pedestrian crossing, the driving assistance device 10 returns to step S111 and repeats the flow below.

In step S112, the driving assistance device 10 controls the host vehicle 1 so that the host vehicle 1 stops at the first candidate stop position. After the host vehicle 1 stops at the first candidate stop position, the driving assistance device 10 proceeds to step S113. In step S113, the driving assistance device 10 determines whether the host vehicle 1 will pass the first candidate stop position. In other words, it determines whether the host vehicle 1 can start from the first candidate stop position toward the deviation area. If it is determined that the host vehicle 1 will pass the first candidate stop position, the driving assistance device 10 proceeds to step S106. If it is determined that the host vehicle 1 will not pass the first candidate stop position, the driving assistance device 10 returns to step S113 and repeats the following flow.

In step S114, the driving assistance device 10 controls the host vehicle 1 so that the host vehicle 1 stops at the second candidate stop position. After the host vehicle 1 stops at the second candidate stop position, the driving assistance device 10 proceeds to step S115. In step S115, the driving assistance device 10 determines whether the host vehicle 1 will pass the second candidate stop position. In other words, it determines whether the host vehicle 1 can start toward the crosswalk from the second candidate stop position. If it is determined that the host vehicle 1 will pass the second candidate stop position, the driving assistance device 10 proceeds to step S110. If it is determined that the host vehicle 1 will not pass the second candidate stop position, the driving assistance device 10 returns to step S115 and repeats the following flow.

As described above, the driving assistance method and driving assistance device according to this embodiment are a driving assistance method and driving assistance device executed by a driving assistance device that acquires road environment information relating to a road environment including at least a crosswalk, recognizes moving objects around the vehicle, acquires candidate stop positions at which the vehicle will stop before passing a crosswalk located on the driving path of the vehicle, determines an action of the vehicle with respect to the candidate stop positions, and controls the vehicle based on the determined action, and based on the road environment information, acquires a region on the driving path closer to the crosswalk in the direction of travel in which a moving object may deviate from the crosswalk and move, acquires a candidate stop position located closer to the deviation region in the direction of travel as a first candidate stop position, acquires a candidate stop position located closer to the crosswalk in the direction of travel and further back in the direction of travel than the first candidate stop position as a second candidate stop position, controls the vehicle to decelerate toward the first candidate stop position, and performs a first detection including the deviation region. Based on first object information relating to at least one of the presence or absence, position, and movement direction of a moving object in the detection area, the host vehicle determines, as an action for the first stop candidate position, whether to pass through the first stop candidate position or to stop at the first stop candidate position, and when it is determined that the host vehicle will stop at the first stop candidate position, the host vehicle is controlled so that the host vehicle will stop at the first stop candidate position, and when it is determined that the host vehicle will pass through the first stop candidate position, the host vehicle is controlled so that the host vehicle will pass through the first stop candidate position and decelerate toward the second stop candidate position; based on second object information relating to at least one of the presence or absence, position, and movement direction of a moving object in a second detection area including a crosswalk, the host vehicle determines, as an action for the second stop candidate position, whether to pass through the second stop candidate position or to stop at the second stop candidate position, and when it is determined that the host vehicle will stop at the second stop candidate position, the host vehicle is controlled so that the host vehicle will stop at the second stop candidate position. This allows the system to reduce the deceleration required to stop the vehicle when an approaching object is detected that has deviated from the crosswalk toward the vehicle as the vehicle passes through a crosswalk, compared to the deceleration required when the approaching object is detected near the crosswalk.

Furthermore, when the length of the deviation area along the direction perpendicular to the width of the roadway on which the crosswalk is located is longer than a predetermined length, the driving assistance method and driving assistance device according to this embodiment divide the deviation area into multiple deviation areas, and for each of the multiple deviation areas, obtain a first candidate stop position that is located further forward in the direction of travel than the deviation area. This allows the stopping position to be set more precisely, so that the candidate stop position can be set appropriately according to the distance the object may deviate and travel, and prevents missing the timing to pass.

In addition, when an obstacle that prevents a moving object from moving between the sidewalk and the roadway is present at the boundary between the roadway and the sidewalk where a crosswalk is provided, the driving assistance method and driving assistance device according to this embodiment acquires the area between the end of the obstacle closest to the crosswalk and the crosswalk as the deviation area. This makes it possible to exclude areas where the moving object is unlikely to deviate and move, and prevents candidate stopping positions for the deviation area from being unnecessarily set on the closer side of the traveling direction.

Furthermore, in the case where the crosswalk is located on an approach road after the vehicle turns right or left at an intersection, the driving assistance method and driving assistance device according to this embodiment acquires the area between the crosswalk and the intersecting road that intersects with the approach road at the intersection as the deviation area. This prevents the deviation area from being set on a roadway where a moving object is unlikely to deviate and move, and also prevents the candidate stopping position for the deviation area from being unnecessarily set on the near side of the traveling direction.

The driving assistance method and driving assistance device according to this embodiment also acquire a first stop candidate position that is located on the front side of the oncoming lane in the direction of travel when the crosswalk is located on an approach road where the vehicle has turned right or left while passing through an oncoming lane within an intersection. As a result, when the vehicle passes through the oncoming lane and approaches the crosswalk, such as when turning right or left at a crossroads intersection, the vehicle is stopped just before the oncoming lane to prevent it from obstructing the passage of oncoming vehicles.

The driving assistance method and driving assistance device according to this embodiment also determine whether the vehicle will pass through the first stop candidate position or stop at the first stop candidate position based on first object information within a first detection area that includes the deviation area and a sidewalk area that includes the sidewalk adjacent to the deviation area. This allows the vehicle's behavior in the deviation area to be determined according to the actual situation within the deviation area.

Furthermore, when the distance between the driving path and the sidewalk adjacent to the deviation area is longer than a predetermined distance, the driving assistance method and driving assistance device according to this embodiment determine whether the host vehicle will pass through the first stop candidate position or stop at the first stop candidate position based on the first object information in the first detection area excluding moving objects in the sidewalk area. In the case of a crosswalk located on a road with many lanes or wide lanes, the position of a vehicle passing through the crosswalk may be far from the sidewalk. In such a case, even if a pedestrian enters the deviation area from the sidewalk, there is a low possibility that the pedestrian will cross the vehicle. By excluding pedestrians on the sidewalk far from the vehicle's position from the judgment targets for determining the behavior of the host vehicle, unnecessary deceleration of the vehicle can be prevented.

The driving assistance method and driving assistance device according to this embodiment also determine whether the vehicle will pass through the second stop candidate position or stop at the second stop candidate position based on second object information within a second detection area that includes a crosswalk area including the crosswalk, a deviation area located both in front of the crosswalk and behind the crosswalk in the direction of travel, and a sidewalk area that includes the crosswalk and the sidewalk adjacent to the deviation area. This includes a wide surrounding area including the crosswalk as a judgment target for determining the vehicle's behavior, making it possible to prevent the vehicle from approaching moving objects, including moving objects that deviate and move, when passing through the crosswalk.

The driving assistance method and driving assistance device according to this embodiment also determine that the host vehicle will stop at the second stop candidate position if a moving object in the second detection area is approaching the driving route, and determine that the host vehicle will pass through the second stop candidate position if there is no moving object in the second detection area or if the moving object in the second detection area is not approaching the driving route. This allows the vehicle to pass through the crosswalk quickly without stopping unnecessarily, by excluding moving objects that are not approaching the vehicle from the targets for determining the vehicle's behavior.

The above-described embodiments have been described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above-described embodiments is intended to include all design modifications and equivalents that fall within the technical scope of the present invention. Furthermore, each configuration described in the above-described embodiments may be appropriately combined as necessary, and the combination of each configuration is not particularly limited.

Reference Signs List 10: Driving support device 101: Road environment acquisition unit 102: Vehicle information acquisition unit 103: Surrounding object recognition unit 104: Stop position acquisition unit 105: Action decision unit 106: Controller

Claims

A driving assistance method executed by a driving assistance device that acquires road environment information related to a road environment including at least a crosswalk, recognizes moving objects around a host vehicle, acquires candidate stopping positions at which the host vehicle will stop before passing the crosswalk located on a driving path of the host vehicle, determines an action of the host vehicle with respect to the candidate stopping positions, and controls the host vehicle based on the determined action,
The driving assistance device includes:
based on the road environment information, a region on the travel path ahead of the crosswalk in a traveling direction, in which the moving object may deviate from the crosswalk, is defined as a deviation region, and the stop candidate position located on the front side of the deviation region in the traveling direction is acquired as a first stop candidate position;
acquiring, as a second candidate stop position, the candidate stop position that is located on the near side of the pedestrian crossing in the traveling direction and on the far side of the first candidate stop position in the traveling direction;
controlling the host vehicle so that the host vehicle decelerates toward the first candidate stopping position;
determining, as the action for the first stop candidate position, whether the host vehicle will pass through the first stop candidate position or stop at the first stop candidate position, based on first object information relating to at least any one of the presence or absence, the position, and the moving direction of the moving object in a first detection area including the deviation area;
When it is determined that the host vehicle is to be stopped at the first stop candidate position, the host vehicle is controlled so as to be stopped at the first stop candidate position;
When it is determined that the host vehicle will pass through the first stop candidate position, the host vehicle is controlled so that the host vehicle passes through the first stop candidate position and decelerates toward the second stop candidate position;
determining, as the action for the second stop candidate position, whether the host vehicle will pass through the second stop candidate position or stop at the second stop candidate position, based on second object information relating to at least one of the presence or absence, the position, and the moving direction of the moving object in a second detection area including the crosswalk;
A driving assistance method, when it is determined that the host vehicle is to be stopped at the second stop candidate position, controlling the host vehicle so that the host vehicle is stopped at the second stop candidate position.
The driving assistance device includes:
When a length of the deviation area along a traveling direction of a roadway on which the crosswalk is provided is longer than a predetermined length, the deviation area is divided into a plurality of deviation areas;
The driving support method according to claim 1 , wherein the first stop candidate position that is located on a closer side in the traveling direction than the deviation area is acquired for each of the plurality of deviation areas.
The driving assistance device includes:
3. The driving assistance method according to claim 1, wherein, when an obstacle that prevents the moving object from moving between the sidewalk and the roadway is present at a boundary line between the roadway on which the crosswalk is provided and the sidewalk, an area between the crosswalk and an end of the obstacle that is closer to the crosswalk is acquired as the deviation area.
The driving assistance device includes:
4. The driving assistance method according to claim 1, wherein, when the crosswalk is a crosswalk provided on an entrance road after the host vehicle turns right or left at an intersection, an area between the crosswalk and a crossing road that intersects with the entrance road at the intersection is acquired as the deviation area.
The driving assistance device includes:
5. The driving assistance method according to claim 1, wherein, when the crosswalk is a crosswalk provided on an approach road to which the host vehicle has turned right or left while passing through an oncoming lane within an intersection, the first stop candidate position is acquired to be located on a closer side in the traveling direction than the oncoming lane.
The driving assistance device includes:
The driving assistance method according to any one of claims 1 to 5, further comprising determining whether the host vehicle passes through the first candidate stop position or stops at the first candidate stop position, based on the first object information within the first detection area, which includes the deviation area and a sidewalk area including a sidewalk adjacent to the deviation area.
The driving assistance device includes:
7. The driving assistance method according to claim 6, wherein, when a distance between the driving path and a sidewalk adjacent to the deviation area is longer than a predetermined distance, it is determined whether the host vehicle passes through the first stop candidate position or stops at the first stop candidate position based on the first object information within the first detection area excluding the moving object within the sidewalk area.
The driving assistance device includes:
The driving assistance method according to any one of claims 1 to 7, wherein the host vehicle determines whether to pass through the second candidate stop position or to stop at the second candidate stop position, based on the second object information within the second detection area, which includes a crosswalk area including the crosswalk, the deviation area located respectively on the near side and the far side of the crosswalk in the direction of travel in the direction of travel than the crosswalk, and a sidewalk area including the crosswalk and the sidewalk adjacent to the deviation area.
The driving assistance device includes:
When the moving object in the second detection area is approaching the travel route, the host vehicle determines that the host vehicle will stop at the second stop candidate position;
The driving support method according to any one of claims 1 to 8, further comprising determining that the host vehicle will pass through the second candidate stop position when there is no moving object within the second detection area or when the moving object within the second detection area is not approaching the driving path.
A driving assistance device for controlling a host vehicle,
The driving assistance device includes:
a road environment acquisition unit that acquires road environment information relating to a road environment including at least a pedestrian crossing;
a surrounding object recognition unit that recognizes moving objects around the host vehicle;
a stop position acquisition unit that acquires a candidate stop position where the host vehicle will stop before passing the crosswalk located on a travel route of the host vehicle;
a behavior determination unit that determines a behavior of the host vehicle with respect to the stop candidate position;
A controller that controls the host vehicle based on the determined action,
The stop position acquisition unit
acquire, based on the road environment information, an area at the crosswalk on the travel route, which is closer to the crosswalk in a traveling direction of the travel route than the crosswalk, where the moving object may deviate from the crosswalk and move, as a deviation area, and acquire, as a first stop candidate position, the stop candidate position located closer to the deviation area in the traveling direction,
acquiring, as a second candidate stop position, the candidate stop position that is located on the near side of the pedestrian crossing in the traveling direction and on the far side of the first candidate stop position in the traveling direction;
The action determination unit is
determining, as the action for the first stop candidate position, whether the host vehicle will pass through the first stop candidate position or stop at the first stop candidate position, based on first object information relating to at least any one of the presence or absence, the position, and the moving direction of the moving object within a first detection area including the deviation area;
determining, as the action for the second stop candidate position, whether the host vehicle will pass through the second stop candidate position or stop at the second stop candidate position, based on second object information relating to at least one of the presence or absence, the position, and the moving direction of the moving object in a second detection area including the crosswalk;
The controller:
When the first stop candidate position is acquired by the stop position acquisition unit, the host vehicle is controlled so as to decelerate toward the first stop candidate position;
When the behavior determining unit determines that the host vehicle is to stop at the first stop candidate position, the host vehicle is controlled so as to stop at the first stop candidate position;
When the action decision unit determines that the host vehicle will pass through the first stop candidate position, the host vehicle is controlled so that the host vehicle passes through the first stop candidate position and decelerates toward the second stop candidate position;
A driving assistance device that, when the action decision unit determines that the host vehicle is to stop at the second stop candidate position, controls the host vehicle so that the host vehicle stops at the second stop candidate position.