JP2021193007A - Travel support method and travel support device - Google Patents

Abstract

To prevent the occurrence of the state where another vehicle travels toward own vehicle when the another vehicle changes its lane to the adjacent lane of own vehicle.SOLUTION: A travel support method comprises the steps of: detecting another vehicle that changes its lane to an adjacent lane of own vehicle while the own vehicle is traveling on a straight path; obtaining a virtual route and a straight route during a time period from start to end of the lane change of the another vehicle, and determining an intersection between the virtual route and the straight route, wherein the virtual route is different from a path of the another vehicle, which is obtained by virtually extending the route of the another vehicle in a traveling direction, and the straight route goes straight to the virtual route of the another vehicle along the straight path determined during traveling; executing travel support by using the path and vehicle speed in a case where a time difference between a first predicted time until the own vehicle reaches the intersection and a second predicted time when it is assumed that the another vehicle reaches the intersection falls outside a predetermined range; and executing travel support by changing the vehicle speed such that the time difference comes to fall outside the predetermined range and using the path and the changed vehicle speed in a case where the time difference falls within the predetermined range.SELECTED DRAWING: Figure 3

Description

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

In recent years, a system that detects the traveling state of another vehicle existing in the traveling path of the own vehicle and supports the traveling of the own vehicle according to the traveling state of the other vehicle has been studied. Patent Document 1 discloses a driving support method for the own vehicle when an interrupted vehicle that changes lanes is detected in front of the own vehicle. According to this driving support method, if there is another vehicle in front of the interrupted vehicle after the interruption and the distance from the interrupted vehicle to the other vehicle is within a predetermined distance, the interrupted vehicle is used. Judging that it cannot accelerate, it provides driving support so that the vehicle will decelerate.

Japanese Unexamined Patent Publication No. 2018-184042

According to the technique disclosed in Patent Document 1, when another vehicle changes lanes to the traveling lane of the own vehicle, it is possible to avoid the approach between the own vehicle and the other vehicle. However, for example, when another vehicle traveling in the same direction changes lanes to the adjacent lane of the own vehicle, the other vehicle does not reach the same lane as the own vehicle, but the other vehicle is changing lanes. Another vehicle will travel from the side toward the own vehicle. If the driver operates the vehicle due to the approach of another vehicle in this way, the behavior of the own vehicle during driving support may become unstable.

An object of the present invention is to suppress the occurrence of a situation in which another vehicle travels toward the own vehicle when the other vehicle changes lanes to an adjacent lane of the own vehicle.

According to the traveling support method according to a certain aspect of the present invention, the traveling of the own vehicle is supported by using the determined route and vehicle speed. The traveling support method detects another vehicle that changes lanes to the adjacent lane of the own vehicle while the own vehicle is traveling straight, and virtually sets the course of the other vehicle from the start to the end of the lane change of the other vehicle. A virtual course extending in the direction of travel, which is different from the route of the other vehicle, and a straight course that goes straight to the virtual course of the other vehicle along the predetermined route are obtained, and the virtual course and the straight course are obtained. When the time difference between the first predicted time until the own vehicle reaches the crossing point and the second predicted time when it is assumed that the other vehicle reaches the crossing point is out of the predetermined range after determining the crossing point, Execute driving support using the route and vehicle speed, change the vehicle speed so that the time difference is out of the predetermined range when the time difference is within the predetermined range, and execute driving support using the route and the changed vehicle speed. do.

According to the traveling support method of the present invention, when another vehicle changes lanes to an adjacent lane of the own vehicle, it is possible to suppress the occurrence of a situation in which the other vehicle travels toward the own vehicle.

FIG. 1 is a schematic configuration diagram of a traveling support device common to each embodiment. FIG. 2 is a diagram showing a situation around the own vehicle when the traveling support control of the first embodiment is performed. FIG. 3 is a flowchart showing driving support control. FIG. 4A is an explanatory diagram of an example of changing the vehicle speed. FIG. 4B is an explanatory diagram of another example of changing the vehicle speed. FIG. 5A is an explanatory diagram of an example of changing the vehicle speed of the second embodiment. FIG. 5B is an explanatory diagram of another example of changing the vehicle speed. FIG. 6 is a flowchart showing driving support control. FIG. 7 is a diagram showing a situation around the own vehicle when the traveling support control of the third embodiment is performed. FIG. 8 is a flowchart showing driving support control. FIG. 9 is a diagram showing a situation around the own vehicle when the traveling support control of the fourth embodiment is performed. FIG. 10 is a diagram of an example showing a situation around the own vehicle when the traveling support control of the fifth embodiment is performed. FIG. 11 is a diagram of another example showing the situation around the own vehicle when the traveling support control is performed. FIG. 12 is a diagram of still another example showing the situation around the own vehicle when the traveling support control is performed. FIG. 13 is an explanatory diagram of an example in which a median strip is present in the sixth embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings and the like.

(First Embodiment)
FIG. 1 is a schematic configuration diagram of a driving support device 100 common to each embodiment of the present invention. In the first embodiment, an example in which the oncoming vehicle changes lanes to the adjacent lane of the own vehicle will be described.

As shown in FIG. 1, the driving support device 100 includes a camera 110, a GPS receiver 120, a sensor 130, a communication interface 140, a map database 150, a winker (direction indicator) 160, an actuator 170, and a controller 180. The driving support device 100 is mounted on, for example, a vehicle having an automatic driving or a driving support function (own vehicle A).

The camera 110 is an imaging device that captures an external situation of the own vehicle A, and acquires imaging information regarding the external situation of the own vehicle A. The camera 110 is installed, for example, at the front and rear of the own vehicle A, an around view monitor camera provided on the outside of the vehicle interior of the left and right doors, a front camera provided on the inside or outside of the vehicle interior of the windshield, and behind the own vehicle A. It is a rear camera that is used. The camera 110 outputs image pickup information regarding an external situation to the controller 180.

The GPS receiver 120 periodically receives a signal (GPS data) transmitted from a GPS satellite. The GPS receiver 120 outputs the received GPS data to the controller 180.

The sensor 130 includes a radar 131, a gyro sensor 132, a vehicle speed sensor 133, and the like, and detects the traveling state of the own vehicle A. The radar 131 uses radio waves to detect an object outside the own vehicle A. The radio wave is, for example, a millimeter wave, and the radar 131 transmits the radio wave around the own vehicle A, receives the radio wave reflected by the object, and detects the object. The radar 131 can acquire, for example, the distance or direction to a surrounding object as object information. The gyro sensor 132 detects the direction of the own vehicle A. The vehicle speed sensor 133 detects the vehicle speed of the own vehicle A. The sensor 130 outputs the acquired object information, the detected direction of the own vehicle A, and the vehicle speed to the controller 180.

The communication interface 140 acquires the surrounding condition of the own vehicle A from the outside by wireless communication. The communication interface 140 receives various information from, for example, traffic information such as traffic congestion information and traffic regulation information, and intelligent transportation systems (ITS) that transmit weather information and the like in real time. ITS includes vehicle-to-vehicle communication with other vehicles, road-to-vehicle communication with roadside units, and the like. The communication interface 140 acquires, for example, the acceleration / deceleration of other vehicles around the own vehicle A, the relative position with respect to the own vehicle A, and the like by inter-vehicle communication.

Map information is stored in the map database 150. The map information includes information on the shape of the road including the curvature of the curve, the slope, the width, the speed limit, the intersection, the traffic light, the number of lanes, and the like. The map information stored in the map database 150 can be referred to at any time by the controller 180 described later.

The winker 160 is activated and stopped by the operation of the driver or a command from the controller 180. The operation and stop information of the winker 160 is output to the controller 180.

The actuator 170 is a device that executes traveling control of the own vehicle A based on a command from the controller 180. The actuator 170 includes a drive actuator 171 and a brake actuator 172, a steering actuator 173 and the like.

The drive actuator 171 is a device for adjusting the driving force of the own vehicle A. When the own vehicle A is an automobile equipped with an engine as a traveling drive source, the drive actuator 171 is a throttle actuator that adjusts the amount of air supplied to the engine (throttle opening) and the amount of fuel supplied to the engine (fuel). It consists of a fuel injection valve that adjusts the injection amount).

When the own vehicle A is a hybrid vehicle or an electric vehicle equipped with a motor as a traveling drive source, the drive actuator 171 is composed of a circuit (inverter, converter, etc.) capable of adjusting the electric power supplied to the motor. To.

The brake actuator 172 is a device that operates the brake system in response to a command from the controller 180 to adjust the braking force applied to the wheels of the own vehicle A. The brake actuator 172 is composed of a hydraulic brake, a regenerative brake, or the like.

The steering actuator 173 is composed of an assist motor or the like that controls the steering torque in the electric power steering system. The operation of the steering actuator 173 can be controlled by the controller 180 to control the steering angle of the wheels.

The controller 180 is composed of a computer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RΑM), and an input / output interface (I / O interface). The controller 180 executes a process for realizing a specific control by executing a specific program. The controller 180 may be configured by one computer or may be configured by a plurality of computers.

The controller 180 generates driving control information indicating a traveling route (including steering timing), traveling vehicle speed (including acceleration / deceleration), and supports the traveling of the own vehicle A according to the route and vehicle speed indicated by the generated driving control information. do.

FIG. 2 is a diagram showing a situation around the own vehicle when traveling support control is performed. In FIG. 2, the own vehicle A is traveling in the overtaking lane, and at the same time, the oncoming vehicle B changes lanes from the traveling lane to the overtaking lane on the oncoming lane side. Therefore, the oncoming vehicle B changes lanes to the adjacent lane of the own vehicle A.

The upper two lanes L1 and L2 are traveling lanes in which the traveling direction is from left to right, and the oncoming vehicle B travels. The lower two lanes L3 and L4 are traveling lanes in which the traveling direction is from right to left, and the own vehicle A travels.

In this figure, the positions of the own vehicle A at each of the five times t1 to t5 are indicated by A1 to A5, and the positions of the oncoming vehicle B are indicated by B1 to B5. The traveling route of the own vehicle A is shown by a thin solid line, and the traveling route of the oncoming vehicle B is shown by a thick solid line.

It is assumed that the own vehicle A is traveling straight in the inner lane L3 (passing lane) of the two lanes L3 and L4 between the times t1 to t5, and the lane is not changed.

The oncoming vehicle B is traveling in the outer lane L1 (driving lane) of the two lanes L1 and L2, and changes lanes to the inner lane L2 (passing lane) at a predetermined timing. Specifically, at time t1, the oncoming vehicle B is traveling in the outer lane L1, and at time t2, the right winker (direction indicator) is operated to start the lane change to change lanes. Show the surroundings that you are planning. Then, at time t3, the oncoming vehicle B steers to the right and starts changing lanes from lane L1 to L2. The lane L2 is an adjacent lane to the lane L3 in which the own vehicle A travels. At time t4, when the oncoming vehicle B reaches the lane L2, the oncoming vehicle B steers so as to go straight thereafter. Then, at time t5, the oncoming vehicle B finishes the lane change and goes straight on the lane L2.

Here, a virtual course is obtained by virtually extending the course of the oncoming vehicle B3 during the lane change toward the traveling direction at the time t3 during the lane change. The virtual course of the oncoming vehicle B is a virtual course different from the actual traveling route, and is shown by a broken line in the figure. This virtual course of the oncoming vehicle B intersects with the predicted traveling route of the own vehicle A at the intersection point X.

This means that the own vehicle A and the oncoming vehicle B face each other and travel and approach each other so as to arrive at the intersection point X at approximately the same time. That is, although the actual traveling routes of the own vehicle A and the oncoming vehicle B do not intersect with each other, the two vehicles approach each other from the front by traveling toward the intersection point X. In such a situation, the driver of the own vehicle A may operate the steering wheel in order to avoid the approach of the oncoming vehicle B from the front, and as a result, the driving support control may be interrupted.

Therefore, when the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time, the controller 180 changes the speed information included in the driving control information and changes the driving. The driving support of the own vehicle A is performed according to the control information. As a result, the own vehicle A accelerates or decelerates, so that the predicted arrival time of the own vehicle A at the intersection point X is changed. As a result, the own vehicle A and the oncoming vehicle B do not travel so as to arrive at the intersection point X at substantially the same time during the lane change, and it is possible to prevent both vehicles from approaching from the front.

Referring to FIG. 1 again, the controller 180 that performs such control includes the own vehicle position detection unit 181, the travel route generation unit 182, the surrounding vehicle information acquisition unit 183, the change necessity determination unit 184, and the travel support. It has a functional unit such as a unit 185 that executes various control processes. The details of these configurations will be described below.

The own vehicle position detection unit 181 constantly detects the current position, vehicle speed, and traveling direction of the own vehicle A from the GPS data from the GPS receiver 120 and the direction and vehicle speed of the own vehicle A detected by the sensor 130. Further, the own vehicle position detection unit 181 detects the position of the own vehicle A on the map with reference to the map database 150.

The own vehicle position detection unit 181 contains the detected current position, vehicle speed, traveling direction and position on the map of the own vehicle A, image pickup information regarding the external situation acquired by the camera 110, and an object acquired by the sensor 130. From the information, the road information around the own vehicle A is acquired. The road information includes information on the shape, slope, width, speed limit, intersection, traffic light, lane type, number of lanes, etc. of the road around the own vehicle A.

The travel route generation unit 182 generates a travel route of the own vehicle A by using information such as the position of the own vehicle A detected by the own vehicle position detection unit 181, the surrounding road conditions, and the set destination. do. The travel route indicates a travel position in the vehicle width direction on the road. Further, the travel route generation unit 182 generates speed information (including acceleration / deceleration, steering timing, etc.) when the own vehicle A is traveled along the travel route.

In this way, the travel route generation unit 182 generates the travel route and the operation control information including the speed information. In the example shown in FIG. 2, the own vehicle A is controlled to go straight at a predetermined speed in the lane L3.

The surrounding vehicle information acquisition unit 183 obtains surrounding vehicle information from the image pickup information regarding the external condition acquired by the camera 110, the object information acquired by the sensor 130, and the surrounding condition of the own vehicle A acquired by the communication interface 140. To get. The surrounding vehicle information includes the traveling status of the oncoming vehicle B traveling in the oncoming lane of the own vehicle A. The surrounding vehicle information acquisition unit 183 detects the start of the lane change by detecting the display of the winker of the oncoming vehicle B. Further, the surrounding vehicle information acquisition unit 183 can obtain the virtual course of the oncoming vehicle B being changed lane from the detected turning angle and position of the oncoming vehicle B being changed lane.

The change necessity determination unit 184 determines whether or not the operation control information needs to be changed according to the surrounding conditions of the own vehicle A. Specifically, as shown in FIG. 2, the change necessity determination unit 184 determines the predicted travel route of the own vehicle A and the predicted travel route of the own vehicle A at the time t2 when the start of the lane change is detected by the blinking of the blinker of the oncoming vehicle B. The intersection point X with the virtual course of the oncoming vehicle B is obtained.

The change necessity determination unit 184 detects the lane change of the oncoming vehicle B not only by blinking the blinker of the oncoming vehicle B but also by detecting the lane shift and steering toward the lane L2 in the lane L1 of the oncoming vehicle B. Then, a virtual course may be obtained. Further, the lane change of the oncoming vehicle B to the lane L2 may be detected via the vehicle-to-vehicle communication. By doing so, it is possible to detect the lane change of the oncoming vehicle B without using the information acquired by the sensor of the own vehicle A.

Further, the predicted arrival time ta predicted to be required for the own vehicle A to reach the intersection point X, and the virtual arrival time tb until the oncoming vehicle B virtually traveling on the virtual course arrives at the intersection point X. Ask for. Then, the change necessity determination unit 184 determines whether or not the speed information needs to be changed according to whether or not the time difference td between the predicted arrival time ta and the virtual arrival time tb is within a predetermined range.

The driving support unit 185 provides driving support for the own vehicle A. When the change necessity determination unit 184 determines that the speed information needs to be changed, the travel support unit 185 changes the speed information and provides driving support for the own vehicle A according to the changed speed information. As a result, the own vehicle A is accelerated or decelerated. The details of the specific driving support will be described later with reference to FIGS. 3 to 5. The driving support unit 185 not only operates the own vehicle A according to the driving support information indicating the route information and the speed information, but also displays an icon on the display of the own vehicle A and transmits the voice message to the driver. You may provide driving support information to. Therefore, when the automatic driving level is low, the driving support control according to the present embodiment can be realized by the display.

FIG. 3 is a flowchart of the traveling support control executed by the controller 180. It should be noted that this traveling support control is repeatedly executed at a predetermined cycle. Further, the traveling support control may be performed by executing the program stored in the controller 180.

In step S1, the controller 180 (travel path generation unit 182) of the own vehicle A is based on the position of the own vehicle A detected by the own vehicle position detection unit 181 and information such as a set destination. Determine the travel route and speed information.

In step S2, the controller 180 (surrounding vehicle information acquisition unit 183) determines whether or not there is another vehicle that changes lanes to the adjacent lane of the own vehicle A. In the example of FIG. 2, the controller 180 plans to change lanes to the adjacent lane L2 by detecting the start of blinking to the right of the turn signal for the oncoming vehicle B traveling in the outer oncoming lane L1 at time t2. Detect that you are doing.

When the oncoming vehicle B that changes lanes to the adjacent lane L2 is detected (S2: Yes), the process of step S3 is performed next. If another vehicle that changes lanes to the adjacent lane L2 is not detected (S2: No), then in the process of step S7, the travel support control is performed so that the vehicle travels on the specified travel route at the specified speed or speed. It will be done.

In step S3, the controller 180 (surrounding vehicle information acquisition unit 183) predicts the trajectory of the oncoming vehicle B to change lanes. Here, in the example of FIG. 2, the controller 180 predicts the start time of the lane change after a predetermined time (for example, after 2 seconds) from the blinking timing of the blinker of the oncoming vehicle B, and the speed of the oncoming vehicle B and the like. The starting point of the lane change and the steering angle according to the above are obtained. As a result, the controller 180 predicts the lane change trajectory of the oncoming vehicle B.

In step S4, the controller 180 (change necessity determination unit 184) obtains the intersection point X used for determining the necessity of changing the speed information in the subsequent step S5. Specifically, the controller 180 obtains a virtual virtual course in which the course of the oncoming vehicle B is extended forward in the traveling direction, and the intersection point X between the virtual course and the predicted traveling path of the own vehicle A going straight. Ask for.

In step S5, the controller 180 (change necessity determination unit 184) determines the predicted arrival time ta (first predicted time) until the own vehicle A reaches the intersection point X, and the virtual intersection point of the oncoming vehicle B. The virtual arrival time tb (second predicted time) up to X is obtained, and it is determined whether or not the speed information needs to be changed depending on whether the time difference td between the predicted arrival time ta and the virtual arrival time tb is within a predetermined range. do.

In detail, as shown in FIG. 2, the controller 180 predicts the predicted arrival time ta until the own vehicle A reaches the intersection point X. At the same time, the controller 180 obtains the virtual arrival time tb until the intersection point X is reached, assuming that the oncoming vehicle B goes straight on the virtual course without completing the lane change.

Then, the controller 180 obtains the time difference td between the predicted arrival time ta and the virtual arrival time tb, and determines the operation control information depending on whether or not the time difference td is within a predetermined range (for example, within ± 1 second). Judge the necessity of changing the traveling speed included in. When the time difference td is within the predetermined range, the controller 180 determines that the own vehicle A and the oncoming vehicle B are traveling so as to arrive at the intersection point X at substantially the same time. In such a case, the driver of the own vehicle A may perform a driving operation in order to prevent the oncoming vehicle B from arriving at the intersection point X at substantially the same time, and the driving control process may be interrupted. Since it is expensive, it is judged that the speed information needs to be changed.

As described above, when the time difference td is within the predetermined range, it is determined that the speed information needs to be changed (S5: Yes), and then the process of step S6 is performed. When the time difference td is out of the predetermined range, it is determined that the change of the speed information is unnecessary (S5: No), and then the process of step S7 is performed.

In step S6, the controller 180 (traveling support unit 185) changes the speed information included in the driving control information of the own vehicle A. Due to this change in speed information, the predicted arrival time ta is changed, and the time difference td is out of the predetermined range.

In step S7, the controller 180 (driving support unit 185) supports the lane change of the own vehicle A according to the driving control information. If the speed information is changed in step S6, driving support is provided based on the changed speed information. As a result, it is suppressed that the own vehicle A and the oncoming vehicle B arrive at the intersection point X at substantially the same time, so that the driver of the own vehicle A performs the driving operation and the driving control is performed. The risk of processing interruption can be reduced. A specific example of changing the speed information will be described later with reference to FIGS. 4A and 4B.

An example of the case where the speed information is changed in step S6 is shown in FIGS. 4 and 4B.

In the example of FIG. 4A, by decelerating the own vehicle A at time t2, the predicted arrival time ta of the own vehicle A becomes longer, and the time difference td becomes out of the predetermined range. As a result, at the time t3 when the oncoming vehicle B starts changing lanes, the own vehicle A3 is located behind, and the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time. Instead, they are prevented from approaching each other facing the front.

In the example of FIG. 4B, by accelerating the own vehicle A at the time t2, the predicted arrival time ta of the own vehicle A is shortened, and the time difference td is out of the predetermined range. As a result, at the time t3 when the oncoming vehicle B starts changing lanes, the own vehicle A3 is located ahead, and the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time. Instead, they are prevented from approaching each other facing the front.

The determination of the intersection point X (S4) and the determination of whether or not the time difference td is within the predetermined range are performed from the time t2 at which the lane change is started to the time t5 until the lane change is completed. It is done at multiple timings in between. As a result, it is possible to prevent the own vehicle A and the oncoming vehicle B from traveling so as to arrive at the intersection point X at substantially the same time while the oncoming vehicle B is changing lanes.

According to the first embodiment, the following effects can be obtained.

According to the traveling support method of the first embodiment, the controller 180 determines the intersection point X between the predicted traveling route of the own vehicle A and the virtual course of the oncoming vehicle B during the lane change (S4). Further, the predicted arrival time ta until the own vehicle A arrives at the intersection X and the virtual arrival time tb until the oncoming vehicle B virtually arrives at the intersection X are obtained, and the predicted arrival time ta and the virtual arrival are obtained. It is determined whether or not the speed information needs to be changed depending on whether or not the time difference td from the time tb is within a predetermined range (S5).

When the time difference td is within the predetermined range, the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time even if the actual traveling routes do not intersect. Therefore, the controller 180 changes the speed information so that the time difference td is out of the predetermined range (S6), and provides driving support for the own vehicle A based on the changed speed information (S7).

Here, when the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time, the driver of the own vehicle A does not like such a situation, and the oncoming vehicle B There is a risk of driving operations such as changing lanes to the opposite side. However, by correcting the speed information of the own vehicle A, the time difference td is out of the predetermined range, so that the timing at which the own vehicle A and the oncoming vehicle B travel toward the intersection point X is deviated. As a result, it is possible to improve the stability of the driving support control because the behavior of the own vehicle A is suppressed from becoming unstable due to the driver performing manual driving during the driving support. can.

According to the traveling support method of the first embodiment, as shown in FIG. 4A, when the time difference td is within a predetermined range and it is determined that the speed information needs to be changed (S5: Yes), the controller 180 (traveling). The support unit 185) changes the speed information so as to decelerate the own vehicle A.

By decelerating the own vehicle A, the predicted arrival time ta to the intersection point X of the own vehicle A becomes longer, so that the time difference td is out of the predetermined range. Specifically, at time t3, since the own vehicle A3 is located further rearward, the distance from the oncoming vehicle B3 approaching the intersection point X becomes longer, and the own vehicle A and the oncoming vehicle B meet at approximately the same time. Traveling to reach X is suppressed. As a result, it is possible to suppress the interruption of the driving support control due to the steering of the driver moving away from the oncoming vehicle B, and it is possible to improve the stability of the driving support control.

Further, according to the traveling support method of the first embodiment, as shown in FIG. 4B, when the time difference td is within a predetermined range and it is determined that the speed information needs to be changed (S5: Yes), the controller 180. (Running support unit 185) changes the speed information so as to accelerate the own vehicle A.

By accelerating the own vehicle A, the predicted arrival time ta to the intersection point X of the own vehicle A becomes shorter, so that the time difference td is out of the predetermined range. Specifically, at time t3, since the own vehicle A3 is located further forward, the distance from the oncoming vehicle B3 approaching the intersection point X becomes longer, and the own vehicle A and the oncoming vehicle B meet at approximately the same time. Traveling to reach X is suppressed. As a result, it is possible to suppress the interruption of the driving support control due to the steering of the driver moving away from the oncoming vehicle B, and it is possible to improve the stability of the driving support control.

According to the traveling support method of the first embodiment, in the process of step S3, when the controller 180 detects the blinking of the blinker of the oncoming vehicle B, the controller 180 predicts the start time of the lane change after a predetermined time from the detection timing. , The starting point of the lane change and the steering angle are predicted according to the traveling state such as the speed of the oncoming vehicle B. As a result, the controller 180 predicts the lane change trajectory of the oncoming vehicle B, and further obtains a virtual course in which the lane change course of the oncoming vehicle B is virtually extended forward.

The controller 180 determines the virtual course by predicting the starting point of the lane change and the steering angle according to the traveling state of the oncoming vehicle B at the time when the blinker of the oncoming vehicle B is detected. Then, the intersection point is obtained using the virtual course, and it is determined whether or not the speed information is changed. Therefore, it is possible to accurately determine whether or not the speed information needs to be changed according to the driving state of the oncoming vehicle B.

(Second Embodiment)
In the first embodiment, the controller 180 changes the speed information so as to decelerate or accelerate depending on whether or not the time difference td is within a predetermined range. In the present embodiment, an example including a determination process of whether to change deceleration or acceleration will be further described.

FIG. 5A shows a situation in which the own vehicle A1 is traveling further behind at time t1 as compared with the examples of FIGS. 2 and 4A. Therefore, the predicted arrival time ta of the own vehicle A is longer (slower) than the virtual arrival time tb of the oncoming vehicle B. Therefore, by decelerating the own vehicle A, the predicted arrival time ta of the own vehicle A becomes longer, and the time difference td becomes out of the predetermined range.

On the other hand, FIG. 5B shows a situation in which the own vehicle A1 is traveling further ahead at time t1 as compared with the examples of FIGS. 2 and 4B. Therefore, the predicted arrival time ta of the own vehicle A is shorter (earlier) than the virtual arrival time tb of the oncoming vehicle B. Therefore, by accelerating the own vehicle A, the predicted arrival time ta of the own vehicle A is further shortened, and the time difference td is out of the predetermined range.

Therefore, in the present embodiment, the deceleration change (first change process) shown in FIG. 5A and the change shown in FIG. 5B are shown according to the magnitude relationship between the predicted arrival time ta and the virtual arrival time tb. Switch between changes that accelerate (second change processing).

FIG. 6 is a flowchart of the traveling support control in this modified example. According to this flowchart, as compared with the traveling support control of the first embodiment shown in FIG. 2, the determination process of step S51 is provided in the subsequent stage of step S5, and the determination process of step S61 or step S51 is provided according to the determination result of step S51. , Step S62 is selectively changed.

In step S51, the controller 180 (change necessity determination unit 184) determines whether or not the predicted arrival time ta is larger than the virtual arrival time tb.

Then, when the predicted arrival time ta is larger than the virtual arrival time tb (S51: Yes), as shown in FIG. 5A, in order to lengthen the predicted arrival time ta to the intersection point X of the own vehicle A, Next, the change process of step S61 is performed. In step S61, the speed information is changed so that the own vehicle A decelerates.

On the other hand, when the predicted arrival time ta is equal to or less than the virtual arrival time tb (S51: No), as shown in FIG. 5B, in order to shorten the predicted arrival time ta to the intersection point X of the own vehicle A, Next, the change process of step S62 is performed. In step S62, the speed information is changed so that the own vehicle A accelerates.

According to the traveling support method in the second embodiment, the time difference td between the predicted arrival time ta and the virtual arrival time tb is within a predetermined range (S5: Yes), and the predicted arrival time ta is from the virtual arrival time tb. If it is also large (S51: Yes), the speed information is changed so that the own vehicle A decelerates as shown in FIG. 5A (S61).

When the predicted arrival time ta of the own vehicle A is longer (slower) than the virtual arrival time tb of the oncoming vehicle B (S51: Yes), the virtual arrival is performed by changing the speed information of the own vehicle A so as to decelerate. When the predicted arrival time ta longer than the time tb becomes longer, the time difference td becomes out of the predetermined range. As a result, it is suppressed that the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time.

On the other hand, when the time difference td between the predicted arrival time ta and the virtual arrival time tb is within a predetermined range (S5: Yes) and the predicted arrival time ta is smaller than the virtual arrival time tb (S51: No), the figure. As shown in 5B, the speed information is changed so that the own vehicle A accelerates (S62).

When the predicted arrival time ta of the own vehicle A is shorter (earlier) than the virtual arrival time tb of the oncoming vehicle B (S51: No), the virtual arrival is performed by changing the speed information of the own vehicle A so as to accelerate. Since the predicted arrival time ta shorter than the time tb is further shortened, the time difference td is out of the predetermined range. As a result, it is suppressed that the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time.

As a result, it is suppressed that the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time and approach each other, and the driver manually drives during the driving support. As a result, the behavior of the own vehicle A does not become unstable, and the stability of the driving support control can be improved.

(Third Embodiment)
In the first and second embodiments, the controller 180 determines the predicted arrival time ta (first predicted time) until the own vehicle A reaches the intersection point X and the time until the oncoming vehicle B reaches the intersection point X. The virtual arrival time tb (second predicted time) is predicted, and the time difference td between the predicted arrival time ta (first predicted time) and the virtual arrival time tb (second predicted time) is within a predetermined range. Therefore, it was decided whether or not the speed information should be changed, but this is not the case. In the third embodiment, the controller 180 sets the crossing region Y having a length in the front-rear direction so as to include the crossing point X, and whether or not the own vehicle A exists in the crossing region Y at the virtual arrival time tb. An example of determining whether or not the speed information needs to be changed will be described.

Specifically, as shown in FIG. 7, the controller 180 sets an intersection region Y having a predetermined region length in the front-rear direction along the course direction of the own vehicle A around the intersection point X. Then, the controller 180 obtains a virtual arrival time tb until the oncoming vehicle B goes straight on the virtual course and reaches the intersection point X.

The controller 180 estimates the position Ax of the own vehicle A at the virtual arrival time tb, and determines whether or not the change is necessary depending on whether or not the estimated position Ax of the own vehicle A exists in the intersection region Y. do. When the position Ax is in the crossing region Y, the own vehicle A and the oncoming vehicle B travel toward the crossing point X so as to arrive at substantially the same time, and there is a high possibility that both vehicles approach each other. It is determined that the speed information of vehicle A needs to be changed.

FIG. 8 is a flowchart of the traveling support control in the present embodiment. According to this flowchart, the process of step S41 is provided after the step S4 as compared with the traveling support control of the first embodiment shown in FIG.

In step S41, the controller 180 sets the crossing region Y having a predetermined region length in the front-rear direction along the course direction of the own vehicle A around the crossing point X. Here, the region length may be a fixed value obtained by multiplying the speed of the own vehicle A by a predetermined time, or may be a variable value as shown in a modification described later.

In step S5, the controller 180 estimates the position Ax of the own vehicle A at the virtual arrival time tb, and changes the position Ax according to whether or not the estimated position Ax of the own vehicle A exists in the intersection region Y. Judge the necessity. When the position Ax of the own vehicle A at the virtual arrival time tb is within the crossing region Y, it is determined that the driving control information needs to be changed.

In this way, when the position Ax of the own vehicle A at the virtual arrival time tb is within the crossing region Y, it is determined that the speed information needs to be changed (S5: Yes), and then the change process in step S6 is performed. Will be done. When the position Ax of the own vehicle A is outside the crossing region Y, it is determined that the change of the speed information is unnecessary (S5: No), and then the support process of step S7 is performed.

According to the third embodiment, the following effects can be obtained.

According to the traveling support method of the third embodiment, as shown in FIG. 7, the controller 180 determines the intersection point X between the virtual course of the oncoming vehicle B during the lane change and the predicted traveling route of the own vehicle A. (S4), and further, an intersection region Y having a region length in the front-rear direction of the own vehicle A at the intersection point X is determined (S41). Then, the controller 180 determines whether or not the own vehicle A exists in the intersection region Y at the virtual arrival time tb predicted assuming that the oncoming vehicle B reaches the intersection point X (S5).

When the own vehicle A exists in the crossing region Y, the own vehicle A and the oncoming vehicle B travel so as to arrive at the crossing point X at substantially the same time. Therefore, the controller 180 changes the speed information (S6) and provides driving support for the own vehicle A based on the changed speed information (S7), so that the own vehicle A is in the crossing region Y at the virtual arrival time tb. Accelerate or decelerate so that it does not exist in.

Here, when the own vehicle A exists in the intersection region Y at the virtual arrival time tb, the own vehicle A and the oncoming vehicle B travel so as to arrive at the intersection point X at substantially the same time, so that both vehicles travel. approach. Due to such an approach, the driver of the own vehicle A may perform a driving operation to avoid traveling as if both vehicles face the front. However, by changing the speed information as described above, since the own vehicle A is outside the crossing region Y at the virtual arrival time tb, it is suppressed that the own vehicle A and the oncoming vehicle B approach each other facing the front. Will be done.

Further, instead of calculating the predicted arrival time ta as in the first embodiment, it is necessary to change the speed information by obtaining the position Ax of the own vehicle A in the crossing region Y and the virtual arrival time tb. It can be determined whether or not. As a result, the degree of freedom in the design method is improved, and the behavior of the own vehicle A is suppressed from becoming unstable due to the driver performing the operation during the driving support. Therefore, the driving support control is performed. It is possible to improve the stability of the.

(Modification example)
In the third embodiment, the crossing region Y is set so as to have a predetermined region length in the front-rear direction in the own vehicle A with respect to the crossing point X. In this modification, an example in which the region length in the anteroposterior direction of the crossing region Y is changed by an external factor will be described.

As a first example, the faster the relative speed between the own vehicle A and the oncoming vehicle B, the longer the region length of the crossing region Y in the front-rear direction. The higher the relative speed, the less the driver of the own vehicle A tends to prefer to drive so that the own vehicle A and the oncoming vehicle B arrive at the intersection point X at substantially the same time. Therefore, the faster the relative speed between the own vehicle A and the oncoming vehicle B, the longer the region length of the crossing region Y, so that the own vehicle A is more likely to be included in the crossing region Y, so that the speed information is changed. It becomes easy to be done. As a result, it is possible to prevent the own vehicle A and the oncoming vehicle B from traveling so as to arrive at the intersection point X at substantially the same time.

As a second example, the narrower the road width of the own vehicle A or the oncoming vehicle B, the longer the region length of the crossing region Y. The narrower the road width, the less the driver of the own vehicle A tends to prefer to drive so that the own vehicle A and the oncoming vehicle B arrive at the intersection point X at substantially the same time. Therefore, as the road width of the own vehicle A and the oncoming vehicle B is narrower, the area length of the crossing region Y is made longer, so that the own vehicle A is more likely to be included in the crossing region Y, and thus the speed information is more likely to be changed. .. As a result, it is possible to prevent the own vehicle A and the oncoming vehicle B from traveling so as to arrive at the intersection point X at substantially the same time.

As a third example, the larger the own vehicle A or the oncoming vehicle B, the longer the region length of the crossing region Y. The larger the vehicle, the less the driver of the own vehicle A tends to prefer to drive so that the own vehicle A and the oncoming vehicle B arrive at the intersection point X at substantially the same time. Therefore, for example, the controller 180 determines the size of the own vehicle A or the oncoming vehicle B based on the vehicle type of the own vehicle A stored in advance and the outer shape of the oncoming vehicle B photographed by the camera 110, and the vehicle. The region length of the crossing region Y may be determined according to the size of. Further, in another example, the controller 180 may set the region length according to the vehicle width of the own vehicle A or the oncoming vehicle B.

As described above, the larger the own vehicle A and the oncoming vehicle B, the longer the area length of the crossing region Y of the controller 180 makes it easier for the oncoming vehicle B to be included in the crossing region Y, so that the speed information is changed. It becomes easy to be done. As a result, it is possible to prevent the own vehicle A and the oncoming vehicle B from traveling so as to arrive at the intersection point X at substantially the same time.

(Fourth Embodiment)
In the first to third embodiments, an example in which the lane adjacent to the traveling lane of the own vehicle A is an oncoming lane has been described, but the present invention is not limited to this. In the fourth embodiment, an example in which the lane adjacent to the traveling lane of the own vehicle A is the traveling lane in the same direction as the traveling lane of the own vehicle will be described.

FIG. 9 is a diagram showing a situation around the own vehicle when the traveling support control of the fourth embodiment is performed. In this figure, a road with four lanes on each side is shown, and they are referred to as L1 to L4 in order from the top.

It is assumed that the own vehicle A is traveling in the lane L3 from the left side to the right side in the figure, and does not perform a steering wheel operation such as changing lanes between the times t1 to t5. Further, the other vehicle C is traveling in L1 two adjacent to the lane L3 in which the own vehicle A is traveling, and changes lanes to the adjacent lane L2 of the own vehicle A at a predetermined timing.

Even in such a situation, the own vehicle A and the other vehicle C travel so as to arrive at the intersection point X at substantially the same time. That is, although the actual traveling route does not intersect with the own vehicle A and the other vehicle C, the vehicle travels toward the intersection point X and approaches each other from the side. In such a situation, the driver of the own vehicle A may manually operate the steering wheel in order to avoid approaching the other vehicle C from the side, and as a result, the driving support control may be interrupted. ..

Therefore, the controller 180 does not travel so that the own vehicle A and the other vehicle C arrive at the intersection point X at substantially the same time by performing the travel support control shown in FIG. As a result, the driver of the own vehicle A does not operate the steering wheel to avoid approaching the other vehicle C from the side, and the possibility that the driving support control is interrupted can be reduced.

(Fifth Embodiment)
In the first to third embodiments, the oncoming vehicle B changes lanes to the adjacent lane of the own vehicle A, and in the fourth embodiment, the other vehicle C traveling in the same direction to the adjacent lane of the own vehicle A An example of changing lanes has been shown, but it is not limited to this. In the fifth embodiment, an example of changing lanes in which another vehicle D turns from the side road to the frontage lane on a T-junction where the frontage road and the frontage road intersect will be described.

10 to 12 are diagrams showing the surrounding situation of the own vehicle when the traveling support control in the present embodiment is performed.

FIG. 10 shows lanes L1 and L2 with one lane on each side. It is assumed that the vehicle travels from the left side to the right in the upper lane L1 and the vehicle travels from the right side to the left side in the lower lane L2. The lane L2 is provided with a T-shaped intersection that intersects the frontage road.

At such a T-shaped intersection, the other vehicle D changes lanes from the frontage road to the adjacent lane L2 of the own vehicle A by turning left. Such a lane change of the other vehicle D is not a right turn that straddles L2 of the oncoming lane, but a left turn that enters the lane L1 connected to the frontage road.

Further, in this figure, another vehicle D at a plurality of times is shown. In detail, the other vehicle D1 at the time t1 when the lane change (turn) is started, the other vehicle D2 at the time t2 during the turn, and the other vehicle D3 at the time t3 when the lane change (turn) is finished are shown. In this figure, it is assumed that the timing at which the turn signal lighting operation indicating the start of the lane change is performed is not shown. As for the own vehicle A, the own vehicles A1 to A3 corresponding to the times t1 to t3 are shown. Further, in this figure, a virtual course in which the course of the other vehicle D during the lane change is virtually extended toward the traveling direction is shown by a broken line.

After the other vehicle D detects the turn signal operation of the left turn, the controller 180 has a virtual course that virtually extends the course of the other vehicle D during the lane change toward the traveling direction, and the predicted straight path of the own vehicle A. Find the intersection point X. Then, the controller 180 obtains the predicted arrival time ta until the own vehicle A reaches the intersection point X and the virtual arrival time tb to the intersection point X of the oncoming vehicle B, and the time difference td between the two is within a predetermined range. Change speed information in some cases. By doing so, the own vehicle A and the other vehicle D do not arrive at the intersection point X at substantially the same time, and the situation where both vehicles face each other and approach each other is suppressed.

In the example of FIG. 10, not only when the other vehicle D changes lanes from the frontage road to the lane L2, but also when the other vehicle D parked on the shoulder of the lane L2 starts and travels in the lane L2. However, by performing the same driving support control, the situation where both vehicles face each other and approach each other is suppressed.

FIG. 11 shows a traveling lane with two lanes on each side, and it is assumed that the vehicle travels from the right side to the left side in the lower two lanes L1 and L2. The lane L2 is provided with a T-shaped intersection that intersects the frontage road.

At such a T-shaped intersection, the other vehicle D turns left from the frontage road and changes lanes to enter the adjacent lane L2 of the own vehicle A. In such a case, after the other vehicle D detects the turn signal operation of the left turn, the controller 180 obtains the intersection point X between the virtual course of the other vehicle D and the predicted straight course of the own vehicle A, and the own vehicle A intersects. The predicted arrival time ta until reaching the point X and the virtual arrival time tb to the intersection point X of the oncoming vehicle B are obtained. Then, the controller 180 changes the speed information when the time difference td between the two is within a predetermined range. By doing so, the own vehicle A and the other vehicle D do not arrive at the intersection point X at substantially the same time, and the situation where the two vehicles approach each other from the side is suppressed.

In FIG. 12, it is assumed that the upper two lanes L1 and L2 are the traveling lanes from the left to the right in the figure, and the lower one lane L3 is the traveling lane from the right to the left in the figure. .. The lane L3 is provided with a T-shaped intersection that intersects the frontage road.

At such a T-shaped intersection, the other vehicle D turns right from the frontage road, straddles the lane L3, and changes lanes to enter the adjacent lane L2 of the own vehicle A. In such a case, when the other vehicle D detects the turn signal operation of the right turn, the controller 180 obtains the intersection point X between the virtual course of the other vehicle D and the predicted straight course of the own vehicle A, and obtains the intersection point X of the own vehicle A. The predicted arrival time ta until reaching the intersection point X and the virtual arrival time tb to the intersection point X of the oncoming vehicle B are obtained. Then, the controller 180 changes the speed information when the time difference td between the two is within a predetermined range. By doing so, the own vehicle A and the other vehicle D do not arrive at the intersection point X at substantially the same time, and the situation where both vehicles approach from the side is suppressed. As a result, it is possible to improve the stability of the driving support control because the behavior of the own vehicle A is suppressed from becoming unstable due to the driver performing manual driving during the driving support. can.

(Sixth Embodiment)
In the first to fifth embodiments, an example of changing the speed information of the own vehicle A when another vehicle changes lanes to the adjacent lane of the own vehicle A has been described. In the sixth embodiment, an example in which the speed information of the own vehicle A is not changed will be described.

In FIG. 13, it is assumed that a median strip E is provided between the lanes L1 and L2 from the left to the right in the figure and the lanes L3 and L4 from the right to the left in the figure. Then, it is assumed that the own vehicle A is traveling in the lane L2 and the oncoming vehicle B changes lanes from the lanes L1 to L2.

Since the oncoming vehicle B changes lanes to the lane L2 adjacent to the lane L3 in which the own vehicle A travels, the own vehicle A and the oncoming vehicle B travel toward the intersection point X. However, since the median strip E is provided, there is little possibility that the driver of the own vehicle A feels uneasy, and there is little possibility that the driving support control is interrupted by operating the steering wheel. Therefore, when the median strip E is detected by the surrounding vehicle information acquisition unit 183 and another vehicle that changes lanes to the adjacent lane L2 via the median strip E is detected, the change of the speed information is omitted. By doing so, the processing load of the driving support control can be reduced.

The driving support control shown in the above embodiment is not limited to the case where the oncoming vehicle and the other vehicle change lanes as shown in each embodiment, and also includes the case where these vehicles start from the shoulder.

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiments. No.

Moreover, although each of the above-described embodiments has been described as a single embodiment, they may be combined as appropriate.

100 Driving support device 170 Actuator 180 Controller 181 Own vehicle position detection unit 182 Travel route generation unit 183 Surrounding vehicle information acquisition unit 184 Change necessity determination unit 185 Driving support unit

Claims (10)

It is a driving support method that supports the driving of the own vehicle using the specified route and vehicle speed.
While the own vehicle is traveling straight, another vehicle that changes lanes to the adjacent lane of the own vehicle is detected.
A virtual course different from the route of the other vehicle, which is a virtual extension of the course of the other vehicle toward the traveling direction from the start to the end of the lane change of the other vehicle, and along the defined route. The straight course of the own vehicle that goes straight to the virtual course of the other vehicle is obtained, and the intersection point between the virtual course and the straight course is determined.
When the time difference between the first predicted time until the own vehicle reaches the crossing point and the second predicted time when the other vehicle is assumed to reach the crossing point is out of the predetermined range, the said Execute driving support using the route and the vehicle speed,
When the time difference is within the predetermined range, the vehicle speed is changed so that the time difference is outside the predetermined range, and the running support is executed using the route and the changed vehicle speed. The driving support method according to claim 1.
When the time difference is within the predetermined range and the first predicted time is longer than the second predicted time, the traveling support method is changed so as to decelerate the vehicle speed. The driving support method according to claim 1.
A traveling support method for accelerating the vehicle speed when the time difference is within the predetermined range and the first predicted time is equal to or less than the second predicted time. The driving support method according to any one of claims 1 to 3.
Further, the starting point and the steering angle of the course change are predicted according to the traveling state of the other vehicle when the other vehicle changes the course.
A traveling support method for determining the virtual course based on the predicted start point of the course change and the steering angle. The driving support method according to claim 1.
An intersection area corresponding to the speed of the own vehicle and the time difference is determined in the front-rear direction of the course direction of the own vehicle at the intersection point.
After the first predicted time, it is determined whether or not the own vehicle is in the crossing region, and it is determined.
When the own vehicle is outside the crossing region after the first predicted time, the traveling support is executed using the route and the vehicle speed.
When the own vehicle is in the crossing region after the first predicted time, the vehicle speed is changed so that the own vehicle is out of the crossing region after the first predicted time, and the route and the changed. A driving support method that uses the vehicle speed to perform driving support. The driving support method according to claim 5.
A traveling support method in which the higher the relative speed between the own vehicle and the other vehicle, the longer the crossing region. The driving support method according to claim 5.
A traveling support method in which the narrower the road width of the traveling route after the lane change of the own vehicle or the traveling route of the other vehicle, the longer the crossing region. The driving support method according to claim 5.
A traveling support method in which the larger the own vehicle or the other vehicle, the longer the crossing region. The driving support method according to any one of claims 1 to 8.
Further, the presence or absence of a median strip between the traveling route after the lane change and the traveling route of the other vehicle is detected.
A traveling support method that does not change the vehicle speed when the median strip is detected. A travel support device including a controller that supports the travel of the own vehicle using a predetermined route and vehicle speed.
The controller
While the own vehicle is traveling straight, another vehicle that changes lanes to the adjacent lane of the own vehicle is detected.
A virtual course different from the route of the other vehicle, which is a virtual extension of the course of the other vehicle toward the traveling direction from the start to the end of the lane change of the other vehicle, and along the defined route. To find a straight course that goes straight to the virtual course of the other vehicle, determine the intersection point between the virtual course and the straight course, and determine the intersection point.
When the time difference between the first predicted time until the own vehicle reaches the crossing point and the second predicted time when the other vehicle is assumed to reach the crossing point is out of the predetermined range, the said Execute driving support using the route and the vehicle speed,
When the time difference is within the predetermined range, the vehicle speed is changed so that the time difference is outside the predetermined range, and the travel support device is executed by using the route and the changed vehicle speed.

Images