JP2021104728A - Driving support method and driving support device - Google Patents

Abstract

To enable, in such a scene that an own vehicle enters an intersection where there are a preceding vehicle and a following vehicle, the smooth entry of the own vehicle, thereby preventing the own vehicle from being stopped at such a position as to obstruct the passage of another vehicle.SOLUTION: In a driving support method, when an own vehicle A travels toward an intersection CP, and a preceding vehicle B is specified, it is determined whether or not there is an own-vehicle stop area SA where the own vehicle A can be stopped behind the preceding vehicle B without obstructing the passage of another vehicle. When it is determined that there is not the own-vehicle stop area SA, control is performed so as to stop the own vehicle A at a position before the intersection CP. While the own vehicle A is stopped, there is performed the starting determination of the preceding vehicle B shifting to the behavior of starting. When the starting determination of the preceding vehicle B is performed, if there is a following vehicle C at a position behind the preceding vehicle B, it is determined whether the following vehicle C behaves in such a way as not to enter a planned travel route of the own vehicle A. When it is determined that the following vehicle C behaves in such a way as not to enter the planned travel route of the own vehicle A, control is performed so as to start the own vehicle A.SELECTED DRAWING: Figure 11

Description

The present disclosure relates to a driving support method and a driving support device in a scene in which the own vehicle travels toward an intersection.

Conventionally, it is a driving support device that assists the driving of a vehicle, and has a lighting information acquisition unit that acquires lighting information of a traffic light existing in front of the vehicle in the traveling direction and a preceding unit that travels ahead of the vehicle in the traveling direction of the vehicle. Whether or not the vehicle can pass through the driving information acquisition unit that acquires the driving information of the vehicle and the traffic light that predicts the speed propagation in the preceding vehicle based on the lighting information and the driving information and acquires the lighting information based on the prediction result. A driving support device including an estimation unit for estimating is known (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2012-160127

In the prior art disclosed in Patent Document 1, the start timing for starting the own vehicle toward the rear of the preceding vehicle is determined based on the start prediction of the preceding vehicle and the lighting information of the traffic light. For this reason, if there is a following vehicle behind the preceding vehicle, if the following vehicle interferes with the entry of the own vehicle, the own vehicle will be forced to stop at a position protruding from the lane that obstructs the passage of other vehicles, and the vehicle will restart. There is a problem of getting stuck (stopping) until the situation becomes possible.

This disclosure focuses on the above issues, and by realizing smooth entry of the own vehicle in a scene where the own vehicle approaches the intersection where the preceding vehicle and the following vehicle exist, the other vehicle can enter the vehicle smoothly. The purpose is to prevent the vehicle from stopping at a position that obstructs traffic.

In order to achieve the above object, the present disclosure is a driving support method by a controller that calculates a traveling route of the own vehicle and supports traveling along the calculated traveling route, and the own vehicle is scheduled to travel. It is determined whether or not the planned traveling route is toward an intersection in an intersection area with a traveling lane in which another vehicle is traveling. When it is determined that the own vehicle is heading for an intersection, the vehicle that is closest to the own vehicle on the planned travel route of the own vehicle among other vehicles is specified as the preceding vehicle. When the preceding vehicle is identified, it is determined whether or not there is an own vehicle stop area behind the preceding vehicle that can stop the own vehicle without obstructing the passage of other vehicles. When it is determined that the own vehicle stop area does not exist, the control is performed to stop the own vehicle at a position in front of the intersection. While the own vehicle is stopped, the start determination is made so that the preceding vehicle shifts to the starting behavior. When the start determination of the preceding vehicle is made, if the following vehicle exists at the rear position of the preceding vehicle, it is determined whether or not the following vehicle does not enter the planned travel route of the own vehicle. When it is determined that the following vehicle does not enter the planned travel route of the own vehicle, the control for starting the own vehicle is performed.

Since the above-mentioned problem-solving means is adopted, in a scene where the own vehicle approaches the intersection where the preceding vehicle and the following vehicle exist, the smooth approach of the own vehicle is realized, and the passage of other vehicles is obstructed. It is possible to prevent the vehicle from stopping.

FIG. 5 is a block configuration diagram showing an overall system configuration of an autonomous driving vehicle to which the driving support method of the first embodiment and a driving support device are applied, and a detailed configuration of a surrounding object behavior prediction unit. It is explanatory drawing which shows the start behavior prediction determination example 1 in the case of predicting and determining that the preceding vehicle is a start behavior in the preceding vehicle start prediction determination unit. It is explanatory drawing which shows the start behavior prediction determination example 2 in the case of predicting and determining that the preceding vehicle is a start behavior in the preceding vehicle start prediction determination unit. It is explanatory drawing which shows the start behavior prediction determination example 3 at the time of predicting and determining that the preceding vehicle is a start behavior in the preceding vehicle start prediction determination unit. It is explanatory drawing which shows the concession behavior determination example 1 when it is determined that it is the concession behavior of the following vehicle in the following vehicle behavior determination part. It is explanatory drawing which shows the concession behavior determination example 2 when it is determined that it is the concession behavior of the following vehicle in the following vehicle behavior determination part. It is explanatory drawing which shows the concession behavior determination example 3 when it is determined that it is the concession behavior of the following vehicle in the following vehicle behavior determination part. It is a flowchart which shows the flow of the driving support processing in the scene where the own vehicle enters toward an intersection, which is executed by the surrounding object behavior prediction unit and the vehicle control unit. It is a problem explanatory diagram which shows the scene which the own vehicle enters toward an intersection on a junction by the background technology. It is a problem explanatory diagram which shows the scene which the own vehicle enters toward an intersection at a crossroads by the background technology. It is a driving support method explanatory view which shows the scene which the own vehicle enters toward an intersection by the driving support method of this disclosure. FIG. 5 is an operation explanatory diagram showing a driving support action in an approach scene 1 in which a vehicle enters toward an intersection on a junction according to the driving support method of the first embodiment. FIG. 5 is an operation explanatory view showing a driving support action in an approach scene 2 in which a vehicle enters toward an intersection at a crossroad where a following vehicle turning left according to the driving support method of the first embodiment exists. FIG. 5 is an operation explanatory view showing a driving support action in an approach scene 3 in which a vehicle enters toward an intersection at a crossroads in which a following vehicle traveling straight according to the driving support method of the first embodiment exists.

Hereinafter, a mode for implementing the driving support method and the driving support device according to the present disclosure will be described with reference to the first embodiment shown in the drawings.

In the driving support method and the driving support device in the first embodiment, a target route is generated when the automatic driving mode is selected, and the vehicle movement is controlled by the speed and the steering angle so as to travel along the generated target route. It is applied to a vehicle (an example of a driving support vehicle). Hereinafter, the configuration of the first embodiment will be described separately as "overall system configuration", "detailed configuration of the surrounding object behavior prediction unit", and "driving support processing configuration at the time of approaching an intersection".

[Overall system configuration (Fig. 1)]
As shown in FIG. 1, the autonomous driving vehicle (own vehicle) includes an object detection device 1, an object detection integration / tracking unit 2, a vehicle position estimation device 3, a map storage device 4, and a vehicle position estimation unit 5 in a map. The vehicle route generation unit 6, the surrounding object behavior prediction unit 7, and the vehicle control unit 8 are installed as an automatic driving system.

The object detection device 1 uses an in-vehicle sensor that detects an object such as a laser radar, a millimeter-wave radar, a rider, or a camera, and an object existing around the own vehicle (for example, another vehicle, a motorcycle, a pedestrian, an obstacle, etc.). Detects the position, posture, size, speed, etc. of The detection result represents, for example, a two-dimensional position, posture, size, speed, etc. of an object in a zenith map in which the vehicle is viewed from the air.

The object detection integration / tracking unit 2 outputs one two-dimensional position, posture, size, speed, etc. for each object based on the object detection result obtained from the object detection device 1. That is, based on the results of a plurality of object positions, postures, sizes, and speeds obtained from a plurality of in-vehicle sensors, and considering the error characteristics of each in-vehicle sensor by sensor fusion or the like, the error such as the object position is the smallest. Calculate one rational two-dimensional position or the like. Furthermore, the identity verification (association) of the object between different times is performed for the object position, posture, size, velocity, etc. output at different times, and the velocity of the object is based on the association. Estimate the information.

The own vehicle position estimation device 3 uses sensors that measure absolute positions such as GPS (abbreviation of "Global Positioning System") and odometry to determine the absolute position of the own vehicle, that is, the position, posture, speed, etc. of the own vehicle with respect to a certain reference point. measure.

The map storage device 4 holds high-precision map information including information on the road shape and the traveling lane, and the own vehicle and other vehicles such as the absolute position of the lane, the lane connection relationship, and the relative positional relationship are obtained from the high-precision map information. Acquire road map information about the road on which etc.

The own vehicle position estimation unit 5 in the map is based on the absolute position of the own vehicle obtained by the own vehicle position estimation device 3 and the road map information around the own vehicle obtained by the map storage device 4 in the road map. Estimate the position of your vehicle in. That is, it acquires which lane the vehicle is traveling in which direction.

When the driver inputs a destination, the own vehicle route generation unit 6 is based on a route generation rule that connects the current location to the destination in the shortest distance, a route generation rule that connects the current location to the destination in the shortest required time, and the like. Generate a target route and a target speed profile that will be the planned travel route of the vehicle. The target route and target speed profile of the own vehicle follow the traffic rules such as along the lane to which the own vehicle belongs, and further avoid interference with other vehicles based on the traveling track of the other vehicle, and the other vehicle. It is generated with a smooth trajectory so that the own vehicle does not suddenly decelerate or steer due to the behavior of.

The surrounding object behavior prediction unit 7 is based on the object position information obtained by the object detection integration / tracking unit 2 and the vehicle position information in the map of the vehicle obtained by the vehicle position estimation unit 5 in the map. , Predict the behavior of objects around the vehicle. The detailed configuration of the surrounding object behavior prediction unit 7 will be described later.

As basic control, the vehicle control unit 8 has a drive actuator, a braking actuator, and a steering angle actuator so that the traveling speed and steering angle of the own vehicle are set according to the target route and the target speed profile generated by the own vehicle route generation unit 6. Vehicle motion control is performed to output a control command to. In addition to this basic control, when the behavior of an object existing around the own vehicle is predicted by the surrounding object behavior prediction unit 7 to be unable to maintain the basic control of the own vehicle, the scene corresponding control corresponding to each scene is encountered. Is performed by the vehicle control unit 8. In the scene-responsive control, the basic control is the control of stopping, waiting, and starting of the own vehicle, which is required to maintain the automatic driving along the target route in each scene, and the correction of the target route as necessary. Is added to.

[Detailed configuration of surrounding object behavior prediction unit (Figs. 1 to 7)]
The surrounding object behavior prediction unit 7 targets a scene in which the own vehicle enters the intersection where the preceding vehicle and the following vehicle exist, and determines the behavior of the own vehicle when approaching the intersection. Predict the behavior of surrounding objects such as cars. As shown in FIG. 1, the surrounding object behavior prediction unit 7 includes an object information / map information acquisition unit 71, an intersection travel determination unit 72, a preceding vehicle identification unit 73, a vehicle stop area determination unit 74, and a vehicle stop control unit. It has 75, a preceding vehicle start determination unit 76, a following vehicle behavior determination unit 77, and a own vehicle start control unit 78.

Hereinafter, the own vehicle is referred to as A, the preceding vehicle is referred to as B, the preceding vehicle is referred to as B', the following vehicle is referred to as C, the oncoming vehicle is referred to as D, the pedestrian (obstacle) is referred to as E, and the passing vehicle (obstacle) is referred to as F. In addition, the target route (the planned travel route of the own vehicle A) is TL, the intersection is CP, the own vehicle stop area is SA, the own lane in which the own vehicle A is traveling is AL, the traveling lane BL in which the preceding vehicle B is traveling, and the following vehicle. The traveling lane in which C travels is referred to as CL, the oncoming lane in which oncoming vehicle D travels is referred to as DL, the traffic light is referred to as TS, and the pedestrian crossing is referred to as WR. The traveling lane in which the preceding vehicle B and the following vehicle C travel is called BL.

The object information / map information acquisition unit 71 acquires the object information existing around the own vehicle A and the map information around the own vehicle A. Here, the "object information existing around the own vehicle A" refers to the preceding vehicle B existing in the surrounding map area centered on the own vehicle A whose position on the map is estimated, the preceding vehicle B', and the preceding vehicle B'. It refers to a following vehicle C, an oncoming vehicle D, a pedestrian E, a passing vehicle F, and the like.

The intersection travel determination unit 72 determines whether or not the target route TL on which the own vehicle A is scheduled to travel is toward the intersection CP in the intersection area with the travel lane in which the other vehicle is traveling. Here, the "traveling lane in which another vehicle travels" means a lane orthogonal to the own lane AL in which another vehicle such as the preceding vehicle B or the following vehicle C travels. The “intersection CP in the intersection area” means a point where the center line L1 of the own lane AL and the center line L2 of the traveling lane orthogonal to the own lane AL intersect (see FIG. 5).

When it is determined that the own vehicle A is heading toward the intersection CP, the preceding vehicle identification unit 73 selects a vehicle among other vehicles that exists on the target route TL of the own vehicle A and is closest to the own vehicle A. It is specified as the preceding vehicle B. That is, when the own vehicle A travels along the target route TL, the vehicle that first appears at the position immediately before the own vehicle A after passing the intersection CP is specified as the preceding vehicle B.

When the preceding vehicle B is specified, the own vehicle stop area determination unit 74 determines whether or not the own vehicle stop area SA capable of stopping the own vehicle A behind the preceding vehicle B without obstructing the passage of other vehicles. Is determined. Here, the "own vehicle stop area SA" means an occupied area of the own vehicle A at the temporary stop position, assuming that the own vehicle A is temporarily stopped at a position behind the preceding vehicle B. For example, as shown in FIGS. 2 to 4, when the own vehicle stop region SA behind the preceding vehicle B extends beyond the oncoming lane DL in which the oncoming vehicle D travels, it is determined that the own vehicle stop region SA does not exist. .. On the other hand, if the oncoming vehicle D does not extend beyond the oncoming lane DL in which the oncoming vehicle D travels, it is determined that the own vehicle stop region SA exists.

When it is determined that the own vehicle stop region SA does not exist, the own vehicle stop control unit 75 controls to stop the own vehicle A at a position in front of the intersection CP. Here, the "position in front of the intersection CP" means a position where the own vehicle A can stop without obstructing the passage of other vehicles. For example, as shown in FIGS. 2 to 4, when there is an oncoming lane DL in which the oncoming vehicle D travels between the position of the own vehicle A and the position of the intersection CP, the vehicle protrudes to the oncoming lane DL on the own lane AL. A position that never happens.

The preceding vehicle start determination unit 76 makes a start determination in which the preceding vehicle B shifts to the starting behavior while the own vehicle A is stopped. Here, the "start determination" has both meanings of a start prediction determination for predicting that the preceding vehicle B will start and a starting operation determination for detecting that the preceding vehicle B has actually started to start. In the present disclosure, when the own vehicle A merges behind the preceding vehicle B, the start prediction determination of the preceding vehicle B that can suppress the start delay of the own vehicle A is adopted. That is, while the preceding vehicle B is stopped, the start of the preceding vehicle B is predicted and determined based on the traveling environment information within a predetermined range ahead of the preceding vehicle B. Hereinafter, a specific example of determining the start prediction of the preceding vehicle B will be described with reference to FIGS. 2 to 4.

In the start prediction determination example 1 of the preceding vehicle B shown in FIG. 2, when the traffic light TS exists within a predetermined range ahead of the preceding vehicle B, the signal display by the traffic light TS cannot proceed while the preceding vehicle B is stopped (red light). When the vehicle changes from to permission (green light), it is predicted and determined that the preceding vehicle B will start.

In the start prediction determination example 2 of the preceding vehicle B shown in FIG. 3, when an obstacle exists within a predetermined range in front of the preceding vehicle B, the preceding vehicle B leaves the preceding vehicle within the predetermined range while the preceding vehicle B is stopped. It is predicted and determined that B will start. Here, the "obstacle" refers to a pedestrian E crossing the pedestrian crossing WR, an oncoming vehicle D turning right, another vehicle not shown in the figure traveling straight ahead of the preceding vehicle B in the crossing direction. That is, in the case of pedestrian E, as shown in FIG. 3, when pedestrian E departs from within a predetermined range (for example, the lane width range of the traveling lane BL), it is regarded as the end of crossing on the pedestrian crossing WR, and the preceding vehicle B Is predicted to start. In the case of an oncoming vehicle D that makes a right turn, if the oncoming vehicle D departs from within a predetermined range, it is considered that the right turn has ended, and it is predicted that the preceding vehicle B will start. In the case of another vehicle traveling straight, if the other vehicle departs from the predetermined range, it is considered that the passing through is completed in the straight direction, and it is predicted and determined that the preceding vehicle B will start.

In the start prediction determination example 3 of the preceding vehicle B shown in FIG. 4, when an obstacle exists within a predetermined range ahead of the preceding vehicle B, the obstacle in the direction of leaving the preceding vehicle B while the preceding vehicle B is stopped. If the moving speed is equal to or higher than the predetermined speed, it is predicted and determined that the preceding vehicle B will start. Here, the "obstacle" refers to a passing vehicle F or the like that travels through the front intersection of the preceding vehicle B. That is, even if the passing vehicle F exists within a predetermined range ahead of the preceding vehicle B (for example, the lane width range of the traveling lane BL), the moving speed in the direction of leaving the preceding vehicle B is equal to or higher than the predetermined speed. , Since the passing vehicle F leaves the predetermined range immediately after that, it is predicted and determined that the preceding vehicle B will start.

The following vehicle behavior determination unit 77 behaves so that when the preceding vehicle B is determined to start, if the following vehicle C exists at a position behind the preceding vehicle B, the following vehicle C does not enter the target route TL of the own vehicle A. It is determined whether or not it is. Here, in the present disclosure, when the start determination of the preceding vehicle B is made, it is predicted that the behavior of the following vehicle C is a concession behavior that allows the own vehicle A to enter the front. It is determined that C does not enter the target route TL of the own vehicle A. Hereinafter, a specific example of determining the concession behavior of the following vehicle C will be described with reference to FIGS. 5 to 7.

In the concession behavior determination example 1 of the following vehicle C shown in FIG. 5, when the starting determination of the preceding vehicle B is made, if the distance X between the intersection CP and the front end of the following vehicle C is equal to or greater than the predetermined distance Xth, the following vehicle C Is a behavior that does not enter the target route TL of the own vehicle A. Here, the predetermined distance Xth is a distance that allows the own vehicle A to enter in front of the following vehicle C when the own vehicle A enters, for example, a distance of about half of the total length of the own vehicle A. When the traveling lane BL of the preceding vehicle B and the following vehicle C is the priority traveling lane that has priority over the own lane AL, the value of the predetermined distance Xth (concession) used when the start determination of the preceding vehicle B is made. The behavior determination threshold) is set to a smaller value than when the traveling lane of the following vehicle C is not the priority traveling lane.

In the concession behavior determination example 2 of the following vehicle C shown in FIG. 6, when the starting determination of the preceding vehicle B is made, if the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C is equal to or greater than the predetermined distance Yth, the following vehicle C Is a behavior that does not enter the target route TL of the own vehicle A. Here, the predetermined distance Yth is a distance that allows the own vehicle A to enter between the preceding vehicle B and the following vehicle C when the own vehicle A enters, for example, a little shorter than the total length of the own vehicle A. Let it be a distance. When the traveling lane BL of the preceding vehicle B and the following vehicle C is the priority traveling lane that has priority over the own lane AL, the value of the predetermined distance Yth (concession) used when the start determination of the preceding vehicle B is made. The behavior determination threshold) is set to a smaller value than when the traveling lane of the following vehicle C is not the priority traveling lane.

In the concession behavior determination example 3 of the following vehicle C shown in FIG. 7, when the starting determination of the preceding vehicle B is made, the relative speed or relative acceleration of the preceding vehicle B and the following vehicle C is different from that of the preceding vehicle B and the following vehicle C. When the value indicates the direction in which the inter-vehicle distance is separated, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A. Here, in the case of relative speed, if the relative speed (= | Vb−Vc |) of the preceding vehicle speed Vb and the following vehicle speed Vc is equal to or greater than the predetermined speed difference ΔVth and the inter-vehicle distance is separated, it is determined that the following vehicle C has a concession behavior. .. For example, when the preceding vehicle B is stopped (preceding vehicle speed Vb = 0), if the following vehicle C is traveling backward (following vehicle speed Vc <0), it is determined that the following vehicle C has a concession behavior. Further, when the preceding vehicle B starts to move by starting (preceding vehicle speed Vb> 0), if the following vehicle C stops without following the preceding vehicle B (following vehicle speed Vc = 0), the following vehicle C makes a concession. Judge as behavior. When the traveling lane BL of the preceding vehicle B and the following vehicle C is the priority traveling lane that has priority over the own lane AL, the predetermined speed difference ΔVth (concession) of the relative speed used when the start determination of the preceding vehicle B is made is made. The behavior determination threshold) is set to a smaller value than when the traveling lane of the following vehicle C is not the priority traveling lane.

When it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, the own vehicle start control unit 78 causes the own vehicle A stopped before the intersection CP to the preceding vehicle B. Control is performed to start the vehicle between the vehicle C and the following vehicle C. When the own vehicle A is started toward the intersection CP, for example, when it is confirmed that the oncoming vehicle D traveling in the oncoming lane DL toward the own vehicle A exists at a short distance, the own vehicle A starts. Stop, and continue to stop the own vehicle A in front of the intersection CP until the start condition is satisfied next time.

[Driving support processing configuration when entering an intersection (Fig. 8)]
FIG. 8 shows the flow of the driving support process in the scene where the own vehicle A, which is executed by the surrounding object behavior prediction unit 7 and the vehicle control unit 8, enters toward the intersection CP. Hereinafter, each step of FIG. 8 will be described.

In step S1, following the start or the determination of NO in S3, S5, or S7, the object information / map information at that time is acquired, and the process proceeds to step S2.

In step S2, following the acquisition of the object information / map information in S1, the lanes in the map of other vehicles (preceding vehicle B, following vehicle C, oncoming vehicle D, etc.) are specified, and the process proceeds to step S3.

In step S3, following the identification of the lane in the map of the other vehicle in S2, it is determined whether or not the own vehicle A is heading for the intersection CP. If YES (own vehicle A is heading for the intersection CP), the process proceeds to step S4, and if NO (own vehicle A is not heading for the intersection CP), the process returns to step S1.

In step S4, following the determination that the own vehicle A is heading for the intersection CP in S3, the preceding vehicle B existing before the intersection CP of the own vehicle course (target route TL of the own vehicle A) is specified. Proceed to step S5.

In step S5, following the identification of the preceding vehicle B in S4, whether or not the predicted stop position (= own vehicle stop area SA) of the own vehicle A extends beyond the traveling lane of another vehicle (for example, the oncoming lane DL) is determined. judge. If YES (the predicted stop position of the own vehicle A protrudes), the process proceeds to step S6, and if NO (the predicted stop position of the own vehicle A does not protrude), the process returns to step S1.

Here, if it is determined that the predicted stop position of the own vehicle A does not protrude, the oncoming vehicle D traveling in the oncoming lane DL toward the own vehicle A does not exist at a short distance, and the own vehicle A Control is performed to maintain the running and stop the vehicle in the vehicle stop area SA. That is, without stopping the own vehicle A in front of the intersection CP, the own vehicle A is maintained running toward the rear of the preceding vehicle B, stopped in the own vehicle stop area SA closer to the preceding vehicle B, and then merged. Wait in preparation for.

In step S6, following the determination that the predicted stop position of the own vehicle A in S5 protrudes, or the determination that the predicted stop position of the own vehicle A is NO in S8, S10, or S11, control is performed to stop the own vehicle A before the intersection. , Step S7.

In step S7, following the stop of the own vehicle A in S6 before the intersection, it is determined whether or not the preceding vehicle B specified in S4 is stopped. If YES (preceding vehicle B is stopped), the process proceeds to step S8, and if NO (preceding vehicle B is not stopped), the process returns to step S1.

In step S8, following the determination in S7 that the preceding vehicle B is stopped, it is determined whether or not the preceding vehicle B is expected to start. If YES (the start of the preceding vehicle B is predicted), the process proceeds to step S9, and if NO (the start of the preceding vehicle B is not predicted), the process returns to step S6.

In step S9, following the determination that the preceding vehicle B is predicted to start in S8, it is determined whether or not the following vehicle C of the preceding vehicle B exists. If YES (the following vehicle C of the preceding vehicle B exists), the process proceeds to step S10, and if NO (there is no following vehicle C of the preceding vehicle B), the process proceeds to step S11.

In step S10, following the determination in S9 that the following vehicle C of the preceding vehicle B exists, it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. If YES (behavior that the following vehicle C does not enter the target route TL), the process proceeds to step S11, and if NO (behavior that the following vehicle C enters the target route TL), the process proceeds to step S6. return.

In step S11, following the determination in S9 that the following vehicle C of the preceding vehicle B does not exist, or the determination in S10 that the following vehicle C does not enter the target route TL, the own vehicle A It is determined whether or not the distance between the vehicle and another vehicle passing across the vehicle's path is greater than or equal to a predetermined distance. If YES (the distance between the own vehicle A and the other vehicle is greater than or equal to the predetermined distance), the process proceeds to step S12. If NO (the distance between the own vehicle A and the other vehicle is less than the predetermined distance), the process proceeds to step S6. return.

In step S12, following the determination in S11 that the distance between the own vehicle A and the other vehicle is equal to or greater than a predetermined distance, control is performed to start the own vehicle A between the preceding vehicle B and the following vehicle C. , Proceed to the end.

Next, the driving assistance technology in the intersection approach scene will be described. Then, the operation of the first embodiment will be described separately for "driving support processing action at the time of approaching an intersection" and "driving support action for each intersection approach scene".

[Driving assistance technology in intersection approach scenes (Figs. 9 to 11)]
As a background technology in an intersection approach scene, a technique has been proposed in which the start timing for starting the own vehicle toward the rear of the preceding vehicle is determined based on the start prediction of the preceding vehicle and the lighting information of the traffic light (Japanese Patent Laid-Open No. 2012-160127). See Gazette).

However, in the case of the proposed technology, the start timing of the own vehicle is determined only by predicting the start of the preceding vehicle. For this reason, when there is a following vehicle behind the preceding vehicle, if the following vehicle interferes with the entry of the own vehicle, the own vehicle is forced to stop at a position that obstructs the passage of other vehicles, and the vehicle can restart. There is a problem that it gets stuck (stopped) until it becomes.

For example, as shown in the upper part of FIG. 9, in the approach scene on the junction where the own vehicle enters toward the intersection where the preceding vehicle and the following vehicle exist, the traffic light is switched from red to blue and the preceding vehicle starts. Is predicted, and when the start of the preceding vehicle is predicted, the own vehicle is controlled to start. In this case, if the following vehicle starts to move following the start of the preceding vehicle, the empty space for the own vehicle to enter is not secured between the preceding vehicle and the following vehicle, and the own vehicle that has already started is not secured. , Cannot join the lane in which the preceding vehicle and the following vehicle are traveling. Therefore, as shown in the lower part of FIG. 9, the own vehicle has no choice but to stop at a position protruding from the oncoming lane, and is stuck until, for example, the following vehicle passes and the vehicle can restart. Therefore, if an oncoming vehicle is traveling toward the own vehicle on the oncoming lane of the preceding vehicle and the following vehicle, the oncoming vehicle will also stop at a position in front of the own vehicle, and the traffic of other vehicles traveling in the oncoming lane It causes the flow to be stagnant.

For example, as shown in the upper part of FIG. 10, in an approach scene at a crossroad where the own vehicle enters toward an intersection where the preceding vehicle exists in front of the own vehicle, the traffic light is switched from red to blue, so that the preceding vehicle The start is predicted, and when the start of the preceding vehicle is predicted, the own vehicle is controlled to start. In this case, when the following vehicle in the intersecting lane starts to move by turning left as the preceding vehicle starts, the following vehicle enters between the preceding vehicle and the already started own vehicle, and the following vehicle enters behind the preceding vehicle. There is not enough free space for cars to enter. Therefore, as shown in the lower part of FIG. 10, the own vehicle has no choice but to stop at a position outside the intersecting lane, and the following vehicle is stuck until the left turn is completed and the vehicle can restart. It ends up. Therefore, if another vehicle is traveling straight toward the own vehicle on the oncoming lane of the following vehicle, the other vehicle will also stop at a position in front of the own vehicle, and the other vehicle traveling in the oncoming lane of the following vehicle It causes the traffic flow to be blocked.

As a result of verifying the solution method for the above background technology
(A) When the own vehicle merges between the preceding vehicle and the following vehicle, if there is no own vehicle stop area behind the preceding vehicle that can stop the own vehicle without obstructing the passage of other vehicles, the own vehicle is stopped. When the vehicle is started, the traffic flow will be blocked due to the stoppage of the vehicle. Therefore, when the own vehicle stop area does not exist, it is necessary to stop and make the own vehicle stand by at a position that does not affect the traffic flow. In addition, if the own vehicle stop area exists, the problem of blocking the traffic flow due to the stop of the own vehicle does not occur.
(B) In order to determine the start timing of the stopped vehicle, it seems that there is an empty space between the preceding vehicle and the following vehicle when the vehicle reaches the confluence position. In addition, it is necessary to predict the behavior of both the preceding vehicle and the following vehicle.
I focused on that point.

Based on the above points of interest, the present disclosure determines whether or not the target route TL on which the own vehicle A is scheduled to travel is toward the intersection CP in the intersection region with the traveling lane in which the other vehicle is traveling. When it is determined that the own vehicle A is heading toward the intersection CP, the vehicle that exists on the target route TL of the own vehicle A and is closest to the own vehicle A is specified as the preceding vehicle B. When the preceding vehicle B is specified, it is determined whether or not there is an own vehicle stop region SA behind the preceding vehicle B that can stop the own vehicle A without obstructing the passage of other vehicles. When it is determined that the own vehicle stop area SA does not exist, the control is performed to stop the own vehicle A at a position in front of the intersection CP. While the own vehicle A is stopped, the start determination is made so that the preceding vehicle B shifts to the starting behavior. When the start determination of the preceding vehicle B is made, if the following vehicle C exists at the rear position of the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. .. When it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, the problem-solving means of controlling the start of the own vehicle A is adopted.

That is, when the preceding vehicle B is specified, it is determined whether or not there is an own vehicle stop region SA behind the preceding vehicle B that can stop the own vehicle A without obstructing the passage of other vehicles. Then, as shown in the upper part of FIG. 11, when it is determined that the own vehicle stop region SA does not exist, the control is performed to stop the own vehicle A at a position in front of the intersection CP.

While the own vehicle A is stopped, a start determination is made in which the preceding vehicle B shifts to the starting behavior, and when the starting determination of the preceding vehicle B is made, if the following vehicle C exists at a position behind the preceding vehicle B, the following vehicle C It is determined whether or not is a behavior that does not enter the target route TL of the own vehicle A. Then, as shown in the lower part of FIG. 11, when it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, the control for starting the own vehicle A is performed.

In this way, while the own vehicle A is stopped, the start timing of the own vehicle A is set to the timing at which both the behavior conditions of the preceding vehicle B and the behavior conditions of the following vehicle C are satisfied, so that the preceding vehicle B and the following vehicle C can be started. An empty space for the own vehicle A is secured in between, and the smooth entry of the own vehicle A is realized. As a result, in the scene where the own vehicle A enters toward the intersection CP where the preceding vehicle B and the following vehicle C exist, the smooth approach of the own vehicle A is realized, so that the passage of other vehicles is obstructed. It is possible to prevent the vehicle from stopping. In particular, as shown in FIG. 11, when the own vehicle A merges with the route on which the preceding vehicle B travels across the travel route through which the other vehicle passes, from the time when the own vehicle A starts until it reaches the merging position. It takes a predetermined time. On the other hand, if the behavior condition of the preceding vehicle B is the start prediction and the behavior condition of the following vehicle C is the concession behavior prediction, the delay in the start timing of the own vehicle A can be suppressed, and the traveling route through which the other vehicle passes. The own vehicle A can be merged with the route on which the preceding vehicle B travels across the vehicle.

[Driving support processing action when entering an intersection (Fig. 8)]
When the own vehicle A is heading toward the intersection CP and the predicted stop position (= own vehicle stop area SA) of the own vehicle A extends beyond the traveling lane of another vehicle, in the flowchart of FIG. 8, S1 → S2 → S3 → Proceed to S4 → S5 → S6. In S6, control is performed to stop the own vehicle A in front of the intersection. If the preceding vehicle B specified in S4 is running while the vehicle A is stopped before the intersection, S1 → S2 → S3 → S4 → S5 → S6 → S7 while newly updating the preceding vehicle B. The flow to proceed is repeated.

Next, when the own vehicle A is stopped in front of the intersection and the preceding vehicle B specified in S4 is stopped, the process proceeds from S7 to S8, and in S8, whether or not the preceding vehicle B is predicted to start. Is determined. Then, while the start of the preceding vehicle B is not predicted, the flow of proceeding from S6 to S7 to S8 is repeated.

Next, when the start of the preceding vehicle B is predicted, the vehicle proceeds from S8 to S9, and in S9, it is determined whether or not the following vehicle C of the preceding vehicle B exists. If it is determined in S9 that the following vehicle C of the preceding vehicle B does not exist, the vehicle proceeds from S9 to S11, and in S11, the distance between the own vehicle A and another vehicle passing across the own vehicle path is equal to or greater than a predetermined distance. Whether or not it is determined. If the following vehicle C of the preceding vehicle B does not exist and the distance between the own vehicle A and the other vehicle is equal to or greater than a predetermined distance, there is an empty space behind the preceding vehicle B for the own vehicle A to enter. Moreover, there is no interference with other vehicles. Therefore, the process proceeds from S11 to S12, and in S12, control is performed to start the own vehicle A between the preceding vehicle B and the following vehicle C.

Although the following vehicle C of the preceding vehicle B does not exist, if the distance between the own vehicle A and the other vehicle is less than a predetermined distance, there is a possibility of interference between the own vehicle A and the other vehicle, so from S11 to S6. return. That is, the control is performed so that the stop before the intersection of the own vehicle A is maintained and the determination such as the start prediction of the preceding vehicle B is repeated again.

When it is determined in S9 that the following vehicle C of the preceding vehicle B exists, the process proceeds from S9 to S10, and in S10, it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. Will be done. In the determination of S10, if it is determined that the following vehicle C is approaching the target route TL, the vehicle returns to S6. That is, the control is performed so that the stop before the intersection of the own vehicle A is maintained and the determination such as the start prediction of the preceding vehicle B is repeated again.

On the other hand, in the determination of S10, if it is determined that the following vehicle C does not enter the target route TL, the vehicle proceeds from S10 to S11, and in S11, the vehicle A and the vehicle pass across the vehicle path. It is determined whether or not the distance to the car is equal to or greater than a predetermined distance. Then, if the following vehicle C does not enter the target route TL and the distance between the own vehicle A and the other vehicle is equal to or greater than a predetermined distance, the own vehicle A enters behind the preceding vehicle B. It can be predicted that space will be secured, and there is no interference with other vehicles. Therefore, the process proceeds from S11 to S12, and in S12, control is performed to start the own vehicle A between the preceding vehicle B and the following vehicle C.

If the distance between the own vehicle A and the other vehicle is less than the predetermined distance in S11, it can be predicted that an empty space for the own vehicle A to enter behind the preceding vehicle B will be secured, but the own vehicle A and the other vehicle Since there is a possibility of interference with other vehicles, the vehicle returns from S11 to S6. That is, the control is performed so that the stop before the intersection of the own vehicle A is maintained and the determination such as the start prediction of the preceding vehicle B is repeated again.

[Driving support action for each intersection approach scene (Figs. 12 to 14)]
The driving support action in the approach scene 1 in which the own vehicle A enters toward the intersection CP on the junction road according to the driving support method of the first embodiment will be described with reference to FIG.

The approach scene 1 shown in FIG. 12 is a junction road having a own lane AL orthogonal to the traveling lane BL in which the preceding vehicle B, the preceding vehicle B', the following vehicle C, and the like travel in a row, and the own vehicle A. Is a scene in which the vehicle enters between the preceding vehicle B and the following vehicle C while turning right and merges. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP of the own vehicle course (target route TL) is specified. When the preceding vehicle B is specified, it is determined whether or not the own vehicle stop region SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, and as shown in FIG. When the own vehicle stop region SA protrudes into the oncoming lane DL, the control is performed to stop the own vehicle A at the position shown in FIG. 12 in front of the intersection.

While the own vehicle A is stopped, it is determined whether or not the preceding vehicle B is stopped because the traffic light TS is red, and when the preceding vehicle B is stopped, the traffic light TS is switched from red to blue. The start of the preceding vehicle B is predicted. When the start of the preceding vehicle B is predicted, it is determined whether or not the following vehicle C exists behind the preceding vehicle B, and when it is determined that the following vehicle C exists, the following vehicle C is the target of the own vehicle A. It is determined whether or not the behavior does not enter the route TL. For example, when predicting the start of the preceding vehicle B, if the distance X between the intersection CP and the front end of the following vehicle C is a predetermined distance Xth or more, the following vehicle C does not enter the target route TL of the own vehicle A. Is determined to be. That is, when the traffic light TS is switched from red to blue, the following vehicle C normally starts to move so as to shorten the inter-vehicle distance from the preceding vehicle B in preparation for starting. On the other hand, the fact that the following vehicle C keeps a position separated from the intersection CP by a distance X can be predicted to be a concession behavior that allows the own vehicle A to enter forward.

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, and the distance between the own vehicle A and the oncoming vehicle D is shown in FIG. When the distance is sufficiently large, the control for starting the own vehicle A is performed. In this case, the preceding vehicle B starts a little later than the start of the own vehicle A, but the following vehicle C maintains the stopped state when it confirms that the own vehicle A has started, so that the preceding vehicle B and the following vehicle C start. A sufficient empty space for the own vehicle A can be secured between the two. Therefore, the own vehicle A, which has started immediately after the start prediction condition of the preceding vehicle B and the concession prediction condition of the following vehicle C are satisfied, can smoothly join the traveling lane BL in which the preceding vehicle B and the following vehicle C are traveling. Therefore, the own vehicle A does not stop at a position protruding from the oncoming lane DL, and accordingly, the oncoming vehicle D traveling in the oncoming lane DL toward the own vehicle A stops at a position in front of the own vehicle A. Will disappear, and a smooth traffic flow in the oncoming lane DL will be ensured.

The driving support action in the approach scene 2 in which the own vehicle A enters toward the intersection CP at the crossroads where the following vehicle C turning left according to the driving support method of the first embodiment is present will be described with reference to FIG.

In the approach scene 2 shown in FIG. 13, the traveling lane BL in which the preceding vehicle B or the like travels and the own lane AL in which the own vehicle A travels are on the same lane, and the traveling lane CL in which the following vehicle C travels becomes the own lane AL. It is an orthogonal crossroads. Then, the following vehicle C turns left toward the rear of the preceding vehicle B, and the own vehicle A goes straight toward the preceding vehicle B and joins. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP of the own vehicle course (target route TL) is specified. When the preceding vehicle B is specified, it is determined whether or not the own vehicle stop region SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, and as shown in FIG. When the own vehicle stop region SA protrudes into the oncoming lane DL of the following vehicle C, the control is performed to stop the own vehicle A at the position shown in FIG. 13 in front of the intersection.

While the own vehicle A is stopped, it is determined whether or not the preceding vehicle B is stopped by the red traffic light (not shown), and when the preceding vehicle B is stopped, the figure in front of the preceding vehicle B. The start of the preceding vehicle B is predicted when the outside traffic light switches from red to blue. When the start of the preceding vehicle B is predicted, it is determined whether or not the following vehicle C exists behind the preceding vehicle B, and when it is determined that the following vehicle C due to a left turn exists, the following vehicle C is the own vehicle A. It is determined whether or not the behavior does not enter the target route TL of. For example, when the start prediction of the preceding vehicle B is made, if the distance X between the intersection CP and the front end of the following vehicle C is a predetermined distance Xth or more, the following vehicle C is the target route of the own vehicle A as in the approach scene 1. It is determined that the behavior does not enter the TL.

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, and as shown in FIG. 13, another vehicle is around the own vehicle A. If does not exist, the control for starting the own vehicle A is performed. In this case, the preceding vehicle B starts a little later than the start of the own vehicle A, and the following vehicle C maintains the stopped state due to the start of the own vehicle A, so that the preceding vehicle B and the following vehicle C are separated from each other. Sufficient empty space for the own vehicle A will be secured. Therefore, the own vehicle A, which has started immediately after the start prediction condition of the preceding vehicle B and the concession prediction condition of the following vehicle C are satisfied, can smoothly join the traveling lane BL in which the preceding vehicle B and the preceding vehicle B'are traveling. .. Therefore, the own vehicle A does not stop at a position protruding from the oncoming lane DL of the following vehicle C, and the oncoming vehicle D traveling in the oncoming lane DL toward the own vehicle A is positioned in front of the own vehicle A. It will not stop at, and a smooth traffic flow in the oncoming lane DL will be ensured.

The driving support action in the approach scene 3 in which the own vehicle A enters toward the intersection CP at the crossroads where the following vehicle C traveling straight according to the driving support method of the first embodiment exists will be described with reference to FIG.

In the approach scene 3 shown in FIG. 14, the traveling lane BL in which the preceding vehicle B and the preceding vehicle B'are traveling and the traveling lane CL in which the following vehicle C is traveling are in the same lane, and the own lane orthogonal to the traveling lanes BL and CL. It is a crossroads with AL. Then, it is a scene in which the own vehicle A enters between the preceding vehicle B and the following vehicle C while traveling straight ahead and runs through. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP of the own vehicle course (target route TL) is specified. When the preceding vehicle B is specified, it is determined whether or not the own vehicle stop region SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, and as shown in FIG. When the own vehicle stop region SA protrudes into the oncoming lane DL, the control is performed to stop the own vehicle A at the position shown in FIG. 14 in front of the intersection.

While the own vehicle A is stopped, it is determined whether or not the preceding vehicle B is stopped because the traffic light outside the figure is red, and when the preceding vehicle B is stopped, the traffic light outside the figure changes from red to blue. It is predicted that the preceding vehicle B will start by switching to. When the start of the preceding vehicle B is predicted, it is determined whether or not the following vehicle C exists behind the preceding vehicle B, and when it is determined that the following vehicle C exists, the following vehicle C is the target of the own vehicle A. It is determined whether or not the behavior does not enter the route TL. For example, when predicting the start of the preceding vehicle B, if the distance Y between the preceding vehicle B and the following vehicle C is equal to or greater than the predetermined distance Yth, the following vehicle C is the target route TL of the own vehicle A as in the approach scene 1. It is judged that the behavior does not enter.

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, and as shown in FIG. 13, another vehicle is around the own vehicle A. If does not exist, the control for starting the own vehicle A is performed. In this case, the preceding vehicle B starts a little later than the start of the own vehicle A, and the following vehicle C maintains or retreats in the stopped state due to the start of the own vehicle A, so that the preceding vehicle B and the following vehicle C In the meantime, a sufficient empty space for the own vehicle A to enter will be secured. Therefore, the own vehicle A, which has started immediately after the start prediction condition of the preceding vehicle B and the concession prediction condition of the following vehicle C are satisfied, can smoothly run through between the preceding vehicle B and the following vehicle C. Therefore, the own vehicle A does not stop at a position protruding from the oncoming lane DL of the following vehicle C, and the oncoming vehicle D traveling in the oncoming lane DL toward the own vehicle A is positioned in front of the own vehicle A. It will not stop at, and a smooth traffic flow in the oncoming lane DL will be ensured.

As described above, the driving support method and the driving support device in the autonomous driving vehicle of the first embodiment have the effects listed below.

(1) This is a driving support method by a controller (surrounding object behavior prediction unit 7) that calculates a traveling route (target route TL) of the own vehicle A and supports traveling along the calculated traveling route.
It is determined whether or not the planned travel route (target route TL) on which the own vehicle A is scheduled to travel is toward the intersection CP in the intersection area with the travel lane in which the other vehicle is traveling.
When it is determined that the own vehicle A is heading for the intersection CP, the vehicle that exists on the planned travel route of the own vehicle A and is closest to the own vehicle A among other vehicles is specified as the preceding vehicle B.
When the preceding vehicle B is specified, it is determined whether or not there is an own vehicle stop area SA behind the preceding vehicle B that can stop the own vehicle A without obstructing the passage of other vehicles.
When it is determined that the own vehicle stop area SA does not exist, the own vehicle A is controlled to be stopped at a position in front of the intersection CP.
While the own vehicle A is stopped, the preceding vehicle B makes a start determination to shift to the starting behavior.
When the start determination of the preceding vehicle B is made, if the following vehicle C exists at a position behind the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the planned travel route of the own vehicle A. ,
When it is determined that the following vehicle C does not enter the planned travel route of the own vehicle A, the control for starting the own vehicle A is performed (FIG. 11).
Therefore, in the scene where the own vehicle A enters toward the intersection CP where the preceding vehicle B and the following vehicle C exist, the smooth approach of the own vehicle A is realized at a position where the passage of other vehicles is obstructed. It is possible to provide a driving support method for preventing the vehicle from stopping. That is, only when the following vehicle C does not obstruct the route of the own vehicle A, the own vehicle A advances to the planned travel route, and the own vehicle A stops at a position that obstructs the route of another vehicle on the route. Can be resolved.

(2) When the start determination of the preceding vehicle B is made, if it is predicted that the behavior of the following vehicle C is a concession behavior that allows the own vehicle A to enter the front, the following vehicle C is the own vehicle. It is determined that the behavior does not enter the planned travel route (target route TL) of A (FIGS. 5 to 7).
Therefore, when it is predicted that the behavior of the following vehicle C is a concession behavior with respect to the own vehicle A, it is determined that the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A. can do. That is, it is predicted that the behavior of the following vehicle C is not a normal behavior that closes the distance between the following vehicle B and the preceding vehicle B, but a concession behavior if an empty space that allows the entry of the own vehicle A is secured. In other words, it is not required that sufficient empty space is actually secured for the own vehicle A to enter.

(3) When the start determination of the preceding vehicle B is made, if the distance X between the intersection CP and the front end of the following vehicle C is equal to or greater than the predetermined distance Xth, the following vehicle C is the planned travel route of the own vehicle A (target route TL). ) Is determined to be the behavior that does not enter (Fig. 5).
Therefore, by monitoring the distance X between the intersection CP where the own vehicle A is approaching and the front end of the following vehicle C, the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A. Can be determined to be.

(4) When the start determination of the preceding vehicle B is made, if the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C is equal to or greater than the predetermined distance Yth, the following vehicle C is the planned travel route of the own vehicle A (target route TL). ) Is determined to be the behavior that does not enter (Fig. 6).
Therefore, by monitoring the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C, which becomes the approach space after the own vehicle A starts, the following vehicle C enters the planned travel route (target route TL) of the own vehicle A. It can be determined that the behavior does not occur.

(5) When the start determination of the preceding vehicle B is made, the relative speed or relative acceleration between the preceding vehicle B and the following vehicle C is a value indicating the direction in which the distance between the preceding vehicle B and the following vehicle C is separated. , It is determined that the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A (FIG. 7).
Therefore, by monitoring the relative speed or relative acceleration between the preceding vehicle B and the following vehicle C, which influences the size of the empty space when the own vehicle A reaches the position of the intersection CP, the following vehicle C is the own vehicle. It can be determined that the behavior does not enter the planned travel route (target route TL) of A.

(6) When the traveling lane CL of the following vehicle C is the priority traveling lane that takes precedence over the own lane AL, the traveling lane CL of the following vehicle C sets the concession behavior determination threshold value used when the start determination of the preceding vehicle B is made. Set the value to a smaller value than when the vehicle is not in the priority driving lane (FIGS. 5 to 7).
Therefore, when the traveling lane CL of the following vehicle C is the priority traveling lane that takes precedence over the own lane AL, the chance of starting the own vehicle A toward the intersection CP is increased while the own vehicle is stopped at a position in front of the intersection CP. be able to. For example, in the case of the approach scene 1 shown in FIG. 12, the traveling lane CL of the following vehicle C (= the traveling lane BL of the preceding vehicle B) is the priority traveling lane that takes precedence over the own lane AL. Therefore, in the approach scene 1, although the following vehicle C has priority over the own vehicle A, there is an intention to give it to the own vehicle A based on the fact that a predetermined empty space is secured. It is possible to predict that and control the start of the own vehicle A.

(7) The start determination of the preceding vehicle B predicts and determines the start of the preceding vehicle B based on the traveling environment information within a predetermined range ahead of the preceding vehicle B while the preceding vehicle B is stopped (FIGS. 2 to 4).
Therefore, while the preceding vehicle B is stopped, the traveling environment in front of the preceding vehicle B changes to an environment that allows the stopped preceding vehicle B to start, and the preceding vehicle B is in a state immediately before the start. It is possible to predict and judge that there is.

(8) When the traffic light TS exists within a predetermined range in front of the preceding vehicle B, the start of the preceding vehicle B is predicted and determined when the signal display by the traffic light TS changes from non-progressable to allowed to proceed while the preceding vehicle B is stopped. (Fig. 2).
Therefore, it is possible to predict and determine that the preceding vehicle B is in the state immediately before the start based on the fact that the signal display by the traffic light TS changes from the inability to proceed to the permission to proceed while the preceding vehicle B is stopped.

(9) When an obstacle (pedestrian E, passing vehicle F, etc.) exists within a predetermined range in front of the preceding vehicle B, if the obstacle leaves the predetermined range while the preceding vehicle B is stopped, the preceding vehicle B The start is predicted and determined (Fig. 3).
Therefore, when the preceding vehicle B is stopped and an obstacle (pedestrian E, passing vehicle F, etc.) existing within a predetermined range ahead of the preceding vehicle B leaves within the predetermined range, the preceding vehicle B is in a state immediately before starting. Can be predicted and determined. For example, when the pedestrian E crosses in front of the preceding vehicle B, it is considered that the crossing is completed when the vehicle departs from the predetermined range, and it can be predicted and determined that the space for the preceding vehicle B to start is secured. Further, when there is an oncoming vehicle D that turns right and crosses in front of the preceding vehicle B, it can be predicted and determined that the right turn is completed when the vehicle departs from the predetermined range and the space for the preceding vehicle B to start is secured.

(10) When an obstacle (passing vehicle F, etc.) exists within a predetermined range in front of the preceding vehicle B, the moving speed of the obstacle in the direction of leaving the preceding vehicle B is equal to or higher than the predetermined speed while the preceding vehicle B is stopped. If this is the case, the start of the preceding vehicle B is predicted and determined (FIG. 4).
Therefore, while the preceding vehicle B is stopped, if an obstacle (passing vehicle F, etc.) exists within a predetermined range in front of the preceding vehicle B, but the moving speed of the obstacle is faster than the predetermined speed, the vehicle precedes. It is possible to predict and determine that the vehicle B is in the state immediately before the start. For example, when the moving speed of the passing vehicle F crossing the front of the preceding vehicle B is equal to or higher than a predetermined speed, it can be predicted and determined that a space for starting in front of the preceding vehicle B will be generated immediately after that.

(11) A driving support device including a controller (surrounding object behavior prediction unit 7) that calculates a traveling route (target route TL) of the own vehicle A and supports traveling along the calculated traveling route.
The controller (surrounding object behavior prediction unit 7)
With the intersection travel determination unit 72 that determines whether or not the planned travel route (target route TL) on which the own vehicle A is scheduled to travel is toward the intersection CP in the intersection region with the travel lane in which the other vehicle is traveling. ,
When it is determined that the own vehicle A is heading toward the intersection CP, the preceding vehicle that is on the planned travel route of the own vehicle A and is closest to the own vehicle A is specified as the preceding vehicle B. Car identification part 73 and
When the preceding vehicle B is specified, the own vehicle stop area determination for determining whether or not the own vehicle stop area SA capable of stopping the own vehicle A without obstructing the passage of other vehicles exists behind the preceding vehicle B. Part 74 and
When it is determined that the own vehicle stop area SA does not exist, the own vehicle stop control unit 75 that controls to stop the own vehicle A at a position in front of the intersection CP, and the own vehicle stop control unit 75.
While the own vehicle A is stopped, the preceding vehicle start determination unit 76, which determines the start of the preceding vehicle B to shift to the starting behavior,
When the start determination of the preceding vehicle B is made, if the following vehicle C exists at a position behind the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the planned travel route of the own vehicle A. Following vehicle behavior determination unit 77 and
It has a own vehicle start control unit 78 that controls the start of the own vehicle A when it is determined that the following vehicle C does not enter the planned travel route of the own vehicle A (FIG. 1).
Therefore, in the scene where the own vehicle A enters toward the intersection CP where the preceding vehicle B and the following vehicle C exist, the smooth approach of the own vehicle A is realized at a position where the passage of other vehicles is obstructed. It is possible to provide a driving support device that prevents the vehicle from stopping.

The driving support method and the driving support device of the present disclosure have been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as the gist of the invention according to each claim is not deviated from the claims.

In the first embodiment, an example is shown in which, when the driver inputs a destination, the own vehicle route generation unit 6 generates in advance a target route TL and a target speed profile as a planned travel route connecting the current location of the own vehicle to the destination. rice field. However, even if the target route is not generated in advance as the own vehicle route, if the travel route for each road connecting the current location of the own vehicle to the destination is determined, the vehicle travels in lane units based on the prediction of the behavior of surrounding objects. The planned route may be calculated. Further, for example, when the own vehicle is a driving support vehicle that follows the preceding vehicle, the planned travel route of the own vehicle may be calculated for each specified preceding vehicle.

In the first embodiment, an example is shown in which the driving support method and the driving support device of the present disclosure are applied to an autonomous driving vehicle in which the vehicle motion is controlled so as to travel along a target route. However, the driving support method and the driving support device of the present disclosure are not limited to the autonomous driving vehicle, but are provided with an auto cruise function, a lane keeping function, and the like, and support at least one of steering operation, accelerator operation, and brake operation. It can also be applied to driving support vehicles. Further, as the vehicle to which the driving support method and the driving support device of the present disclosure are applied, it can be applied to all kinds of vehicles such as engine vehicles, hybrid vehicles, electric vehicles and the like.

1 Object detection device 2 Object detection integration / tracking unit 3 Own vehicle position estimation device 4 Map storage device 5 Own vehicle position estimation unit in map 6 Own vehicle route generation unit 7 Surrounding object behavior prediction unit 71 Object information / map information acquisition unit 72 Intersection driving judgment unit 73 Leading vehicle identification unit 74 Own vehicle stop area determination unit 75 Own vehicle stop control unit 76 Leading vehicle start determination unit 77 Following vehicle behavior determination unit 78 Own vehicle start control unit 8 Vehicle control unit A Own vehicle B Preceding vehicle B'Preceding vehicle C Following vehicle D Oncoming vehicle E Pedestrian (obstacle)
F Passing vehicle (obstacle)
TL target route (planned route for own vehicle A)
CP Intersection SA Own vehicle stop area AL Own lane on which own vehicle A travels BL Traveling lane on which the preceding vehicle B travels CL Traveling lane where the following vehicle C travels DL Oncoming lane where the oncoming vehicle D travels TS Traffic light WR Pedestrian crossing

Claims (11)

It is a driving support method by a controller that calculates the traveling route of the own vehicle and supports the traveling along the calculated traveling route.
It is determined whether or not the planned travel route on which the own vehicle is scheduled to travel is toward an intersection in the intersection area with the traveling lane in which the other vehicle is traveling.
When it is determined that the own vehicle is heading for the intersection, the vehicle that exists at the position closest to the own vehicle on the planned travel route of the own vehicle among the other vehicles is specified as the preceding vehicle.
When the preceding vehicle is specified, it is determined whether or not there is a own vehicle stop area behind the preceding vehicle that can stop the own vehicle without obstructing the passage of the other vehicle.
When it is determined that the own vehicle stop area does not exist, control is performed to stop the own vehicle at a position in front of the intersection.
While the own vehicle is stopped, a start determination is made so that the preceding vehicle shifts to the starting behavior.
When the start determination of the preceding vehicle is made, if a following vehicle exists at a position behind the preceding vehicle, it is determined whether or not the following vehicle does not enter the planned travel route of the own vehicle.
A driving support method characterized in that control is performed to start the own vehicle when it is determined that the following vehicle does not enter the planned travel route of the own vehicle. In the driving support method according to claim 1,
When the start determination of the preceding vehicle is made, if it is predicted that the behavior of the following vehicle is a concession behavior that allows the own vehicle to enter forward, the following vehicle will travel. A driving support method characterized by determining that the behavior does not enter the planned route. In the driving support method according to claim 2,
When the start determination of the preceding vehicle is made, if the distance between the intersection and the front end of the following vehicle is equal to or greater than a predetermined distance, the following vehicle does not enter the planned travel route of the own vehicle. A driving support method characterized by making a judgment. In the driving support method according to claim 2,
When the start determination of the preceding vehicle is made, if the distance between the preceding vehicle and the following vehicle is equal to or greater than a predetermined distance, the following vehicle does not enter the planned travel route of the own vehicle. A driving support method characterized by making a judgment. In the driving support method according to claim 2,
When the start determination of the preceding vehicle is made, the relative speed or the relative acceleration of the preceding vehicle and the following vehicle is a value indicating a direction in which the distance between the preceding vehicle and the following vehicle is separated. A driving support method characterized in that it is determined that the vehicle does not enter the planned travel route of the own vehicle. In the driving support method according to any one of claims 3 to 5,
When the traveling lane of the following vehicle is a priority traveling lane that takes precedence over the own lane, the concession behavior determination threshold value used when the start determination of the preceding vehicle is made is set when the traveling lane of the following vehicle is not the priority traveling lane. A driving support method characterized by setting a relatively small value. In the driving support method according to any one of claims 1 to 6,
The start determination of the preceding vehicle is a driving support method characterized in that while the preceding vehicle is stopped, the start of the preceding vehicle is predicted and determined based on the traveling environment information within a predetermined range ahead of the preceding vehicle. In the driving support method according to claim 7,
When a traffic light exists within a predetermined range in front of the preceding vehicle, the start of the preceding vehicle is predicted and determined when the signal display by the traffic light changes from non-progressable to permitted to proceed while the preceding vehicle is stopped. Driving support method. In the driving support method according to claim 7,
When an obstacle exists within a predetermined range in front of the preceding vehicle, the driving support is characterized in that the start of the preceding vehicle is predicted and determined when the obstacle leaves the predetermined range while the preceding vehicle is stopped. Method. In the driving support method according to claim 7,
When an obstacle exists within a predetermined range in front of the preceding vehicle, if the moving speed of the obstacle in the direction of leaving the preceding vehicle is equal to or higher than the predetermined speed while the preceding vehicle is stopped, the preceding vehicle A driving support method characterized by predicting and determining a start. It is a driving support device including a controller that calculates a traveling route of the own vehicle and supports traveling along the calculated traveling route.
The controller
An intersection travel determination unit that determines whether or not the planned travel route on which the own vehicle is scheduled to travel is toward an intersection in an intersection area with a travel lane in which another vehicle is traveling.
When it is determined that the own vehicle is heading for the intersection, the preceding vehicle that is on the planned travel route of the own vehicle and is closest to the own vehicle among the other vehicles is specified as the preceding vehicle. Car identification part and
When the preceding vehicle is specified, the own vehicle stop area determination for determining whether or not there is a own vehicle stop area behind the preceding vehicle that can stop the own vehicle without obstructing the passage of the other vehicle. Department and
When it is determined that the own vehicle stop area does not exist, the own vehicle stop control unit that controls to stop the own vehicle at a position in front of the intersection, and the own vehicle stop control unit.
A preceding vehicle start determination unit that determines a start in which the preceding vehicle shifts to the starting behavior while the own vehicle is stopped.
When the start determination of the preceding vehicle is made, if a following vehicle exists at a position behind the preceding vehicle, it is determined whether or not the following vehicle does not enter the planned travel route of the own vehicle. Vehicle behavior judgment unit and
A driving support characterized by having a own vehicle start control unit that controls the start of the own vehicle when it is determined that the following vehicle does not enter the planned travel route of the own vehicle. Device.

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