• 专利附录
  • 专利说明
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    • 专利摘要:
    DEVICE TO ASSIST IN DRIVING. The present invention relates to an apparatus for assisting in steering which includes: a deadband recognition unit that recognizes a deadband not visible to a driver in a forward direction of a serving vehicle; a moving body information setting unit which defines, as information relating to a moving body that can jump out of the dead zone, moving body information including at least one assumed speed of the moving body; a speed region calculation unit which calculates, on the basis of the moving body information defined by the moving body information setting unit, a speed region of the serving vehicle, the speed region being a region in which the vehicle server can contact the moving body if the server vehicle moves in the forward direction; and a target speed calculation unit which calculates a target speed of the serving vehicle based on the speed region.
    公开号:BR112014002902B1
    申请号:R112014002902-4
    申请日:2011-08-10
    公开日:2021-05-18
    发明作者:Shinichi Nagata
    申请人:Toyota Jidosha Kabushiki Kaisha；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [0001] The invention refers to an apparatus to assist in driving. TECHNICAL BACKGROUND
    [0002] In a conventional steering aid apparatus, steering assistance is provided while taking into account objects that leap out of sight from a dead zone when entering an intersection or the like. For example, a steering aid described in Patent Document 1 predicts a course of a server vehicle, recognizes a dead zone not visible to a driver in the front direction of the server vehicle, predicts an object that might jump out of the dead zone , detects a moving track of the object, determines that a collision may occur when the track overlaps the predicted course of the serving vehicle, and performs steering assistance to avoid the collision.
    [0003] Patent Document 1: Japanese Patent Application Publication No. 2006-260217. SUMMARY OF THE INVENTION
    [0004] However, this conventional steering aid device provides steering assistance using the intended course of the serving vehicle. Therefore, the conventional driving aid avoids a collision by determining whether or not a collision will occur if the server vehicle travels along the currently planned course, however, it is not able to calculate the speed reduction necessary to avoid the collision, an amount of exhaust needed to avoid the collision, and so on. Furthermore, the collision determination made by the conventional apparatus to aid in steering is very dependent on the accuracy with which a future position of the serving vehicle is predicted, and therefore the accuracy of the collision determination may decrease when the prediction accuracy deteriorates (when acceleration, deceleration, or steering is in progress on the serving vehicle, for example). In this case, conventional driving aids may provide unnecessary driving assistance or may not provide driving assistance in the required time, causing the driver to feel uncomfortable.
    [0005] The invention has been conceived to solve these problems, and an aim of the same is to provide an apparatus for assisting in driving that can provide appropriate assistance in the direction with which safety can be reliably ensured.
    [0006] A driving aid apparatus includes: a deadband recognition unit that recognizes a deadband not visible to a driver in a forward direction of a serving vehicle; a moving body information setting unit which defines as information relating to a moving body that can jump out of the dead zone, moving body information including at least one assumed velocity of the moving body; a speed region calculation unit that calculates, based on the moving body information defined by the moving body information setting unit, a speed region of the serving vehicle, the speed region being a region in which the vehicle server can contact the moving body when the server vehicle moves in the forward direction; and a target speed calculation unit which calculates a target speed of the serving vehicle based on the speed region.
    [0007] In the steering aid device, the moving body information setting unit predicts a moving body that can jump out of dead zone view, and sets moving body information relative to the moving body. In addition, the velocity region calculation unit can calculate a displacement speed of the serving vehicle at which the serving vehicle can contact the moving body based on the assumed velocities of the predicted moving body, to jump to dead zone view. The velocity region calculation unit can then calculate a velocity region in which the serving vehicle can contact the moving body based on the assumed velocity of the moving body predicted to jump in sight of the dead zone. The velocity region calculation unit can then calculate a velocity region in which the serving vehicle can contact the moving body as the velocity region of the serving vehicle. The speed calculation unit calculates the target speed based on the calculated speed region. Therefore, the steering aid, instead of comparing a contemplated moving body with a predicted course of the serving vehicle, calculates the velocity region in which contact with the moving body can occur, and then calculates target velocity on the basis of this calculation. In so doing, the steering aid device can perform control on the basis of a specific target speed at which the serving vehicle must travel, and can therefore provide steering assistance with which a high degree of safety is assured. Furthermore, the steering assistance provided by the device to assist in steering is not affected by the accuracy with which the path of the serving vehicle is predicted, and therefore appropriate steering assistance can be provided. As a result the driving aid device is able to provide appropriate driving assistance with which safety can be reliably ensured.
    [0008] In the device to assist in steering, the speed region can be determined from a relationship between a speed of the serving vehicle and a distance of the serving vehicle to a reference position in a location that constitutes the dead zone.
    [0009] The steering aid apparatus may further include a lateral position calculating unit which calculates a target lateral position of the serving vehicle based on the speed region calculated by the speed region calculating unit. The size of the dead zone varies according to the lateral position of the server vehicle, leading to variation in the danger of contact with the moving body. Thus, by having the target lateral position calculating unit calculated the target lateral position, steering aid apparatus can provide appropriate steering assistance such that the serving vehicle moves in a safe lateral position.
    [00010] In the steering aid device, the moving body information setting unit can set the moving body information based on a shape of a road which constitutes the dead zone. The behavior of the moving body that can jump out of the dead zone is affected by the shape of the road, and therefore, by taking the shape of the road into account, the steering aid device can provide steering assistance to a high degree. of precision.
    [00011] In the steering aid device, the moving body information setting unit can set the moving body information on the basis of a ratio between a swath width of the moving body side and a swath width of the side of the server vehicle. By taking into account the ratio between the respective lane widths in this way, the steering aid device can provide steering assistance more closely aligned with the driver's sensations and an actual speed at which the moving body jumps out.
    [00012] In the steering aid device, the moving body information setting unit can set the moving body information based on a peripheral dead zone environment. By taking into account the peripheral environment of the dead zone in this way, steering aids can provide steering assistance more closely aligned with the driver's sensations.
    [00013] The apparatus for assisting in driving may additionally include a traffic information acquisition unit which obtains traffic information relating to the road which constitutes the dead zone, and the moving body information setting unit may set the information of the moving body on the basis of the traffic information obtained by the traffic information acquisition unit. Taking into account traffic information that cannot be learned simply from information regarding the periphery of the dead zone in this way, the driving assist device can provide effective driving assistance with which safety can be reliably ensured when the server vehicle travels along a road that has a particularly dangerous dead zone.
    [00014] The apparatus for assisting in driving can additionally include an experience information acquisition unit indicating the driver's past experience, and the moving body information setting unit can set the moving body information on the basis of the information the experience gained by the experience information acquisition unit.
    [00015] The apparatus to aid in steering may additionally include an object information acquisition unit which obtains object information relating to the behavior of an object existing in a periphery of the serving vehicle, and the unit for defining information from the moving body can set the moving body information on the basis of the object information obtained by the object information acquisition unit. The behavior of objects on the periphery of the serving vehicle's speed region of the serving vehicle in which the serving vehicle may contact a moving body if the serving vehicle moves forward in the forward direction. The speed region is determined from a relationship between a speed of the serving vehicle and a distance of the serving vehicle to a reference position in a location that constitutes the dead zone. More specifically, as shown in Figure 8, the velocity region calculation unit 23 determines a danger zone DZ as a velocity region in which the possibility of a collision with another vehicle that bounces off is greater by performing calculations, using a coordinate system in which a V speed of the server vehicle SM is placed on the ordinate and a distance L from the server vehicle SM to a deadband entry point is placed on the abscissa. When another vehicle suddenly jumps out of the deadzone while the SM server vehicle is traveling at a speed and at a position (a distance to the deadzone entry point) within the DZ danger zone, the probability of a collision between the SM server vehicle and the other vehicle at the intersection increases. A method of calculating the DZ danger zone will be described below. Note that the deadband entry point, where L = 0 on a DZ danger zone graph, is a reference position defined as desired in relation to the deadband. In other words, the deadband entry point is a reference position defined at the location that constitutes the deadband (ie the intersection) in order to specify the distance between the deadband and the server vehicle SM. The reference position is set for use during calculation, and can be set at any position relative to the intersection. In this embodiment, the deadband entry point defined as the reference point is a boundary position between a position in which the possibility of contact between the serving vehicle SM and a moving body bouncing outside the deadband is considered to arise and a position in which it is considered that there is no possibility of contact between the serving vehicle SM and a moving body that jumps out. In the example of FIG. 2, a part of the side edge of a server vehicle SM of the LD2 lane, or in other words, a straight part connecting the corner P1 and the corner P2, is defined as an SDL entry point of the deadband. The reference position can be adjusted as desired, in alignment with road shapes at the intersection, arrangements and shapes of structures that make up the neutral zone, and so on.
    [00016] The target speed calculation unit 24 has a function for calculations that recognizes the dead zone on the basis of information from the information acquisition unit outside the vehicle 3 and the information acquisition unit 4 inside the vehicle (step S100). The dead zone recognition unit 21 learns the position of the server vehicle SM on the lane LD1, the position of the driver DP on the server vehicle SM, and the positions of the structures that make up the dead zone in the forward direction. The deadband recognition unit 21 can then recognize the deadbands DE1, DE2 on the basis of the positional relationship between the driver DP and the corners P1, P2. Note that in Figure 2, a vehicle width steering size and a SM server vehicle front-rear steering size are indicated by B and A, respectively (these SM server vehicle sizes can be stored in advance). With regard to the lateral position of the server vehicle SM, using a centerline as a reference, a left lateral interval and a right lateral interval within the LD1 band are indicated by W1 and W2 respectively. In addition, the distance between a front end of the SM server vehicle and the deadband SDL entry point is designated by L. With regard to the position of the DP driver in the SM server vehicle, a distance from the DP driver in one direction the width from a centerline of the SM server vehicle is denoted by BD, and a distance from the DP driver in a forward-rear direction from the front end of the SM server vehicle is denoted by AD. By specifying the position of the DP driver, an SL1 line of sight passing at the right-hand corner P1 is specified, allowing specification of the DE1 dead zone, and an SL2 line of sight passing at the left-hand corner P2 is specified. of the DE2 dead zone. Note that the respective deadzone coverages DE1, 2 vary according to the position (L, W1, W2) of the server vehicle SM, but the deadzone recognition unit 23 can specify the deadzone coverages DE1, 2 immediately by calculating from the position relationship between driver DP and corners P1, P2.
    [00017] The deadband recognition unit 21 determines on the basis of the deadbands DE1, 2 of S100. Processing is also terminated when a deadband cannot be recognized in S100. When the deadband recognition unit 21 determines that the distance is equal to or less than the threshold TL, on the other hand, processing advances to step S110.
    [00018] The moving body information setting unit 22 predicts moving bodies that may jump out of dead zones DE1, 2, and sets moving body information relative to moving bodies (step S110). In Figure 2, moving body information setting unit 22 predicts that the other vehicle RM can jump out from the right side of dead zone DE1 and that the other vehicle LM can jump out from the left of the zone dead DE2. The moving body information setting unit 22 then defines the assumed speeds, assumed positions and assumed sizes of the other vehicles RM, LM as the moving body information. Here, the moving body information setting unit 22 sets an assumed speed VR, an assumed size in the width direction of vehicle BR, and an assumed size in the front-rear direction AR of the other vehicle RM. The moving body information setting unit 22 also defines an assumed lateral position WR of the other vehicle RM. Note that here, the assumed lateral position is defined as a lateral range for a left-hand direction of advance using a centerline of the other RM vehicle as a reference. The moving body information setting unit 22 defines a position in which the other vehicle RM first jumps out of deadband DE1 as a position assumed in the forward direction of the other vehicle RM. In other words, a position where a part of the front right-hand corner P3 of the other RM vehicle enters the SL1 line of sight is defined as the assumed position. The moving body information setting unit 22 sets an assumed speed VL, an assumed width direction size of the BL vehicle, and an assumed front-rear direction size AR of the other vehicle LM. The moving body information setting unit 22 also defines a lateral position WL assumed from another vehicle LM. Here, the assumed lateral position is defined as a lateral range for a right-hand direction of advance using a centerline of the other LM vehicle as a reference. The moving body information setting unit 22 defines a position in which the other vehicle LM first jumps out of deadband DE2 as a position assumed in the direction of advance of the other vehicle LM. In other words, a position where a part of the left-hand P4 front corner of the other LM vehicle enters the SL2 line of sight is defined as the assumed position.
    [00019] There are no particular limitations on an assumed speed setting method, and taking into account a lane width of the LD2 lane on the opposite side and so on, a legal road speed on the opposite side, an average entry speed of the vehicle based on past statistics, or a speed identical to the SM server vehicle, for example, can be set as the assumed speed. There are also no particular limitations on a method of setting the assumed position (assumed lateral position), and a lane center position, and a lane center position, an average vehicle entry position based on past statistics , or a position identical to the server vehicle SM, for example, can be defined as the assumed position. There is likewise no special limitation on one method of defining the assumed size of the other vehicle, and the data prepared in advance as a size typical vehicle, an average size of a typical passenger vehicle, or an identical size for the SM server vehicle, for example, can be set as the assumed size.
    [00020] The moving body information setting unit 22 can also set the moving body information based on the shapes of the roads constituting the dead zones DE1, 2 (ie the shape of the intersection). In the case of a T-junction such as that shown in Figure 11A, for example, the other vehicle can only make a right or left turn, and therefore a large speed reduction compared to forward travels is foreseen. Furthermore, in the case of an intersection, it is necessary to predict that other vehicles will jump, both from the left and right, while in the case of a T-junction, it is only necessary to predict that another vehicle will jump from a single LD3 lane. Thus, when the intersection to be inserted is a T-junction, the moving body information setting unit 22 can set the assumed speed and the assumed position of the other vehicle by modifying the assumed speed and defined position in the case of an intersection. By taking the shape of the road into consideration, the steering assistance apparatus 1 can provide steering assistance with a greater degree of accuracy. Note that the information relating to the shape of the road can be obtained by the moving body information setting unit 22 from the navigation system 6, or by having the information acquisition unit 3 outside the vehicle detected at way of the road directly.
    [00021] The moving body information setting unit 22 can also set moving body information on the basis of a relationship between the side lane width of the other vehicle and the side lane width of the serving vehicle. For example, when the road on the side of the server vehicle is a high priority road and the road on the opposite side is a small road, the vehicle on the opposite side is unlikely to enter the intersection without deceleration. When, on the other hand, the respective sizes of the road on the side of the serving vehicle and the road on the opposite side are identical or the road on the opposite side is larger, the vehicle on the opposite side is more likely to enter the intersection without decelerating. Therefore, the moving body information setting unit 22 sets the assumed speed of the other vehicle taking into account the relationship between the lane width on the side of the other vehicle and the lane width on the side of the serving vehicle on the basis of a map as shown in Figure 11B. By taking into account the relationship between the respective lane widths in this way, the steering aid apparatus 1 can provide steering assistance more closely aligned with the driver's sensations and an actual speed at which the moving body jumps out.
    [00022] The moving body information setting unit 22 can also set the moving body information based on a peripheral environment of dead zones DE1, 2. More specifically, the moving body information setting unit 12 defines information relating to the movement of the other vehicle on the basis of the peripheral environment of dead zones DE1, 2, as well as the shape of the intersection. For example, when a curved mirror is placed at the intersection, it can be determined that the speed of the other vehicle will decrease. In addition, when a stop line on the opposite side vehicle lane is disposed close to the intersection and the stop line can be seen from the serving vehicle, it can be determined that a point at which the other vehicle starts to decelerate will late. In this case, it can be determined that the other vehicle will not decelerate until near the intersection, and therefore that an entry speed at the intersection will be high. When, on the other hand, the stop line in the lane of the opposite vehicle is disposed away from the intersection in a position that cannot be seen from the serving vehicle, it can be determined that the point at which the other vehicle begins to decelerate will be ahead . In this case, it can be determined that the other vehicle will decelerate at an early stage and therefore the intersection entry speed will be low. Also, when white lines such as the side strips extend along both sides of the LD1 lane on the server vehicle side, that is a priority/preferred lane, and it extends without interruption along a corresponding part for the LD2 lane on the opposite side, for example, the vehicle on the opposite side is more likely to decelerate. Therefore, the moving body information definition unit 22 can define the moving body information based on a peripheral environment that affects the behavior of the other vehicle. By taking into account the peripheral environment of the dead zone in this way, the steering aid device 1 can provide steering assistance more closely aligned with the driver's sensations.
    [00023] The moving body information setting unit 22 can also set the moving body information on the basis of the traffic information obtained by the traffic information acquisition unit 26. For example, at an intersection where the volume traffic average, the number and frequency of past accidents, and so on the road on the opposite side are high, special care is needed, and therefore the moving body information should be strictly defined. Also, at an intersection where the volume of pedestrians and so on is high, the vehicle speed on the opposite side is more likely to decrease. The moving body information setting unit 22 can set moving body information in consideration of the effects caused by this type of traffic information. Taking into account the traffic information that cannot simply be learned from the information related to the periphery of the dead zone in this way, the steering assist apparatus 1 can provide effective steering assistance with which safety can be reliably ensured.
    [00024] The moving body information setting unit 22 can also set moving body information on the basis of the experience information obtained by the experience information acquisition unit 27. For example, when the DP driver has crossed the intersection on screen sometimes and infrequently in the past, body information in motion is set strictly to make the DP driver pay attention. Moving body information is also strictly defined when a long time has passed since the previous traverse. The moving body information setting unit 22 can set moving body information in consideration of the effects caused by this type of experience information. By using information that indicates the driver's past experience in this way, the steering aid device 1 can provide driving assistance in alignment with the driver's experience.
    [00025] The moving body information can also be defined in the object information base obtained by the object information acquisition unit 28. For example, when an object, such as a preceding vehicle, an oncoming vehicle, a pedestrian, motorcycle or bicycle reaches (or is expected to reach) the deadband entry point in a predetermined time before the server vehicle SM, this means that the vehicle on the opposite side will decelerate. The moving body information setting unit 22 can set the moving body information taking into account the behavior of a peripheral object. The behavior of objects on the periphery of the serving vehicle also affects the speed and so on of the moving body that jumps out, and therefore, taking this information into account, the device to assist in direction 1 can provide assistance best suited to the situation.
    [00026] Next, the velocity region calculation unit 23 calculates the danger zone on the basis of the moving body information defined in S110 (step S120). The speed region calculating unit 23 calculates the danger zone by calculating the conditions under which the serving vehicle can cross the intersection without colliding with a moving body that jumps out of the dead zone. More specifically, the speed region calculation unit 23 calculates "Condition A: A condition in which the server vehicle SM can cross first when the other vehicle RM jumps on the right side of deadband DE1", "Condition B: A condition in which the other RM server vehicle can cross first when the other RM vehicle jumps from the right side of deadband DE1", "Condition C: A condition in which the SM server vehicle can cross first when the other LM vehicle jumps from the left side of deadband DE2", and "Condition D, a condition in which the other LM vehicle may cross first when the other LM vehicle jumps from the left side deadband DE2". Here, the speed V of the server vehicle SM and the distance L from the server vehicle SM to the deadband entry point, which are indicated, respectively, on the ordinate and abscissa of the coordinate system in Figure 8, are variable. It is assumed in the following description that the server vehicle SM travels in a straight line at a fixed speed V, another RM vehicle travels in a straight line at a fixed assumed speed VR, and their speeds and lateral positions do not change in the middle of the path. Also, in the following description, "front", "rear", "right" and "left" are based on the forward directions of the respective vehicles. (Condition A)
    [00027] FIG. 4 is a model diagram used to calculate Condition A. A point PA where a part of the front right corner of the other vehicle RM and a part of the rear right corner of the overlap of the server vehicle SM is shown in FIG. 4A. The position of the SM server vehicle and the position of the other RM vehicle at this moment are indicated by SMA and RMA, respectively. In FIG. 4A, a distance through which the SM server vehicle moves to the SMA position is (L + WR + BR / 2 + A). The distance by which the other RM vehicle moves to the RMA position, however, is denoted by LR.
    [00028] Here the distance LR is an unrecognized quantity. However, a right triangle drawn from a positional relationship between driver DP and corner P1 and a right triangle drawn from a positional relationship between driver DP and part of corner P3 has a homologous relationship, and therefore, a relationship shown in Equation (1A) is established from a dimensional relationship shown in FIG. 4B. When expanding Equation (1A) to Equation (2A), the distance LR is expressed by Equation (3A). When a time required for the other vehicle RM to reach the RMA position is defined as tR_A, the time tR_A is expressed as shown in Equation (4A) using the distance LR. Here, according to condition A, a movement distance of the server vehicle SM needs to be equal to or greater than the movement distance needed to reach the SMA position at a point where the other RM vehicle reaches the RMA position (i.e., after the passage of time tR_A). In other words, the speed V of the server vehicle SM needs to be equal to or higher than a speed required for the server vehicle SM to reach the position SMA following the course of time tR_A. Thus, when a velocity required to satisfy condition A is defined as VA, the velocity VA is expressed as shown in Equation (5A).

    [00029] The velocity region calculating unit 23 specifies a region in which Condition A is satisfied in the coordinate system shown in FIG. 8. More specifically, the velocity region calculating unit 23 plots a graph A showing (VA) minimum using Equations (3A), (4A), and (5A). The velocity region calculation unit 23 then defines a velocity region in/over (VA) min. In which Condition A is satisfied. (Condition B)
    [00030] FIG. 5 is a model diagram used to calculate Condition B. A point PA at which a part of the rear left corner of the other vehicle RM and a part of the front left corner of the overlap of the serving vehicle SM is shown in FIG. 5A. The position of the SM server vehicle and the position of the other RM vehicle at this time are indicated by SMB and RMB respectively. In FIG. 5A, a distance through which the SM server vehicle moves to the SMB position is (L + WR + BR / 2). The distance by which the other RM vehicle moves to the RMB position, however, is denoted by LR.
    [00031] Here the distance LR is an unrecognized quantity. However, the right triangle drawn from the positional relationship between driver DP and corner P1 and a right triangle drawn from the positional relationship between driver DP and corner part P3 has a homologous relationship, and therefore a relationship shown in Equation (1B) is established from a dimensional relationship shown in FIG. 5B. When expanding Equation (1B) to Equation (2B), the distance LR is expressed by Equation (3B). When a time required for the other vehicle RM to reach the position RMB is defined as tR_B, the time tR_B is expressed as shown in Equation (4B) using the distance LR. Here, according to Condition B, a movement distance of the server vehicle SM needs to be equal to or less than the movement distance needed to reach the SMB position at a point where the other RM vehicle reaches the RMB position (this is, after the lapse of time tR_B). In other words, the speed V of the server vehicle SM needs to be equal to or lower than a speed required for the server vehicle SM to reach the position SMB following the lapse of time tR_B. Thus, when a velocity required to satisfy Condition B is defined as VB: the velocity VB is expressed as shown in Equation (5B).

    [00032] The velocity region calculation unit 23 specifies a region in which Condition B is satisfied in the coordinate system shown in FIG. 8. More specifically, the velocity region calculation unit 23 plots a graph B showing (VB) maximum using Equations (3B), (4B), and (5B). The velocity region calculation unit 23 then defines a velocity region at/over (VB) max. as the region in which Condition B is satisfied. (Condition C)
    [00033] FIG. 6 is a model diagram used to calculate Condition C. A point PC in which a portion of the left front corner of the other vehicle LM and a portion of the rear left corner of the server vehicle overlay SM is shown in FIG. 6A. The position of the server vehicle SM and the position of the other vehicle LM at the moment are indicated by SMC and LMC respectively. In FIG. 6A, a distance through which the SM server vehicle moves to the SMC position is (L + WL + BL / 2 + A). The distance by which the other vehicle LM moves to the LMC position, however, is denoted by LL.
    [00034] Here the distance LL is an unrecognized quantity. However, a right triangle drawn from a positional relationship between driver DP and corner P2 and a right triangle drawn from a positional relationship between driver DP and part of corner P4 has a homologous relationship, and therefore, a relationship shown in Equation (1C) is established from a dimensional relationship shown in FIG. 6B. When expanding Equation (1C) to Equation (2C), the distance LL is expressed by Equation (3C). When a time required for the other LM vehicle to reach the LMC position is defined as tL_C, the time tL_C is expressed as shown in Equation (4C) using the distance LL. Here, according to Condition C, a movement distance of the server vehicle SM needs to be equal to or greater than the movement distance needed to reach the SMC position at a point where the other LM vehicle reaches the LMC position (ie. after the lapse of time tL_C). In other words, the speed V of the server vehicle SM needs to be equal to or higher than a speed required for the server vehicle SM to reach the position SMC following the lapse of time tL_C. Thus, when a velocity required to satisfy Condition C is defined as VC, the velocity VC is expressed as shown in Equation (5C).

    [00035] The velocity region calculation unit 23 specifies a region in which Condition C is satisfied in the coordinate system shown in FIG. 8. More specifically, velocity region calculation unit 23 plots a graph C showing minimum (VC) using Equations (3C), (4C), and (5C). The velocity region calculation unit 23 then defines a minimum over/over (Vc) velocity region as the region in which Condition C is satisfied. (Condition D)
    [00036] FIG. 7 is a model diagram used to calculate Condition D. A point PD where a part of the rear right corner of the other vehicle LM and a part of the front right corner of the overlap of the serving vehicle SM is shown in FIG. 7A. The position of the SM server vehicle and the position of the other LM vehicle at this moment are indicated by SMD and LMD respectively. In FIG. 7A, a distance through which the SM server vehicle moves to the SMD position is (L + WL + BL / 2). The distance by which the other LM vehicle moves to the LMD position, however, is denoted by LL.
    [00037] Here the distance LL is an unrecognized quantity. However, the right triangle drawn from the positional relationship between driver DP and corner P2 and the right triangle drawn from the positional relationship between driver DP and corner part P4 has a homologous relationship, and therefore a relationship shown in Equation (1D) is established from a dimensional relationship shown in FIG. 7B. When expanding Equation (1D) to Equation (2D), the distance LL is expressed by Equation (3D). When a time required for the other LM vehicle to reach the LMD position is defined as tL_D, the time tL_D is expressed as shown in Equation (4D) using the distance LL. Here, according to Condition D, a movement distance of the server vehicle SM needs to be equal to or less than the movement distance necessary to reach the SMD position at a point where the other LM vehicle reaches the LMD position (this is, after the lapse of time tL_D). In other words, the speed V of the server vehicle SM needs to be equal to or less than a speed required for the server vehicle SM to reach the position SMD following the lapse of time tL_D. Thus, when a velocity required to satisfy Condition D is defined as VD, the velocity VD is expressed as shown in Equation (5D).

    [00038] The velocity region calculation unit 23 specifies a region in which Condition D is satisfied in the coordinate system shown in FIG. 8. More specifically, velocity region calculation unit 23 plots a D graph showing maximum (VD) using Equations (3D), (4D), and (5D). The velocity region calculation unit 23 then defines a velocity region and below (Vp) max. as the region in which Condition D is satisfied.
    [00039] As shown in FIG. 8, based on the above calculations, the velocity region calculation unit 23 defines a velocity region in which (VB, VD) max. < V < min (VA, VC) as the DZ danger zone. Note that in real calculations, graphs A to D take the form of curves, however, for ease of understanding, graphs A to D shown schematically in FIG. 8 are described as straight lines.
    [00040] The danger zone DZ will now be described, it is assumed that when the server vehicle SM reaches the position of a predetermined distance L, the speed V of the server vehicle SM is in the danger zone DZ. When, in this condition, the other vehicles RM, LM jump out of the respective dead zones DE1, 2 at a later time, while the server vehicle SM moves at speed V and remains at a fixed speed and in a fixed lateral position, the SM server vehicle can contact the other RM, LM vehicles. If the other vehicles RM, LM jump out, the vehicle SM served must perform an emergency brake or emergency steering stroke. In other words, if the other vehicles RM, LM jump out of the dead zones DE1, 2 at the next moment, when the speed condition of the serving vehicle SM is in the danger zone DZ, the possibility of a collision arises. Thus, the serving vehicle SM preferably moves in order to avoid the danger zone DZ.
    [00041] More specifically, as shown in FIG. 8, the cases in which the speed of the serving vehicle is V1, V2 and V3 at a point where an LS distance is reached will be described. The speed V1 is higher (VA, VC) min, so even if the other vehicles RM, LM jump out at the next moment, the server vehicle SM can cross the intersection before the other vehicles. The speed V2 is in the danger zone DZ, and therefore, if the other vehicles RM, LM jump out at the next moment (and emergency braking or emergency steering hit is not performed), the server vehicle SM can enter in contact with other RM, LM vehicles. V3 speed is lower (VB, VD) max. and therefore, even if the other vehicles RM, LM jump out at the next moment, the server vehicle SM can cross the intersection after the other vehicles. If, however, the serving vehicle continues to travel at speed V3 in order to approach the deadband entry point (that is, when L approaches 0), speed V3 enters the danger zone DZ .
    [00042] Then the target lateral position calculation unit 25 calculates the target lateral position of the server vehicle SM on the basis of the danger zone DZ calculated in S120 (step S130). As shown in FIG. 9, the road has a constant width, and therefore the left side interval W1 and the right side interval W2 differ according to the lateral position of the server vehicle SM. For example, when the left side interval W1 is small, the left side deadband DE2 increases, and when the right side interval W2 is small, the right side deadband DE1 increases. In other words, the lateral position of the SM server vehicle affects security. At S130, the target lateral position calculating unit 25 calculates a Walvo target lateral range in which safety can be improved. The Walvo target lateral range serves as the target lateral position of the server vehicle SM at the deadband entry point (L = 0).
    [00043] In the processing of S130, the velocity region calculation unit 23 calculates the danger zone DZ in advance of a plurality of lateral interval patterns (W1, W2) and stores the results of the calculations in the form of a map. Note that the speed region calculation unit 23 is able to specify the DE1, 2 dead zones through calculations, even under a different position condition with the actual position of the server vehicle SM at the time of calculation, and by Therefore the velocity region calculating unit 23 can calculate the danger zone DZ with respect to the plurality of lateral gap patterns (W1, W2).
    [00044] FIG. 10 shows an example of the map. On the map, velocities at the deadzone entry point (L = 0) are extracted from the danger zone DZ and associated with the respective lateral interval patterns (W1, W2). 'A' on the map indicates the relationship between the minimum (VA) values at L = 0 and the lateral intervals (W1, W2). B on the map indicates a relationship between (VB) maximum at L = 0 and the lateral intervals (W1, W2). C on the map indicates the relationship between (Vc) minimum at L = 0 and the lateral intervals (W1, W2). D on the map indicates the relationship between (VD) maximum at L = 0 and the lateral intervals (W1, W2). When the lateral position is left of center (when W1 is small), the other vehicle LM approaching from the left side is difficult to see, and therefore (Vc) min increases. When the lateral position is to the right of center (when W2 is small), the other RM vehicle approaching from the right side is difficult to see, and consequently (VA) min increases. The smallest of the (VB) maximum and (VD) maximum is defined on the map in advance as a lower limit value of the danger zone (a maximum value of a speed lower than the danger zone). In FIG. 10, (VB) max is defined as the lower limit value regardless of lateral ranges. The greater of (VA) min and (VC) min is defined on the map in advance as an upper limit value of the danger zone (a minimum value of a speed higher than the danger zone). In FIG. 10 (Vc) min is defined as the upper limit value in a region left of center and (VA) min is defined as the upper limit value in a region right of center, using lateral ranges (W1, W2) = (4 , 5, 1.5) as a limit.
    [00045] The target lateral position calculation unit 25 defines an optimal target lateral position on the basis of a map such as shown in FIG. 10. For example, the target lateral position calculation unit 25 defines lateral ranges in which the lower limit value of the danger zone is at a maximum as the Walvo target lateral range. In the example of FIG. 10, (VB) max reaches a maximum in the lateral intervals (W1, W2) = (4.5, 1.5). Furthermore, the target lateral position calculation unit 25 defines lateral ranges in which the difference between the lower limit value and the upper limit value is at a minimum as per the Walvo lateral target range. In the example of FIG. 10, the difference between the upper limit value and the lower limit value is at a minimum in the lateral intervals (W1, W2) = (2.5, 3.5) corresponding to a position at which (VA) min and (Vc) min intersect.
    [00046] The target lateral position calculation unit 24 then calculates a Valvo target speed of the server vehicle SM on the basis of the danger zone DZ calculated in S120 (Step S140). The target speed calculation unit 24 defines a speed at which the danger zone DZ can be avoided, regardless of the distance L depending on the Valvo target speed. Here, target speed calculation unit 24 sets the lower limit value of the danger zone (the maximum value of a speed lower than the danger zone), or in other words, the lower of the (VB) max and ( VD) max at L = 0 as the target velocity V target. In FIG. 8, (VB) max at L = 0 is defined as the lower limit value, and therefore (VB) max at L = 0 is defined as the target velocity V target. At that time, any value that is less than the DZ danger zone speed range at L = 0 can be defined as the Valvo target speed, and therefore a value less than (VB) max can be fixed.
    [00047] Note that when the target lateral position has been set to S130, the target velocity calculation unit 24 calculates the target target velocity V using the danger zone DZ that corresponds to the target lateral position.
    [00048] Then, the steering assistance control unit 31 determines whether or not, steering assistance is required depending on the target lateral position calculated in S130, the target speed calculated in S140, and the actual lateral position and the speed of the SM server vehicle (step S150). More specifically, steering assistance control unit 31 determines whether or not a current side range W1now of the server vehicle SM differs from the target side range Walvo (whether or not a difference between them is greater than a predetermined threshold). When it is determined that the current side range W1 is now identical to the target side range W1 target, the steering assistance control unit 31 determines that the steering assistance to adjust the lateral position is not necessary, and when it is determined that the side range current W1now and W1target lateral target range are different, steering assistance control unit 31 determines that steering assistance to adjust the lateral position is required. The steering aid control unit 31 also determines whether or not the current Vagora speed of the SM server vehicle is greater than the Valvo target speed. When it is determined that the Vagora speed is equal to or less than the Valvo target speed the steering aid control unit 31 determines that steering assistance to adjust the speed is not required, and when it is determined that the Vagora speed is more higher than the Valvo target speed, the steering assistance control unit 31 determines that steering assistance to adjust the speed is required. When it is determined at S150 that no steering assistance is required, the control processing shown in FIG. 3 is closed. When it is determined that at least one type of processing is required, on the other hand, processing proceeds to step S160. For example, the Vagora speed shown in FIG. 8 enters the DZ danger zone when the SM server vehicle approaches the dead zone entry point, and therefore steering assistance is required.
    [00049] The steering assistance control unit 31 performs steering assistance to move the server vehicle SM to the target lateral position and steering assistance to set the speed of the server vehicle SM at the target speed based on the determination results obtained in S150 (step S160). For example, steering assistance control unit 31 can forcibly decelerate the server vehicle SM to the target speed V target by controlling the travel assistance unit 11. Note that at this time, as shown in FIG. 8, a deceleration course is preferably defined such that the danger zone DZ is avoided even when switching from speed V now to target speed V target. Alternatively, the steering assistance control unit 31 may instruct the driver DP to decelerate to the target speed V target using the display unit 8 and the sound generating unit 9. The steering assistance control unit 31 may forces to move the server vehicle SM to the target lateral target range W1 by controlling the travel assistance unit 11. Alternatively, the steering assistance control unit 31 can instruct the driver DP to move to the target lateral target range W1 using the display unit 8 and the sound generating unit 9. Note that any forced steering assistance and steering assistance through the instruction can only be performed as steering assistance relating to speed and lateral position, or both, can be performed simultaneously. In addition, either of the steering assistance for achieving the target V target speed and the steering assistance for achieving the target lateral target range W1 can be performed singly, or both can be performed at different times, or simultaneously.
    [00050] When the dead zone exists in a plurality of directions, as in this embodiment, the steering assistance control unit 31 can determine a dangerous direction in which there is a great danger at the base of the danger zone, DZ. As shown in the graph in FIG. 8, for example, the lower limit value of the danger zone DZ is determined by the per (VB) min, corresponding to the condition on the right side. Therefore, it is evident that a vehicle jumping out on the right side poses a greater risk than a vehicle jumping out on the left side. Also, depending on the shape of the intersection and the way in which the SM server vehicle enters the intersection, a vehicle bouncing off the left side may pose a greater risk. Thus, the steering assistance control unit 31 can determine the dangerous direction in which there is great danger, and issue a warning that makes the DP driver look in the dangerous direction. For example, the steering assistance control unit 31 can increase the volume of a warning sound on the right side, increase the size of a display on a right side of the display unit 8, or change the color of the screen on the right side for a warning color.
    [00051] The steering assistance control unit 31 can also take into account the direction of the driver's gaze DP. The steering assistance control unit 31 obtains a detection result from the gaze direction detection unit 29, and determines whether the driver's gaze direction corresponds or not to the calculated dangerous direction. Based on the result of the determination, the steering assistance control unit 31 can reduce the steering assistance when the driver is looking in the dangerous direction and intensify the steering assistance when the driver is not looking in the dangerous direction. For example, the steering assistance control unit 31 performs the control as depicted in FIG. 12. Intensifying steering assistance means increasing a braking force or, for example, anticipating a moment of starting assistance to the steering.
    [00052] When S160 processing is complete, the control processing shown in FIG. 3 is terminated, after which processing is restarted from S100.
    [00053] In the following, the actions and effects of the apparatus for assisting in direction 1 according to this embodiment will be described.
    [00054] In the apparatus for assisting in direction 1, according to this embodiment, the moving body information setting unit 22 provides a moving body that can jump out of the dead zone, and sets relative moving body information to the moving body. In addition, the velocity region calculating unit 23 can calculate a displacement speed of the serving vehicle at which the serving vehicle can contact the moving body on the basis of the assumed velocity of the moving body predicted to jump out of the dead zone The velocity region calculation unit 23 can then calculate the velocity region velocity region (the danger zone DZ) in which contact with the moving body can occur. The target speed calculation unit 24 calculates the target speed based on the calculated speed region. Thus, the device to assist in direction 1, instead of comparing a predicted moving body with a predicted course of the server vehicle SM, calculates the velocity region in which contact with the moving body can occur, and then calculates target velocity on the basis of this calculation. In so doing, the steering aid apparatus 1 can perform control on the basis of a specific target speed at which the server vehicle SM must travel, and can therefore provide steering assistance of such a nature that a high degree security is ensured. In addition, the steering assistance provided by the device to assist in steering 1 is not affected by the accuracy with which the path of the serving vehicle is predicted, and therefore appropriate steering assistance can be provided. As a result the steering aid apparatus 1 is able to provide appropriate assistance in the direction with which safety can be reliably ensured.
    [00055] Furthermore, instead of providing steering assistance upon detection of a moving body actually jumping out of the dead zone, the steering aid device 1 provides steering assistance by predicting the moving body (and the assumed speed of the same) in advance, regardless of whether the moving body actually jumps out or not. The apparatus for assisting in direction 1 can calculate the target speed after predicting the predicted danger when the dead zone crosses the intersection, and in so doing can provide direction assistance with which safety is reliably guaranteed, even when the moving body actually jumps out from the dead zone.
    [00056] The steering aid apparatus 1 includes the target lateral position calculating unit 25 which calculates the target lateral position of the server vehicle SM based on the speed region calculated by the speed region calculating unit 23. The size of deadzone varies according to the lateral position of the SM server vehicle, leading to variation in the danger of contact with the moving body. Thus, by having the target lateral position calculating unit 25 calculate the target lateral position, the steering aid apparatus 1 can provide appropriate steering assistance such that the serving vehicle SM moves in a lateral position of the secure.
    [00057] In the apparatus for assisting in direction 1, the moving body information setting unit 22 can set the moving body information based on the shapes of the roads that constitute the dead zone. The behavior of the moving body that can jump out of the dead zone is affected by the shape of the road, and therefore, by taking the shape of the road into account, the steering aid device 1 can provide steering assistance with a lift. degree of accuracy.
    [00058] In the apparatus for assisting in direction 1, the moving body information setting unit 22 can set the moving body information on the basis of a ratio between a swath width of the moving body side and a swath width from the side of the server vehicle. By taking into account the ratio between the respective swath widths in this way, the steering aid apparatus 1 can provide steering assistance more closely aligned with the driver's sensations and the actual speed at which the moving body jumps out.
    [00059] In the apparatus for assisting in direction 1, the moving body information setting unit 22 can set the moving body information based on the peripheral environment of the dead zone. By taking into account the peripheral environment of the dead zone in this way, the steering aid apparatus 1 can provide steering assistance more closely aligned with the driver's sensations.
    [00060] The apparatus for assisting in direction 1 includes the traffic information acquisition unit 26 which obtains traffic information relating to the roads constituting the dead zone, and the moving body information setting unit 22 can set the information of the moving body on the basis of the traffic information obtained by the traffic information acquisition unit 26. By taking into account traffic information that cannot be learned simply from the information relating to the periphery of the dead zone in this way, the apparatus to help in steering 1 can provide effective steering assistance with which safety can be reliably ensured when the server vehicle travels along a road that has a particularly dangerous dead zone.
    [00061] The steering aid apparatus 1 includes the experience information acquisition unit 27 which obtains information indicating the driver's past experience, and the moving body information setting unit 22 can also set the moving body information based on the experience information obtained by the experience information acquisition unit 27. By using information that indicates the driver's past experience in this way, the steering aid device 1 can provide driving assistance in alignment with the driver's experience.
    [00062] The apparatus for assisting in steering 1 includes the object information acquisition unit 28 which obtains object information relating to the behavior of an object existing on a periphery of the serving vehicle, and the moving body information definition unit 22 can set the moving body information on the basis of the object information obtained by the object information acquisition unit 28. The behavior of objects on the periphery of the serving vehicle also affects the speed and so on of the moving body jumping to outside, and taking this information into account, the device to assist the direction 1 can provide assistance more suited to the situation.
    [00063] Steering aid apparatus 1 includes the steering aid control unit 31 which issues a warning to alert the driver to the dead zone. When the dead zone exists in a plurality of directions, the steering assistance control unit 31 can determine the dangerous direction in which there is great danger, on the basis of the shape of the speed region calculated by the speed region calculating unit 23, and issuing a control warning for the driver to look in the dangerous direction. v By doing this, the steering aid device 1 can issue a warning that makes the driver look in the dangerous direction in which there is a great danger, and as a result, an effect to avoid the danger can be improved.
    [00064] The steering aid apparatus 1 includes the driver's gaze direction detection unit 29, and the steering aid control unit 31 can control the emission of warning based on the dangerous direction and the direction of gaze. By controlling the warning emission in consideration of the direction of the driver's gaze in this way, a load on the driver can be reduced, and in a situation where steering assistance actually becomes necessary, steering assistance can be carried out accordingly. more efficient.
    [00065] The invention is not limited to the embodiment described above.
    [00066] For example, another vehicle was cited as an example of the moving body, however, the moving body can be any object that can jump out of the dead zone, such as a two-wheeled vehicle. The moving body information set is modified according to the moving body type.
    [00067] Furthermore, in the above embodiment, the moving body information setting unit 22 takes into account several elements when setting the moving body information, however, the moving body information setting unit 22 does not need take all of these elements into account, and can only consider a part or one of the elements.
    [00068] Note that in the above embodiment, only one target velocity at L = 0 is defined as the target velocity, however, a plurality of target velocities on the way to L = 0 can be defined.
    [00069] For example, a target speed can be set at fixed intervals from the current position of the SM server vehicle to the deadband entry point (L = 0) (so that the target speed gradually decreases towards the deadband entry point), and a target velocity profile from the current position to L = 0 can be calculated.
    [00070] In the above embodiment, the danger zone DZ is defined without providing a specific range in relation to the distance L from the serving vehicle to the entry point of the dead zone. Instead, however, the danger zone DZ can be limited to a fixed range such as "0 < L < X1", for example. Furthermore, the danger zone DZ can be defined in relation to only a predetermined L L such that the danger zone DZ is defined only in the part L = 0 (in other words, such that the target velocity is defined just based on the velocity region at L=0), for example. INDUSTRIAL APPLICABILITY
    [00071] The invention can be used as an apparatus to aid driving. 1 steering aid apparatus 21 dead zone recognition unit 22 moving body information setting unit 23 velocity region calculating unit 24 target velocity calculating unit 25 target lateral position calculating unit 26 unit traffic information acquisition 27 object information acquisition unit 29 gaze direction detection unit 31 steering aid control unit (warning emission control unit) SM server vehicle RM, LM other vehicle (moving body ) DP driver
    权利要求:
    Claims (10)
    [0001]
    1. Auxiliary steering apparatus, comprising: a deadband recognition unit (21) which recognizes a deadband not visible to a driver in forward direction of a serving vehicle; and a moving body information setting unit (22) which defines, as assumed information relating to a moving body that can jump out of the dead zone, moving body information including at least an assumed speed of the moving body , wherein a velocity region calculating unit (23) which calculates, based on the moving body information defined by the moving body information defining unit (22), a speed region of the serving vehicle, the region of speed being a region within a map that is determined from a relationship between a speed of the serving vehicle and a distance of the serving vehicle to a reference position in a location that constitutes the dead zone, in which the serving vehicle can enter in contact with the moving body when the serving vehicle moves forward in the forward direction; and a target speed calculation unit (24) which calculates a target speed of the serving vehicle based on the speed region; wherein the speed region calculating unit (23) calculates the speed region within the map by calculating at least one condition according to which the moving body can pass before the serving vehicle based on the assumed speed of the moving body, and characterized in that the auxiliary steering apparatus further comprises a target lateral position calculating unit (25) which calculates a target lateral position of the serving vehicle based on the speed region calculated by the region calculating unit of speed (23).
    [0002]
    2. Auxiliary steering apparatus according to claim 1, characterized in that the moving body information definition unit (22) defines the moving body information based on a shape of a road that constitutes the zone dead, wherein the moving body information setting unit (22) sets the moving body information based on a ratio of a moving body side swath width to a serving vehicle side swath width.
    [0003]
    3. Auxiliary steering apparatus according to claim 1 or 2, characterized in that the moving body information definition unit (22) defines the moving body information, based on a peripheral environment of the dead zone .
    [0004]
    4. Auxiliary steering apparatus according to any one of claims 1 to 3, characterized in that it additionally comprises a traffic information acquisition unit (26) which obtains traffic information relating to the roads that constitute the dead zone; wherein the moving body information setting unit (22) defines the moving body information based on the traffic information obtained by the traffic information acquisition unit (26).
    [0005]
    5. Auxiliary steering apparatus according to any one of claims 1 to 4, characterized in that it additionally comprises an experience information acquisition unit (27) which obtains experience information indicating the driver's past experience; wherein the moving body information definition unit (22) defines the moving body information based on the experience information obtained by the experience information acquisition unit (27).
    [0006]
    6. Steering aid according to any one of claims 1 to 5, characterized in that it additionally comprises an object information acquisition unit (28) which obtains object information relating to the behavior of an object existing in a periphery of the serving vehicle ; wherein the moving body information setting unit (22) defines the moving body information based on the object information obtained by the object information acquisition unit (28).
    [0007]
    7. Auxiliary steering apparatus according to any one of claims 1 to 6, characterized in that it further comprises a warning emission control unit (31) that issues a warning to the driver to alert the driver to the dead zone ; wherein, when the dead zone exists in a plurality of directions, the warning emission control unit (31) determines one of the plurality of directions of the shape of the speed region calculated by the speed region calculating unit (23) , in which the greatest danger to the serving vehicle is assumed, and controls the warning issue so that the driver looks in the given direction.
    [0008]
    8. Auxiliary steering apparatus according to claim 7, characterized in that it further comprises a gaze direction detection unit (29) which detects a direction of the driver's gaze; wherein the warning emission control unit (31) controls the emission of warning based on the dangerous direction and the direction of gaze.
    [0009]
    9. Steering aid device according to any one of claims 1 to 8, characterized in that the moving body information includes an assumed size of the moving body.
    [0010]
    10. Auxiliary steering apparatus according to any one of claims 1 to 9, characterized in that the velocity region calculation unit (23) calculates the velocity region by calculating a condition in which a part of the front corner of the server vehicle and a part of the rear corner of the moving body overlap.
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    同族专利:
    公开号 | 公开日
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    WO2013021491A1|2013-02-14|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-08| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-16| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-04-13| B09W| Decision of grant: rectification|Free format text: O PRESENTE PEDIDO TEVE UM PARECER DE DEFERIMENTO NOTIFICADO NA RPI NO RPI2619 DE 16/03/2021, TENDO SIDO CONSTATADO QUE ESTA NOTIFICACAO FOI EFETUADA COM INCORRECOES NA NUMERACAO DAS PAGINAS QUE COMPOE O PEDIDO, ASSIM RETIFICA-SE A REFERIDA PUBLICACAO, SENDO O NOVO QUADRO 1. |
    2021-05-18| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 10/08/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2011/068298|WO2013021491A1|2011-08-10|2011-08-10|Driving assistance device|
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