JP2021041851A - Operation support method and operation support apparatus - Google Patents

Abstract

To provide an operation support method for enabling appropriate control for a vehicle to travel even in a case where the state changes from being unable to recognize a signal indication at an intersection to being able to recognize it when the vehicle travels toward the intersection, thus requiring the travel control to be changed.SOLUTION: An operation support method is used for setting a first vehicular speed profile P1 for decelerating a vehicle itself at a stop position De at given first deceleration and controlling the vehicle itself to travel on the basis of the first vehicular speed profile P1 in the case of recognizing that a signal indication is a stop signal or an intermediate signal before timing for starting deceleration as per the first vehicular speed profile P1. Further, in the case of determining that a signal indication cannot be recognized, the method includes: setting a target vehicular speed profile P4 at or later than deceleration start timing as per the first vehicular speed profile P1 (D3), the profile that allows a vehicular speed to be higher than the first vehicular speed profile P1; and controlling the vehicle itself on the basis of the target vehicular speed profile P4.SELECTED DRAWING: Figure 9

Description

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

If the signal status cannot be detected when the vehicle configured to run in autonomous mode is stopped at an intersection with a traffic signal, sensor data is acquired from a sensor that observes the environmental status of the vehicle, and the relevant data is obtained. An invention is known in which the state of a signal is inferred from sensor data and the traveling of a vehicle is controlled based on the inferred result (for example, Patent Document 1).

U.S. Pat. No. 8,793,046

However, when the invention according to Patent Document 1 is applied to the inference of the signal state when the vehicle is traveling toward an intersection, the following problems occur when the vehicle is controlled using the inference result. There is. That is, when the running of the vehicle is controlled using the inference result from the inference to the time when the vehicle reaches the intersection, the actual signal state is recognized after the control is executed, and the actual signal state is recognized according to the recognition result. By performing the travel control, the travel control is changed to a travel control different from the travel control corresponding to the inference result. As a result, there is a problem that the traveling of the vehicle cannot be appropriately controlled because the content of the traveling control changes suddenly.

The problem to be solved by the present invention is that when the vehicle is traveling toward the intersection, the signal display of the intersection can be recognized from the state where the signal display of the intersection cannot be recognized, and the driving control is changed. Even if this is the case, it is an object of the present invention to provide a driving support method capable of appropriately controlling the traveling of a vehicle without suddenly changing the content of the traveling control.

According to the present invention, a sensor is used to recognize a signal display of a traffic light in the traveling direction of the own vehicle, and a processor is used to decelerate the own vehicle at a predetermined first deceleration to stop the vehicle at a stop position at an intersection. By the deceleration start timing when the vehicle speed profile is set and the own vehicle is decelerated by the first vehicle speed profile, the signal display is a stop signal or an intermediate signal displayed while the progress signal indicating progress permission changes to a stop signal. It is a driving support method that controls the running of the own vehicle based on the first vehicle speed profile when it recognizes that there is, and the processor determines whether or not the signal display can be recognized, and the signal display is not recognized. If it is determined that, after the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile, a target vehicle speed profile having a higher vehicle speed than the first vehicle speed profile is set, and the own vehicle travels based on the target vehicle speed profile. The above problem is solved by controlling.

According to the present invention, when the vehicle is traveling toward the intersection, the signal display of the intersection can be recognized from the state where the signal display of the intersection cannot be recognized, and even if the driving control is changed. It is possible to appropriately control the running of the vehicle without suddenly changing the content of the running control.

It is a block block diagram of the driving support device which concerns on this embodiment. It is a flowchart for demonstrating the processing procedure of the driving support apparatus which concerns on this embodiment. It is a flowchart which shows the processing procedure of the target vehicle speed calculation which concerns on this embodiment. It is a figure which shows the 1st vehicle speed profile and the 2nd vehicle speed profile. It is a flowchart which shows the processing procedure of the target vehicle speed calculation at the time of not recognizing a signal display. It is a figure which shows the surrounding vehicle vehicle speed profile. It is a figure which shows the comparison of the 2nd vehicle speed profile, the 1st vehicle speed profile, and the surrounding vehicle vehicle speed profile. It is a flowchart which shows the comparison procedure of the vehicle speed profile which concerns on this embodiment. It is a figure which shows the target vehicle speed profile. It is a figure which shows the target vehicle speed profile when there is a surrounding vehicle decelerating just before a stop position. It is a figure which shows the target vehicle speed profile when there is a surrounding vehicle traveling at a constant speed. It is a figure which shows the target vehicle speed profile when there is an accelerating surrounding vehicle.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the vehicle driving support device according to the embodiment of the present invention is applied to a driving support system mounted on the vehicle will be described as an example. The embodiment of the driving support device of this embodiment is not limited, and can be applied to a mobile terminal device capable of exchanging information with a vehicle controller. The driving support device, the driving support system, and the mobile terminal device are all computers for driving control that execute arithmetic processing.

FIG. 1 is a diagram showing a block configuration of the driving support system 1000. The driving support system 1000 of the present embodiment includes a driving support device 100 and a vehicle controller 200. The driving support device 100 of the present embodiment has a communication device 111, and the vehicle controller 200 also has a communication device (not shown), and both devices exchange information with each other by wired communication or wireless communication.

The driving support system 1000 includes a sensor 1, a navigation device 2, a map information 3 stored in a readable recording medium, a vehicle information detection device 4, an environment recognition device 5, an object recognition device 6, and driving. It includes a support device 100 and a vehicle controller 200. Each device is connected by a CAN (Controller Area Network) or other in-vehicle LAN to exchange information with each other.

The sensor 1 detects information on the traveling environment including the presence of obstacles around the own vehicle (all around the front, side, and rear). The sensor 1 includes a camera. The camera of this embodiment is a camera including an image sensor such as a CCD. The camera of the present embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the target vehicle existing around the own vehicle. The camera is a device for recognizing environmental information around the own vehicle, and includes not only an image sensor but also an ultrasonic camera, an infrared camera, and the like. The sensor 1 includes a distance measuring sensor. The distance measuring sensor calculates the relative distance and relative speed between the own vehicle and the object. The information of the object detected by the distance measuring sensor is output to the processor 10. As the distance measuring sensor, a laser radar, a millimeter wave radar or the like (LRF or the like), a LiDAR (light detection and ranging) unit, an ultrasonic radar or the like known at the time of filing can be used. As the sensor 1, one or a plurality of cameras and distance measuring sensors can be adopted. The sensor 1 of the present embodiment has a sensor fusion function that complements by integrating or synthesizing a plurality of different sensor information such as the detection information of the camera and the detection information of the distance measuring sensor to obtain the environmental information around the own vehicle. .. This sensor fusion function may be incorporated into the environment recognition device 5, the object recognition device 6, or other controller or logic.

Objects detected by the sensor 1 include lane boundaries, center lines, road markings, medians, guardrails, curbs, highway side walls, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and traffic restrictions. .. Objects include automobiles (other vehicles) other than own vehicles, motorcycles, bicycles, and pedestrians. Objects include obstacles. Obstacles are objects that affect the running of the own vehicle. The sensor 1 detects at least information about obstacles.

The navigation device 2 refers to the map information 3 and calculates a travel lane / travel route from the current position detected by the own vehicle information detection device 4 to the destination. The traveling lane or traveling route is a linear shape in which the road, direction (up / down) and lane on which the own vehicle travels are identified. The travel route includes information on the travel lane. Hereinafter, the traveling lane may be abbreviated as a lane.

The map information 3 is stored in a readable state on a recording medium provided in the driving support device 100, the in-vehicle device, or the server device. The map information 3 is used for route calculation and / or operation control. The map information 3 includes road information, facility information, and their attribute information. Road information and road attribute information include road width, radius of curvature, shoulder structure, road traffic regulations (speed limit, lane changeability), road confluences, branch points, lane increase / decrease positions, intersections. Information such as the position of is included. The map information 3 of the present embodiment is so-called high-definition map information. According to the high-definition map information, the movement locus for each lane can be grasped. High-definition map information includes two-dimensional position information and / or three-dimensional position information at each map coordinate, road / lane boundary information at each map coordinate, road attribute information, lane up / down information, lane identification information, and connection destination. Includes lane information.

The own vehicle information detection device 4 acquires detection information regarding the state of the own vehicle. The state of the own vehicle includes the current position, speed, acceleration / deceleration, attitude, and vehicle performance of the own vehicle. These may be acquired from the vehicle controller 200 of the own vehicle, or may be acquired from each sensor of the own vehicle. The own vehicle information detection device 4 acquires the current position of the own vehicle based on the information acquired from the GPS (Global Positioning System) unit, the gyro sensor, and the odometry of the own vehicle. The own vehicle information detection device 4 acquires the speed / acceleration / deceleration of the own vehicle from the vehicle speed sensor of the own vehicle. The own vehicle information detection device 4 acquires the attitude data of the own vehicle from the inertial measurement unit (IMU) of the own vehicle.

The environment recognition device 5 recognizes the position information acquired by the sensor 1, the object recognition information obtained from the image information around the own vehicle and the distance measurement information, and the information on the environment constructed based on the map information. The environment recognition device 5 generates environmental information around the own vehicle by integrating a plurality of pieces of information. The object recognition device 6 also uses the map information 3 to predict the recognition and movement of objects around the own vehicle by using the image information and the distance measurement information around the own vehicle acquired by the sensor 1.

The vehicle controller 200 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls a drive mechanism 210 that controls the driving of the vehicle. The vehicle controller 200 controls the drive device, the braking device, and the steering device included in the drive mechanism 210 to drive the own vehicle according to the target route. The drive mechanism 210 controls an electric motor and / or an internal combustion engine as a traveling drive source, a power transmission device including a drive shaft and an automatic transmission for transmitting the output from these traveling drive sources to the drive wheels, and a power transmission device. Includes drive devices, braking devices that brake the wheels, and the like. The vehicle controller 200 generates each control signal of the drive mechanism 210 based on the input signal by the accelerator operation and the brake operation and the control signal acquired from the vehicle controller 200 or the driving support device 100, and the driving control including acceleration / deceleration of the vehicle. To execute. By sending control information to the drive mechanism 210, driving control including acceleration / deceleration of the vehicle can be automatically performed.

The vehicle controller 200 uses one or more of the lane information stored in the map information 3, the information recognized by the environment recognition device 5, and the information acquired by the object recognition device 6, and the vehicle owns the vehicle on the traveling route ( The steering device is controlled so as to travel while maintaining a predetermined lateral position with respect to the locus). The traveling lane / traveling route in the present specification is a route corresponding to the traveling locus of the own vehicle, and can be identified for each road, up / down of the road, and lane of the road. The steering device includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device executes steering control of the vehicle based on the control signal acquired from the vehicle controller 200 or the input signal by the steering operation of the driver.

Hereinafter, the driving support device 100 of the present embodiment will be described. The driving support device 100 executes control to support the running of the own vehicle by controlling the driving of the own vehicle.

As shown in FIG. 1, the driving support device 100 of the present embodiment includes a processor 10. The processor 10 serves as an operating circuit that functions as a driving support device 100 by executing a ROM (Read Only Memory) 12 in which a program for executing operation control of the own vehicle is stored and a program stored in the ROM 12. It is a computer including a CPU (Central Processing Unit) 11 and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 of the present embodiment executes each function by the cooperation of the software for realizing the above functions and the above-mentioned hardware. The processor 10 includes an output device 110 including a communication device 111, and sends various output or input commands, information read permission or information provision commands to the vehicle controller 200 and each configuration 2-6. The processor 10 exchanges information with the sensor 1, each of the above-described configurations 2-6, and the vehicle controller 200.

The processor 10 includes a destination setting function 120, a route planning function 130, an operation planning function 140, an operable zone calculation function 150, a route calculation function 160, and a driving behavior control function 170. The processor 10 of the present embodiment executes each function in cooperation with the software for realizing each of the above functions or executing each process and the above-mentioned hardware.

The contents of the control procedure for realizing each function of the processor 10 will be described with reference to FIG. In step S1 of FIG. 2, the processor 10 causes the destination setting function 120 to execute a process of acquiring the current position of the own vehicle based on the detection result of the own vehicle information detection device 4. Then, in step S2, the processor 10 causes the destination setting function 120 to execute the process of setting the destination of the own vehicle. The destination may be input by the user or may be predicted. In step S3, the processor 10 acquires various detection information including the map information 3 by the route planning function 130. In step S4, the processor 10 sets the travel lane (or travel route) for the destination set by the destination setting function 120 by the route planning function 130. The processor 10 sets a traveling lane by using the route planning function 130 using the information obtained from the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information. The route planning function 130 sets the road on which the vehicle travels, but the lane on which the own vehicle travels is set not only on the road but also on the road. In step S5, the processor 10 causes the driving planning function 140 to execute a process of planning the driving behavior of the own vehicle at each point on the route. The driving plan defines driving behavior such as progress (GO) and stop (No-GO) at each point. For example, when turning right at an intersection, it is determined whether or not to stop at the position of the stop line, and the progress of a vehicle in the oncoming lane is determined. In step S6, in order to execute the driving action planned in step S5, the processor 10 obtains from the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information by the driveable zone calculation function 150. Using the obtained information, the process of calculating the travelable area around the own vehicle is executed. In step S7, the processor 10 causes the driving behavior control function 170 to execute a process of calculating the traveling locus on which the own vehicle travels.

Further, the processor 10 determines the target vehicle speed / acceleration / deceleration, the target acceleration / deceleration, and their profiles when traveling along the traveling locus by the driving behavior control function 170. The determined target speed / acceleration / deceleration and target acceleration / deceleration are fed back to the calculation process of the traveling locus, and the traveling locus is set so as to suppress the change in the behavior of the vehicle and the movement (behavior) that the occupant of the vehicle feels uncomfortable. It may be generated. The determined running locus is fed back to the process of calculating the target speed / acceleration / deceleration, and the target speed / deceleration so as to suppress the change in the behavior of the vehicle and the movement (behavior) that the occupant of the vehicle feels uncomfortable. , The target acceleration / deceleration may be calculated. In step 8, the processor 10 executes a process of formulating an operation plan for causing the own vehicle to travel on the calculated travel locus. Then, in step 9, the output device 110 of the processor 10 outputs a control command and a control command value based on the operation plan to the vehicle controller 200 via the communication device 111, and operates the drive mechanism 210 which is various actuators.

In the present embodiment, the processor 10 cannot recognize the signal display at the intersection based on the information acquired by the sensor 1 when the own vehicle is traveling toward the intersection by the driving behavior control function 170. Calculate the target vehicle speed for stopping the vehicle at the stop position at the intersection. Specifically, the processor 10 uses the driving behavior control function 170 to obtain vehicle speed information of the own vehicle acquired by the own vehicle information detection device 4, and information regarding the stop position of the intersection obtained from the environment recognition device 5 and the object recognition device 6. Acquires information on the surrounding environment of other vehicles traveling around the vehicle and its own vehicle. Then, based on the information, a vehicle speed profile from the current position of the own vehicle to the stop position of the own vehicle when the signal display is not recognized is generated. Then, the generated vehicle speed profile is set as the target vehicle speed profile, and the target vehicle speed is calculated based on the set target vehicle speed profile. Further, when the signal display recognized by the driving behavior control function 170 is a stop signal or an intermediate signal, the processor 10 puts the vehicle at the stop position of the intersection when the signal display is the stop signal or the intermediate signal. Generate a vehicle speed profile until the vehicle is stopped. The intermediate signal is a signal displayed while the progress signal indicating the progress permission is changed to the stop signal. Then, the generated vehicle speed profile is set as the target vehicle speed profile, and the target vehicle speed is calculated based on the set target vehicle speed profile. In addition, the processor 10 calculates the target vehicle speed for performing driving control according to the signal display when the recognized signal display is other than the stop signal or the intermediate signal by the driving behavior control function 170. For example, when the vehicle travels on a road in Japan, if the signal display is a green light, the target vehicle speed for passing through the intersection is calculated. Details of each vehicle speed profile generation and target vehicle speed profile setting will be described later.

The vehicle controller 200 inputs a vertical force and a lateral force that control the traveling position of the own vehicle based on the command value from the processor 10. According to these inputs, the behavior of the vehicle body and the behavior of the wheels are controlled so that the own vehicle autonomously travels following the target traveling lane (traveling path). Based on these controls, at least one of the drive actuator and the braking actuator of the vehicle body drive mechanism 210 operates autonomously as needed, and autonomous driving control to the destination is executed. The drive mechanism 210 can also be operated according to a command value based on manual operation.

FIG. 3 is a flowchart showing a control procedure for calculating a target vehicle speed executed by the processor 10. This control procedure shows the control procedure for calculating the target vehicle speed in step S7 of FIG. 2 when the own vehicle is traveling toward the intersection. Hereinafter, the procedure for calculating the target vehicle speed will be described with reference to FIG.

First, in step S101, the processor 10 acquires information on the surrounding environment obtained from the environment recognition device 5 and the object recognition device 6. The information on the surrounding environment acquired here includes information on other vehicles traveling around the own vehicle and information on intersections. The intersection information includes information regarding the signal display of the traffic light at the intersection. The signal display includes a progress signal indicating progress permission, a stop signal, and an intermediate signal displayed while the progress signal is changed to the stop signal. For example, in Japan, a blue light indicates a progress signal, a red light indicates a stop signal, and a yellow light indicates an intermediate signal. When the signal display is an intermediate signal, as a general rule, the own vehicle is stopped at the stop position of the intersection as in the case of the stop signal. Information on other vehicles traveling around the own vehicle includes information on the vehicle speed, position, and acceleration / deceleration of the other vehicle. Other vehicles for which information is to be acquired include surrounding vehicles traveling in front of the lane in which the own vehicle travels and surrounding vehicles traveling behind the lane in which the own vehicle travels, and when there are multiple lanes on the road in the direction of travel of the own vehicle. , Includes surrounding vehicles traveling in lanes other than the lane in which the own vehicle travels. Further, the processor 10 acquires information regarding the stop position of the intersection from the map information 3. The information regarding the stop position of the intersection is information regarding the rear position of the vehicle when there is a vehicle already stopped at the stop line of the intersection or the stop line of the intersection.

In step S102, the processor 10 acquires the information of the own vehicle. The information of the own vehicle acquired here is information on the position, speed, acceleration / deceleration of the own vehicle. For example, the position information of the own vehicle may be the position information relative to the road equipment such as an intersection.

In step S103, the processor 10 determines whether or not the own vehicle is approaching the intersection. Specifically, based on the position information of the intersection acquired from the map information 3 and the position information of the own vehicle, it is determined whether or not the own vehicle is located within a predetermined distance from the intersection, and the predetermined distance from the intersection. If it is determined that the own vehicle is located within the range, it is determined that the own vehicle is approaching the intersection. If it is not determined that the own vehicle is located within a predetermined distance, it is determined that the own vehicle is not approaching the intersection. Further, from the image information acquired by the sensor 1, it may be determined whether or not the own vehicle is approaching the intersection depending on whether or not the traffic light at the intersection can be identified by image recognition. If it is determined that the own vehicle is approaching the intersection, the process proceeds to step S104. If it is not determined that the own vehicle is approaching the intersection, the process returns to step S101, and the flow is repeated thereafter.

In step S104, the processor 10 sets a first vehicle speed profile that stops the own vehicle at the stop position of the intersection from the current position of the own vehicle. The first vehicle speed profile is a vehicle speed profile that stops the own vehicle at a stop position at an intersection at a predetermined first deceleration. At this time, the predetermined first deceleration is the normal deceleration (hereinafter referred to as normal deceleration) when the vehicle is stopped at the stop position of the intersection when the signal display is a stop signal or an intermediate signal, that is, to the occupant. It is a deceleration that allows you to stop your vehicle without any discomfort. FIG. 4 is a diagram showing a first vehicle speed profile and a second vehicle speed profile, and these vehicle speed profiles show vehicle speeds associated with the distance from the current position D0 of the own vehicle. P1 is the first vehicle speed profile, and the vehicle travels from the current position D0 of the own vehicle to the deceleration start position D1 at the current own vehicle speed V1 of the own vehicle, decelerates from the deceleration start position D1 at a normal deceleration, and stops at the stop position De. The vehicle speed profile up to is shown. The second vehicle speed profile will be described later. The first vehicle speed profile P1 is set based on a predetermined normal deceleration, the distance from the current position of the own vehicle to the stop position at the intersection, and the current own vehicle speed of the own vehicle. Specifically, the processor 10 decelerates from the current position of the own vehicle at the normal deceleration based on the predetermined normal deceleration and the distance from the current position of the own vehicle to the stop position of the intersection, and at the stop position of the intersection. A normal deceleration vehicle speed profile in which the vehicle speed becomes zero is generated, and the normal vehicle speed corresponding to each point from the current position to the stop position of the own vehicle is calculated on the normal deceleration vehicle speed profile. Then, the normal vehicle speed at each point is compared with the current vehicle speed of the own vehicle, the minimum vehicle speed is selected from the normal vehicle speed and the current vehicle speed, and the vehicle speed selected at each point is used. , Generate the first vehicle speed profile. At this time, the point where the normal vehicle speed and the current vehicle speed match is the deceleration start position corresponding to the deceleration start timing. Alternatively, the point corresponding to the current vehicle speed on the normal deceleration vehicle speed profile, that is, the deceleration start position is obtained, the current vehicle speed is maintained from the current position of the own vehicle to the deceleration start position, and the normal deceleration vehicle speed is maintained from the deceleration start position. The vehicle speed profile that transitions to the vehicle speed on the profile may be set as the first vehicle speed profile.

Regarding the first vehicle speed profile, the surrounding environment information acquired by the own vehicle includes the following vehicle information regarding the position, speed, and acceleration / deceleration of the following vehicle traveling behind the own vehicle, and the processor 10 includes the following vehicle information. Based on this, the first vehicle speed profile may be generated. Specifically, for example, the processor 10 generates a following vehicle speed profile from the current position of the following vehicle to the stop position of the intersection from the information on the position, speed, and acceleration / deceleration of the following vehicle, and the inter-vehicle distance to the following vehicle. Set a vehicle speed profile that keeps the vehicle constant. Alternatively, the generated first vehicle speed profile may be corrected based on information on the position, speed and acceleration / deceleration of the following vehicle. This makes it possible to avoid getting too close to the following vehicle when starting the deceleration of the own vehicle according to the first vehicle speed profile.

In step S105, the processor 10 determines whether or not the own vehicle is positioned before the deceleration start position corresponding to the deceleration start timing on the first vehicle speed profile. For example, the distance from the current position of the own vehicle to the stop position and the distance from the deceleration start position to the stop position are calculated respectively, and if the distance from the current position of the own vehicle to the stop position is larger, the own vehicle It is determined that the vehicle is located before the deceleration start position. If it is determined that the own vehicle is located before the deceleration start position, the process proceeds to step S106. If it is not determined that the own vehicle is located before the deceleration start position, the process proceeds to step S110.

In step S106, the processor 10 determines whether or not the signal display of the traffic light at the intersection can be recognized. For example, the fact that the signal display cannot be recognized means that even if the sensor 1 can image the traffic light as an image, the signal display cannot be discriminated due to circumstances such as backlight, or due to occlusion, another signal is displayed in front of the traffic light. This means that there is a vehicle or the like and the sensor 1 cannot take an image of the traffic light. If it is determined that the processor 10 cannot recognize the signal display of the traffic light at the intersection, the process proceeds to step S200, and the calculation of the target vehicle speed for stopping the own vehicle at the stop position of the intersection when the signal display is not recognized. Execute the process. If it is determined that the signal display of the traffic light at the intersection can be recognized, the process proceeds to step S107.

In step S107, the processor 10 determines whether or not the recognized signal display is a stop signal or an intermediate signal by image recognition. If it is determined that the signal display is a stop signal or an intermediate signal, the process proceeds to step S108. If it is not determined that the signal display is a stop signal or an intermediate signal, the process proceeds to step S109.

In step S108, the processor 10 calculates the target vehicle speed based on the first vehicle speed profile. The target vehicle speed is calculated so as to follow the first vehicle speed profile. The calculated target vehicle speed is the vehicle speed at a position on the first vehicle speed profile that is equivalent to the preview time from the current position. The preview time is a time corresponding to an output delay time with respect to a control input such as steering control, and indicates a control delay (response delay) in time. The processor 10 calculates the target vehicle speed corresponding to the position of the own vehicle after the preview time on the first vehicle speed profile. After calculating the target vehicle speed, the process returns to step S8 in FIG.

In step S109, the processor 10 calculates the target vehicle speed according to the signal display when the signal display is neither a stop signal nor an intermediate signal, that is, a progress signal. For example, in Japan, when the signal display is a green light, the target vehicle speed for passing through an intersection is calculated. For example, the speed limit of the own lane in which the own vehicle is traveling is calculated as the target vehicle speed. Alternatively, when traveling following the vehicle in front, the target vehicle speed is calculated based on the vehicle speed of the vehicle in front. When the processor 10 calculates the target vehicle speed, the process proceeds to step S8 of FIG.

In step S110, the processor 10 determines whether or not the signal display of the traffic light at the intersection can be recognized by image recognition. If it is determined that the processor 10 cannot recognize the signal display of the traffic light at the intersection, the process proceeds to step S200, and the calculation of the target vehicle speed for stopping the own vehicle at the stop position of the intersection when the signal display is not recognized. Execute the process. If it is determined that the signal display of the traffic light at the intersection can be recognized, the process proceeds to step S112.

In step S200, the processor 10 calculates the target vehicle speed when the signal display is unrecognized. Specifically, the target vehicle speed profile is set according to the flowchart shown in FIG. 5, and the target vehicle speed is calculated based on the set target vehicle speed profile. Hereinafter, the processing procedure for calculating the target vehicle speed will be described with reference to FIG.

First, in step S201, the processor 10 generates a second vehicle speed profile from the current position of the own vehicle to the stop position at the intersection by decelerating the own vehicle at a predetermined second deceleration. The second vehicle speed profile is a vehicle speed profile from the current position of the own vehicle to the stop position of the own vehicle, which is generated based on the information on the position of the own vehicle, the own vehicle speed, the deceleration, and the stop position. The predetermined second deceleration is the maximum deceleration (hereinafter referred to as the maximum deceleration) in the range in which the traveling control is possible to appropriately stop the own vehicle at the stop position of the intersection. At this time, the maximum deceleration is a deceleration larger than the normal deceleration.

Further, in FIG. 4, P2 is the second vehicle speed profile, and the own vehicle is driven from the current position D0 of the own vehicle to the distance D2 at the current own vehicle speed V1 and decelerated at the maximum deceleration with the distance D2 as the deceleration start position. , The vehicle speed profile until the own vehicle is stopped at the stop position De is shown. The second vehicle speed profile P2 is generated based on the maximum deceleration vehicle speed profile from the current position D0 of the own vehicle to the stop position De of the own vehicle at a predetermined maximum deceleration and the current own vehicle speed. Specifically, the processor 10 calculates the maximum vehicle speed corresponding to each point from the current position to the stop position on the maximum deceleration vehicle speed profile, and compares the maximum vehicle speed at each calculated point with the current own vehicle speed. .. The current vehicle speed at each point is the same as the vehicle speed at the current position D0. Then, based on the comparison result, a vehicle speed having a lower value is selected from the maximum vehicle speed and the current own vehicle speed, and a second vehicle speed profile is generated using the vehicle speeds selected at each point. At this time, the deceleration start position D2 of the second vehicle speed profile is a point where the maximum vehicle speed and the current own vehicle speed match, and is closer to the stop position De than the deceleration start position D1 of the first vehicle speed profile. The second vehicle speed profile is such that the deceleration start position D2 is as close as possible to the stop position De. Therefore, for example, when the own vehicle travels at a vehicle speed on the second vehicle speed profile in a state where the signal display cannot be recognized, the recognition control of the signal display is continued until the own vehicle reaches the deceleration start position D2. However, the vehicle travels at the vehicle speed on the second vehicle speed profile. As a result, when the own vehicle is traveling toward the intersection, the deceleration control for stopping at the stop position until the own vehicle reaches the deceleration start position D2 so that the recognition result of the signal display can be obtained. The start timing is delayed. On the other hand, the first vehicle speed profile has a profile such that the deceleration start position D1 is farther than the deceleration start position D2 with respect to the stop position De. Therefore, it can be recognized that the signal display is a stop signal or an intermediate signal, and when the own vehicle travels at a vehicle speed on the first vehicle speed profile, deceleration can be started early in preparation for the stop signal or the intermediate signal.

In step S202, the processor 10 determines whether or not there is a surrounding vehicle traveling around the own vehicle within the detection range of the sensor 1. Peripheral vehicles include, for example, a front vehicle traveling in front, a vehicle traveling in an adjacent lane, and a rear vehicle traveling behind. When the surrounding vehicle is detected by the sensor 1, it is determined that the surrounding vehicle exists, and the process proceeds to step S203. If the surrounding vehicle is not detected, it is not determined that the surrounding vehicle exists, and the process proceeds to step S206.

In step S203, the processor 10 generates a surrounding vehicle vehicle speed profile. The surrounding vehicle vehicle speed profile is generated using an equation of motion based on the current position information of the own vehicle, the stop position information, and the surrounding environment information regarding the position, vehicle speed, and acceleration / deceleration of the surrounding vehicle traveling around the own vehicle. It is a vehicle speed profile from the current position of the vehicle to the stop position of the intersection. The position of the surrounding vehicle is the position relative to the current position of the own vehicle. FIG. 6 is a diagram showing a surrounding vehicle vehicle speed profile from the current position D0 of the own vehicle to the stop position De when the surrounding vehicle A is traveling at a vehicle speed Va at a position of a distance Da, and is a diagram showing a surrounding vehicle vehicle speed profile P3. Indicates the surrounding vehicle vehicle speed associated with the distance from the current position D0 of the vehicle. As shown in FIG. 6, the surrounding vehicle vehicle speed profile P3 includes not only the vehicle speed profile from the position Da of the surrounding vehicle A to the stop position De, but also the vehicle speed profile from the current position D0 of the own vehicle to the position Da of the surrounding vehicle A. Is included. When the surrounding vehicle vehicle speed profile is generated in step S203, the process proceeds to step S204.

Further, when there are a plurality of surrounding vehicles traveling around the own vehicle, a surrounding vehicle vehicle speed profile may be generated for each of the surrounding vehicles. For example, when a plurality of surrounding vehicles traveling around the own vehicle are detected by the sensor 1, the processor 10 uses information on the positions, vehicle speeds, and acceleration / deceleration of each of the plurality of surrounding vehicles to obtain a vehicle speed profile of each surrounding vehicle. Is generated, and the surrounding vehicle vehicle speeds corresponding to each point from the current position to the stop position of the own vehicle are calculated on the plurality of surrounding vehicle vehicle speed profiles. Then, the average vehicle speed of the plurality of surrounding vehicle vehicle speeds at each point is calculated for each point, and the calculated average vehicle speed is used as the surrounding vehicle vehicle speed at each point to generate a peripheral vehicle vehicle speed profile.

When a plurality of surrounding vehicles are detected by the sensor 1, the processor 10 calculates the surrounding vehicle vehicle speed corresponding to each point from the current position to the stop position of the own vehicle on the plurality of surrounding vehicle vehicle speed profiles. Then, the surrounding vehicle vehicle speed profile may be generated based on the lowest vehicle speed among the plurality of calculated surrounding vehicle vehicle speeds. Specifically, the processor 10 generates each surrounding vehicle speed profile from information on the position, vehicle speed, and acceleration / deceleration of each of the plurality of surrounding vehicles, and stops from the current position of the own vehicle on the plurality of surrounding vehicle vehicle speed profiles. Calculate the vehicle speed of the surrounding vehicle corresponding to each point up to the position. Then, the plurality of surrounding vehicle vehicle speeds calculated at each point are compared, and the lowest vehicle speed is used as the surrounding vehicle vehicle speed at each point to generate a surrounding vehicle vehicle speed profile.

Further, in step S203, the surrounding environment information used for generating the vehicle speed profile of the surrounding vehicle may be selected with conditions. For example, the processor 10 recognizes the own lane, the oncoming lane, and the right / left turn dedicated lane in which the own vehicle is traveling based on the position information, the map information, and the lane boundary information of the own vehicle, and determines the oncoming lane or the right / left turn dedicated lane. Distinguish information about other vehicles in motion and exclude it from the surrounding environment information used to generate the vehicle speed profile of surrounding vehicles. Alternatively, when there are a plurality of lanes on the road in the traveling direction of the own vehicle and a plurality of other vehicles are traveling, the processor 10 recognizes the own lane in which the own vehicle is traveling and the other lanes. Then, the surrounding vehicle speed profile is weighted with information on the vehicle speed and acceleration / deceleration of other vehicles traveling in the own lane rather than information on the vehicle speed and acceleration / deceleration of surrounding vehicles traveling in a lane other than the own lane. May be generated. As a result, it is possible to generate a surrounding vehicle speed profile that is more in line with the surrounding conditions.

In step S204, the processor 10 compares the first vehicle speed profile set in step S104, the second vehicle speed profile generated in step S201, and the surrounding vehicle vehicle speed profile generated in step S203. FIG. 7 is a diagram showing a first vehicle speed profile P1, a second vehicle speed profile P2, and a surrounding vehicle vehicle speed profile P3. As shown in FIG. 7, the vehicle speeds corresponding to each point between the current position D0 of the own vehicle and the stop position De on each vehicle speed profile are compared, and the surrounding vehicle vehicle speed profile P3 is different from that of the second vehicle speed profile P1. It is determined whether or not the vehicle is located within the range surrounded by the first vehicle speed profile P2. Specifically, the processor 10 calculates the vehicle speed corresponding to each point between the current position D0 of the own vehicle and the stop position De on each vehicle speed profile, and compares the calculated vehicle speeds at each point. .. In FIG. 7, assuming that the distance corresponding to the current own vehicle speed V1 on the surrounding vehicle vehicle speed profile P3 is D3, the distance from D3 to the stop position De corresponds to each point at the distance on the surrounding vehicle vehicle speed profile P3. The vehicle speed is higher than the vehicle speed corresponding to each point at the distance on the first vehicle speed profile P1 and lower than the vehicle speed corresponding to the distance on the second vehicle speed profile P2. That is, the surrounding vehicle speed profile P3 is located in a range surrounded by the first vehicle speed profile P1 and the second vehicle speed profile P2. On the other hand, between the distances from the current position D0 to D3 of the own vehicle, the vehicle speed corresponding to each point at the distance on the surrounding vehicle speed profile P3 corresponds to each point at the distance on the second vehicle speed profile P2. It is higher than the vehicle speed. That is, the surrounding vehicle speed profile P3 is located outside the range surrounded by the first vehicle speed profile P1 and the second vehicle speed profile P2.

The specific procedure for comparing vehicle speed profiles in step S204 is as shown in the flowchart of FIG. In step S204, the vehicle speed profile comparison is executed for each point based on the flowchart shown in FIG. 8 at each point from the current position of the own vehicle to the stop position of the intersection.

In step S301, the processor 10 compares the surrounding vehicle vehicle speed at the acquired position of the surrounding vehicle with the first vehicle speed profile. First, the processor 10 calculates the surrounding vehicle vehicle speed corresponding to each point from the current position to the stop position of the own vehicle on the surrounding vehicle vehicle speed profile, and the first vehicle speed corresponding to each point on the first vehicle speed profile. Is calculated. Next, the surrounding vehicle vehicle speed and the first vehicle speed at each of the calculated points are compared with each other, and it is determined whether or not the surrounding vehicle vehicle speed is equal to or less than the first vehicle speed. Then, when it is determined that the vehicle speed of the surrounding vehicle is equal to or lower than the first vehicle speed, the process proceeds to step S302. If it is not determined that the vehicle speed of the surrounding vehicle is equal to or lower than the first vehicle speed, the process proceeds to step S303.

In step S302, the processor 10 selects the first vehicle speed of the first vehicle speed profile. This makes it possible to prevent the generation of a vehicle speed profile having a vehicle speed lower than that of the first vehicle speed profile when the signal display is unrecognized.

In step S303, the processor 10 compares the peripheral vehicle vehicle speed at the acquired position of the peripheral vehicle with the second vehicle speed profile. First, the processor 10 calculates the second vehicle speed corresponding to each point from the current position to the stop position of the own vehicle on the second vehicle speed profile. Next, the surrounding vehicle vehicle speed and the second vehicle speed at each point calculated in step S203 are compared with each other, and it is determined whether or not the surrounding vehicle vehicle speed is equal to or higher than the second vehicle speed. Then, when it is determined that the vehicle speed of the surrounding vehicle is equal to or higher than the second vehicle speed, the process proceeds to step S304. If it is not determined that the vehicle speed of the surrounding vehicle is equal to or higher than the second vehicle speed, the process proceeds to step S305.

In step S304, the processor 10 selects the second vehicle speed of the second vehicle speed profile.

In step S305, the processor 10 selects the perimeter vehicle vehicle speed of the perimeter vehicle vehicle speed profile. That is, when it is determined that the surrounding vehicle vehicle speed is between the first vehicle speed profile and the second vehicle speed profile, the processor 10 selects the surrounding vehicle vehicle speed. By selecting the vehicle speed profile of the surrounding vehicle, it is possible to set the vehicle speed profile according to the movement of the surrounding vehicle. In particular, by selecting the surrounding vehicle vehicle speed profile generated from the information about the following vehicle, it is possible to prevent the own vehicle from getting too close to the following vehicle during deceleration. When the selection of the vehicle speed at each point from the current position to the stop position of the own vehicle is completed, step S107 is ended and the process proceeds to step S108.

In step S205, the processor 10 uses the vehicle speed selected in step S204 to set a target vehicle speed profile until the vehicle stops at the stop position of the intersection when the signal display is unrecognized. For example, according to a comparison of each vehicle speed profile shown in FIG. 7, as shown in FIG. 9, the target vehicle speed profile P4 is the second vehicle speed profile P2 at the distance from the current position D0 to D3 of the own vehicle. The vehicle speed is used, and the distance from D3 to the stop position De is set by the vehicle speed profile using the vehicle speed in the surrounding vehicle vehicle speed profile P3. That is, a target vehicle speed profile is set in which the vehicle travels the distance from the current position D0 to D3 of the own vehicle at the current own vehicle speed V1 of the own vehicle, starts deceleration with the distance D3 as the deceleration start position, and stops at the stop position De. ..

Further, regarding the setting of the target vehicle speed profile in the present embodiment, a setting method will be described when there is a surrounding vehicle trying to stop immediately before the stop position. FIG. 10 shows a scene in which the surrounding vehicle B is traveling at a vehicle speed Vb at a distance Db, and the processor 10 acquires information on the surrounding vehicle B as surrounding environment information and sets the current state of the own vehicle based on the information. It is a figure which shows the surrounding vehicle vehicle speed profile P3 from the position D0 to the stop position De. As shown in FIG. 10, the surrounding vehicle speed on the surrounding vehicle speed profile P3 and the first vehicle speed on the first vehicle speed profile P1 generated from the information on the vehicle speed Vb, the position Db, and the deceleration of the surrounding vehicle B are set to themselves. Comparing at each point between the current position D0 of the vehicle and the stop position De, the vehicle speed of the surrounding vehicle is always lower than the first vehicle speed. Therefore, in such a case, the first vehicle speed is selected at each point from the current position to the stop position of the own vehicle, and the first vehicle speed profile is set as the target vehicle speed profile P4.

Further, when there is a surrounding vehicle traveling at a constant speed lower than the current own vehicle speed of the own vehicle, a target vehicle speed profile as shown in FIG. 11 is set. In FIG. 11, the processor 10 acquires information on the surrounding vehicle C traveling at a constant speed at a speed Vc in the Dc as the surrounding environment information, and is generated based on the information from the current position D0 of the own vehicle to the stop position De. It is a figure which shows the surrounding vehicle vehicle speed profile P3 up to. At this time, the target vehicle speed profile P4 is such that the vehicle speed on the surrounding vehicle speed profile P3 is the vehicle speed on the first vehicle speed profile P1 from the current position D0 of the own vehicle to the distance D4 where the vehicle speed becomes Vc on the first vehicle speed profile P1. Since it is lower, the vehicle speed on the first vehicle speed profile P1 is selected. From the distance D4 to the distance D5 where the vehicle speed becomes Vc on the second vehicle speed profile P2, the vehicle speed on the surrounding vehicle speed profile P3 is higher than the vehicle speed on the first vehicle speed profile P1 and the vehicle speed on the second vehicle speed profile P2. Since it is lower, the vehicle speed on the surrounding vehicle vehicle speed profile P3 is selected. Then, from the distance D5 to the stop position De, the vehicle speed on the surrounding vehicle speed profile P3 is higher than the vehicle speed on the second vehicle speed profile P2, so the vehicle speed on the second vehicle speed profile P2 is selected. Therefore, in such a case, the vehicle speed profile shown in FIG. 11 is set as the target vehicle speed profile P4.

Further, regarding the target vehicle speed profile setting in the present embodiment, a case where there is an accelerating surrounding vehicle around the own vehicle will be described. If there is a surrounding vehicle accelerating at an acceleration equal to or higher than a predetermined value, the information about the surrounding vehicle is excluded from the surrounding environment information to generate a surrounding vehicle speed profile, or the surrounding vehicle is the current self of the own vehicle. The surrounding vehicle speed profile is generated assuming that the vehicle is traveling at the same speed as the vehicle speed. This is because it is considered that the accelerating vehicle travels beyond the stop position of the intersection, and therefore cannot be used for setting the vehicle speed profile until the vehicle stops at the stop position. The same process applies to both cases where the accelerating surrounding vehicle starts accelerating from a stopped state and when accelerating while traveling. FIG. 12 is a diagram showing a surrounding vehicle vehicle speed profile generated when there is a surrounding vehicle D accelerating at a distance Dd near the stop position. When the surrounding vehicle D is accelerating, the processor 10 generates the surrounding vehicle vehicle speed profile P3 by assuming that there is a peripheral vehicle traveling at a constant speed while maintaining the current own vehicle speed V1 of the own vehicle. Therefore, the target vehicle speed profile P4 at this time is set to a vehicle speed profile in which the vehicle travels at the current vehicle speed V1 up to the distance D2, starts deceleration with the distance D2 as the deceleration start position, and stops at the stop position De. When the surrounding vehicle D traveling at the vehicle speed Vd is accelerating over the distance Dd, the surrounding vehicle vehicle speed profile indicated by the broken line P3'is originally generated as the surrounding vehicle vehicle speed profile. When the target vehicle speed profile is set using the vehicle vehicle speed profile P3', the target vehicle speed profile becomes a vehicle speed profile in which acceleration is started while the vehicle is decelerating toward the stop position and the vehicle decelerates again. Can not. Therefore, when there is an accelerating surrounding vehicle, it is considered that there is a surrounding vehicle currently traveling at the own vehicle speed V1 like the target vehicle speed profile P3, and the surrounding vehicle vehicle speed profile P3 is generated. Further, when there is an accelerating surrounding vehicle, the information regarding the accelerating surrounding vehicle may be excluded from the information for generating the surrounding vehicle speed profile in the first place.

In step S206, when the sensor 1 does not detect a surrounding vehicle traveling around the own vehicle, the processor 10 sets the second vehicle speed profile as the target vehicle speed profile. By setting the second vehicle speed profile to the target vehicle speed profile, the own vehicle can maintain the current own vehicle speed to a point close to the stop position of the intersection and delay the deceleration start timing. During this period, even if the signal display can be recognized from the state where the signal display is not recognized, it is possible to execute an appropriate change of the traveling control according to the signal display without suddenly changing the traveling control content.

In step S207, the processor 10 calculates the target vehicle speed based on the target vehicle speed profile set in step S205 or step S206. The target vehicle speed is calculated so as to follow the target vehicle speed profile. The calculated target vehicle speed is the vehicle speed at a position on the target vehicle speed profile that is equivalent to the preview time from the current position. The preview time is a time corresponding to an output delay time with respect to a control input such as steering control, and indicates a control delay (response delay) in time. The processor 10 calculates the target vehicle speed corresponding to the position of the own vehicle after the preview time on the target vehicle speed profile. After calculating the target vehicle speed, the process returns to step S8 in FIG.

In step S112, when it is determined in step S110 that the signal display can be recognized, the processor 10 determines whether or not the recognized signal display is a stop signal or an intermediate signal. If it is determined that the signal display is a stop signal or an intermediate signal, the process proceeds to step S113. If it is not determined that the signal display is a stop signal or an intermediate signal, the process proceeds to step S115.

In step S113, the processor 10 sets a target vehicle speed profile for stopping the own vehicle from the current position of the own vehicle at the time when the signal display is recognized as a stop signal or an intermediate signal to the stop position of the intersection. Specifically, the processor 10 calculates the deceleration that can stop the own vehicle at the stop position based on the distance from the current position of the own vehicle to the stop position at the intersection and the current own vehicle speed, and the calculated deceleration. Set a target vehicle speed profile that decelerates the own vehicle according to the speed and makes the vehicle speed zero at the stop position. As a result, even when the signal display can be recognized as a stop signal or an intermediate signal after the deceleration start timing on the first vehicle speed profile from the unrecognized state, the signal display is displayed. Appropriate stop control can be executed. When the target vehicle speed profile is set, the process proceeds to step S114.

In step S114, the processor 10 calculates the target vehicle speed based on the target vehicle speed profile set in step S113. The target vehicle speed is calculated so as to follow the target vehicle speed profile. The calculated target vehicle speed is the vehicle speed at a position on the target vehicle speed profile that is equivalent to the preview time from the current position. The preview time is a time corresponding to an output delay time with respect to a control input such as steering control, and indicates a control delay (response delay) in time. The processor 10 calculates the target vehicle speed corresponding to the position of the own vehicle after the preview time on the target vehicle speed profile. After calculating the target vehicle speed, the process returns to step S8 in FIG.

In addition, in the target vehicle speed control in the actual environment, in addition to the target vehicle speed required for the stop control at the stop position of the intersection, the limit vehicle speed control and the tracking of the vehicle in front are performed in order to realize the driving according to various surrounding environments. Since there are cases where control and travel control for the shape of the target route are performed, the processor 10 calculates each target vehicle speed and compares the calculated target vehicle speeds. Then, when the target vehicle speed for the stop control at the stop position of the intersection is the lowest vehicle speed, the target vehicle speed calculated in each step may be selected.

In step S115, when the signal display is neither a stop signal nor an intermediate signal, that is, a progress signal, the processor 10 calculates the target vehicle speed according to the signal display. For example, in the case of traveling in Japan, when the signal display is a green light, the target vehicle speed for passing through the intersection is calculated. For example, the speed limit of the own lane in which the own vehicle is traveling is calculated as the target vehicle speed. Alternatively, when traveling following the vehicle in front, the target vehicle speed is calculated based on the vehicle speed of the vehicle in front. When the processor 10 calculates the target vehicle speed, the process proceeds to step S8 of FIG.

In the present embodiment, the processor 10 repeatedly sets the target vehicle speed profile and calculates the target vehicle speed based on the target vehicle speed profile while the own vehicle is traveling toward the intersection. Specifically, while the own vehicle is traveling toward the stop position, the processor 10 uses the control flow shown in FIG. 3, the control flow shown in FIG. 5, and the control flow shown in FIG. 8 (with the own vehicle in step S105). The control flow from the determination of the position relative to the deceleration start position to the calculation of the target vehicle speed) is repeatedly executed at a predetermined cycle. Since the surrounding environment information is always acquired while the own vehicle is running, the surrounding vehicle speed profile is updated each time there is a change in the running of the surrounding vehicle, and the target vehicle speed profile is also updated accordingly. Become. Similarly, if the signal display becomes recognizable while acquiring the surrounding environment information, the processor 10 executes the traveling control according to the signal display. In addition, when the signal display is not recognized from the state where the signal display can be recognized, a vehicle speed profile is set until the own vehicle is stopped at the stop position of the intersection when the signal display is not recognized, and the vehicle speed profile is set as the target vehicle speed. It may be set as a profile.

Further, as described above, in the present embodiment, after it is determined that the vehicle is approaching the intersection and the first vehicle speed profile is set, the processor 10 displays a signal until the own vehicle reaches the stop position of the intersection. Is repeatedly determined whether or not can be recognized. Then, in the present embodiment, when the signal display continues to be unrecognized, the processor 10 does not start deceleration at the deceleration start position when decelerating the own vehicle according to the first vehicle speed profile, and sets the current own vehicle speed. Keep the vehicle running. As a result, it is possible to maintain the current vehicle speed for a longer period of time than when the signal display is a stop signal or an intermediate signal, and if the signal display can be recognized during that time, it is adjusted to the actual signal display. Even if the driving control is changed, it is possible to prevent the contents of the driving control from suddenly changing. For example, if the signal display can be recognized when the own vehicle is traveling at a point before the deceleration start position of the first vehicle speed profile, the traveling of the vehicle is controlled based on the recognized signal display. Specifically, if it can be recognized that the stop signal is a stop signal or an intermediate signal, the own vehicle is stopped at the stop position at the intersection according to the first vehicle speed profile. On the other hand, when the signal display is not recognized, the vehicle speed profile for traveling while maintaining the own vehicle speed beyond the deceleration start position in the first vehicle speed profile is set. At this time, the vehicle speed profile may be set so that the deceleration start position closer to the stop position of the intersection than the deceleration start position of the first vehicle speed profile is set. First, the deceleration start position of the first vehicle speed profile is set. Set only the vehicle speed profile that currently passes at the own vehicle speed, set the actual deceleration start position after exceeding the deceleration start position of the first vehicle speed profile, and set the vehicle speed profile that starts deceleration from the deceleration start position. May be.

Further, for example, even after the own vehicle has passed the deceleration start position of the first vehicle speed profile, if the signal display is in an unrecognized state, the signal display can be recognized while increasing the time currently traveled at the own vehicle speed. Repeat the determination of whether or not. However, if the own vehicle reaches the stop position of the intersection while the signal display is unrecognized, the processor 10 decelerates at the maximum deceleration on the premise that the own vehicle is stopped at the stop position of the intersection. The deceleration start position of the second vehicle speed profile is set, and deceleration is started at the deceleration start position at the latest. Alternatively, priority may be given to matching the traveling of the own vehicle with the traveling of the surrounding vehicle, and the deceleration start position may be set based on the vehicle speed profile of the surrounding vehicle. Then, if the signal display can be recognized from the unrecognized state of the signal display after the own vehicle has passed the deceleration start position of the first vehicle speed profile, the processor 10 will self-determine based on the recognized signal display. Control the running of the vehicle. For example, a vehicle speed profile for stopping the own vehicle from the current position of the own vehicle at the time when the signal display is recognized to the stop position at the intersection is set.

As described above, in the present embodiment, the sensor is used to recognize the signal display of the traffic light in the traveling direction of the own vehicle, and the processor is used to decelerate the own vehicle to the stop position of the intersection at a predetermined first deceleration. The first vehicle speed profile to be set is set, and the signal display is displayed while the stop signal or the progress signal indicating the progress permission is changed to the stop signal by the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile. It is a driving support method that controls the running of the own vehicle based on the first vehicle speed profile when it recognizes that it is an intermediate signal. The processor determines whether or not the signal display can be recognized, and the signal display is not displayed. If it is determined that the vehicle is recognized, a target vehicle speed profile having a higher vehicle speed than the first vehicle speed profile is set after the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile, and the vehicle is based on the target vehicle speed profile. Control the vehicle. As a result, when the vehicle is traveling toward the intersection, the signal display of the intersection can be recognized from the state where the signal display of the intersection cannot be recognized, and even if the driving control is changed, the driving control of the driving control It is possible to appropriately control the running of the vehicle without suddenly changing the contents.

Further, in the present embodiment, when the processor determines that the signal display is unrecognized, the target is to start the deceleration of the own vehicle later than the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile. Set the vehicle speed profile. As a result, when the signal display is unrecognized, the own vehicle is decelerated by the normal deceleration when the own vehicle is stopped at the stop position when the signal display is recognized as a stop signal or an intermediate signal. When the signal display can be recognized from the unrecognized state, the traveling of the vehicle can be appropriately controlled without suddenly changing the content of the traveling control.

Further, in the present embodiment, when the processor determines that the signal display is unrecognized, the processor stops the own vehicle at a predetermined second deceleration that is larger than the predetermined first deceleration of the first vehicle speed profile. The second vehicle speed profile to be stopped is calculated, and the target vehicle speed profile is set using the second vehicle speed profile. As a result, even if the own vehicle on the first vehicle speed profile starts decelerating after the timing at which the deceleration starts, the own vehicle can be stopped to the stop position at the intersection.

Further, in the present embodiment, the second deceleration is the maximum deceleration in the range in which the own vehicle can be stopped at the stop position. As a result, the deceleration of the own vehicle can be started from a point closer to the stop position.

Further, in the present embodiment, the processor acquires the surrounding environment information about the surrounding vehicle traveling around the own vehicle, and when it is determined that the signal display is unrecognized, the processor of the surrounding vehicle is based on the surrounding environment information. The surrounding vehicle speed profile up to the stop position is generated, and the target vehicle speed profile is set using the generated surrounding vehicle speed profile. Thereby, by using the information about the surrounding vehicle, it is possible to execute the stop control according to the movement of the surrounding vehicle.

Further, in the present embodiment, the processor detects the vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle, and sets the own vehicle at a second deceleration larger than the first deceleration. A second vehicle speed profile to stop at the stop position is generated, and it is determined whether or not the surrounding vehicle vehicle speed at the detected relative position of the surrounding vehicle is between the first vehicle speed profile and the second vehicle speed profile, and the detection is performed. When the surrounding vehicle speed at the relative position of the surrounding vehicle is between the first vehicle speed profile and the second vehicle speed profile, the target vehicle speed profile is set using the surrounding vehicle speed profile. As a result, by setting a target vehicle speed profile that matches the movement of surrounding vehicles within the range of the first vehicle speed and the second vehicle speed, it is possible to execute more appropriate control while matching the movement of surrounding vehicles. it can.

Further, in the present embodiment, the processor detects the vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle, and the peripheral vehicle vehicle speed at the detected relative position of the surrounding vehicle is determined. , It is determined whether or not it is smaller than the first vehicle speed profile, and when the surrounding vehicle vehicle speed at the detected relative position of the surrounding vehicle is smaller than the first vehicle speed profile, the target vehicle speed profile is determined using the first vehicle speed profile. Set. As a result, even if the surrounding vehicle is decelerating from a point before the deceleration start position when decelerating at the normal deceleration, it will be at the deceleration start position when decelerating at the normal deceleration. The deceleration of the vehicle can be started.

Further, in the present embodiment, the processor detects the vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle, and detects a predetermined second deceleration that is larger than the predetermined first deceleration. Generates a second vehicle speed profile that stops the own vehicle at the stop position, determines whether or not the vehicle speed of the surrounding vehicle at the relative position of the detected surrounding vehicle is greater than the second vehicle speed profile, and determines whether or not the detected surroundings When the surrounding vehicle speed at the relative position of the vehicle is larger than the second vehicle speed profile, the target vehicle speed profile is set using the second vehicle speed profile. As a result, even if the surrounding vehicle is decelerating from a point after the deceleration start position when decelerating at the maximum deceleration, the own vehicle is at the deceleration start position when decelerating at the maximum deceleration. Deceleration can be started.

Further, in the present embodiment, the surrounding environment information includes the following vehicle information regarding the position, vehicle speed, and acceleration / deceleration of the following vehicle of the own vehicle, and the processor generates the first vehicle speed profile based on the following vehicle information. As a result, when the own vehicle is decelerated and stopped at the stop position at the intersection, it is possible to prevent the following vehicle from getting too close.

Further, in the present embodiment, the surrounding environment information includes surrounding vehicle information regarding the position, vehicle speed, and acceleration / deceleration of the surrounding vehicle, and the processor stops from the current position of the own vehicle using the equation of motion based on the surrounding vehicle information. Generate a vehicle speed profile of the surrounding vehicle to the position. As a result, by using the information of the surrounding vehicle away from the own vehicle, it is possible to control the traveling according to the movement of the surrounding vehicle.

Further, in the present embodiment, when the surrounding vehicle is accelerating at a predetermined acceleration or higher, the processor excludes the information about the accelerating surrounding vehicle from the surrounding environment information, or sets it as the current own vehicle speed of the own vehicle. It is assumed that there are surrounding vehicles traveling at the same vehicle speed, and a surrounding vehicle vehicle speed profile is generated. As a result, it is possible to stop at the stop position more appropriately by preventing the influence of the traveling of the vehicle accelerating to pass the signal.

Further, in the present embodiment, when a plurality of surrounding vehicles are detected, the processor generates a surrounding vehicle vehicle speed profile corresponding to each of the plurality of surrounding vehicles, and uses the average vehicle speed of the plurality of surrounding vehicle vehicle speed profiles to surround the vehicle. Generate a vehicle speed profile. As a result, by using the average vehicle speeds of a plurality of surrounding vehicles, it is possible to realize traveling control in consideration of the movements of many surrounding vehicles.

Further, in the present embodiment, when the processor detects a plurality of surrounding vehicles, the processor generates a surrounding vehicle vehicle speed profile corresponding to each of the plurality of surrounding vehicles, and each point among the generated plurality of surrounding vehicle vehicle speed profiles. The minimum surrounding vehicle speed in is used to generate the surrounding vehicle speed profile. As a result, safer driving control can be realized by using the minimum vehicle speeds of a plurality of surrounding vehicles.

Further, in the present embodiment, the processor acquires the surrounding environment information regarding the surrounding vehicle when it is determined that the signal display is unrecognized, and when the surrounding environment information can be acquired, the processor of the surrounding vehicle is based on the surrounding environment information. A second vehicle speed profile that generates a vehicle speed profile of the surrounding vehicle up to the stop position and stops the own vehicle at the stop position with a predetermined second deceleration larger than the predetermined first deceleration when the surrounding environment information cannot be acquired. Use to set the target vehicle speed profile. As a result, even if the surrounding vehicle cannot be detected, it is possible to execute control for appropriately stopping the own vehicle at the stop position.

Further, in the present embodiment, after the deceleration start timing, when the processor can recognize the signal display as a stop signal or an intermediate signal from a state in which the signal display cannot be recognized, the processor stops the own vehicle. Set the target vehicle speed profile to stop at. As a result, when the signal display can be recognized, it is possible to control the traveling according to the signal display.

Further, in the present embodiment, the processor calculates the current own vehicle speed of the own vehicle, calculates a virtual vehicle speed profile which is a vehicle speed profile when the vehicle is stopped by a predetermined deceleration with respect to the stop position, and determines the current own vehicle speed and the current own vehicle speed. The virtual vehicle speed profiles are compared, and the first vehicle speed profile is set using the minimum vehicle speed based on the comparison result. This makes it possible to design a traveling control that stops the own vehicle at the stop position without exceeding the stop position at the intersection and without unnecessary acceleration / deceleration.

It should be noted that the embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above-described embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

1000 ... Driving support system 1 ... Sensor 2 ... Navigation device 3 ... Map information 4 ... Own vehicle information detection device 5 ... Environment recognition device 6 ... Object recognition device 100 ... Driving support device 10 ... Processor 11 ... CPU
12 ... ROM
13 ... RAM
120 ... Destination setting function 130 ... Route planning function 140 ... Driving planning function 150 ... Driving zone calculation function 160 ... Route calculation function 170 ... Driving behavior control function 110 ... Output device 111 ... Communication device 200 ... Vehicle controller 210 ... Drive mechanism

Claims (17)

The sensor is used to recognize the signal display of the traffic light in the direction of travel of the own vehicle.
A processor is used to set a first vehicle speed profile that decelerates the own vehicle at a predetermined first deceleration and stops the vehicle at an intersection stop position, and starts deceleration when the own vehicle is decelerated by the first vehicle speed profile. When it is recognized that the signal display is a stop signal or an intermediate signal displayed while the progress signal indicating the progress permission is changed to the stop signal by the timing, the own vehicle is based on the first vehicle speed profile. It is a driving support method that controls the driving of
The processor
It is determined whether or not the signal display can be recognized, and it is determined.
When it is determined that the signal display is unrecognized, a target vehicle speed profile having a higher vehicle speed than the first vehicle speed profile is set after the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile. ,
A driving support method for controlling the running of the own vehicle based on the target vehicle speed profile. The processor
When it is determined that the signal display is unrecognized, the target vehicle speed profile for starting deceleration of the own vehicle is set later than the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile. The driving support method according to claim 1. The processor
When it is determined that the signal display is unrecognized, the own vehicle is decelerated at a predetermined second deceleration larger than the predetermined first deceleration of the first vehicle speed profile and stopped at the stop position. Generate a second vehicle speed profile to let
The driving support method according to claim 2, wherein the target vehicle speed profile is set by using the second vehicle speed profile. The driving support method according to claim 3, wherein the predetermined second deceleration is the maximum deceleration in the range in which the own vehicle can be stopped at the stop position. The processor
Acquires the surrounding environment information about the surrounding vehicles traveling around the own vehicle, and obtains
When it is determined that the signal display is unrecognized, a surrounding vehicle vehicle speed profile up to the stop position of the surrounding vehicle is generated based on the surrounding environment information.
The driving support method according to claim 1 or 2, wherein the target vehicle speed profile is set using the generated surrounding vehicle vehicle speed profile. The processor
The relative vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle are detected.
A second vehicle speed profile is generated in which the own vehicle is decelerated at a predetermined second deceleration larger than the predetermined first deceleration to stop at the stop position.
It is determined whether or not the peripheral vehicle vehicle speed at the relative position of the detected surrounding vehicle is between the first vehicle speed profile and the second vehicle speed profile.
When it is determined that the detected surrounding vehicle speed at the relative position of the surrounding vehicle is between the first vehicle speed profile and the second vehicle speed profile, the surrounding vehicle vehicle speed profile is used. The driving support method according to claim 5, wherein a target vehicle speed profile is set. The processor
The relative vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle are detected.
It is determined whether or not the vehicle speed of the surrounding vehicle at the relative position of the detected surrounding vehicle is smaller than the first vehicle speed profile.
A claim for setting the target vehicle speed profile using the first vehicle speed profile when it is determined that the detected vehicle speed of the surrounding vehicle at the relative position of the surrounding vehicle is smaller than the first vehicle speed profile. The driving support method according to 5 or 6. The processor
The relative vehicle speed of the surrounding vehicle, which is the vehicle speed of the surrounding vehicle, and the relative position of the surrounding vehicle with respect to the own vehicle are detected.
A second vehicle speed profile is generated in which the own vehicle is decelerated at a predetermined second deceleration larger than the predetermined first deceleration to stop at the stop position.
It is determined whether or not the vehicle speed of the surrounding vehicle at the relative position of the detected surrounding vehicle is higher than the second vehicle speed profile.
A claim for setting the target vehicle speed profile using the second vehicle speed profile when it is determined that the detected vehicle speed of the surrounding vehicle at the relative position of the surrounding vehicle is larger than the second vehicle speed profile. The driving support method according to any one of 5 to 7. The surrounding environment information includes the following vehicle information regarding the position, vehicle speed, and acceleration / deceleration of the following vehicle of the own vehicle.
The processor
The driving support method according to any one of claims 5 to 8, wherein the first vehicle speed profile is set based on the following vehicle information. The surrounding environment information includes surrounding vehicle information regarding the position, vehicle speed, and acceleration / deceleration of the surrounding vehicle.
The processor
The driving support method according to any one of claims 5 to 8, wherein the surrounding vehicle vehicle speed profile from the current position of the own vehicle to the stop position is generated by using the equation of motion based on the surrounding vehicle information. The processor
When the surrounding vehicle is accelerating at a predetermined acceleration or higher, the information about the accelerating surrounding vehicle is excluded from the surrounding environment information, or the vehicle travels at the same speed as the current own vehicle speed of the own vehicle. The driving support method according to any one of claims 5 to 8, wherein the surrounding vehicle is deemed to exist, and the surrounding vehicle vehicle speed profile is generated. The processor
When a plurality of the surrounding vehicles are detected, the surrounding vehicle vehicle speed profile corresponding to each of the plurality of surrounding vehicles is generated.
The driving support method according to any one of claims 5 to 8, wherein the surrounding vehicle vehicle speed profile is generated by using the average vehicle speeds of the plurality of generated peripheral vehicle vehicle speed profiles. The processor
When a plurality of the surrounding vehicles are detected, the surrounding vehicle vehicle speed profile corresponding to each of the plurality of surrounding vehicles is generated.
Claims 5 to 8 for generating the peripheral vehicle vehicle speed profile by using the minimum peripheral vehicle speed at each point from the current position of the own vehicle to the stop position among the plurality of generated peripheral vehicle vehicle speed profiles. The driving support method according to any one of the above. The processor
When it is determined that the signal display is unrecognized, the surrounding environment information regarding the surrounding vehicle is acquired, and the surrounding environment information is acquired.
When the surrounding environment information can be acquired, the surrounding vehicle vehicle speed profile up to the stop position of the surrounding vehicle is generated based on the surrounding environment information.
When the surrounding environment information cannot be acquired, the target vehicle speed is used by using a second vehicle speed profile that decelerates the own vehicle at a predetermined second deceleration larger than the predetermined first deceleration and stops the vehicle at the stop position. The driving support method according to any one of claims 5 to 8, wherein a profile is set. The processor
After the deceleration start timing, when the signal display can be recognized as the stop signal or the intermediate signal from the state where the signal display cannot be recognized, the own vehicle is stopped at the stop position. The driving support method according to any one of claims 1 to 14, wherein the target vehicle speed profile is set. The processor
Calculate the current own vehicle speed of the own vehicle,
A virtual vehicle speed profile, which is a vehicle speed profile when the vehicle is stopped by a predetermined deceleration with respect to the stop position, is calculated.
Comparing the current vehicle speed with the virtual vehicle speed profile,
The driving support method according to any one of claims 1 to 15, wherein the first vehicle speed profile is set using the minimum vehicle speed based on the comparison result. The sensor is used to recognize the signal display of the traffic light in the direction of travel of the own vehicle.
A processor is used to set a first vehicle speed profile that decelerates the own vehicle at a predetermined first deceleration to decelerate to a stop position at an intersection, and starts deceleration when the own vehicle is decelerated by the first vehicle speed profile. When it is recognized that the signal display is a stop signal or an intermediate signal displayed while the progress signal indicating the progress permission is changed to the stop signal by the timing, the own vehicle is based on the first vehicle speed profile. It is a driving support device that controls the running of
The processor
A recognition determination unit that determines whether or not the signal display can be recognized,
When it is determined that the signal display is unrecognized, a target vehicle speed profile having a higher vehicle speed than the first vehicle speed profile is set after the deceleration start timing when the own vehicle is decelerated by the first vehicle speed profile. Target vehicle speed profile setting unit and
A driving support device including a control unit that controls the running of the own vehicle based on the set target vehicle speed profile.

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