WO2018033949A1

WO2018033949A1 - Drive assist method and drive assist apparatus

Info

Publication number: WO2018033949A1
Application number: PCT/JP2016/073824
Authority: WO
Inventors: 藤田　晋; 陽平三品
Original assignee: 日産自動車株式会社
Priority date: 2016-08-15
Filing date: 2016-08-15
Publication date: 2018-02-22

Abstract

The present invention acquires a plurality of events that an own vehicle V1 encounters while traveling on a first route, and on the basis of the relations between the acquired events and the own vehicle, formulates a first drive plan for the own vehicle to travel on the first route, and determines whether or not there is a need to move the own vehicle V1 from a first lane specified in the first route to another lane, i.e., a second lane, and in the case when it is determined that a lane change is required, formulates a second drive plan in which the own vehicle V1 is caused to make a lane change to the second lane so as to travel on a second route.

Description

Driving support method and driving support device

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

Regarding this type of device, the risk level of other vehicles in the surrounding area is estimated, the road information and the risk level of the other vehicle are used to determine the risk level distribution on the road, and the risk level distribution is used to determine the A technique for generating a travel plan is known (Patent Document 1).

JP 2009-37561 A

However, in the conventional technology, there is a problem that the calculation is complicated and the calculation load is high because the degree of danger is calculated for each other surrounding vehicle and the travel plan is drawn up.

The problem to be solved by the present invention is to execute a smooth operation while reducing the calculation load of the operation plan.

The present invention makes a first driving plan for traveling on the first route, determines whether or not to change the lane of the host vehicle, and determines that the lane is changed, the first specified in the first route. The above problem is solved by formulating a second driving plan for traveling on a second route for changing the lane of the host vehicle from the lane to another second lane.

According to the present invention, smooth operation is executed while reducing the calculation load of the operation plan.

It is a block block diagram of the driving assistance system which concerns on this embodiment. It is a figure for demonstrating a 1st driving | operation plan. It is an example of a display of a 1st driving plan. It is a figure for demonstrating a 2nd driving | operation plan. It is an example of a display of a 2nd driving plan. It is a flowchart which shows the control procedure of the driving assistance system of this embodiment. It is a flowchart which shows the control procedure of a 1st subroutine. It is a flowchart which shows the control procedure of a 2nd subroutine.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the driving support device according to the present invention is applied to a driving support system that cooperates with an in-vehicle device 200 mounted on a vehicle will be described as an example.

FIG. 1 is a diagram showing a block configuration of the driving support system 1. The driving support system 1 of this embodiment includes a driving support device 100 and an in-vehicle device 200. The embodiment of the driving support device 100 of the present invention is not limited, and may be mounted on a vehicle or may be applied to a portable terminal device that can exchange information with the in-vehicle device 200. The terminal device includes devices such as a smartphone and a PDA. The driving support system 1, the driving support device 100, the in-vehicle device 200, and each of the devices included therein are computers that include arithmetic processing devices such as a CPU and execute arithmetic processing.

First, the in-vehicle device 200 will be described.
The in-vehicle device 200 of this embodiment includes a vehicle controller 210, a navigation device 220, an object detection device 230, a lane keeping device 240, and an output device 250. The devices constituting the in-vehicle device 200 are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other. The in-vehicle device 200 can exchange information with the driving support device 100 via the in-vehicle LAN. The vehicle controller 210 operates the detection device 260, the drive device 270, and the steering device 280.

The vehicle controller 210 of this embodiment includes a detection device 260. The detection device 260 includes a steering angle sensor 261, a vehicle speed sensor 262, and an attitude sensor 263. The steering angle sensor 261 detects information such as a steering amount, a steering speed, and a steering acceleration, and outputs the information to the vehicle controller 210. The vehicle speed sensor 262 detects the speed and / or acceleration of the vehicle and outputs it to the vehicle controller 210. The attitude sensor 263 detects the position of the vehicle, the pitch angle of the vehicle, the yaw angle of the vehicle, and the roll angle of the vehicle, and outputs it to the vehicle controller 210. The attitude sensor 263 includes a gyro sensor.

The vehicle controller 210 of this embodiment is an in-vehicle computer such as an engine control unit (Engine ECU), and electronically controls the operation of the vehicle. Examples of the vehicle include an electric vehicle including an electric motor as a travel drive source, an engine vehicle including an internal combustion engine as a travel drive source, and a hybrid vehicle including both the electric motor and the internal combustion engine as a travel drive source. Note that electric vehicles and hybrid vehicles using an electric motor as a driving source include a type using a secondary battery as a power source for the electric motor and a type using a fuel cell as a power source for the electric motor.

The drive device 270 of this embodiment includes a drive mechanism for the host vehicle V1. The drive mechanism includes an electric motor and / or an internal combustion engine that are the above-described travel drive sources, a power transmission device including a drive shaft and an automatic transmission that transmits output from these travel drive sources to the drive wheels, and brakes the wheels. A braking device 271 and the like are included. The drive device 270 generates control signals for these drive mechanisms based on input signals from the accelerator operation and the brake operation, and control signals acquired from the vehicle controller 70 or the driving support device 100, and performs travel control including acceleration / deceleration of the vehicle. Execute. By sending control information to the driving device 270, traveling control including acceleration / deceleration of the vehicle can be automatically performed. In the case of a hybrid vehicle, torque distribution output to each of the electric motor and the internal combustion engine corresponding to the traveling state of the vehicle is also sent to the drive device 270.

The steering device 280 of this embodiment includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device 280 executes control for changing the traveling direction of the vehicle based on a control signal acquired from the vehicle controller 210 or an input signal by a steering operation. The vehicle controller 210 performs control for changing the traveling direction by sending control information including the steering amount to the steering device 280. In addition, the driving assistance device 100 may execute change control of the traveling direction of the vehicle by controlling the braking amount of each wheel of the vehicle. In this case, the vehicle controller 210 executes control for changing the traveling direction of the vehicle by sending control information including the braking amount of each wheel to the braking device 271. Note that the control of the driving device 270 and the control of the steering device 280 may be performed completely automatically, or may be performed in a manner that supports the driving operation (progression operation) of the driver. The control of the driving device 270 and the control of the steering device 280 can be interrupted / stopped by the driver's intervention operation. The vehicle controller 210 controls the operation of the host vehicle according to the operation plan of the operation planning device 10.

The in-vehicle device 200 of this embodiment includes a navigation device 220. The navigation device 120 calculates a route from the current position of the host vehicle to the destination. As a route calculation method, a method known at the time of filing based on a graph search theory such as the Dijkstra method or A * can be used. The calculated route is sent to the vehicle controller 210 for use in driving support of the host vehicle. The calculated route is output as route guidance information via an output device 250 described later.
The navigation device 220 includes a position detection device 221. The position detection device 221 includes a global positioning system (GPS), and detects a traveling position (latitude / longitude) of a traveling vehicle.

The navigation device 120 includes accessible map information 222, road information 223, and traffic rule information 224. The map information 222, the road information 223, and the traffic rule information 224 need only be readable by the navigation device 120, and may be configured physically separate from the navigation device 120, or may be configured as the communication device 30 (or the in-vehicle device 200). The data may be stored in a server that can be read via a communication device provided in the network.
The map information 222 is a so-called electronic map, and is information in which latitude and longitude are associated with map information. The map information 222 has road information 223 associated with each point.

The road information 223 is defined by nodes and links connecting the nodes. The road information 223 includes information for specifying a road by the position / area of the road, road type for each road, road width for each road, and road shape information. The road information 223 stores information regarding the position of the intersection, the approach direction of the intersection, the type of the intersection, and other intersection information for each road link identification information. In addition, the road information 223 includes road type, road width, road shape, whether to go straight, whether to go straight ahead, whether to overtake, whether to pass (whether to enter an adjacent lane), and other roads. Information is stored in association with each other.

The navigation device 220 identifies the first route along which the host vehicle travels based on the current position of the host vehicle detected by the position detection device 221. The first route may be a route to the destination designated by the user, or may be a route to the destination estimated based on the own vehicle V1 / user's travel history. The first route along which the host vehicle travels may be specified for each road, may be specified for each road for which the up / down direction is specified, or a single lane in which the host vehicle actually travels You may specify every. The navigation device 220 refers to road information 223, which will be described later, and identifies a road link for each first lane of the first route on which the host vehicle travels.
The first route includes specific information (coordinate information) of one or more points where the vehicle V1 will pass in the future. The first route includes at least one point that suggests the next travel position on which the host vehicle travels. The first path may be constituted by a continuous line or may be constituted by discrete points. Although not particularly limited, the first route is specified by a road identifier, a lane identifier, a lane identifier, and a link identifier. These lane identifier, lane identifier, and link identifier are defined in the map information 222 and the road information 223.

The traffic rule information 224 is a traffic rule that the vehicle should comply with when traveling, such as temporary stop on the route, parking / stop prohibition, slow driving, speed limit, and the like. Each rule is defined for each point (latitude, longitude) and for each link. The traffic rule information 224 may include traffic signal information acquired from a device provided on the road side.

The in-vehicle device 200 includes an object detection device 230. The object detection device 230 detects the situation around the host vehicle. The target object detection device 50 of the host vehicle detects the presence and position of the target object including obstacles around the host vehicle. Although not particularly limited, the object detection device 230 includes a camera 231. The camera 231 is an imaging device including an imaging element such as a CCD. The camera 231 may be an infrared camera or a stereo camera. The camera 231 is installed at a predetermined position of the host vehicle and images an object around the host vehicle. The periphery of the host vehicle includes the front, rear, front side, and rear side of the host vehicle. The object includes a two-dimensional sign such as a stop line marked on the road surface. The object includes a three-dimensional object. The object includes a stationary object such as a sign. The objects include moving objects such as pedestrians, two-wheeled vehicles, and four-wheeled vehicles (other vehicles). The objects include road structures such as guardrails, median strips, curbs.

The object detection device 230 may analyze the image data and identify the type of the object based on the analysis result. The object detection device 230 uses a pattern matching technique or the like to identify whether the object included in the image data is a vehicle, a pedestrian, or a sign. The object detection device 230 processes the acquired image data, and acquires the distance from the own vehicle to the object based on the position of the object existing around the own vehicle. In particular, the target object detection device 230 acquires the positional relationship between the target object and the host vehicle.

The object detection device 230 may use the radar device 232. As the radar device 232, a system known at the time of filing such as millimeter wave radar, laser radar, ultrasonic radar, laser range finder, etc. can be used. The object detection device 230 detects the presence / absence of the object, the position of the object, and the distance to the object based on the received signal of the radar device 232. The object detection device 230 detects the presence / absence of the object, the position of the object, and the distance to the object based on the clustering result of the point cloud information acquired by the laser radar.

If it is possible for the other vehicle and the host vehicle to perform inter-vehicle communication, the object detection device 230 targets the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle to the effect that the other vehicle exists. You may acquire as physical information. Of course, the target object detection device 230 can also acquire target object information including the position, speed, and acceleration of other vehicles from an external device of an intelligent road transport system (Intelligent Transport Systems: ITS).

The in-vehicle device 200 of this embodiment includes a lane keeping device 240. The lane keeping device 240 includes a camera 241 and road information 242. The camera 241 may share the camera 231 of the object detection device. The road information 242 may share the road information 223 of the navigation device. The lane keeping device 240 detects the lane of the first route on which the host vehicle travels from the captured image of the camera 241. The lane keeping device 240 recognizes the lane in which the host vehicle is traveling, and controls the movement of the host vehicle so that the position of the lane marker on the lane and the position of the host vehicle maintain a predetermined relationship. (Lane keep support function). The lane keeping device 240 controls the movement of the host vehicle so that the host vehicle travels in the center of the lane. The lane keeping device 240 may control the movement of the host vehicle so that the distance along the road width direction from the lane marker of the lane to the host vehicle is within a predetermined value range. The lane keeping device 240 is a route (first route) defined in the operation plan in order to execute an operation plan (including a first operation plan and a second operation plan; the same applies hereinafter) planned by the operation support device 100 described later. The movement of the host vehicle is controlled such that the position of the lane marker on the lane (including the first lane and the second lane) of the lane (including the second route) and the position of the host vehicle maintain a predetermined relationship. The lane keeping device 240 executes the planned first operation plan, and executes the second operation plan including the lane change when changing the lane. The lane marker is not limited as long as it has a function of defining the lane, and may be a diagram drawn on the road surface, planting existing between the lanes, It may be a road structure such as a guardrail, a curb, a sidewalk, or a motorcycle-only road existing on the shoulder side. The lane marker may be an immovable object such as a signboard, a sign, a store, or a roadside tree that exists on the shoulder side of the lane.
The processor 11 described later stores the object detected by the object detection device 230 in association with the route. That is, the processor 11 has information on which route the object is present.

The in-vehicle device 200 includes an output device 250. The output device 250 includes a display 251 and a speaker 252. The output device 250 outputs various types of information related to driving assistance to a user or an occupant of a surrounding vehicle. The output device 250 outputs information on the planned driving action plan and travel control based on the driving action plan. As information according to the control information for causing the host vehicle to travel on the first route (target route), the vehicle occupant of the host vehicle is notified in advance via the display 251 and the speaker 252 that the steering operation and acceleration / deceleration are executed. Moreover, you may notify the passenger | crew of the own vehicle or the passenger | crew of another vehicle beforehand the information regarding these driving assistances via a vehicle exterior lamp and a vehicle interior lamp. The output device 250 may output various types of information related to driving assistance to an external device such as an intelligent road traffic system via a communication device.

Next, the driving assistance device 100 will be described.
The driving support device 100 includes an operation planning device 10, an output device 20, and a communication device 30. The output device 20 has the same function as the output device 250 of the in-vehicle device 200 described above. A display 251 and a speaker 252 are used as the configuration of the output device 20. The operation planning device 10 and the output device 20 can exchange information with each other via a wired or wireless communication line. The communication device 30 exchanges information with the in-vehicle device 200, exchanges information inside the driving support device 100, and exchanges information with the outside of the driving support system 1.

First, the operation planning device 10 will be described.
The operation planning device 10 includes a processor 11 that functions as a control device for the operation planning device 10. The processor 11 is an arithmetic device that performs a driving support process including a driving plan for the host vehicle. Specifically, the processor 11 executes an operation planning apparatus 10 by executing a ROM (Read Only Memory) in which a program for executing an operation support process including an operation plan is stored, and a program stored in the ROM. And a RAM (Random Access Memory) functioning as an accessible storage device.

The processor 11 according to the present embodiment performs the following processing.
(1) The first route on which the host vehicle travels is calculated, a plurality of events encountered when traveling on the first route are acquired (detected / extracted), and the relationship between each extracted event and the host vehicle is used. A process of planning a first driving plan of the host vehicle traveling on the first route (first driving plan planning process),
(2) Processing for determining whether or not to change the lane for moving the vehicle from the first lane specified in the first route to another second lane (lane change determination processing);
(3) If it is determined that the lane is to be changed, a second driving plan for driving a second route that changes the host vehicle to the second lane is drafted (second driving plan planning process).

The processor 11 has a first block that realizes a planning function for a first driving plan, a second block that realizes a function for determining a lane change, and a third block that realizes a planning function for a second driving plan. The processor 11 executes each function in cooperation with software for realizing each function described above or executing each process and the hardware described above.

First, based on FIG. 2, the first operation plan planning process executed by the processor 11 according to the present embodiment will be described. The first operation plan planning process is a basic process executed by the driving support system 1. The planning process for the first driving plan includes a calculation process for the first route, an acquisition process for events encountered when traveling on the first route, and a planning process for driving plans based on the relationship between each acquired event and the host vehicle. Including. The driving plan planning process includes determination of driving behavior in each event and determination of specific contents of driving behavior. The specific content of the driving action includes a point / timing for executing the driving action and an execution command for the driving action. The specific content of the driving action when the driving action is “stop” includes “stop position”. The driving action execution command includes a deceleration amount, an acceleration amount, and a steering amount. The planning process of the second operation plan described later is common to the planning process of the first operation plan.

First, the calculation process of the first route will be described.
The processor 11 calculates the first route while the host vehicle is traveling or scheduled to travel. The processor 11 acquires host vehicle information in order to calculate the first route. The processor 11 acquires the current position of the host vehicle from the position detection device 221. The processor 11 refers to the map information 222 and calculates the first route using the acquired current position and traveling direction. The processor 11 may acquire the planned travel route of the host vehicle obtained by the navigation device 220 as the first route. The processor 11 may acquire the guide route from the current position to the destination obtained by the navigation device 220 as the first route. For the calculation process of the route of the host vehicle, the technique known at the time of filing this application can be appropriately used.

The event acquisition process will be described.
The processor 11 acquires (detects / extracts) an event encountered when traveling on the first route. An event in the present embodiment is an event (thing / existence of an object) that triggers execution of travel control. The travel control to be executed includes acceleration / deceleration of the vehicle and steering of the vehicle. In other words, an event is a cause of causing the host vehicle to execute acceleration / deceleration and steering. The event is an intersection on the first route, a stop line on the first route, a pedestrian crossing on the first route, or an object around the host vehicle traveling on the first route. The objects include plane / three-dimensional traffic signs, moving objects such as pedestrians, two-wheeled vehicles, and four-wheeled vehicles, road structures such as guardrails, median strips, and curbs.

The processor 11 refers to the map information 222 and extracts another route having an intersection with the first route during which the host vehicle is traveling or scheduled to travel. The route having an intersection with the first route includes a route that intersects the first route, a route that flows into the first route, a route that flows from the first route, and a route that intersects the first route. When another route is detected, an intersection with the other route is an intersection of the first route and is acquired as an event. The processor 11 refers to the traffic rule information 224 and acquires the presence and position of the traffic sign on the first route. The traffic rule information 224 is information in which information such as a temporary stop position, entry prohibition, and one-way traffic is associated with a link (route) and position information. The processor 11 recognizes the stop traffic rule as an event. The processor 11 extracts the position where the stop is defined as the position where the host vehicle encounters the event. The position of the extracted event is associated with a route (including a link). Similarly, the processor 11 recognizes an entry-prohibited traffic rule as an event. The processor 11 extracts a position upstream of the position where entry prohibition is defined (upstream in the traveling direction) as a position where the host vehicle encounters the event. The position of the extracted event is associated with a route (including a link). The traffic rule information 224 includes a traffic signal indicated by a traffic light. At this time, the map information 222 and the road information 223 may be referred to.

The processor 11 extracts an event that the host vehicle V1 traveling on the first route encounters based on the output result of the object detection device 230. The events encountered include the presence and location of objects including obstacles on the first path. The processor 11 recognizes that an object (an object including a pedestrian, another vehicle, a road structure, and the like) detected by the object detection device 230 exists as an event that the host vehicle V1 encounters. When the distance between the host vehicle and the detected object is less than a predetermined value, the processor 11 may extract the presence of the object as an event. The processor 11 may extract the presence of the target object as an event when the predicted time interval until the subject vehicle contacts the detected target object is less than a predetermined value.

The processor 11 uses the position information of the target object to extract an event that the host vehicle V1 traveling on the first route encounters. The objects include objects related to temporary traffic restrictions such as construction sites, broken vehicles, and avoidance areas. Information on the position where the object exists may be included in the road information 223. Information on the position where the object exists can be received from a roadside information providing apparatus such as ITS.

The processor 11 acquires the presence and position of an object including an obstacle on the first path based on the output result of the object detection device 230. The processor 11 refers to the road information 223 and acquires the presence and position of the road structure on the first route. At this time, the map information 222 and the road information 223 may be referred to.

The processor 11 makes a first operation plan for traveling on the first route based on the relationship between the acquired event information (presence and position) and the host vehicle. The planning of the first operation plan may be performed at a predetermined cycle, or may be performed at a timing when the distance between the host vehicle and the intersection is less than the predetermined distance.

The processor 11 associates the encounter position with the extracted plurality of events with the route of the own vehicle. The processor 11 rearranges the plurality of extracted events in the order in which the host vehicle V1 encounters. The processor 11 obtains the order of events to be encountered from the transition of the position of the host vehicle V1 traveling on the first route and the position of the event, and rearranges the events in the order in which the host vehicle V1 encounters. Information arranged in chronological order to encounter this event may be presented to the user via the output device 20 described later.

Subsequently, the processor 11 plans the driving behavior of the own vehicle traveling along the route in the driving plan. The processor 11 uses the relationship (evaluation result) between the host vehicle and a plurality of events encountered over time when the host vehicle travels on the first route, and driving when the host vehicle V1 travels on the first route. Develop a plan. The processor 11 makes an operation plan in consideration of the presence of the object detected by the object detection device 230.

The processor 11 extracts the type of each event (intersection, traffic rule, object), the position of the event and the change in position (distance, time to contact, approach speed, distance after a predetermined time), and the contents of the event. (Contents of traffic rules, attributes of objects), etc. are evaluated. The processor 11 obtains the distance from the event and the change in the distance using the vehicle speed of the host vehicle acquired from the vehicle speed sensor 262.

When the event is a traffic rule, the processor 11 refers to one or more of the traffic rule information 224, the map information 222, the road information 223, and the detection result of the object detection device 230, and determines the type and position of the traffic rule. / Read position changes and contents. If the event is a traffic light, the processor 11 recognizes whether the traffic rule indicated by the traffic light is advancing / attention / stopping based on the recognition result of the signal recognition function of the object detection device 230. The processor 11 may recognize the traffic rules indicated by the traffic lights based on the signal information transmitted by the external ITS acquired via the communication device 30. When the event is a traffic sign such as a stop line, a temporary stop line, a stop prohibited area, or a lane change prohibition, the processor 11 refers to the traffic rule information 224, the road information 223, and the map information 222 to detect an object. The position and content of the traffic sign detected by the device 230 are recognized.
When the event is an object such as a pedestrian, another vehicle, or a road structure, the processor 11 determines whether the subject vehicle and the object are based on the position and moving speed of the object detected by the object detection device 230. Find type, position / position change and content.

The processor 11 determines one driving action for each of the extracted plurality of events. The determined action includes a driving action and a stopping action. The processor 11 determines either a progressing action or a stopping action for each event. If the event is a traffic rule and the traffic rule requires a stop, the processor 11 determines that the driving action for the event is “stop”. On the other hand, if the traffic rule permits passage, the processor 11 determines that the driving action for the event is “progress”. If the event is an object, and the distance to the object is less than a predetermined value, the change in distance is greater than or equal to a predetermined value, and the time until contact is less than the predetermined value, the processor 11 The driving action is determined as “stop”. On the other hand, if the distance to the object is greater than or equal to a predetermined value, the change in distance is less than the predetermined value, and the time to contact is greater than or equal to the predetermined value, the processor 11 “progresses” the driving action for the event. And decide. The processor 11 makes a series of operation plans based on the contents of each action determined for the plurality of events.

An example of a method for determining the driving behavior of the processor 11 will be described with reference to FIG. The processor 11 determines a driving action to be taken for an event encountered when the host vehicle V1 travels on the first route R1. The processor 11 calculates a route along which the host vehicle travels in consideration of the destination of the host vehicle V1. The calculated route is the first route R1 in the present embodiment. Taking the first route R1 shown in FIG. 2 as an example, the planning of an operation plan when traveling on the first route R1 will be described. On the first route R1, the host vehicle V1 travels in the direction indicated by the arrow F, passes through the stop line ST1, the signal SG1, and the pedestrian crossing CR1, and makes a right turn at the intersection P. Events that the host vehicle V1 encounters when traveling on the first route R1 are the stop line ST1, the signal SG1, the pedestrian crossing CR1, the other vehicle V2 approaching when entering the right turn lane, and the pedestrian crossing CR4. The processor 11 extracts an event at one timing. Since the event that the host vehicle V1 encounters changes every moment, if the timing is different, the position of the object also changes. The processor 11 calculates an operation plan every moment according to an event that changes every moment in a predetermined cycle. The processor 11 may calculate the driving plan when the host vehicle V1 approaches an intersection on the first route (an intersection with another route) within a predetermined distance.

The processor 11 determines the type of each extracted event (intersection, traffic rule, object), the position of the event and the change in position (distance, time to contact, approach speed, distance after a predetermined time), event Determine the contents (contents of traffic rules, attributes of the object).
The processor 11 recognizes the event (stop line ST1) closest to the host vehicle V1. The processor 11 determines that the stop line ST1 is a traffic rule, the distance from the host vehicle V1 is D1 / arrival time S1, and is an event for requesting a temporary stop.
The processor 11 recognizes an event (signal SG1) closest to the host vehicle V1 corresponding to the stop line ST1. The processor 11 determines that the number SG1 is a traffic rule, the distance from the host vehicle V1 is D2 / arrival time S2, and the event prohibits the progress (red / yellow signal). The stop line ST1 is an event indicating a position where the vehicle is stopped on the upstream side of the signal SG1 when the signal SG1 instructs to stop when the host vehicle V1 enters the intersection. The signal SG1 recognized as a separate event and the stop line ST1 are associated in the traffic rule information 224. The content of the stop line ST1 is “stop” when the signal SG1 is a signal indicating red (red / yellow), but “progress” when the signal SG1 is a signal indicating blue (green / green). Become. Based on the fact that the progress prohibition is instructed in the event (signal SG1), the processor 11 sets the driving action for the event (stop line ST1) associated with the event (signal SG1) to “stop”.

The processor 11 recognizes the third closest event (crosswalk CR1) from the host vehicle V1. The processor 11 determines that the pedestrian crossing CR1 is a traffic rule, the distance from the host vehicle V1 is D2 / arrival time S2, and the travel is permitted (blue / green signal). The traffic rule of the pedestrian crossing is “stop” when the signal indicates entry prohibition, and “progress” when the signal indicates entry permission. Further, the traffic rule of the pedestrian crossing is “stop” when there are pedestrians in the pedestrian crossing, and “progress” when there are no pedestrians in the pedestrian crossing. Since the processor 11 is instructed to prohibit the progress in the event (signal SG1), the event (crosswalk CR1) is “stopped”. There is also a pedestrian H1 who is walking on the pedestrian crossing CR1. The object detection device 230 detects the pedestrian H1. Based on the detection result of the object detection device 230 (presence of the pedestrian H1), the processor 11 sets the driving action for the event (crosswalk CR1) to “stop”.

When the processor 11 turns right in the intersection P, the processor 11 extracts a point (intersection) where the first route intersects with another road as an event. The processor recognizes the third closest event (intersection MX12) from the host vehicle V1. The processor determines that the intersection MX12 is an intersection and the distance from the host vehicle V1 is D3 / arrival time S3. In addition, there is another vehicle V2 that approaches the intersection MX12. The object detection device 230 detects the other vehicle V2 approaching the intersection MX12. The object detection device 230 recognizes an object whose TTC (time to collision) with respect to the host vehicle V1 is within a predetermined time as an object. Based on the detection result of the object detection device 230 (existence of the other vehicle V2), the processor 11 “stops” the driving action for the event (intersection MX12).

The processor 11 extracts the pedestrian crossing CR4 that enters after the right turn in the intersection P as an event. The processor 11 recognizes an event (crosswalk CR4) that is the fourth closest to the host vehicle V1. The processor 11 determines that the pedestrian crossing CR4 is a traffic rule and the distance from the host vehicle V1 is D4 / arrival time S4. When leaving the intersection area, no stop is required before entering the pedestrian crossing. However, it is always necessary to consider the presence of surrounding objects. The processor 11 always acquires the detection result of the object detection device 230 (at a predetermined cycle), and confirms that no object exists around. When the object detection device 230 does not detect an object at the timing before entering the event (crosswalk CR4), the processor 11 determines that the driving action for the event (crosswalk CR4) is “progress”.

Based on the relationship between the host vehicle V1 and a plurality of events that the host vehicle V1 encounters over time, the processor 11 determines whether the host vehicle V1 is in a progressing action or a stopping action. A series of first operation plans are drawn up using the content of the action determined in the above. A second operation plan, which will be described later, is also prepared by the same method. The processor 11 makes a series of driving plans for each event using the relationship between the host vehicle V1 and a plurality of events encountered over time when the host vehicle V1 travels the first route. As a result, the process up to the final operation plan can be simplified. The calculation load can be reduced while making a highly accurate operation plan in consideration of necessary events.

The processor 11 devises a driving plan for stopping the host vehicle V1 when a stop action is determined or an indeterminate determination is made for at least one of the acquired events. The processor 11 stops the host vehicle V1 at the event closest to the current position of the host vehicle V1 when the stop action is determined or the judgment is impossible for at least one of the extracted events. Develop an operation plan Since the host vehicle V1 is immediately stopped, risk can be avoided. Incidentally, the case where the processor 11 determines that the determination is impossible is that when the ratio of the blind spot area included in the image of the camera 231 is equal to or greater than a predetermined value, the detection accuracy of the target by the target detection device 230 is less than the predetermined value. In some cases, the processing by the lane keeping device 240 is stopped, or an intervention operation from the driver is performed. If the determination is impossible, the execution of the driving plan based on inaccurate information can be suppressed by promptly stopping the host vehicle V1.

As described above, as the state of the event changes, the relationship between the event and the host vehicle V1 changes every moment. If the state of the event changes, so does the driving behavior. The processor 11 always makes a first driving plan for the host vehicle V1 traveling on the first route using the relationship between each event and the host vehicle V1 (at a predetermined cycle).

The driving support apparatus 100 presents the planned driving plan to the user.
Here, a method for presenting an operation plan using the output device 20 will be described.
The output device 20 includes an output control processor 21. The output control processor 21 uses the display 251 as the output device 20 to display information related to the operation plan. The output control processor 21 displays the events extracted by the processor 11 and arranged in the order they are encountered. The output control processor 21 may output a plurality of rearranged events as audio using the speaker 252.

FIG. 3 is a display example of information VW indicating events over time. An arrow T indicates the traveling direction of the host vehicle V1 on the first route. The output control processor 21 displays the extracted events, that is, the stop line ST1 and the signal SG1, the pedestrian crossing CR1, the intersection MX12, and the pedestrian crossing CR4 along the arrow T in the order in which the host vehicle V1 encounters. The information indicating the event may be a symbol, text information, or an abstract mark. The coloring, size, etc. can be determined arbitrarily.

The output control processor 21 displays the driving behavior of each event determined by the processor 11 in association with each event. In the information VW shown in FIG. 3, the driving behavior of the event is displayed under each event so that the position along the arrow T is common to each event. The information indicating the driving action may be a symbol, text information, or an abstract mark. The coloring, size, etc. can be determined arbitrarily.

The output control processor 21 may display information such as a symbol or a mark indicating the extracted event at a position corresponding to the ratio of the actual distance from the host vehicle V1 to each event. The output control processor 21 sets the length of the arrow T indicating the first route as a predetermined distance, and the total length of the arrow T so that the ratio of the actual distance between the host vehicle V1 and each event is represented in the display information VW. Determine the mark position of each event for. The output control processor 21 considers the speed of the host vehicle V1, sets the length of the arrow T indicating the first route as a predetermined distance, and expresses the ratio of the time at which the host vehicle V1 reaches each event in the display information VW. Thus, the position of the arrow of each event mark relative to the total length of the arrow T may be determined.

The output control processor 21 can output a plurality of extracted points even when the event includes a crossing point of a route, a stop position on a traffic rule, a stationary object such as a road structure, a moving object such as a pedestrian or another vehicle. The stationary object and the moving body included in the event are rearranged along a common time axis that is the order in which the host vehicle V1 encounters. Other vehicles include other vehicles approaching from behind.

In this way, by displaying the events that the host vehicle V1 traveling on the first route encounters in the order in which the host vehicle V1 encounters, the driver of the host vehicle V1 can determine what event and how It is possible to visually recognize what kind of driving action is encountered in a proper order.

Next, the lane change determination process will be described.
The processor 11 determines whether or not to change the lane for moving the host vehicle V1 from the first lane specified in the first route to another second lane (lane change determination process). Although not particularly limited, the processor 11 determines whether or not to change the lane based on the evaluation result of the advantage (advantage) of changing the lane. The advantage of changing lanes is the significance (merit) of changing lanes. The processor 11 evaluates “advantage of lane change” based on the possibility of lane change and / or necessity of lane change, and determines whether or not lane change is necessary. The “advantage of lane change” is a concept including “lane change possibility (allowability / risk)” and “need to change lane”. Thus, in consideration of the state (speed, posture) of the host vehicle V1 and the surrounding situation (the presence of the object, the moving speed of the object), the necessity of changing the lane (securing the route to the destination) The “advantage of changing lanes” can be judged from multiple aspects. Specifically, the processor 11 determines the lane change advantage based on whether or not the lane change is necessary and the lane change necessity, and determines whether or not to change the lane based on the lane change advantage. Whether the lane can be changed is determined from the viewpoint of whether the lane can be changed from the viewpoint of the state of the vehicle, the relationship with surrounding obstacles, the environment such as the road, etc. It is judged from the viewpoints such as the necessity for traveling on the route to the ground and the necessity for traveling on the route avoiding surrounding obstacles.

The processor 11 is one of the map information 222, the road information 223, the traffic rule information 224, the detection result of the object detection device 230, the detection result of the detection device 260, the output information of the navigation device 220, and the output information of the lane keeping device 24. Use one or more to determine whether to change lanes. The processor 11 evaluates the lane change advantage to determine whether to change the lane.

The processor 11 determines whether or not to change the lane based on the situation around the host vehicle V1. The processor 11 evaluates the lane change advantage to determine whether to change the lane. The processor 11 determines the advantage (possibility) of the lane change as to whether or not there is a lane adjacent to the first lane identified in the first route, the relationship with the route crossing the first route, and the route crossing the first route. Considering one or more of the relationship with the event, the traffic rules of the first route, the degree of proximity between the vehicle V1 and the object when the lane is changed, and the existence of the traveling space of the vehicle V1 when the lane is changed To evaluate. In this way, by evaluating the advantage of changing the lane based on the situation around the host vehicle V1, it is possible to appropriately determine whether or not to change the host vehicle V1.

The processor 11 determines that the lane change is impossible when the situation around the host vehicle V1 (particularly, the section where the lane change is performed) is not a situation where the lane change is possible (when the lane change is not allowed). In this case, it is determined that the “advantage” of the lane change of the host vehicle V1 is low.
The processor 11 determines whether or not to change the lane based on the presence or absence of a lane adjacent to the first lane specified in the first route. In this case, it is evaluated that the “advantage” of the lane change of the host vehicle V1 is low. If there is no adjacent lane in the travel lane (first lane) of the host vehicle V1, it is impossible to change the lane in the first place, so it is determined that the lane is not changed. At this time, it is evaluated that the “advantage” of the lane change of the host vehicle B1 is low.
The processor 11 determines whether or not to change the lane in consideration of the relationship with the route that intersects (including merge and separation) with the first route. If there is an intersection lane in the lane change destination of the host vehicle V1, it is determined that the lane change is not performed in consideration of the risk. In this case, the “advantage” of the lane change of the host vehicle V1 is evaluated to be low.
The processor 11 determines whether or not to change the lane in consideration of the relationship with the event on the route intersecting the first route. When there is an event such as a pedestrian crossing, an intersection, an entry prohibition area, or a construction area in the lane change destination of the own vehicle V1, the processor 11 determines that the lane change is not performed in consideration of safety. In this case, the “advantage” of the lane change of the host vehicle V1 is evaluated to be low.
The processor 11 determines whether or not to change the lane in consideration of the traffic rules of the first route. If the lane change is prohibited on the first route, it is impossible to change the lane in the first place, so it is determined that the lane change is not performed. In this case, the “advantage” of changing the lane of the host vehicle V1 is evaluated to be low.
The processor 11 determines whether or not to change the lane in consideration of the degree of approach between the host vehicle V1 and the object when the lane is changed. The distance between the host vehicle V1 and the target is less than a predetermined value, the approach speed between the host vehicle V1 and the target is less than a predetermined value, the TTC between the host vehicle V1 and the target is less than a predetermined value, or the approach speed of another vehicle is greater than or equal to a predetermined value. If this is the case, it is determined not to change the lane in consideration of the risk. In this case, the “advantage” of the lane change of the host vehicle V1 is evaluated to be low.
The processor 11 determines whether or not to change the lane in consideration of the existence of the traveling space of the host vehicle V1 when the lane is changed. If there is no space in which the host vehicle V1 travels after the lane change, it is impossible to change the lane in the first place, so it is determined that the lane change is not performed. In this case, it is evaluated that the “advantage” of the lane change of the host vehicle V1 is low. For example, there is a case where there is another vehicle in a space located after the lane change of the host vehicle V1.
The processor 11 uses the detection result of the object detection device 230, the map information 222, the road information 223, and the traffic rule information 224 to determine whether or not there is an area for changing the lane around the host vehicle V1. When the surroundings of the host vehicle V1 (particularly the area where the lane is changed) are in a situation where the lane can be changed, it is determined that the lane change is possible. In this case, it is evaluated that the “advantage” of changing the lane of the host vehicle V1 is high. For example, this is a case where a sufficient space is secured after the lane change of the host vehicle V1.

The processor 11 determines whether or not to change the lane based on the current position of the host vehicle V1 and the host vehicle information of the host vehicle V1. The host vehicle information of the host vehicle V1 is the vehicle speed, posture, and steering angle of the host vehicle V1. The current position of the host vehicle V1 is detected by the position detection device 221, and the host vehicle information of the host vehicle V1 is detected by the detection device 260 (the steering angle sensor 261, the vehicle speed sensor 262, and the attitude sensor 263).
The processor 11 considers the own vehicle information of the own vehicle V1 itself, and determines that the lane change is impossible when the own vehicle V1 is in a state where the lane change is not possible. In this case, the “advantage” of the host vehicle V1 is evaluated to be low. If the vehicle information of the host vehicle V1 is outside the threshold range suitable for lane change, it is determined that the lane change is not performed. In this case, it is determined that the “advantage” of the lane change of the host vehicle V1 is low. For example, when the speed of the host vehicle V1 is equal to or greater than a predetermined value, when the steering direction of the host vehicle V1 is equal to or greater than a predetermined value with respect to the direction of lane change, the attitude of the host vehicle V1 is outside a threshold range suitable for lane change. In some cases, since it is evaluated that the “advantage” of the lane change is low, it is determined that the host vehicle V1 cannot change the lane. On the other hand, when the speed of the host vehicle V1 is less than a predetermined value, when the steering direction of the host vehicle V1 is less than a predetermined value with respect to the direction of lane change, the attitude of the host vehicle V1 is within a threshold range suitable for lane change. In some cases, since it is evaluated that the “advantage” of the lane change is high, it is determined that the host vehicle V1 is to change the lane.

Even if it is determined that the lane change is possible by focusing only on the surrounding environment, the lane change may not be possible in consideration of the own vehicle information and the current position of the own vehicle V1. In such a case, it becomes necessary to cancel / correct the decision to change the lane after making the decision to change the lane, and the immediacy of judgment is lost. By determining whether to change the lane based on the current position of the host vehicle V1 and the host vehicle information of the host vehicle V1, it is possible to determine in real time whether the lane can be changed. Further, since it is determined whether or not to change lanes based on the advantage of changing lanes, it is possible to accurately determine whether or not to change lanes.

If the destination of the host vehicle V1 is specified and it is necessary to change the lane to reach the destination, the lane change must be executed. In this case, the “advantage” of lane change is evaluated as high. Even if a lane change is required to reach the designated destination, if the lane change can be made at another point, the necessity for the lane change is relatively low, and the “advantage” is low. Be evaluated. If no lane change is required to reach the specified destination, the “advantage” is evaluated as low. The processor 11 determines that the lane change is made when the “advantage” is equal to or greater than the first threshold value, and determines that the lane change is not made when the “advantage” is less than the second threshold value.

If there is an obstacle (failed vehicle, construction site, parked vehicle, etc.) on the travel route of the host vehicle V1, if the lane change is necessary to follow the driving plan, the lane change must be executed. . In this case, the “advantage” of lane change is evaluated as high. If the obstacle can be avoided without changing the lane without changing the lane, such as when the road is wide or the obstacle is small, the “advantage” of changing the lane is evaluated as low. The processor 11 determines that the lane change is made when the “advantage” is equal to or greater than the first threshold value, and determines that the lane change is not made when the “advantage” is less than the second threshold value.

The processor 11 predicts the section in which the host vehicle V1 executes the lane change and evaluates the advantage of changing the lane in the section regarding the evaluation of the lane change advantage. The processor 11 determines whether or not to change the lane of the host vehicle V1 based on the advantage in this section. This makes it possible to accurately determine “the advantage of changing the lane” and “whether or not to change the lane” at the place where the lane change is actually performed. As described above, the situation of the event and the situation of the host vehicle V1 change every moment. Since the section (location) where the lane change is actually performed is extracted and the lane change is evaluated for the section, and whether or not the lane change is executed is determined. Rather than judging the above, it is possible to obtain an accurate judgment result adapted to the actual situation.

The processor 11 evaluates that the advantage of the lane change is low and determines not to change the lane when the section predicted to change the lane and the acquired event existing area overlap. That is, no lane change is performed. The event existence area may be preset for each event and stored in the ROM / RAM. The event existence area is set according to the mode of each event. For example, the existence area of the other vehicle is set larger than the existence area of the pedestrian. This is because the moving speed of the other vehicle is higher than the moving speed of the pedestrian, and it is not preferable to change the lane in a place where an event with a high moving speed exists. The moving speed of the other vehicle can be set larger as the moving speed obtained from the object detection device 230 is higher. For road signs and road structures, the larger the existence area, the higher the possibility that a lane change will occur. By considering whether or not the section in which the lane change is performed interferes with the existence area of the event, it is determined that the lane change is not performed when there is an event that affects the lane change.

The processor 11 calculates an evaluation value of the lane change advantage as an evaluation result. The advantages of the lane change described above are output as countable numbers. When the evaluation value of the lane change advantage is equal to or greater than the first threshold, it is determined that the lane change is to be made. When the evaluation value of the lane change advantage is less than the second threshold, it is determined that the lane change is not performed. For each judgment factor (the presence of an adjacent lane, the presence of an object, etc.), each valuation value may be obtained by weighting the advantage of lane change, and a comprehensive evaluation value may be calculated based on these values. . The method for quantifying the advantage is not particularly limited, and the minimum value, the maximum value, and the weighting coefficient are appropriately defined. The first threshold value and the second threshold value may be the same value or different values.

Finally, the second operation planning process will be described.
Next, the processor 11 executes a second operation planning process based on the evaluation result of the lane change advantage.
When the processor 11 determines to change the lane, the processor 11 makes a second operation plan for traveling the second route for changing the host vehicle V1 to the second lane (second operation plan planning process).

The processor 11 determines that there is a benefit of changing the lane when the evaluation value of the advantage of changing the lane is equal to or greater than the first threshold value. The processor 11 devises a second operation plan for traveling on the second route for changing the host vehicle V1 to the second lane. The processor 11 makes a second operation plan including the lane change only when it can be evaluated that the advantage of the lane change is large.
In general, the processing load of processing information obtained by a detection device such as an in-vehicle camera and sequentially searching for new routes is large. The magnitude of the computation load causes a delay in computation processing. The delay of arithmetic processing impairs the reliability of driving support including automatic driving / semi-automatic driving that requires real-time performance.

In the present embodiment, the first driving plan and the first driving plan are finally determined based on an alternative decision of “whether to continue the route (lane) that is currently traveling” or “change lane”. Judge which of the two operation plans to follow. Instead of generating an action suitable for the driving scene from infinite action candidates that take lane changes into consideration, lane keeping driving (based on the current first) is determined based on whether or not to change lanes. Operation plan) and lane change travel (another second operation plan including lane change) need only be selected from the two appropriate operation plans, thus reducing the computation load and enabling quick processing. . As a result, it is possible to realize driving behavior that is comfortable for human drivers. In particular, when supporting automatic driving, this method contributes to the realization of reliable and smooth driving.

As described above, the processor 11 determines that the lane change is to be performed when the evaluation value of the advantage of the lane change is equal to or greater than the first threshold, and the second route for changing the lane of the host vehicle V1 to the second lane is determined. Make a second driving plan to run. When the second operation plan is drawn up, the processor 11 supports the operation of the host vehicle V1 so as to follow the second operation plan.
On the other hand, when the evaluation value of the advantage of lane change is evaluated to be less than the second threshold value, the processor 11 supports the driving of the host vehicle V1 so as to follow the currently executed first driving plan. (Continue driving support according to the first operation plan). In other words, when the processor 11 has a low lane change advantage and determines that the lane change is not performed, the processor 11 continuously executes the first operation plan previously planned without changing the lane. There is no waste in arithmetic processing. The processing capability of the processor 11 can be used effectively. The first threshold value and the second threshold value may be the same value or different values.

FIG. 4 shows the second route R2 calculated when the processor 11 determines to change lanes. The processor 11 determines whether or not to change the lane of the host vehicle V1 at a predetermined timing. The processor 11 evaluates the advantage of the lane change in order to determine whether or not the lane change is necessary. Although the evaluation timing of the advantage of changing lanes is not particularly limited, it is assumed that the distance from the intersection is less than a predetermined value. When the lane change is necessary to reach the specified destination, the advantage of the lane change may be evaluated for each scene where the lane can be changed.

At the timing when the processor 11 evaluates the advantage of changing lanes, the host vehicle V1 is traveling on the first route R1. The processor 11 evaluates the advantage of changing the lane for the host vehicle V1 traveling on the first route R1. If the lane change advantage is equal to or greater than the first threshold, the processor 11 determines to change the lane. The processor 11 calculates the second route R2 including changing the lane for moving the host vehicle V1 from the first lane L1 specified on the first route R1 to another second lane L2. The processor 11 extracts an event that the host vehicle V1 encounters when traveling on the second route R2, and determines a driving action for each event. Figure 2 shows the method of driving planning, which includes route calculation, event detection / extraction, and driving action determination, performed after deciding whether or not to change lanes (evaluating the lane change advantage). This is the same as the method for creating the first operation plan described above.

In the example shown in FIG. 4, the processor 11 determines a driving action to be taken for an event encountered when the host vehicle V1 travels on the second route R2. The host vehicle V1 steers from the direction of the arrow F0 to the direction of the arrow F1, and changes the lane from the lane L1 to the lane L2. In the second route R2, pass through the stop line ST1, the signal SG1, and the pedestrian crossing CR1, and turn right at the intersection P. The traveling direction of the second route R2 is basically the same as the traveling direction of the first route R1. Events that the host vehicle V1 encounters when traveling on the second route R2 are a stop line ST1, a signal SG1, a pedestrian crossing CR1, an intersection MX12, and a pedestrian crossing CR4.

The processor 11 determines that the event closest to the host vehicle V1 (stop line ST1) is the distance D1 / arrival time S1 from the host vehicle V1 and this is an event for requesting a temporary stop. The processor 11 determines that the second closest event (signal SG1) from the host vehicle V1 is a distance D2 / arrival time S2 from the host vehicle V1 and is an event permitting progress (blue / green signal). The processor 11 determines that the driving action for the event (stop line ST1) associated with the event (signal SG1) is “progress” based on the fact that the progress permission is instructed in the event (signal SG1).

The processor 11 determines that the third closest event (crosswalk CR1) from the host vehicle V1 is a distance D2 / arrival time S2 from the host vehicle V1 and is an event permitting progress (blue / green signal). . Since the processor 11 is instructed to proceed in the event (signal SG1), the event (pedestrian crossing CR1) is “progress”. Further, the pedestrian H1 who is walking on the pedestrian crossing CR1 has a distance from the second route R2 equal to or greater than a predetermined value. Based on the detection result of the object detection device 230 (presence of the pedestrian H1), the processor 11 sets the driving action for the event (crosswalk CR1) to “progress”.

When the processor 11 makes a right turn at the intersection P, the processor 11 extracts a point (intersection) where the second route intersects with another road as an event. The processor acquires the distance D3 / arrival time S3 from the host vehicle V1 for the event (intersection MX12) that is the third closest to the host vehicle V1. In addition, the object detection device 230 outputs a detection result that there is no other vehicle approaching the intersection MX12. Based on the detection result of the object detection device 230 (the absence of the object), the processor 11 determines that the driving action for the event (intersection MX12) is “progress”.

The processor 11 determines that the event closest to the host vehicle V1 (crosswalk CR4) is the distance D4 / arrival time S4 from the host vehicle V1. When the object detection device 230 does not detect an object at the timing before entering the event (crosswalk CR4), the processor 11 determines that the driving action for the event (crosswalk CR4) is “progress”.

Based on the relationship between the host vehicle V1 and a plurality of events that the host vehicle V1 encounters over time, the processor 11 determines whether the host vehicle V1 is in a progressing action or a stopping action. A series of second operation plans are made using the content of the action determined in the above.

Before or after the operation plan planning process, the processor 11 determines the stop position for the “stop” event when generating the operation plan. The “stop position” constitutes a part of the first operation plan or the second operation plan. The situation of “stop position” changes every moment. The processor 11 verifies the first operation plan or the second operation plan at a predetermined period, and updates the determination of “stop” and “stop position”.
Hereinafter, a method for setting the stop position in determining the stop position in the operation plan will be described. The processor 11 stops the host vehicle V1 at a position that can be stopped upstream of the event when the stop action is determined in the driving plan or when it is impossible to determine the action. The processor 11 sets the stop position at a position upstream by a predetermined distance from the event that the stop of the host vehicle V1 is required.

The processor 11 has a relationship in which the host vehicle V1 should stop with respect to the event among a plurality of events encountered when the host vehicle V1 travels the first route, and the host vehicle V1 first encounters the event. An event is extracted, and an operation plan is created in which the point where the extracted event occurs is the stop point of the host vehicle V1. Since the host vehicle V1 is stopped at an event closest to the current position of the host vehicle V1, the influence on the traffic flow can be suppressed. Further, since the host vehicle V1 is stopped at a position closer to the current position of the host vehicle V1 than the stop position defined in the actual traffic rule information 224, the influence on the traffic flow can be suppressed.

The processor 11 determines that an event for which a stop action or an indeterminate decision has been made among the extracted events approaches or overlaps with other events, and both events are within a predetermined distance, the upstream of the event. The host vehicle V1 is stopped at a position where the vehicle can be stopped. As a result, the host vehicle V1 can travel smoothly without repeating stop-and-go.

The processor 11 determines that the progress behavior is determined for one event out of the extracted events, and the stop behavior or indeterminableness is determined for another event encountered next to the event, When the degree of separation from the event is equal to or greater than a predetermined value, an operation plan is made to advance the host vehicle V1 for one event. When progress is permitted for a certain event but a stop action or determination is impossible in another event that is encountered thereafter, if the host vehicle V1 is stopped at one upstream event, It is necessary to determine whether or not other events can proceed, and there is a possibility that the traffic flow of other vehicles on the other second route may be hindered. As described above, when different determinations are made such as “progress” on the upstream side and “stop” on the downstream side in the separated event, the host vehicle V1 is advanced in the upstream event, so that complicated processing does not occur. Can be.

The processor 11 determines a stop position closest to the host vehicle V1 among a plurality of stop positions encountered by the host vehicle V1 as a stop position at which the host vehicle V1 is stopped. Thus, since the own vehicle V1 is stopped at the position closest to the current position of the own vehicle V1 among the stop positions, the influence on the traffic flow can be suppressed.

The processor 11 sets a stop position at a position a predetermined distance upstream from the extension of the area where parking and stopping of the host vehicle V1 is prohibited, and outside the parking and stopping area. Since the host vehicle V1 is stopped at a position closer to the current position of the host vehicle V1 than the stop position defined in the actual traffic rule information 224, the influence on the traffic flow can be suppressed.

The processor 11 can prevent the stop position from being set in an area where the event that the host vehicle V1 encounters does not occur in accordance with the traffic signal of the first route or the traffic rule of the first route. Stop when the traffic of the vehicle V1 on the first route is secured by the green light, or when the first route is defined as a priority road by traffic rules and the traffic of the vehicle V1 is secured preferentially It is possible not to set the position. Smooth running can be performed by avoiding stopping in scenes where stopping is not required.

The processor 11 determines the event in which the progress action is determined when a stop action or an indeterminate determination is made for an event that is encountered next to the event in which the progress action is determined for a plurality of events that the host vehicle V1 encounters. The own vehicle V1 is stopped at the encounter point. Even when the traveling action is determined, if the next event that the host vehicle V1 encounters is a stop action or cannot be determined, the host vehicle V1 may be stopped at the position where the traveling action is determined. it can. Since the place where the traveling action is determined is a place where the existence of the host vehicle V1 is permitted, the host vehicle V1 can be safely stopped.

The processor 11 is located upstream of the event when a stop action or an event that is determined to be undecidable is within a predetermined distance from other events among a plurality of events that the host vehicle V1 encounters. The host vehicle V1 is stopped at a position where it can be stopped. Even if a stop action or determination is impossible for an event, if the stop position according to the event approaches or overlaps the stop position according to another event, Since it is necessary to consider alignment, it is not suitable as a stop position. Accordingly, it is possible to reduce the impossibility of determination and to make the host vehicle V1 travel smoothly without repeating stop and go.

The driving assistance apparatus 100 presents the planned second turn plan to the user.
FIG. 5 is a display example of information VW indicating events over time. An arrow T indicates the traveling direction of the host vehicle V1 on the second route. The output control processor 21 displays the extracted events, that is, the stop line ST1 and the signal SG1, the pedestrian crossing CR1, the intersection MX12, and the pedestrian crossing CR4 along the arrow T in the order in which the host vehicle V1 encounters. In the information VW shown in FIG. 5, the driving behavior of the event is displayed under each event.

As described above, even when the vehicle is changed from the first route to the second route, the event that the host vehicle V1 traveling on the second route including the lane change encounters the event that the host vehicle V1 encounters. By displaying them side by side, the driver of the host vehicle V1 visually recognizes what kind of event is encountered in what order and what kind of driving action is taken in the second route after the lane change. it can.

In this example, the output control processor 21 displays driving action information in which actions determined for each event are arranged in the order in which the host vehicle V1 encounters, and the position of the predicted section and Based on the position of each event, the section is superimposed and displayed on the driving action information. Thereby, the driver can recognize the timing of the lane change based on the timing of encountering the event. Since the driver can recognize the timing of the steering (lane change), the driver can avoid feeling uncomfortable with the behavior of the host vehicle V1.

Subsequently, the processing procedure of the driving support system 1 will be described based on the flowchart of FIG. The driving support apparatus 100 causes the host vehicle V1 to travel along the set route (first route / second route). The route may be set based on the lane (lane) of the road, or may be set without being limited to the lane. The driving assistance device 100 may be driving assistance that always maintains the lane (lane), or when the steering amount is less than a predetermined value (for example, when going straight), the driving assistance device 100 performs traveling to maintain the lane (lane). When the amount is greater than or equal to a predetermined value (for example, when turning left or right in an intersection), the vehicle may travel while maintaining the virtual lane assumed as the lane.

Steps S101 to S109 are processes related to the planning and execution of the first operation plan, and steps S111 to S113 are processes related to the planning and execution of the second operation plan. The first operation plan is executed using the lane keeping device 240. The lane keeping device 240 detects a running lane using the camera 241, controls the steering device 280 so that the host vehicle V1 travels in the lane, and causes the host vehicle V1 to travel (lane keep traveling). The lane keeping device 240 creates a virtual lane along the travel route at an intersection where the lane cannot be detected, and controls the steering device 280 so that the vehicle travels in the virtual lane and travels the host vehicle V1. Let The second operation plan may also be executed by the lane keeping device 240. However, since the operation at the time of lane change is premised on deviating from the lane, in the lane change, a virtual lane along the lane change route is created and the steering device 280 is driven so as to travel in the virtual lane. To control the vehicle V1.

First, in step S101, the processor 11 acquires the own vehicle information of the own vehicle V1 via the detection device 260 and the lane keeping device 240. The own vehicle information includes the position of the own vehicle V1, the speed / acceleration of the own vehicle V1, the traveling direction of the own vehicle V1, and the positional relationship between the own vehicle V1 and the lane.

In step S102, the processor 11 calculates the first route along which the host vehicle V1 travels via the navigation device 220. The first route is a travel route in which the first lane on which the host vehicle V1 travels is specified. A specific calculation method is not particularly limited, and a method based on a graph search theory such as a Dijkstra method or A * can be used. For example, in the map information 222, a link and a node that is a connection point between the links are set for each lane, and the link is given depending on whether or not the link is a recommended link corresponding to the lane to be traveled toward the destination. Change the weight. Then, a lane in which the sum of weights from the current position to the destination is small is adopted as the planned travel route.

In step S103, the processor 11 refers to the map information 222, the road information 223, the traffic rule information 224, and the detection results of the object detection device 230, and detects an event encountered when traveling on the first route. Events include intersections, objects, traffic signs, road structures, and the like. The processor 11 detects traffic signs such as all traffic lights, stop lines, parking / parking prohibition areas, etc. that the host vehicle V1 encounters when it is assumed that the lane keeping travel is performed on the first route.

The object detection device 230 detects surrounding objects to be monitored by the host vehicle V1 when it is assumed that the host vehicle V1 travels in the first lane of the first route. The detection range of the object by the radar (radar device 232) can detect an object 100 to 200 meters ahead, but the detection angle tends to be narrow (several tens of degrees). In the case of a laser range finder (radar device 232), an object relatively close to 100 meters or less in front is detected, but the detection angle is wide and the distance measurement performance is excellent. In the case of the camera 231, there is a tendency to depend on the characteristics of the image processing program and the image processing processor. From the viewpoint of improving the accuracy of object detection, it is preferable to use a plurality of detection results while considering the characteristics of each sensor. Further, from the viewpoint of reducing the calculation processing load, when the identity of the target object can be confirmed from the position and behavior, duplicate detection results may be deleted.

In step S104, the processor 11 acquires information about the detected event. The processor 11 refers to the map information 222, the road information 223, and the traffic rule information 224, and acquires information such as a traffic rule (stop / pass permission) for the event. When the event is a signal, the processor 11 may identify the signal color (signal content) using the camera 231, or may acquire the signal content transmitted from the ITS via the communication device 30. Good.
The processor 11 acquires object information from the detection result of the object detection device 230. The object information includes the presence / absence of an object around the host vehicle V1, the attribute of the object (stationary object or moving object), the position of the object, the speed / acceleration of the object, and the traveling direction of the object. The object information is acquired from the object detection device 230 and the navigation device 220.

In step S105, the processor 11 determines stop or progress driving behavior for each event using the information regarding each event acquired in step S104 and the own vehicle information acquired in step S101. For example, when the event is a signal, the processor 11 stops the host vehicle V1 on the stop line if the content indicated by the signal is “stop / caution”. When the host vehicle V1 encounters an intersection, the processor 11 recognizes an object detected on the intersecting route as an event, and stops the host vehicle V1 upstream of the intersection. In the state shown in FIG. 2, when the traffic light SG <b> 1 is red and the pedestrian H <b> 1 crosses the pedestrian crossing CR <b> 1, the processor 11 drives the driving action “ “Stop” is determined.

In step S106, the processor 11 determines a stop position for the event for which the driving action is determined to be stopped. When the driving action “stop” is determined for the event, the stop position is determined. The stop position may be stored in the map information 222, the road information 223, or the traffic rule information 224 in association with the event. For example, when the event is a red signal, a stop line existing at a position upstream of the signal is a stop position. In the traffic rule information 224, an area where parking / stopping is prohibited cannot be a stop position. The area where other vehicles are present cannot be set as the stop position. The processor 11 sets a stop position at a place other than the area where the host vehicle V1 cannot be stopped. When the stop action is determined for the event at the position, the processor 11 sets the stop position upstream of the event. Each method described above can be applied to the stop position setting method. For example, as shown in FIG. 2, when the traffic light SG1 is a red light, the traffic rule information 224 is referred to and the stop line is set as the stop position.

In step S107, the processor 11 makes an operation plan. The driving plan is a series of commands in which a route and events encountered during the route travel are arranged in time series, and driving behavior is determined for each event.

In step S108, the processor 11 displays the operation plan on the display 251 (see FIGS. 3 and 5). FIG. 7 shows a display control procedure for an operation plan including an event. The procedure shown in FIG. 7 is a subroutine of step S108 in FIG.

In step S201 in FIG. 7, the processor 11 calculates a relative distance to the acquired event. The processor 11 can acquire the position of the event with reference to the map information 222, the road information 223, and the traffic rule information 224. The processor 11 calculates the distance / arrival time to each event based on the own vehicle information (steering angle, vehicle speed, posture) of the own vehicle V1.

In step S202, the processor 11 arranges them on the time axis in the order close to the own vehicle V1, based on the distance from the own vehicle V1 to each event. That is, the events are arranged in the order in which the host vehicle V1 encounters.

In step S203, the processor 11 displays the driving behavior for each event on the display 251. Examples of display modes are shown in FIGS. 3 and 5 described above.

Step S204 is display control in the case of changing the lane, which will be described later, and will be described here. If the processor 11 determines in step S111 described later that the lane change is possible, the processor 11 calculates a section in which the host vehicle V1 executes the lane change. The lane change execution section is calculated based on the map information 222, road information, traffic rule information 224, and own vehicle information detected by the detection device 260. The output control processor 21 superimposes and displays the predicted section on the driving action information based on the relationship between the position of the section and the position of each event. The driving action information is information in which actions determined for each event are arranged in the order in which the host vehicle V1 encounters.

Return to step S111 in FIG. A series of processing from step S101 to step S109 is execution processing of the first operation plan for traveling on the first route. The processor 11 determines whether or not to execute a lane change in response to a predetermined cycle or a predetermined trigger.

In steps S111 to S112, the processor 11 determines whether or not to change lanes. Judgment as to whether or not to change lanes is made from the viewpoint of whether or not lane changes are possible and evaluation of the lane change advantage. The advantage of the lane change is an evaluation including the possibility of the lane change determined in step S111 and the necessity of the lane change. In step S111, the processor 11 determines whether or not the lane change can be executed. If there is no adjacent lane and traffic rules prohibit lane change, lane change is impossible in the first place.
In this embodiment, from the viewpoint of performing the processing quickly, step S111 is provided except for the case where the lane change cannot be clearly performed. After step S111, the process may proceed to step S113 without passing through step S112. Further, without providing step S111 (proceeding from step S107, S108 to step S112), in step S112, the possibility of lane change and the necessity of lane change are comprehensively evaluated as “advantage of lane change”. May be.

If the lane change is possible, the process proceeds to step S112. In step S112, the processor 11 calculates an evaluation value of the lane change advantage. The benefits of lane change are assessed based on the possibility of lane change and / or the need for lane change. The processor 11 calculates an evaluation value of the lane change advantage based on the current position of the host vehicle V1 and the host vehicle information. In step S112, the processor 11 determines whether or not the evaluation value of the lane change advantage is equal to or greater than the first threshold value. If the evaluation value of the lane change advantage is greater than or equal to the first threshold, the process proceeds to step S113.

In step S113, the processor 11 drafts a second driving plan for changing the lane of the host vehicle V1 from the first lane to the second lane and traveling along the second route.

FIG. 8 shows a subroutine of steps S111 and S112 related to a determination process for determining whether or not to change lanes. As shown in FIG. 8, in step S211, the processor 11 determines whether or not there is a second lane (adjacent lane) adjacent to the first lane in which the host vehicle V1 travels. When there is no adjacent second lane, the lane cannot be changed, and therefore, lane keeping travel is performed in which the first lane is continuously traveled. The adjacent lane is a lane laid substantially parallel to the first lane in which the host vehicle V1 travels.

In step S212, when there is an adjacent lane (second lane), the processor 11 determines whether or not the area (lane change section) in which the lane is to be changed is a lane change prohibition area. This determination is made with reference to the traffic rule information 224. Since the lane change cannot be performed within the lane change prohibition region, it is determined that the lane change is not performed, and the lane keeping travel for continuously traveling in the first lane is executed.

In step S213, when there is an adjacent lane (second lane) and the lane change is permitted, the processor 11 confirms that there is no object in the lane change section of the host vehicle V. When there is an object in the lane change section, the object is highly likely to become an obstacle to the lane change, and therefore, the evaluation value of the lane change advantage is calculated to be low. When the evaluation value of the advantage is less than the second threshold value, it is determined that the lane change is not performed.

In step S214, if there is an adjacent lane (second lane), lane change is permitted, and there is no object in the lane change section, the processor 11 determines that the own vehicle V performs the lane change. Confirm that there is no interference with the event area. When the lane change section and the event existence area overlap / intersect / approach, the event is likely to become an obstacle to the lane change, so the evaluation value of the advantage of the lane change is calculated low. If the evaluation value of the advantage is less than the predetermined threshold value, the lane change is not executed. In Steps S211 to S214, if there is an adjacent lane, the lane can be changed, there is no object in the lane change section, and the lane change section does not interfere with the event existence area, the step of FIG. The process proceeds to S113. On the other hand, in steps S211-S214, there is no adjacent lane, lane change is prohibited, an object is present in the lane change section, and the lane change section and the event existence area interfere with each other. If this is the case, the process proceeds to step S109 in FIG.

In FIG.6 S109, the processor 11 continues execution of a 1st driving plan, without changing a lane. The processor 11 causes the vehicle controller 210 to continue executing the first operation plan. If it is determined to change the lane, in step S113 of FIG. 6, the processor 11 makes a second operation plan for changing the lane. The processor 11 sends the second operation plan to the vehicle controller 210. The processor 11 causes the vehicle controller 210 to continue execution of the second operation plan instead of the first operation plan. The vehicle controller 210 executes operation control based on the planned second operation plan. The vehicle controller 210 controls the driving device 270 / braking device 271 and the steering device 280 so that the host vehicle V1 performs driving according to the first / second driving plan. The vehicle controller 210 stops the host vehicle V1 at the position of the event for which stop is determined, and advances the host vehicle V1 at the position of the event for which progress has been determined.

Thus, when the threshold value of the lane change advantage is equal to or higher than the first threshold value, the processor 11 is more appropriate to change the lane than to keep the lane while continuing the driving on the first route. It is judged that. Rather than deciding the behavior appropriate for the current driving from the infinite driving behavior according to the state of the event, “running based on the first driving plan” that continuously travels the first route (first lane) By selecting an appropriate action of one of the two driving plans, “(lane keeping driving)” and “second driving plan including lane change”, the calculation load can be reduced and the processing speed can be increased. . In addition, since the lane change is performed only when it is determined that the advantage is high, it is possible to realize driving without a sense of incongruity for the human driver.

Since the driving support apparatus 100 according to the embodiment of the present invention is configured and operates as described above, the following effects can be obtained.

[1] The driving support method of the present embodiment determines whether or not to change the lane for moving the host vehicle V1 from the first lane specified on the first route to another second lane, and changes the lane. In this case, a second driving plan is created in which the host vehicle V1 is changed to the second lane and travels along the second route.
In general, the processing load of processing information obtained by a detection device such as an in-vehicle camera and sequentially searching for new routes is very high. The high calculation load causes a delay in calculation processing. The delay of arithmetic processing impairs the reliability of driving support including automatic driving / semi-automatic driving that requires real-time performance.
In the present embodiment, either the first driving plan or the second driving plan is obeyed based on the alternative determination of “whether to continue the lane in which the vehicle is currently traveling” or “change lane”. Determine whether. Since the driving behavior at an appropriate position is not determined from among infinitely existing behavior candidates, the driving behavior can be determined by an alternative decision, so that the calculation load related to the judgment process can be reduced. The processing can be quickly performed by reducing the calculation load. As a result, smooth operation with high real-time performance can be executed.

[2] The driving support method of the present embodiment supports driving of the host vehicle V1 so as to follow the first driving plan when it is determined to change the lane. Further, when the second driving plan is drawn up, the driving of the host vehicle V1 is supported so as to follow the second driving plan. When it is determined that the lane change is not performed, the processor 11 supports the driving of the host vehicle V1 so as to follow the first driving plan. In other words, when the processor 11 determines not to change the lane, the processor 11 continues to execute the first operation plan that has been previously planned.
Thus, when it is determined not to change the lane, the already planned first operation plan is continuously executed, so that there is no waste in the arithmetic processing. The processing capability of the processor 11 can be used effectively. By executing a lane change with a high load, the driver does not feel uncomfortable. Further, when the profit of the lane change is low, the current first operation plan is continuously executed, so that an inappropriate lane change is not performed. Thereby, a smooth driving | running can be performed, without giving discomfort to a driver.

[3] The driving support method of the present embodiment evaluates the lane change advantage, and determines that the lane change is made when the evaluation value in the evaluation is equal to or greater than the first threshold value. Whether or not to change lanes can be accurately determined based on the advantage of changing lanes.

[4] The driving support method of the present embodiment evaluates the lane change advantage, and determines that the lane change is not performed when the evaluation value in the evaluation is less than the second threshold value. Whether or not to change lanes can be accurately determined based on the advantage of changing lanes. When the advantage of the lane change is low, the current first operation plan is continuously executed, so that an inappropriate lane change is not performed. Thereby, a smooth driving | running can be performed, without giving discomfort to a driver.

[5] In the driving support method of the present embodiment, a plurality of events are rearranged in the order in which the host vehicle V1 encounters, and either a progress action or a stop action is determined for each event. Develop a first operation plan or a second operation plan. Since the events are rearranged according to the encounter order of the host vehicle V1, the driver of the host vehicle V1 can recognize in what time sequence what event is encountered in what order.

[6] In the driving support method of the present embodiment, when stop action is determined for an event or when determination of action cannot be determined, a position that is upstream from the event and can be stopped The own vehicle V1 is stopped. Since the host vehicle V1 is stopped at a position closer to the current position of the host vehicle V1 than the stop position defined in the traffic rule information 224, the influence on the traffic flow can be suppressed.

[7] In the driving support method of the present embodiment, the lane change advantage is evaluated based on the current position of the host vehicle V1 and host vehicle information. Even if it is determined that the lane change is possible by paying attention only to the surrounding environment, the lane change may not be possible in consideration of the own vehicle information and the current position of the own vehicle V1. In such a case, it becomes necessary to cancel / correct the determination of the lane change, and the immediacy of the determination is impaired. By evaluating the lane change advantage based on the current position of the host vehicle V1 and the host vehicle information of the host vehicle V1, it is possible to accurately and immediately determine whether or not the lane change is possible (advantage).

[8] In the driving support method of the present embodiment, whether or not to change lanes is evaluated based on the possibility of changing lanes and / or the necessity of changing lanes. Thus, in consideration of the state (speed, posture) of the host vehicle V1 and the surrounding situation (the presence of the object, the moving speed of the object), the necessity of changing the lane (securing the route to the destination) Whether or not to change lanes can be determined from multiple perspectives.

[9] In the driving support method of the present embodiment, whether or not to change lanes is determined based on the presence or absence of a lane adjacent to the first lane, the relationship with other routes crossing the first route, and events on other routes. The evaluation is performed in consideration of any one or more of the relationship between the vehicle, the traffic rules of the first route, the degree of proximity between the vehicle V1 and the object when the lane is changed, and the existence of the traveling space of the vehicle when the lane is changed. . By evaluating whether or not to change lanes based on the situation around the host vehicle V1, it is possible to accurately determine whether or not to change the lane of the host vehicle V1.

[10] In the driving support method of the present embodiment, a section in which the host vehicle V1 executes lane change is predicted, and it is determined whether or not to change the lane in this section. This makes it possible to accurately determine “whether or not to change lanes” at the place where lanes are changed. As described above, the situation of the event and the situation of the host vehicle V1 change every moment. Since it is determined whether or not to change lanes after extracting the section (location) to change lanes, rather than determining whether or not to change lanes over a vast range, accurate determination results that match the actual situation Can be obtained.

[11] In the driving support method of the present embodiment, if the predicted section and the acquired event existence region overlap, it is determined that the lane change is not performed. By considering whether or not the section in which the lane change is performed interferes with the event existence area, it is possible to prevent the lane change when there is an event that affects the lane change.

[12] In the driving support method of the present embodiment, the driving behavior information in which the behaviors determined for each event are arranged in the order in which the host vehicle V1 encounters is displayed, and the predicted position of the section and Based on the position of each event, the section is superimposed and displayed on the driving action information. Thereby, the driver can recognize the timing of the lane change based on the timing of encountering the event. Since the driver can recognize the timing of the steering (lane change), the driver can avoid feeling uncomfortable with the behavior of the host vehicle V1.

[13] The driving support apparatus 100 of the present embodiment has the same operations and effects as the driving support method described above.

The embodiment described above is described for easy understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

That is, in this specification, the driving support device 100 having the driving planning device 10, the output device 20, and the communication device 30 will be described as an example of the driving support device according to the present invention. It is not limited to.

In this specification, the driving plan apparatus 10 having the processor 11 is described as an example of the driving support apparatus according to the present invention, but the present invention is not limited to this. In this specification, the output device 20 having the output control processor 21 will be described as an example of the output device according to the present invention. However, the present invention is not limited to this. Note that the processor 11 and the output control processor 21 may be configured as a single processor or may be divided into a plurality of units.

In this specification, as an example of the vehicle-mounted device, a vehicle controller 210, a navigation device 220, an object detection device 230, a lane keeping device 240, an output device 250, a detection device 260, a drive device 270, and a steering wheel The in-vehicle device 200 including the device 280 will be described as an example, but the present invention is not limited to this.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance system 100 ... Driving assistance device 10 ... Driving planning device 11 ... Processor 20 ... Output device 21 ... Output control processor 30 ... Communication device 200 ... In-vehicle device 210 ... Vehicle controller 220 ... Navigation device 221 ... Position detection device 222 ... Map information 223 ... Road information 224 ... Traffic rule information 230 ... Object detection device 231 ... Camera 232 ... Radar device 240 ... Lane keeping device 241 ... Camera 242 ... Road information 250 ... Output device 251 ... Display 252 ... Speaker 260 ... Detection device 261 ... Steering angle sensor 262 ... Vehicle speed sensor 263 ... Attitude sensor 270 ... Drive device 271 ... Braking device 280 ... Steering device

Claims

Using a processor that executes driving support processing including planning of the driving plan of the host vehicle,
Obtaining a plurality of events that the host vehicle encounters when traveling along the first route;
Using the relationship between the event and the host vehicle, formulate a first driving plan for the host vehicle traveling on the first route,
Determining whether or not to change the lane to move the host vehicle from the first lane specified in the first route to another second lane;
When it is determined that the lane change is to be performed, a driving support method for making a second driving plan for changing the lane of the host vehicle to the second lane and traveling along the second route.
When it is determined not to change the lane, the driving of the host vehicle is supported so as to follow the first driving plan,
The driving support method according to claim 1, wherein when it is determined that the lane change is to be performed, driving of the host vehicle is supported so as to follow the second driving plan.
The determination of whether to change the lane is as follows:
Evaluate the advantages of the lane change,
The driving support method according to claim 1 or 2, wherein when the evaluation value in the evaluation is equal to or greater than a first threshold value, the lane change is determined.
The determination of whether to change the lane is as follows:
Evaluate the advantages of the lane change,
The driving support method according to any one of claims 1 to 3, wherein when the evaluation value in the evaluation is less than a second threshold value, it is determined that the lane change is not performed.
Obtaining a plurality of the events encountered when the vehicle travels;
Reordering the plurality of acquired events in the order in which the vehicle encounters,
Based on the relationship between the host vehicle and the plurality of events that the host vehicle encounters over time, each of the events is determined to be either an advance action or a stop action,
The driving support method according to any one of claims 1 to 4, wherein a series of the first driving plan or the second driving plan is made using the content of the action determined for each of the events. .
When the stop action is determined for the event, or when it is impossible to determine the progress action or the stop action, the stop action is upstream of the event and can be stopped. The driving support method according to claim 5, wherein the host vehicle is stopped.
The driving support method according to any one of claims 1 to 6, wherein whether or not to change the lane is determined based on a current position of the host vehicle and host vehicle information of the host vehicle.
The driving support method according to any one of claims 1 to 7, wherein whether or not to change the lane is determined based on the possibility of the lane change and / or the necessity of the lane change.
Whether or not to change the lane depends on the presence or absence of a lane adjacent to the first lane, the relationship with another route intersecting the first route, the relationship with the event on the other route, Judgment is made in consideration of one or more of traffic rules of one route, the degree of proximity between the host vehicle and the object at the timing of the lane change, and the existence of the traveling space of the host vehicle at the timing of the lane change. The driving support method according to any one of claims 1 to 8.
Predicting a section in which the host vehicle performs the lane change;
The driving support method according to any one of claims 1 to 9, wherein it is determined whether or not to change the lane in the section.
The driving support method according to claim 10, wherein when the predicted section and the acquired existence area of the event overlap, it is determined not to change the lane.
An output control processor for causing the output device to display information on the operation plan;
The output control processor is:
While displaying the action determined for each of the events along the order in which the host vehicle encounters, driving action information,
The driving support method according to claim 10 or 11, wherein the section is superimposed and displayed on the driving action information based on the predicted position of the section and the position of each event.
A processor that executes driving support processing; and
A communication device for acquiring own vehicle information of the own vehicle, information on a plurality of events encountered when the own vehicle travels, and information on objects around the own vehicle;
The processor is
A process of acquiring a plurality of the events encountered when the host vehicle travels on a first route;
Using the relationship between the acquired event and the host vehicle, a process of planning a first driving plan of the host vehicle traveling on the first route;
A process for determining whether to change a lane for moving the host vehicle from the first lane specified as the first route of the first driving plan to another second lane;
When it is determined that the lane change is to be performed, the driving support device executes a process of creating a second driving plan for causing the host vehicle to change the lane to the second lane and travel along the second route.