JP2020032994A - Travel support method and travel support device - Google Patents

Abstract

To provide a travel support method that enables deflections of a driver's own vehicle to be suppressed during traveling around a curve, and a travel support device.SOLUTION: A travel support device sets a starting point and an end point of a path for making a driver's own vehicle travel around a curve, simulates a triangle having the starting point and the end point set as two vertices, and sets control points on two sides of the triangle, respectively. Thus, the travel support device simulates a quadrangle having the control points, the starting point and the end point set as four vertices. The travel support device calculates a path line falling within the simulated quadrangle, and supports the traveling of the driver's own vehicle around the curve along the path line.SELECTED DRAWING: Figure 13

Description

  The disclosure in this specification relates to a driving support method and a driving support device that support driving of a vehicle.

  Patent Literature 1 discloses a trajectory generation method used for unmanned operation of a mobile robot. In this trajectory generation method, a spline curve passing through a main passage point in a road area is generated, and it is evaluated whether or not the spline curve is out of the road area. In this trajectory generation method, when the spline curve does not protrude from the road area, the spline curve is adopted as the trajectory.

JP-A-8-12347

  In the technique of Patent Literature 1, a generated spline curve is adopted as a trajectory unless it comes out of a road area. For this reason, even if a spline curve that is shifted left and right in the road area is generated, the spline curve may be adopted as a trajectory. Therefore, when this technique is applied to traveling support during a curve running of the vehicle, there is a possibility that the lateral movement of the vehicle during traveling may increase.

  It is an object of the present disclosure to provide a driving support method and a driving support device capable of suppressing the shake of the host vehicle when traveling on a curve.

  The embodiments disclosed in this specification employ different technical means from each other in order to achieve the respective objects.

  One of the disclosed driving support methods is implemented by a computer (100), and is a driving support method for supporting the driving of the own vehicle. A starting point and an ending point are set (S21), a triangle having the starting point and the ending point as two vertices is assumed (S22), and control points are set on two sides of the triangle, so that the control point, the starting point and the ending point are four vertices. (S24), a route line that fits within the rectangle is calculated (S25), and the vehicle travels along a curve along the route line (S100).

  One of the disclosed driving support devices sets a start point and an end point of a route that causes a vehicle to make a curve run, and sets a point setting unit (S21, S22) that assumes a triangle having the start point and the end point as two vertices; By setting a control point on each side, a quadrilateral having four vertices as the control point, the start point, and the end point is assumed, and a path line calculation unit (S24, S25) for calculating a path line falling within the rectangle; And a curve traveling support unit (S100) for supporting the vehicle traveling along a curve along the road.

  According to these disclosures, it is possible to suppress generation of a path line that deviates from within a rectangle. As described above, it is possible to provide a driving support method and a driving support device capable of suppressing the shake of the own vehicle when traveling on a curve.

It is a block diagram concerning the driving support device of a 1st embodiment. It is a schematic diagram for explaining generation of a right turn route at an intersection. It is a schematic diagram for explaining generation of a right turn route at an intersection. It is a schematic diagram which shows each control point of the right turn path | route at an intersection. It is a schematic diagram which shows the triangle and quadrangle assumed in the right-turning route at an intersection. It is a schematic diagram which shows each control point of the right turn path | route at the intersection with a center sign. It is a schematic diagram which shows the triangle and quadrangle assumed in the right turn path | route at the intersection with a center sign. It is a schematic diagram for explaining the setting of the right turn standby position. FIG. 4 is a schematic diagram for explaining generation of a large round path. FIG. 10 is a schematic diagram illustrating triangles and rectangles assumed in generation of a shortened route at the intersection in FIG. 9. FIG. 10 is a schematic diagram illustrating triangles and rectangles assumed in generation of a large-turn route at the intersection in FIG. 9. It is a flowchart which shows an example of the process which a driving assistance device performs. It is a flowchart which shows the detail of step S20 of FIG. 14 is a flowchart showing details of step S23 in FIG. It is a flowchart which shows the detail of step S30 of FIG. It is a flowchart which shows the detail of step S60 of FIG. It is a block diagram concerning a driving support device of a 2nd embodiment. FIG. 3 is a schematic diagram for explaining generation of an LC path. It is a schematic diagram which shows an LC path. It is a schematic diagram which shows the triangle and quadrangle assumed in generation | occurrence | production of an LC path | route. It is a schematic diagram which shows the triangle and quadrangle assumed in generation | occurrence | production of an LC path | route. It is a schematic diagram which shows the triangle and quadrangle assumed in generation | occurrence | production of an LC path | route. It is a flowchart which shows an example of the process which a driving assistance device performs. It is a flowchart which shows the detail of step S340 of FIG.

  A plurality of embodiments will be described with reference to the drawings. 1 to 24 disclose a driving support method and a driving support device 100.

(1st Embodiment)
The driving support device 100 is provided by, for example, an in-vehicle ECU of the host vehicle. The in-vehicle ECU is a computer mounted on a vehicle, and is mainly configured by a microcomputer including at least one processor 101, a RAM 102, a memory device 103, an input / output interface 104, and a bus connecting them. ing. As a more specific example, the driving support device 100 is provided by an automatic driving ECU that controls automatic driving of the vehicle. As shown in FIG. 1, the driving support device 100 is communicably connected to the map DB 10, the external sensor 20, and the vehicle control ECU 30 via a vehicle-mounted network.

  The map DB 10 mainly includes a non-volatile memory, and stores high-precision map data prepared for automatic driving (hereinafter, “high-precision map data”). The map DB 10 includes, as high-accuracy map data, three-dimensional map information composed of point groups of road shapes and feature points of structures, and shape information and position information such as lane markings, stop lines, pedestrian crossings, and center signs of intersections. , Road attribute information, and the like. Here, the attribute information of the road is information such as whether the lane of the road is only a straight lane or whether there is also a right turn lane. The map DB 10 is mounted on a locator that acquires the current position of the own vehicle using, for example, a GNSS receiver.

  The map DB 10 may be a database that stores a large amount of map data for route guidance by the navigation device.

  The external sensor 20 is an autonomous sensor that monitors the surrounding environment of the host vehicle. The external sensor 20 detects a road object such as a falling object on the road, a guardrail, a curb, a lane marking, or the like, and detects a stationary object such as a tree. The external sensor 20 detects moving objects such as pedestrians, animals other than humans, and other vehicles. The external sensor 20 includes, for example, a front camera, a LIDAR, a millimeter wave radar, and the like.

  The vehicle control ECU 30 is an ECU that controls the behavior of the host vehicle. The vehicle control ECU 30 is directly or indirectly electrically connected to the vehicle-mounted actuator group. The on-vehicle actuator group includes, for example, a motor for driving and a motor generator for regeneration, a brake actuator, a steering actuator, and the like. The vehicle control ECU 30 controls the group of in-vehicle actuators based on the information on the route output from the driving support device 100, and performs the self-driving operation of the vehicle along the generated route.

  The driving support device 100 generates a route on which the vehicle travels based on information output from the map DB 10 and the external sensor 20, and controls the autonomous driving operation of the vehicle along the route. As one aspect, the driving support device 100 generates a right turn route at an intersection. The driving support device 100 includes, as functional blocks, a shortened route generation unit 110, a large turn route generation unit 120, a route selection unit 140, and a curve driving support unit 150. The driving support method is realized by the processor 101 serving as the processing unit of the automatic driving ECU executing the driving support program stored in the memory device 103 while utilizing the temporary storage function by accessing the RAM 102. More specifically, the driving support device 100 realizes generation of a short route (small turn route), setting of a right turn standby position on the short route, and generation of a large turn route and setting of a right turn standby position.

  The short path generation unit 110 first obtains information on the start point and the end point of the path line in order to generate the short path. The shortened route generation unit 110 sets a start point at an intersection entrance on the approach lane of the vehicle and an end point at an intersection exit on the exit lane. The shortened route generation unit 110 acquires the position information and the angle information on the intersection entrance (start point). The angle information is information relating to the connection angle of the approach lane at the start point to the intersection. In addition, the shortened route generation unit 110 acquires position information and angle information on the intersection exit (end point). In addition to the above information, distance information to the left and right white lines at the start point and the end point may be acquired. In addition, the shortened route generation unit 110 calculates the position information of the start point and the end point of the oncoming lane and the angle information (information on the connection angle of the exit lane at the end point to the intersection) for calculating the right turn standby position, which will be described later, up to the left and right white lines. Obtain distance information and attribute information of. The short route generation unit 110 acquires these pieces of information from the map DB 10 as true values.

  Alternatively, the shortened path generation unit 110 may acquire at least a part of the information regarding the start point and the end point from the external sensor 20 such as a front camera. For example, the shortened route generation unit 110 may acquire the information on the starting point based on the information such as the position and the shape of the stop line acquired by the image recognition. Alternatively, the shortened route generation unit 110 may acquire the position information of the start point by detecting the timing at which the preceding vehicle has turned the steering wheel by the external sensor 20. Further, the shortened route generation unit 110 may acquire the information on the end point based on the information on the stop line in the opposite lane of the exit lane. Further, the shortened route generation unit 110 may acquire the information on the start point and the end point as mixed information obtained by combining information from the map DB 10 and information from the external sensor 20 such as a front camera. Note that the shortened route generation unit 110 sets the positions of the start point and the end point in the lane width direction to be, for example, the center of the lane.

  Further, the shortened route generation unit 110 acquires the center position information and the size information of the intersection center sign, and the center position information and the size information of the non-traveling area such as a curb. Regarding the non-travelable area, it can be obtained as area information expressed by a polygon, a center point, an inscribed circle or a circumscribed circle. The shortened route generation unit 110 also acquires these pieces of information from the map DB 10, the external sensor 20, and the like.

The shortened route generation unit 110 sets a start point and an end point of a route that causes the vehicle to make a right turn by a function as a point setting unit, and assumes a triangle having the start point and the end point as two vertices. More specifically, the shortened route generation unit 110 sets the intersection X in the intersection area of the entrance lane and the exit lane at the intersection based on the position information and the angle information of the start point and the end point acquired from the map DB 10. More specifically, as shown in FIG. 2A, the shortened route generation unit 110 includes a half-line extending forward from the start point p _s to the intersection, that is, a half-line extending forward in the traveling direction of the approach lane, and an end point _pf from the intersection. The point at which the opposite direction to the exit direction, that is, the point at which the ray crosses with the ray extending rearward in the traveling direction of the exit lane, is acquired as the intersection X. By acquiring the position information of the three points _ps , _pf , and X, the shortened path generation unit 110 assumes a triangle having the start point _ps , the end point _pf, and the intersection X as vertices.

上述の２式においてα，βの範囲はそれぞれ０＜α＜１，０＜β＜１である。これにより短縮経路生成部１１０は、図２Ｂに示すように、想定した三角形の２辺上にそれぞれ追加点ｐ_１、ｐ_２を設定し、追加点ｐ_１、ｐ_２、始点ｐ_ｓおよび終点ｐ_ｆを４頂点とした四角形を想定する。短縮経路生成部１１０は、例えばαおよびβの初期値を０．５に設定する。 Next, the shortened route generation unit 110 additionally sets control points on two sides of the triangle by using the function as the route line calculation unit, and sets the added control points (hereinafter, referred to as additional points), the start point, and the end point. Assuming a quadrangle with four vertices, a path line that fits within the quadrangle is calculated. More specifically, the shortened path generation unit 110 sets two points that satisfy the following equations (1) and (2) as additional points p ₁ and p ₂ based on the position information of the vertices of the triangle.

In the above two equations, the ranges of α and β are 0 <α <1, 0 <β <1. Thereby, as shown in FIG. 2B, the shortened path generation unit 110 sets the additional points p ₁ and p ₂ on the two sides of the assumed triangle, respectively, and adds the additional points p ₁ and p ₂ , the start point p _s and the end point p. Assume a quadrangle with four vertices _f . The shortened route generation unit 110 sets, for example, the initial values of α and β to 0.5.

Then shortened route generating section 110, as shown in FIG. _2C, calculates the interpolation curve as control points to 4 points _{[p s, p 1, p} 2, p f]. Thereby, the shortened route generation unit 110 calculates a route line that falls within the assumed rectangle. At this time, the shortened route generation unit 110 performs interpolation using a third-order or higher-order parameter curve having curvature continuity as an interpolation curve so that the behavior of the own vehicle and the steering wheel does not deviate. As the parameter curve, a Bezier curve, a B-spline curve, or the like is used. For example, when performing interpolation using a cubic B-spline curve, the shortened path generation unit 110 treats the starting point and the ending point as three overlapping control points. Thereby, the shortened path generation unit 110 calculates a B-spline curve that reliably passes through the start point and the end point as the interpolation curve.

  Next, the shortened path generation unit 110 evaluates the B-spline curve based on the curvature and the curvature change rate as a curve evaluation unit. In the evaluation, the shortened path generation unit 110 sets as a condition whether or not the magnitude of the maximum curvature of the B-spline curve and the number of plus / minus changes of the curvature are smaller than the respective thresholds. The shortened path generation unit 110 adopts a B-spline curve satisfying the condition as a path line. The shortened route generator 110 outputs the adopted route line to the route selector 140 as a shortened route. Further, the shortened route generation unit 110 outputs information on the start point and the end point of the shortened route to the roundabout route generation unit 120.

On the other hand, if the condition is not satisfied, the shortened path generation unit 110 changes the values of α and β to change the positions of the additional points p ₁ and p ₂ as shown in FIG. Is calculated. By the repetition of the above, the shortened path generation unit 110 automatically searches for an additional point on the side of the assumed triangle.

  The shortened route generation unit 110 outputs a route line that satisfies the condition as a target route (shortened route). As described above, the shortened route generation unit 110 analytically derives a right turn route based on the position information of the start point and the end point and the angle information.

  In addition, as shown in FIGS. 6 and 7, when there is a center sign at an intersection, as shown in FIGS. 6 and 7, the shortened route generation unit 110 generates a route that can travel while approaching the center sign but avoiding the center sign as a non-travelable area. Here, the center sign is a sign with a substantially rhombic shape provided near the center of the intersection, and is an example of a sign indicating a place where the traveling of the vehicle needs to be guided. Specifically, the shortened route generation unit 110 first determines the value of the distance from the center sign based on the size of the center sign, the width of the host vehicle, a predetermined predetermined margin, and the like. Next, the shortened route generation unit 110 determines the setting condition of the position of the additional point so that the distance between the line segment formed by the two additional points and the center mark has a determined value. Based on the additional points thus determined, the shortened route generation unit 110 generates a route in the same manner as described above (see FIGS. 5 and 6). In addition, the driving support device 100 may use information about the center sign when evaluating the generated interpolation curve.

  Further, the shortened route generation unit 110 may use the information regarding the non-travelable area when setting an additional point, when evaluating an interpolation curve, and the like.

  In addition, the shortened route generation unit 110 may acquire information on points that reliably pass in the intersection area, and may use the information as a point through which the interpolation curve passes similarly to the start point and the end point when calculating the interpolation curve.

  The short route generation unit 110 sets right turn standby position information on the generated short route. The shortened route generation unit 110 sets a right turn standby position on the starting point side of a portion of the route that straddles the oncoming lane. More specifically, first, the shortened route generation unit 110 calculates a line segment connecting the right white line positions corresponding to the start point and the end point of the oncoming lane as shown in FIG.

Next, the shortened route generation unit 110 obtains intersections X 1 ^to X 4 of the generated shortened route and the above-described line segments. Here the path length from the starting point to the right turn waiting position s Distant, the path length of the intersection X to ^~ and s ^~. Shortcut path generator 110, based on the size of the vehicle which is previously stored in the memory device 103 such as a, 0 <s <s ^~ a filled, does not intersect the line segment be subject vehicle are in the path (from the vehicle segment A point that does not protrude forward) and that has the maximum path length are set as right turn standby positions.

  Accordingly, the shortened route generation unit 110 sets a position where the vehicle does not enter the traveling area of the oncoming vehicle and a position where the sensor and the driver can easily recognize the vehicle foreground as the right turn standby position.

  Further, the shortened route generation unit 110 may connect the right white line positions corresponding to the start point and the end point of the oncoming lane by an interpolation curve instead of a line segment. For example, the start point and the end point of the oncoming lane are connected by an interpolation curve via a set passing point in the same manner as the LC route described later, and the interpolation curve is adjusted to the right white line position, thereby forming an interpolation curve connecting the right white line positions. Can be generated. By using the interpolation curve instead of the line segment, the shortened route generation unit 110 can set the right turn standby position in accordance with the actual traveling area of the oncoming vehicle.

なおθ_ｓは始点から進入車線の沿う方向に描かれた半直線に対する直進経路の傾き角度である。大回り経路生成部１２０は、算出した地点ｐ^〜 _ｓを大回り経路における右折待機位置として設定する。大回り経路生成部１２０は、この右折待機位置を新たな始点として、終点までの経路を短縮経路生成部１１０と同様の方法により生成する。結果として大回り経路生成部１２０は、図９〜図１１に示すように、短縮経路の始点ｐ_ｓから地点ｐ^〜 _ｓまでの直進経路と、この直進経路に連続する地点ｐ^〜 _ｓから終点ｐ_ｆまでの補間曲線経路とを合わせた経路として大回り経路を生成する。 As illustrated in FIGS. 9 to 11, the large-turn route generation unit 120 generates a large-turn route as a route that expands outside the shortened route and travels right. Roundabout route generating section 120 first shortcut path, right line information at the starting point p _s of shortcut path, line information of the opposite lane, based on the size of the vehicle, calculates the distance l to the straight running from the start point. Next, the large turn route generation unit 120 calculates the points p ^to _s that have traveled straight from the start point by the distance l by the following equation (3).

Note theta _s is the slope angle of the rectilinear path for the half line drawn in the direction along the entrance lane from the start point. The large-turn route generation unit 120 sets the calculated points p ^to _s as a right turn standby position on the large-turn route. The large-turn route generation unit 120 uses the right turn standby position as a new start point and generates a route to the end point by the same method as the short route generation unit 110. As a result roundabout route generating section 120, as shown in FIGS. 9 to 11, and straight path to a point ^p _{~ s} from the start point _{p s} of shortcut path, ending _{p f} from the point ^p _{~ s} continuing to the straight path A large-turn route is generated as a route obtained by combining the interpolation curve route up to this point.

  Since the position of the large turn route that is straight ahead from the start point of the shortened route by the distance l is set as the right turn standby position, the own vehicle traveling on the large turn route waits for the right turn in the straight running direction. Therefore, it is possible to prevent the host vehicle from jumping into the oncoming vehicle traveling area while waiting for a right turn.

The roundabout path generator 120 may calculate the roundabout path by adding control points. For example to set a new control point between the start point p _s and additional points p _1, by calculating an interpolation curve that passes through the control point can generate a roundabout route.

  The large turning route generation unit 120 does not generate a large turning route when there is no oncoming lane. In addition, the large turning route generation unit 120 does not generate a large turning route even when there is a right turn dedicated lane in the oncoming lane. Thus, the large-turn route generation unit 120 can prevent the oncoming right-turning vehicle from being recognized by the sensor as an oncoming straight-ahead vehicle, being invisible from the driver, and the like.

  The route selection unit 140 selects a right-turn route that actually travels from a shortened route (small-turn route) and a large-turn route in which the right-turn standby position and the angle information are stored, respectively.

  The route selection unit 140 selects a traveling route according to either the determination by the state machine after detecting the presence or absence of an oncoming vehicle before entering the intersection or the determination of the driver. For example, when the driver selects a shortened route, the route selecting unit 140 travels on the shortened route without waiting for a right turn. The route selection unit 140 selects the large turn route when the route is not selected by the driver or when the route selection function is turned off and there is an oncoming vehicle, and the route selection unit 140 Wait for permission. On the other hand, when there is no oncoming vehicle, the route selection unit 140 selects the shortened route and waits at the right turn standby position until the driver's permission is obtained. The route selection unit 140 waits until the driver gives permission to proceed, thereby enabling traveling based on the driver's visual judgment even when the oncoming vehicle cannot be recognized due to a sensing error.

  The curve traveling support unit 150 outputs information on the selected right turn route to the vehicle control ECU 30, and supports the autonomous traveling of the own vehicle. When an oncoming vehicle is detected after entering the right turn route, the curve driving support unit 150 outputs a signal to the vehicle control ECU 30 to stop the own vehicle at the right turn standby position on the selected right turn route.

  Next, a series of processes performed by the driving support device 100 to realize the curve driving support of the intersection right turn scene described above will be described with reference to flowcharts shown in FIGS.

  FIG. 12 is a flowchart showing an outline of a series of traveling support processing for generating a route in an intersection right-turn scene and performing traveling along the generated route. The driving support device 100 repeatedly executes the processing illustrated in FIG. 12 during the automatic driving of the own vehicle.

  First, in step S10, the driving support device 100 determines whether or not the vehicle has approached a right-turn intersection that requires a right turn. The determination process in step S10 is executed based on the current position of the vehicle and the planned traveling route to the destination. Step S10 is repeatedly performed until approaching a right-turn intersection. If it is determined that the vehicle has approached the right turn intersection, the process proceeds to step S20. In step S20, a shortened route is generated.

The generation process of the shortened route will be described in detail with reference to FIG. 13. First, in step S21, the position information and the angle information of the start point and the end point are obtained, and the process proceeds to step S22. In step S22, the intersection X is obtained based on the angle information, and the process proceeds to step S23. In step S23, it sets the conditions for the position of the additional points _p 1, _{p 2} from the information in the unenterable area.

The setting of the conditions of the positions of the additional points p ₁ and p ₂ will be described in detail with reference to FIG. 14. First, in step S231, the center sign information is acquired as the information regarding the inaccessible area, and the process proceeds to step S232. In step S232, a distance to be taken from the center sign (for example, a distance from the center point of the center sign) is determined based on the center sign information, and the process proceeds to step S233. In step S233, the condition of the position of the additional point is set such that the distance between the line segment connecting the additional points and the center mark is the distance determined in step S232, and the process proceeds to step S24 in FIG.

In step S24, equation (1), and (2), based on the conditions set in step S23, sets the additional point _p 1, _{p 2,} the process proceeds to step S25. In step S25, the start point p _s , end point p _f , and additional points p ₁ and p ₂ are set as control points, a B-spline curve is calculated, and the process proceeds to step S26. In step S26, the calculated curvature of the curve and the curvature change rate are calculated, and the process proceeds to step S27.

  In step S27, based on the calculated curvature and the curvature change rate, it is determined whether or not the maximum curvature of the curve and the number of sign changes of the curvature are each equal to or less than a preset threshold. If it is determined that at least one of them exceeds the threshold value, the process proceeds to step S28, changes the values of α and β in Expressions (1) and (2), and returns to step S24. On the other hand, when it is determined in step S27 that both the maximum curvature and the number of sign changes of the curvature are equal to or smaller than the respective thresholds, the process proceeds to step S29. In step S29, the calculated curve is output as a shortened route, and the process proceeds to a right turn standby position setting process shown in step S30 in FIG.

  The process of setting the right turn standby position on the shortened route will be described in detail with reference to FIG. 15. First, in step S31, start point information and end point information of the oncoming lane are acquired, and the process proceeds to step S32. In step S32, the position of the intersection Xc between the line segment connecting the right white line positions corresponding to the start point and the end point of the oncoming lane and the shortened route is acquired, and the process proceeds to step S33. In step S33, a right turn standby position is set on the shortened route based on the position of the intersection Xc and the size of the host vehicle, and the process proceeds to step S40 in FIG.

  In step S40, based on information from the map DB 10, it is determined whether there is an oncoming lane with respect to the approaching lane. If it is determined that there is an oncoming lane, the process proceeds to step S50. In step S50, it is determined whether there is a right turn dedicated lane in the opposite lane. If it is determined that there is no right turn lane, the process proceeds to step S60. In step S60, a roundabout route is generated and a right turn standby position on the roundabout route is set.

When Shoki with reference to FIG. 16 for processing about the roundabout route, first, in step S61, and calculates the distance l traveling in a straight line from the starting point p _s of shortcut path, the process proceeds to step S62. In step S62, a point which is straight from a starting point p _s distance l, and set as the right turn waiting position, the process proceeds to step S63. In step S63, connecting the set right turn waiting position and the end point _{p f} B- spline curve, generated in a similar manner to generate a shortcut path (step S21 to S29), the process proceeds to step S70 in FIG. 12.

  In step S70, the presence or absence of an oncoming vehicle is determined based on information from the external sensor 20 in order to select an actual traveling route from the shortened route and the large turning route. If it is determined that there is an oncoming vehicle, the process proceeds to step S80, and after selecting the large turning route as the traveling route, the process proceeds to step S100.

  On the other hand, if it is determined in step S40 that there is no oncoming lane, or if it is determined in step S50 that there is a right turn-only lane, the process proceeds to step S90. In these cases, in step S90, after selecting the shortened route as the traveling route without generating the roundabout route, the process proceeds to step S100.

  In addition, when it is determined in step S70 that there is no oncoming vehicle, the process proceeds to step S90. Thereby, the shortened route is selected as the traveling route from the generated shortened route and the large turning route, and the process proceeds to step S100.

  In step S100, the vehicle starts to enter the selected route by autonomous traveling, and proceeds to step S110. In step S110, it is determined whether there is an oncoming vehicle after entry into the route is started. The determination process in step S110 is performed until the vehicle reaches the right turn standby position on the route. If it is determined that there is no oncoming vehicle, the process proceeds to step S120. In step S120, the traveling of the host vehicle along the route is continued without stopping at the right turn standby position. When the end point is reached and the traveling of the route is completed, a series of processing ends.

  On the other hand, if it is determined in step S110 that there is an oncoming vehicle, the process proceeds to step S130. In step S130, in order to wait for the oncoming vehicle to pass, the host vehicle is stopped at the right turn standby position set on the selected route, and the process proceeds to step S140.

  In step S140, it is determined whether it is possible to start from the right turn standby position. For example, in step S140, when the oncoming vehicle is no longer detected based on the information from the external sensor 20, it is determined that the vehicle can start. Alternatively, in step S140, when the driver performs a start permission operation by pressing a start permission switch or the like, it may be determined that the start is possible. The determination process of step S140 is repeatedly executed until it is determined that the vehicle can be started. If it is determined that the vehicle can be started, the process proceeds to step S150. In step S150, the host vehicle is started to complete traveling on the route, and a series of processing ends.

  The operation and effect provided by the configuration of the driving support device 100 according to the first embodiment will be described.

  The driving support device 100 sets a start point and an end point of a right-turn traveling route at an intersection of the own vehicle, and sets additional points on two sides of a triangle having the start point and the end point as two vertices. The travel support device 100 calculates a route line that fits in a quadrangle having four start points, an end point, and two additional points as four vertices, and assists the vehicle in traveling along a curve along the route line. According to this, the driving support device 100 can suppress generation of a route line that deviates from within the rectangle. Therefore, the driving support device 100 can suppress the shake of the vehicle when the vehicle turns right at the intersection.

  In addition, at an intersection, unlike a straight-ahead route, there are almost no lanes on both sides of the own vehicle. Therefore, it is difficult to generate a right-turn route based on the lane. By generating the route in the manner described above, the driving support device does not need to acquire a large number of pieces of point information on which the vehicle should travel in the intersection area. Can be generated.

  The driving support device 100 sets the intersection of the half line extending from the start point in the direction along the entry lane and the half line extending from the end point in the direction along the exit lane as the third vertex of the triangle. It is possible to suppress a curved shape that swells outward. Therefore, the driving support device 100 can support a curve running in which the vehicle is less shaken in the intersection.

  The driving support device 100 sets the right turn standby position of the own vehicle on the starting point side of a part of the route that straddles the oncoming lane. According to this, the driving support device 100 can set a right turn standby position that can more reliably avoid obstruction of oncoming traffic.

  The driving support device 100 sets the additional point so that the distance between the line segment connecting the additional point and the entry-impossible area is equal to or greater than the threshold value, so that the route line can be calculated avoiding the entry-impossible area. Thereby, the driving support device 100 can support the curve driving with the blur suppressed while avoiding the own vehicle from entering the non-entry area.

  The driving support device 100 generates a large-turn route in which a position straight ahead from the start point of the shortened route is a right-turn standby position. For this reason, the driving support device 100 can be in a state where the host vehicle is directed in the straight traveling direction during standby on the large turning route. Therefore, the driving support device 100 can suppress the own vehicle from jumping into the oncoming vehicle traveling area while waiting for a right turn.

  The driving support device 100 selects a shortened route when there is no oncoming vehicle, and selects a roundabout route when there is an oncoming vehicle. According to this, when there is no oncoming vehicle, the traveling support device 100 can prioritize a route with a short traveling distance that can complete a right turn immediately, and when there is an oncoming vehicle, a route that ensures more safety. You can give priority.

  Although the generation of the right-turn route at the intersection has been described above, the left-turn route can be generated in the same manner as the right-turn route.

(2nd Embodiment)
In the second embodiment, a modified example of the driving support device 100 in the first embodiment will be described. 17 to 24, components denoted by the same reference numerals as those in the drawings of the first embodiment are the same components, and have the same functions and effects. In the second embodiment, the driving support device 100 generates a driving route (hereinafter, an LC route) in a lane change (lane change). The driving support device 100 includes an LC route generator 115 and a cancel route generator 130 in addition to the same functional blocks as those in the first embodiment.

  In the second embodiment, first, the LC route generation unit 115 sets a start point and an arrival point in a lane change scene. The driving support device 100 sets the starting point to the current position of the own vehicle. The LC route generation unit 115 then sets the own vehicle in the lane to which the lane is to be changed (hereinafter, referred to as a changed lane) based on information such as the external sensor 20 and the map DB 10 for setting the arrival point. Determine the space. The LC route generation unit 115 determines whether to enter the space based on whether the inter-vehicle distance between the preceding vehicle and the following vehicle before and after the space is equal to or greater than a predetermined distance, and whether the vehicle can reach the space within a predetermined time. Decide which space to do. Next, the LC route generation unit 115 sets a target speed of the host vehicle for adjusting the front-back position with respect to the space.

  Next, the LC route generation unit 115 sets the completion time of the lane change (for example, 7 seconds). The completion time is determined based on a distance from other surrounding vehicles, a traveling route after changing lanes, traffic conditions, and the like. The LC route generation unit 115 determines the speed of the own vehicle at the time of lane change (lane change speed) based on the respective vehicle speeds and relative distances from the own vehicle for the preceding vehicle and the following vehicle in the change destination lane. At this time, it is assumed that the vehicle speeds of the preceding vehicle and the following vehicle are constant. The LC route generation unit 115 sets the position of the arrival point based on the lane change speed and the completion time of the lane change. The LC path generation unit 115 generates an LC path based on the set position information of the starting point and the position information of the arrival point.

  The generation of the LC path will be described with reference to FIGS. In the examples of FIGS. 18 to 22, the LC route generation unit 115 sets a point 3 m east and 50 m north from the start point as the arrival point.

なお数式（４）において、ａの範囲は０＜ａ＜１である。ＬＣ経路生成部１１５は、出発点を第１の始点、通過点Ｘを第１の終点とする第１の経路線と、通過点Ｘを第２の始点、到着点を第２の終点とする第２の経路線とを算定する。 Next, the LC route generation unit 115 sets a passing point X that satisfies the following equation (4) on a line segment connecting the starting point and the arrival point.

In the equation (4), the range of a is 0 <a <1. The LC route generation unit 115 sets the first route line with the start point as the first start point, the pass point X as the first end point, the pass point X as the second start point, and the arrival point as the second end point. A second route line is calculated.

Specifically, LC route generating unit 115, first the starting point p _s, to set the auxiliary point X ₂ on a line connecting the projected point B passing point X. The projection point B is an intersection of a straight line extending in the traveling direction (north-south direction) of the lane before the change from the starting point and a perpendicular drawn down from the passing point to this straight line. Accordingly, the LC path generation unit 115 assumes a triangle having three vertices of the start point (start point) _ps , the end point (pass point) X, and the auxiliary point X2.

なお数式（５）におけるαの範囲は０＜α＜１、数式（６）におけるβの範囲は０＜β＜１である。ＬＣ経路生成部１１５は、この四角形内に経路線を算定する。ＬＣ経路生成部１１５は、交差点の右折経路と同様にＢ‐スプライン曲線による補間を行い、始点ｐ_ｓと通過点Ｘとを通過する経路線を算定する。 Next, the LC path generation unit 115 places the following formulas (5) and (5) on a line connecting the start point p _s and the auxiliary point X ₂ and a line connecting the auxiliary point X ₂ and the passing point X, respectively. 6) Set additional points p ₁ and p ₂ that satisfy the conditions. The LC path generation unit 115 assumes a quadrangle having the additional points p ₁ and p ₂ , the starting point p _s , and the passing point X as four vertices.

In Expression (5), the range of α is 0 <α <1, and in Expression (6), the range of β is 0 <β <1. The LC path generation unit 115 calculates a path line within this rectangle. The LC route generation unit 115 performs interpolation using a B-spline curve similarly to the right turn route at the intersection, and calculates a route line passing through the start point _ps and the passing point X.

なお数式（７）におけるα_２の範囲は０＜α_２＜１、数式（８）におけるβ_２の範囲は０＜β_２＜１である。ＬＣ経路生成部１１５は、これら通過点、到着点、追加点を頂点とする四角形内に経路線を算定する。以上のように、ＬＣ経路生成部１１５は、出発点ｐ_ｓと通過点Ｘとの間、および通過点Ｘと到着点ｐ_ｆとの間でそれぞれ経路線の算定を行うことで、出発点ｐ_ｓから通過点Ｘを通り到着点ｐ_ｆへとつながるＬＣ経路を生成する。 In addition, the LC path generation unit 115 similarly calculates the second auxiliary curve for the distance from the passing point X to the arrival point. Specifically, LC route generating unit 115 first sets the line passing through the auxiliary point X ₂ and passing point X, the point of intersection X ₃ and half line extending in the backward direction of the change destination lane from the end p _f. LC route generating section 115, based on the position information of the intersection point _{X 3,} the following equation (7), sets the additional point that satisfies (8).

Incidentally 0 in the range of alpha ₂ in equation _{(7) <α 2 <1} , the range of beta ₂ in equation (8) is 0 <β ₂ <1. The LC route generation unit 115 calculates a route line within a rectangle having these passing points, arrival points, and additional points as vertices. As described above, LC route generating unit 115, by performing the calculation of the route line each between the starting point p _s and between passing points X, and passes through the point X and the arrival point p _f, the starting point p generating a LC path leading and waypoints X and into the arrival point p _f from _s.

LC route generating unit 115, by changing the position of the passing point X and the auxiliary point X _2, it is possible to change the shape of the LC path. Here, when a 1 to a length of the arrival point p _f from a starting point p _s, the ratio of the length from the length and passing point X from the starting point p _s to the passage point X arrival point p _f Expressed as a passing point ratio. Further, a length of up to projection point B passing point X from the length and auxiliary point X ₂ from the starting point p _s to the auxiliary point X ₂ when the one from the starting point p _s of length to projection point B The ratio is described as an auxiliary point ratio. The LC path generation unit 115 can also paraphrase that by changing the pass point ratio and the auxiliary point ratio, LC paths of various shapes can be expressed. Thus, the LC route generation unit 115 can perform adjustment such as whether to perform a run in which the steering wheel is turned sharply at first or to perform a run in which a section that runs linearly is relatively long.

For example LC route generating unit 115 is made smaller than the length of the length from the starting point p _s to the passing point X from passing point X arrival point p _f, first increased to turn the steering wheel to the destination lane side, It is possible to generate an LC route that performs traveling such that the steering wheel is gradually returned after entering the change destination lane (see FIGS. 19 and 21). This LC route is closer to the traveling route when changing lanes due to human steering.

Furthermore, LC route generating section 115, by reducing the length to projection point B the length from the starting point p _s to the auxiliary point X ₂ from the auxiliary point X _2, lane before your changes lane It is possible to generate an LC route in which a section that travels obliquely and linearly is made relatively long when shifting to (see FIGS. 19 and 22).

  The cancellation route generation unit 130 generates a route (LC cancellation route) for stopping the lane change and returning from the LC route to the traveling route along the pre-change lane. The cancellation route generation unit 130 acquires the nearest point closest to the own vehicle on the generated LC route. The cancellation path generation unit 130 sets this nearest point as the start point of the LC cancellation path. The cancellation route generation unit 130 acquires a point in the lane before the lane change, which is located a predetermined distance (for example, the vehicle speed V [m / sec] × 5 [sec]) ahead of the nearest point. The driving support device sets this point as the end point of the LC cancellation route. The cancellation path generation unit 130 generates an LC cancellation path in the same manner as the LC path so as to connect the acquired start point and end point. The cancellation route generation unit 130 sequentially generates the LC cancellation route during the lane change. The LC cancellation route is an example of a suspension route line.

  The route selecting unit 140 sequentially determines whether to select the LC route or the LC cancel route during the lane change. The curve traveling support unit 150 outputs information on the route selected by the route selection unit 140 to the vehicle control ECU 30.

  Next, details of the route generation processing performed by the driving support device 100 to realize the curve driving support at the time of changing lanes described above will be described with reference to flowcharts shown in FIGS.

  In step S310, the driving support device 100 determines whether there is a request to change lanes. If it is determined that there is a request, the process proceeds to step S320. In step S320, a start point and an arrival point are set, and the process proceeds to step S330.

  In step S330, it is determined whether or not a half line extending from the departure point in the traveling direction of the pre-change lane intersects a half line extending from the arrival point in the retreat direction of the destination lane. If it is determined in step S330 that the half-lines intersect, the process proceeds to step S355, in which an LC route using one route line is generated similarly to the generation of the shortened route in the first embodiment, and the process proceeds to step S360. And proceed.

  On the other hand, if it is determined in step S330 that the half straight lines do not intersect, the process proceeds to step S340 to generate an LC path using two path lines.

The process of generating an LC route using two route lines will be described in detail with reference to FIG. 24. First, in step S341, a passing point based on the equation (4) is drawn on a line connecting the starting point and the arriving point. X is set, and the process proceeds to step S342. In step S342, the auxiliary point X2 is set on a semi-line extending from the departure point in the traveling direction of the pre-change lane, and the process proceeds to step S343. In step S343, it sets the additional point _p 1, _{p 2} based on Equation (5) and Equation (6), the process proceeds to step S344. In step S344, the four-point _{[p s, p 1, p} 2, X] as control points, and calculate the B- spline curve, the process proceeds to step S345.

In step S345, it sets the auxiliary point _{X 3,} the process proceeds to step S346. At step S346, after setting the additional point _p 3, _{p 4} based on equation (7) and Equation (8), the process proceeds to step S347.

In step S347, the four-point _{[X, p 3, p 4} , p f] was the control point B- calculated a spline curve, the process proceeds to step S348. In step S348, it is determined whether each of the two B-spline curves satisfies the condition of the traveling route. If it is determined that the condition is not satisfied, the flow proceeds to step S349, changes the values of a, α, β, α2, β2, and returns to step S341.

  On the other hand, if it is determined in step S348 that each curve satisfies the condition, the process proceeds to step S350, a path line including the two curves is output as the LC route, and the process proceeds to step S360 in FIG.

  In step S360, the process proceeds to the generated LC path, and proceeds to step S370. In step S370, an LC cancellation route is generated, and the process proceeds to step S380. In step S380, a route in which the host vehicle travels is selected from the LC route and the LC cancel route, and the process proceeds to step S390. In step S390, it is determined whether or not the vehicle has arrived at the arrival point (end point) of the selected route. If not, the process returns to step S370. On the other hand, when it is determined that the vehicle has arrived at the arrival point, a series of processing ends.

  The driving support device 100 according to the second embodiment sets an auxiliary point on a line segment connecting the start point and the arrival point of the lane change, and sets an interpolation curve having the start point as the start point, the auxiliary point as the end point, and the auxiliary point. An LC path is generated by calculating an interpolation curve having a start point and an arrival point as an end point. According to this, the traveling support device 100 can generate a traveling route that curves from the pre-change lane toward the change-destination lane, and then returns to straight traveling as it approaches the arrival point. Therefore, the driving support device 100 can perform curve driving support more suitable for lane change.

  When the half-line extending from the starting point in the direction along the pre-change lane intersects with the half-line extending from the end point in the direction along the destination lane, the driving support device 100 sets the starting point as the start point and the end point. Calculate the route line ending with. According to this, the driving support device 100 can generate a driving route suitable for changing lanes on a curved road or the like.

  The driving support device 100 calculates the LC cancellation route in which the own vehicle returns to the pre-change lane. Therefore, when stopping the lane change and returning to the pre-change lane, the driving support device 100 can perform the driving support while further suppressing the shake of the own vehicle. It becomes possible.

(Other embodiments)
The disclosure in this specification is not limited to the illustrated embodiment. The disclosure includes the illustrated embodiments and variations based thereon based on those skilled in the art. For example, the disclosure is not limited to the combination of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure may have additional parts that can be added to the embodiments. The disclosure encompasses embodiments that omit parts and / or elements. The disclosure encompasses the replacement or combination of parts and / or elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiments. Some of the disclosed technical ranges are indicated by the description of the claims, and should be construed to include all modifications within the meaning and scope equivalent to the description of the claims. .

  In the above embodiments, the intersection right / left turn scene and the lane change scene have been described. However, the driving support device and the driving support method can be applied to various scenes that require a turning operation of the own vehicle. For example, the driving support device and the driving support method may be applied to driving support in a merging scene. In the driving support in the merging scene, the driving support device 100 may generate the merging path in the same manner as the generation of the LC path in the second embodiment, for example. That is, the driving support device 100 may generate the driving route as the merging scene as the lane change scene from the merging lane to the main lane. In addition, when the travel route cannot be generated before the vehicle reaches the end point of the merging lane due to a narrow interval between the other vehicles on the main line and the like, the traveling support device 100 is away from the other vehicle in the merging lane by a predetermined distance, and Stop your vehicle at a point close to. In this case, the driving support device 100 generates a driving route again after the vehicle stops.

  In the above-described embodiment, the driving support method is realized by a program executed by the processing unit of the vehicle-mounted ECU. Instead of this, for example, a configuration may be adopted in which at least a part of the processing is executed by a center that manages the own vehicle by wireless communication. Further, a configuration may be adopted in which a plurality of in-vehicle ECUs execute the processing in a distributed manner to realize the driving support method.

  In the above-described embodiment, the driving support device and the driving support method are described as being applied to curve driving support during automatic driving, but may be applied to curve driving support during manual driving. For example, a recommended route for which traveling is recommended may be generated by the method described above, and the recommended route may be presented to the driver by using a HUD or the like to support curve driving. Alternatively, an evaluation route for evaluating the driving route by the driver's driving is generated by the method described above, and when the actual driving route deviates from the evaluation route, advice is provided to the driver to perform the curve driving, and You may help.

  The processor according to the above-described embodiment is a processing unit including one or a plurality of CPUs (Central Processing Units). Such a processor may be a processing unit including a CPU (Graphics Processing Unit) and a DFP (Data Flow Processor) in addition to the CPU. Further, the processor may be a processing unit including an FPGA (Field-Programmable Gate Array) and an IP core specialized for specific processing such as AI learning and inference. Each arithmetic circuit unit of such a processor may be configured to be individually mounted on a printed board, or may be configured to be mounted on an ASIC (Application Specific Integrated Circuit), an FPGA, or the like.

  Various non-transitory tangible storage media such as a flash memory and a hard disk can be adopted as the memory device that stores the control program. The form of such a storage medium may be appropriately changed. For example, the storage medium may be in the form of a memory card or the like, and may be configured to be inserted into a slot provided in the in-vehicle ECU and electrically connected to the control circuit.

  The control unit and the method thereof according to the present disclosure may be implemented by a dedicated computer configuring a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the devices and techniques described in this disclosure may be implemented by dedicated hardware logic. Alternatively, the device and the technique described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as instructions to be executed by a computer.

  The description in the above embodiment corresponds to an area where left-hand traffic is legislated, and in an area where right-hand traffic is legislated, left and right are reversed in each running scene.

    100 Driving support device (computer), 101 processor, S21, S22 step (point setting unit) S24, S25 step (path line calculation unit), S100 step (curve driving support unit).

Claims (12)

A driving support method implemented by a computer (100) to support driving of the own vehicle,
On at least one processor (101),
The start point and the end point of the route on which the vehicle travels on a curve are set (S21).
Assuming a triangle having the start point and the end point as two vertices (S22),
By setting control points on two sides of the triangle, a quadrangle having the control point, the start point, and the end point as four vertices is assumed (S24).
A route line that fits within the rectangle is calculated (S25),
Assisting the vehicle to travel along a curve along the route line (S100);
A driving support method including the step of: In supporting the travel of the own vehicle in turning right and left at an intersection,
In the step of assuming the triangle, the remaining vertices of the triangle at the intersection of a half line extending from the start point in the approach direction to the intersection and a half line extending from the end point in the direction opposite to the exit direction from the intersection. The driving support method according to claim 1, wherein the setting is performed. In supporting the travel of the own vehicle in turning right and left at an intersection,
The driving support method according to claim 1 or 2, further comprising the step of: setting a standby position of the host vehicle at a position closer to the start point than a part of the route that straddles an oncoming lane (S30). In supporting the travel of the own vehicle in turning right and left at an intersection,
Obtaining a position information of an inaccessible area in the intersection (S231);
4. The control point according to claim 1, wherein, in the step of assuming the quadrangle, the control point is set such that a distance between a line segment connecting the control points and the inaccessible area is equal to or greater than a threshold value. The driving support method described in the above. In supporting the travel of the own vehicle in turning right and left at an intersection,
The path line is a first path line,
The starting point is a first starting point,
A point on the first route that has traveled a predetermined distance straight from the first start point is defined as a second start point,
A second path line passing through the second start point is calculated (S63),
In a section between the first start point and the second start point, a standby position for traveling on the second route line is set (S62).
The driving support method according to any one of claims 1 to 4, further comprising the step of: Determining the presence or absence of an oncoming vehicle,
In the step of supporting a curve traveling, when it is determined that the oncoming vehicle is not present, the vehicle assists the curve traveling along the first route line, and when it is determined that the oncoming vehicle is present, the vehicle travels along the second route line. The traveling support method according to claim 5, which supports traveling along a curved road. It is determined whether there is an oncoming lane (S40),
When it is determined that the oncoming lane does not exist, the calculation of the second route is interrupted (S90).
7. The driving support method according to claim 5, further comprising the step of: In supporting the travel of the own vehicle that performs lane change,
The start point and the arrival point of the lane change are set (S320),
A passing point of the own vehicle is set on a line connecting the departure point and the arrival point (S341).
Further comprising the step of
In the step of setting the start point and the end point, the start point is set as a first start point, the passing point is set as a first end point and a second start point, and the arrival point is set as a second end point;
In the step of assuming the triangle, a first triangle having three vertices on a first straight line extending from the first start point, the first end point, and the first start point in a traveling direction; Assuming a second triangle having three vertices as a starting point of 2, the second end point, and a point on a semi-line extending rearward in the traveling direction from the second end point,
In the step of calculating the path line, a first path line between the first start point and the first end point, and a second path line between the second start point and the second end point The driving support method according to any one of claims 1 to 4, wherein a line is calculated. It is determined whether a ray extending forward from the departure point in the traveling direction intersects a ray extending rearward from the arrival point in the traveling direction (S330).
If it is determined that the half-lines intersect, the route line with the departure point as the start point and the arrival point as the end point is calculated (S355).
The driving support method according to claim 8, further comprising the step of:   The step of calculating the first path line and the second path line is performed when it is determined in the step of determining whether the half lines intersect each other or not. The driving support method described in the above.   The vehicle according to any one of claims 8 to 10, further comprising a step of calculating a stop route line in which the own vehicle during the lane change returns to a traveling route along the lane before the lane change from the route line (S370). The driving support method described in the section. A point setting unit (S21, S22) for setting a starting point and an ending point of a route on which the vehicle travels on a curve, and assuming a triangle having the starting point and the ending point as two vertices;
By setting a control point on each of two sides of the triangle, a route line calculation unit (S24) that assumes a square having the control point, the start point, and the end point as four vertices, and calculates a route line that falls within the square. , S25),
A curve traveling support unit (S100) for supporting a curve traveling of the own vehicle along the route line;
A driving assistance device comprising:

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