WO2018070015A1

WO2018070015A1 - Vehicle protrusion determination method and vehicle protrusion determination device

Info

Publication number: WO2018070015A1
Application number: PCT/JP2016/080371
Authority: WO
Inventors: 泰久貴志; 博也藤本; 誠司下平
Original assignee: 日産自動車株式会社
Priority date: 2016-10-13
Filing date: 2016-10-13
Publication date: 2018-04-19
Also published as: JPWO2018070015A1; JP6721054B2

Abstract

According to this vehicle protrusion determination method, when a vehicle turns right or left at an intersection and advances into an entering road, the clearance space of the entering road is calculated on the basis of the road structure of the entering road and position information about an object that is present on the entering road in a predetermined range of distance from the intersection, and the possibility that the vehicle protrudes into the road intersecting with the entering road is determined on the basis of the spatial allowance and the size of the vehicle.

Description

Vehicle protrusion determination method and vehicle protrusion determination device

The present invention relates to a vehicle protrusion determination method and a vehicle protrusion determination device that determine the protrusion of a vehicle.

In Patent Document 1, in the scene where the host vehicle turns right and left at the intersection, the host vehicle is turned right and left at a timing at which the average vehicle speed of the host vehicle and the other vehicle becomes maximum in order to reduce the inhibition of traveling of the following vehicle. An apparatus for guiding is disclosed.

JP 2009-230701 A

However, the technique described in Patent Document 1 cannot fully determine the possibility that the host vehicle will protrude onto the road where the host vehicle intersects after the host vehicle has started making a right turn and cannot completely enter the inflow destination road.

In view of the above-described problems, the present invention allows a vehicle to protrude from a road (intersection road) that intersects a curved road (inflow road) when the vehicle turns right or left. It is an object to provide a determination method and a vehicle protrusion determination device.

According to an aspect of the present invention, when a vehicle turns right or left at an intersection and enters an inflow road, position information of an object existing on the inflow road within a predetermined distance range from the intersection, Based on the road structure, a margin space of the inflow road is calculated, and based on the margin space and the size of the vehicle, it is determined whether the vehicle may protrude from the intersection road where it intersects the inflow road.

According to one aspect of the present invention, it is possible to provide a vehicle protrusion determination method and a vehicle protrusion determination device that can determine the possibility of a vehicle protruding from an intersection when the vehicle turns right or left.

FIG. 1 is a schematic block diagram mainly illustrating a basic configuration of a vehicle protrusion determination device according to an embodiment of the present invention. FIG. 2 is a diagram illustrating a scene in which a vehicle equipped with a vehicle protrusion determination device according to an embodiment of the present invention makes a left turn at an intersection. FIG. 3 is a flowchart for explaining an example of processing by the control necessity determination unit provided in the vehicle protrusion determination device according to the embodiment of the present invention. FIG. 4 is a flowchart for explaining an example of processing by the region calculation unit provided in the vehicle protrusion determination device according to the embodiment of the present invention. FIG. 5 is a flowchart for explaining an example of processing by the attitude calculation unit provided in the vehicle protrusion determination device according to the embodiment of the present invention. FIG. 6 is a diagram for explaining the occupation length of the vehicle in the vehicle protrusion determination device according to the embodiment of the present invention. FIG. 7 is a flowchart for explaining an example of processing by the alarm generation unit provided in the vehicle protrusion determination device according to the embodiment of the present invention. FIG. 8 is a schematic block diagram mainly illustrating a basic configuration of a vehicle protrusion determination device according to a modification of the embodiment of the present invention. FIG. 9 is a diagram illustrating a scene in which a vehicle equipped with a vehicle protrusion determination device according to an embodiment of the present invention makes a right turn at an intersection. FIG. 10 is a diagram illustrating a scene in which a vehicle equipped with a vehicle protrusion determination device according to an embodiment of the present invention makes a left turn at an intersection without a pedestrian crossing.

Embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same or similar parts are denoted by the same or similar reference numerals, and redundant description is omitted.

(Vehicle protrusion judgment device)
FIG. 1 is a block diagram mainly showing a configuration of a vehicle protrusion determination device 1 according to the present embodiment. The vehicle protrusion determination device 1 is mounted on a vehicle (own vehicle) 2. As shown in FIG. 2, the vehicle overhang determination device 1 is configured such that the vehicle 2 is an intersection A (two or more roads when a crossroad, a crossing road, or two or more roads intersect (in a road with a distinction between a sidewalk and a roadway, When the vehicle is turned right or left (right turn or left turn), the course is blocked, and the possibility of protruding to the intersection road P1 intersecting with the inflow road Q1 of the right turn destination is determined. The vehicle 2 is, for example, an automatic driving vehicle that automatically travels while detecting surrounding information on a preset travel route.

As shown in FIG. 1, the vehicle overhang determination device 1 includes a detector 10, a vehicle sensor 11, a drive unit 12, a map database (DB) 13, an ambient environment storage unit 20, and a travel state storage unit 21. , A processing circuit 22, a vehicle control unit 23, an inter-vehicle communication device 24, and a presentation unit 25.

The detector 10 includes a road-to-vehicle communication device 101, a camera 102, and a radar 103. For example, the detector 10 detects position information of an object existing around the intersection A where the vehicle 2 turns right or left. The detector 10 detects at least position information of an object existing on the inflow road Q1 within a predetermined distance range from the intersection A. The object includes, for example, other vehicles such as a preceding vehicle, an oncoming vehicle, and a parked vehicle, a pedestrian, a road construction site, and the like. In addition, the detector 10 detects the state of traffic lights installed around the intersection A.

The road-to-vehicle communication device 101 is a communication device that wirelessly communicates with a roadside unit (RSU) 3 installed on the road side. The road-to-vehicle communication device 101 acquires from the RSU 3 the position information of the object existing around the nearest intersection A in the traveling direction (front) of the vehicle 2 and the state of the traffic light installed at the intersection A. The road-to-vehicle communication device 101 may acquire traffic information of roads around the intersection A. The road-to-vehicle communication device 101 detects at least position information of an object existing on the inflow road Q1 within a predetermined distance range from the intersection A.

The camera 102 captures a predetermined range around the vehicle 2 and acquires a surrounding image. The camera 102 detects information on an object existing around the acquired image. The objects existing around the vehicle 2 are, for example, a preceding vehicle, a succeeding vehicle, a pedestrian, and the like. The camera 102 detects the speed, acceleration / deceleration, size of the vehicle around the vehicle 2, the state of the brake lamp, the state of the blinker lamp, and the inter-vehicle distance with the surrounding vehicle. The camera 102 may be a stereo camera or an omnidirectional camera, and the number of cameras 102 may be plural.

The radar 103 scans a predetermined range around the vehicle 2 and acquires surrounding three-dimensional distance data. The three-dimensional distance data is point cloud data indicating a relative three-dimensional position from the radar 103. The radar 103 detects information on an object existing around the vehicle 2 from the acquired three-dimensional distance data. The radar 103 detects, for example, the speed, acceleration / deceleration, size of the surrounding vehicle, and the inter-vehicle distance from the surrounding vehicle. As the radar 103, for example, a laser range finder (LRF) or a ranging radar using millimeter waves or ultrasonic waves can be employed.

The vehicle sensor 11 detects motion information including the speed, acceleration, and yaw rate of the vehicle 2 and position information of the vehicle 2. The vehicle sensor 11 includes a speed sensor, an acceleration sensor, an angular velocity sensor, a positioning device, and the like. The vehicle sensor 11 acquires position information of the vehicle 2 using a positioning device such as a global positioning system (GPS) receiver.

The driving unit 12 includes a brake 121, an accelerator 122, and a steering 123. The drive unit 12 controls driving of the vehicle 2 in accordance with an operation by the driver or control by the vehicle control unit 23. The brake 121 includes a brake actuator that controls the amount of depression of the brake pedal, and a brake sensor that detects the amount of depression of the brake pedal. The accelerator 122 includes an accelerator actuator that controls the opening of the accelerator and an accelerator sensor that detects the opening of the accelerator. The steering 123 includes a steering actuator that controls the steering angle and a steering sensor that detects the steering angle.

The map DB 13 is a storage device that stores high-definition map data. In addition to general map information such as roads, intersections, bridges, tunnels, etc., map data includes information on road structures such as the position, width, and traffic classification of each lane, as well as information such as traffic lights. Information about the position of the object is recorded.

The ambient environment storage unit 20 stores information detected by the detector 10. In other words, the ambient environment storage unit 20 stores the position information of the object existing around the nearest intersection A in the traveling direction of the vehicle 2 and the state of the traffic light installed at the intersection A. For example, the ambient environment storage unit 20 cyclically stores information acquired from the detector 10. The ambient environment storage unit 20 may store traffic information of roads around the intersection A.

The traveling state storage unit 21 stores information detected by the detector 10, the vehicle sensor 11, or the drive unit 12. In other words, the traveling state storage unit 21 includes motion information including the position, speed, acceleration / deceleration, and angular speed of the vehicle 2, drive control information including the accelerator opening, the brake pedal depression amount, and the steering angle, and the position of the vehicle 2. Information is stored as the traveling state of the vehicle 2. Further, the traveling state storage unit 21 stores surrounding vehicle information related to surrounding vehicles including the preceding vehicle and the following vehicle existing around the vehicle 2. The surrounding vehicle information includes the inter-vehicle distance from the vehicle 2 to the surrounding vehicle, the speed of the surrounding vehicle, the acceleration / deceleration, the size, the state of the brake lamp, the state of the blinker lamp, and the like.

The processing circuit 22 includes a control necessity determination unit 221, an area calculation unit 222, an attitude calculation unit 223, and an alarm generation unit 224. The processing circuit 22 can be configured by, for example, a microcomputer including a central processing unit (CPU), a memory, an input / output I / F, and the like. In this case, the microcomputer functions as the processing circuit 22 by executing a computer program (protrusion determination program) necessary for arithmetic processing by the vehicle protrusion determination device 1. Each part which comprises the processing circuit 22 may be comprised from integral hardware, and may be comprised from separate exclusive hardware. The processing circuit 22 may also be used as an electronic control unit (ECU) used for other control related to the vehicle 2.

The control necessity determination unit 221 enters the vehicle 2 on the basis of the position information of an object existing in a predetermined distance range from the intersection A of the inflow road Q1 to which the vehicle 2 turns and the road structure of the inflow road Q1. The marginal space M of the possible inflow road Q1 is calculated. The predetermined distance range is, for example, a range of the length of the vehicle 2 from the boundary between the inflow road Q1 and the intersection A to the inflow road Q1 side. The road structure of the inflow road Q1 includes at least the total width of the lane of the inflow road Q1 into which the vehicle 2 can enter. That is, when the vehicle 2 can enter all lanes of the inflow road Q1, the road structure of the inflow road Q1 includes at least the width of the inflow road Q1. Or you may employ | adopt as the road structure of the inflow road Q1, the width of the road of the point beyond the intersection A which continues to the inflow road Q1, or the total width of several lanes.

The control necessity determination unit 221 determines the possibility that the vehicle 2 protrudes to the intersection road P1 that intersects the inflow road Q1 at the right or left turn based on the margin space M and the size of the vehicle 2. The marginal space M is set at least in an area where it can be determined whether or not the vehicle 2 protrudes from the inflow road Q1 to the intersection A. The margin space M is, for example, an area surrounded by the length of the vehicle 2 on the inflow road Q1 side from the boundary between the inflow road Q1 and the intersection A and the lane width in the traveling direction on the inflow road Q1.

The region calculation unit 222 calculates a minimum travel locus Rmin having a minimum curvature radius and a maximum travel locus Rmax having a maximum curvature radius among the trajectories entering the marginal space M from the lane in which the vehicle 2 travels. The area calculation unit 222 is an area in which the vehicle 2 can travel before turning right and left from the current lane and entering the margin space M based on the margin space M, the minimum traveling locus Rmin, and the maximum traveling locus Rmax. A travelable region R is calculated. The travelable region R is a region surrounded by the end of the margin space M, the minimum travel locus Rmin, and the maximum travel locus Rmax.

The posture calculation unit 223 calculates a travel locus from the current position of the vehicle 2 to the end of the travelable region R in the travelable region R, and the vehicle 2 has a posture that fits in the margin space M from the calculated travel locus. Search for a running track.

The warning generation unit 224 generates warning information indicating that the vehicle 2 protrudes to the intersection road P1 intersecting with the inflow road Q1 of the right or left turn destination, and the generated warning information is transmitted to the intersection road P1 via the inter-vehicle communication device 24. It transmits to the following vehicle (other vehicle) 4 which drive | works. As a result, the alarm generation unit 224 issues an alarm to the following vehicle 4.

The vehicle control unit 23 generates a control signal necessary for the vehicle 2 to travel along the travel locus calculated by the attitude calculation unit 223, and outputs the control signal to the drive unit 12, thereby driving the vehicle 2. To control.

The inter-vehicle communication device 24 is a communication device that wirelessly communicates with the inter-vehicle communication device 44 mounted on the succeeding vehicle (other vehicle) 4. The inter-vehicle communication device 24 transmits the alarm information generated by the alarm generation unit 224 to the inter-vehicle communication device 44.

The presentation unit 25 presents various information to the user according to the control of the processing circuit 22. The presentation unit 25 includes, for example, a speaker that reproduces sound and a display that displays images. The processing circuit 22 notifies the user by presenting notification information to the user via the presentation unit 25 indicating that there is a possibility that the vehicle 2 may protrude from the intersection road P1 that intersects the inflow road Q1 of the right or left turn of the vehicle 2. put out.

In the present embodiment, “extinguish” means that the vehicle 2 is stopped or decelerated to a speed equal to or lower than a predetermined threshold by closing the route when the vehicle 2 turns to the inflow road Q1. It means that a part of 2 remains on the intersection road P1.

(Processing of control necessity judgment part)
Hereinafter, an example of specific processing of the control necessity determination unit 221 will be described using the flowchart of FIG. The series of processes shown in the flowchart of FIG. 3 is started when, for example, the time until the vehicle 2 reaches an intersection existing ahead is equal to or less than a predetermined value. Hereinafter, as illustrated in FIG. 2, a case where the vehicle 2 turns left at the intersection A will be described as an example as appropriate.

First, in step S101, the control necessity determination unit 221 determines whether to turn right or left at the nearest intersection A in the traveling direction of the vehicle 2 (downstream of the traveling path of the vehicle 2). The control necessity determination unit 221 determines whether or not to make a right / left turn at the intersection A based on, for example, a preset travel route of the vehicle 2, a blinker state of the vehicle 2, a traffic classification of the travel path of the vehicle 2, and the like. To do. If it is determined to turn right or left, the process proceeds to step S102. If it is determined not to turn right or left, the process ends.

In step S <b> 102, the control necessity determination unit 221 reads the surrounding vehicle information stored in the traveling state storage unit 21, and determines whether the subsequent vehicle 4 exists behind the vehicle 2. For example, when the following vehicle 4 exists within a predetermined distance range from the vehicle 2, when the following vehicle 4 approaches the vehicle 2, the vehicle head time of the vehicle 2 and the following vehicle 4 is a predetermined value. It is determined that the following vehicle 4 exists in at least one of the following cases. If it is determined that the succeeding vehicle 4 is present, the process proceeds to step S103. If it is determined that the succeeding vehicle 4 is not present, the process is terminated.

In step S103, the control necessity determination unit 221 reads the road structure around the intersection A from the map DB 13.

In step S104, the control necessity determining unit 221 determines that the road flowing in by the right / left turn from the road structure acquired in step S103, that is, the margin length L1 and the road width L2 of the inflow road Q1 of the right / left turn destination, and the vehicle 2 The own vehicle information indicating the characteristics is acquired. The margin length L1 is, for example, the distance from the beginning of the inflow road Q1 (the end of the intersection A or the boundary of the intersection road P1) to the pedestrian crossing. The control necessity determination unit 221 calculates a margin space M of the inflow road Q1 into which the vehicle 2 can enter from the margin length L1 and the road width L2. The own vehicle information may be stored in advance in a storage device such as the traveling state storage unit 21 or may be held in advance by the processing circuit 22. The own vehicle information includes the vehicle width and vehicle length of the vehicle 2, the wheel base, the maximum steering angle, and the like.

In step S105, the control necessity determination unit 221 reads information stored in the surrounding environment storage unit 20, and acquires at least position information of an object existing within a predetermined distance range from the intersection A.

In step S106, the control necessity determination unit 221 calculates the speed and traveling direction of the object from the position information of the object acquired in step S105. Thereby, the control necessity judgment part 221 predicts the behavior of the pedestrian who walks the pedestrian crossing of the inflow road Q1, and the behavior of the vehicle and the vehicle 2 which exist around the intersection A.

In step S107, the control necessity determining unit 221 makes a right / left turn toward the inflow road Q1, based on the behavior of the vehicle predicted in step S106, that is, a preceding vehicle that turns right / left in the same direction as the vehicle 2 turns right / left. It is determined whether or not exists. If it is determined that there is a preceding vehicle that turns right or left, the process proceeds to step S108. If it is determined that there is no preceding vehicle that turns right or left, the process proceeds to step S111.

In step S108, the control necessity determining unit 221 may cross the pedestrian existing on the inflow road Q1 with the preceding vehicle turning right or left from the behavior of the pedestrian and the vehicle predicted in step S106. Determine whether or not. If it is determined that there is a possibility of crossing, the process proceeds to step S109. If it is determined that there is no possibility of crossing, the process proceeds to step S112.

In step S109, the control necessity determination unit 221 determines that the preceding vehicle whose course has been blocked by a pedestrian existing on the inflow road Q1 from the information on the preceding vehicle stored in the surrounding environment storage unit 20 or the traveling state storage unit 21. The occupied space on the occupied inflow road Q1 is predicted.

In step S110, the control necessity determination unit 221 corrects the margin length L1 of the margin space M calculated in step S104 using the occupied space of the preceding vehicle predicted in step S109. That is, the control necessity determination unit 221 calculates a space obtained by excluding the occupied space from the margin space M as a new margin space M. The margin length L1 can be calculated for each lane when the number of lanes of the inflow road Q1 is plural.

In step S111, the control necessity determination unit 221 determines whether or not the vehicle 2 may cross with a pedestrian existing on the inflow road Q1 from the behavior of the pedestrian predicted in step S106. If it is determined that there is a possibility of crossing, the process proceeds to step S112. If it is determined that there is no possibility of crossing, the process ends.

In step S112, the control necessity determination unit 221 determines whether the margin space M calculated in step S104 or the margin length L1 of the margin space M corrected in step S111 is shorter than the vehicle length of the vehicle 2. . In other words, the control necessity determination unit 221 determines whether or not the vehicle 2 may protrude from the intersection road P1 that intersects the inflow road Q1 based on the margin space M and the size of the vehicle 2. When it is determined that the margin length L1 is shorter than the vehicle length of the vehicle 2, the process proceeds to step S113, and when it is determined that the margin length L1 is greater than or equal to the vehicle length of the vehicle 2, the processing ends.

In step S113, the control necessity determination unit 221 sets the control necessity flag to ON (1), and ends the process. The control necessity flag indicates that there is a possibility that the vehicle 2 may protrude from the intersection road P1, and a flag indicating that there is a need for control processing by the subsequent area calculation unit 222, posture calculation unit 223, and alarm generation unit 224. It is.

(Processing of area calculation unit)
Hereinafter, an example of specific processing of the region calculation unit 222 will be described with reference to the flowchart of FIG. The series of processes shown in the flowchart of FIG. 4 is started when the series of processes shown in the flowchart of FIG.

First, in step S201, the region calculation unit 222 determines whether or not the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S202. If it is determined that the control necessity flag is off (0), the process ends.

In step S202, the area calculation unit 222 makes a right / left turn from the lane in which the vehicle 2 travels and enters the inflow road Q1 based on the road structure of the inflow road Q1 and the own vehicle information indicating the characteristics of the vehicle 2. Among these, the minimum traveling locus Rmin having the smallest curvature radius is calculated.

In step S203, the area calculation unit 222 makes a right / left turn from the lane in which the vehicle 2 travels and enters the inflow road Q1 based on the road structure of the inflow road Q1 and the own vehicle information indicating the characteristics of the vehicle 2. Among these, the maximum traveling locus Rmax having the maximum curvature radius is calculated.

In step S204, the region calculation unit 222 calculates the travelable region R based on the margin space M finally calculated by the control necessity determination unit 221 and the minimum travel locus Rmin and the maximum travel locus Rmax.

In step S205, the area calculation unit 222 crosses the pedestrian existing on the inflow road Q1 by crossing or the like based on the behavior of the object (pedestrian and preceding vehicle) around the intersection A predicted by the control necessity determination unit 221. It is determined whether or not there is a preceding vehicle that may be used. If it is determined that there is a preceding vehicle, the process proceeds to step S206. If it is determined that there is no preceding vehicle, the process ends. Note that the determination result in step S205 is the same as the determination result in step S108 in FIG. 3, so the determination in step S205 may be omitted and the determination result in step S108 may be adopted as the determination result.

In step S206, the region calculation unit 222 reads the occupied space on the inflow road Q1 that is predicted by the control necessity determination unit 221 and is occupied by a preceding vehicle whose course is blocked by a pedestrian existing on the inflow road Q1.

In step S207, the area calculation unit 222 corrects the travelable area R calculated in step S204 using the occupied space read in step S206, and ends the process. That is, the area calculation unit 222 calculates an area excluding the occupied space from the travelable area R as a new travelable area R, and ends the process.

(Processing of posture calculation unit)
Hereinafter, an example of specific processing of the posture calculation unit 223 will be described with reference to the flowchart of FIG. The series of processes shown in the flowchart of FIG. 5 is started when the series of processes shown in the flowchart of FIG.

First, in step S301, the attitude calculation unit 223 determines whether or not the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S302. If it is determined that the control necessity flag is off (0), the process ends.

In step S302, the posture calculation unit 223 determines whether or not the travelable region R calculated by the region calculation unit 222 exists. If it is determined that the travelable area R exists, the process proceeds to step S303. If it is determined that the travelable area R does not exist, the process ends.

In step S303, the posture calculation unit 223 travels from the lane in which the vehicle 2 currently travels to the end of the travelable region R in the travelable region R based on the travelable region R and the host vehicle information. Candidates are calculated.

In step S304, the posture calculation unit 223 determines whether there is a traveling locus in which the occupation length L3 of the vehicle 2 is equal to or less than the margin length L1 from the traveling locus candidates calculated in step S303. The occupation length L3 is a length that the vehicle 2 occupies in the length direction D of the inflow road Q1 in a posture when the vehicle 2 reaches the end of the travelable region R as shown in FIG. That is, in step S <b> 304, the posture calculation unit 223 searches for a travel locus in which the vehicle 2 is in a posture that fits in the margin space M. In other words, the posture calculation unit 223 determines whether or not the vehicle 2 is blocked from the course when the vehicle turns right and left and protrudes from the intersection road P1 that intersects the inflow road Q1. If it is determined that there is a travel locus in which the occupation length L3 is equal to or less than the margin length L1, the process proceeds to step S305. If it is determined that there is no travel locus in which the occupation length L3 is equal to or less than the margin length L1, the processing ends. .

In step S305, the posture calculation unit 223 sets a travel locus in which the vehicle 2 is in a posture that fits in the margin space M as the target travel locus, and sets the target travel locus flag to ON (1). The target travel trajectory flag is a flag indicating that there is a travel trajectory in which the vehicle 2 is in an attitude that fits in the marginal space M, and that the vehicle 2 is unlikely to protrude from the intersection road P1.

In step S306, the posture calculation unit 223 determines whether there are a plurality of lanes to enter based on the target travel locus set in step S305. That is, the posture calculation unit 223 determines whether or not the total number of lanes of the inflow road Q1 connected at each end of the plurality of target travel tracks is plural. If it is determined that there are a plurality of lanes to enter, the process proceeds to step S307, and if it is determined that there are not a plurality of lanes to enter, the process proceeds to step S310.

In step S307, the posture calculation unit 223 determines a candidate lane that the vehicle 2 enters from a plurality of lanes that enter the target travel locus based on the traffic classification of the inflow road Q1. For example, the posture calculation unit 223 sets a right turn dedicated lane if a right turn dedicated lane is included in the lane to be entered by the target travel locus after a left turn at the intersection A and then a right turn at the next intersection is set in advance. Decide as a lane.

In step S308, the posture calculation unit 223 determines whether there are a plurality of candidate lanes determined in step S307. If it is determined that there are a plurality of candidate lanes, the process proceeds to step S309. If it is determined that there are not a plurality of candidate lanes, the process proceeds to step S310.

In step S309, the posture calculation unit 223 determines the lane with the longest margin L1 among the plurality of candidate lanes as the target lane. The lane with the longest margin L1 is, for example, the lane with the least number of preceding vehicles turning left.

In step S310, when it is determined in step S306 that there are not a plurality of lanes to enter, the posture calculation unit 223 determines one lane to enter based on the target travel locus as the target lane. Alternatively, the posture calculation unit 223 determines one candidate lane as the target lane when determining in step S308 that there are not a plurality of candidate lanes.

In step S311, the posture calculation unit 223 extracts a travel locus in which the vehicle 2 is in the posture toward the center of the target lane at the end of the travel locus from the target travel locus entering the target lane. The posture calculation unit 223 sets the posture at the end of the extracted travel locus as the stop posture.

In step S312, the posture calculation unit 223 calculates a travel locus that realizes the stop posture set in step S311 and ends the process.

(Processing of alarm generator)
Hereinafter, an example of specific processing of the alarm generation unit 224 will be described with reference to the flowchart of FIG. The series of processes shown in the flowchart of FIG. 7 is started when the series of processes shown in the flowchart of FIG.

First, in step S401, the alarm generation unit 224 determines whether or not the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S402. If it is determined that the control necessity flag is off (0), the process ends.

In step S <b> 402, the alarm generation unit 224 determines whether or not the travelable region R calculated by the region calculation unit 222 exists. If it is determined that the travelable area R exists, the process proceeds to step S403. If it is determined that the travelable area R does not exist, the process ends.

In step S403, the alarm generation unit 224 determines whether or not the target travel locus flag is on (1). If it is determined that the target travel locus flag is off (0), the process proceeds to step S404. If it is determined that the target travel locus flag is on, the processing ends.

In step S404, the alarm generation unit 224 determines the vehicle 2 at the end of the travelable region R based on the behavior of the object around the intersection A predicted from the information stored in the ambient environment storage unit 20 and the travel state storage unit 21. The stop position and posture are calculated.

In step S405, the alarm generation unit 224 calculates a region where the vehicle 2 obstructs the traveling of the succeeding vehicle 4 based on the stop position and posture of the vehicle 2 calculated in step S404 and the margin space M. That is, the alarm generation unit 224 calculates a region that protrudes from the intersection road P1 among regions occupied by the vehicle 2 at the stop position.

In step S <b> 406, the alarm generation unit 224 sets alarm information including an area where the vehicle 2 obstructs the traveling of the subsequent vehicle 4 as an alarm to be output to the subsequent vehicle 4.

In step S407, the alarm generation unit 224 transmits the alarm information set in step S406 to the succeeding vehicle 4 via the inter-vehicle communication device 24, and ends the process. As described above, the vehicle protrusion determination method by the vehicle protrusion determination device 1 is executed.

According to the vehicle protrusion determination device 1 according to the present embodiment, the possibility of the vehicle 2 protruding on the intersection road P1 is determined based on the marginal space M of the inflow road Q1 into which the vehicle 2 can enter and the size of the vehicle 2. be able to. Therefore, the vehicle protrusion determination device 1 can take measures prior to obstruction of the traveling path of other vehicles, such as calculating a new traveling locus of the vehicle 2 and issuing an alarm to the following vehicle 4. Thereby, the vehicle overhang | judgement determination apparatus 1 can reduce possibility that it will contact with the succeeding vehicle 4 in the scene where the vehicle 2 may protrude on the intersection road P1, and may obstruct the runway of the succeeding vehicle 4. FIG.

Further, according to the vehicle protrusion determination device 1, when it is determined that the vehicle 2 may protrude from the intersection road P1, it is possible to search for a travel locus in which the vehicle 2 is placed in the margin space M. Therefore, the vehicle protrusion determination device 1 can reduce the possibility that the vehicle 2 protrudes on the intersection road P1 and contacts the succeeding vehicle 4.

Further, according to the vehicle overhang determination device 1, when it is determined that the vehicle 2 may protrude on the intersection road P1, a warning can be issued to the following vehicle 4 traveling on the intersection road P1. Accordingly, the vehicle overhang determination device 1 can increase the possibility that the succeeding vehicle 4 takes actions such as steering and deceleration for avoiding contact with the vehicle 2, and thus the possibility of contact with the succeeding vehicle 4 is reduced. .

Further, according to the vehicle overhang determination device 1, when the succeeding vehicle 4 approaches the vehicle 2, it is possible to determine the possibility that the vehicle 2 protrudes on the intersection road P1. Thereby, the vehicle protrusion determination device 1 can omit the determination of the possibility of protrusion in a scene that does not require measures against protrusion, and can reduce the processing load.

Further, according to the vehicle overhang determination device 1, when the inflow road Q1 at the right / left turn destination has a plurality of lanes, a margin space M including a plurality of lanes can be calculated. Therefore, when searching for a travel locus in which the vehicle 2 is placed in the margin space M, the possibility of extracting a travel locus that satisfies the condition increases, and thus the possibility of contact with the following vehicle 4 is reduced.

Further, according to the vehicle overhang determination device 1, when it is determined that the vehicle 2 may protrude from the intersection road P1, a notification is given to the user of the vehicle 2. Thereby, for example, even when the travel locus in which the vehicle 2 is placed in the marginal space M is different from the travel locus (normal travel locus) when it is determined that there is no possibility of protruding, the user for automatic driving Can be reduced. Or if the attitude | position calculation part 223 notifies the driver | operator of the vehicle 2 through the presentation part 25 of the stop position which goes to a target lane, a driver | operator can drive the vehicle 2 toward a stop position voluntarily. Therefore, the possibility of contact with the following vehicle 4 is reduced.

Further, according to the vehicle overhang determination device 1, it is possible to determine the presence of the subsequent vehicle 4 based on the head time of the vehicle 2 and the subsequent vehicle 4. Therefore, since the processing circuit 22 can calculate the time until the succeeding vehicle 4 approaches the vehicle 2 with high accuracy, the processing circuit 22 can predict the time until the following vehicle 4 crosses the vehicle 2. The processing circuit 22 may notify the user of the time until the following vehicle 4 crosses the vehicle 2 by the presentation unit 25 or may notify the following vehicle 4 by the inter-vehicle communication device 24. This further reduces the possibility of contact with the following vehicle 4.

Further, according to the vehicle overhang determination device 1, it is possible to predict the behavior of objects around the intersection A and determine the possibility that the vehicle 2 protrudes from the intersection road P1 based on the predicted behavior. Therefore, since the vehicle protrusion determination apparatus 1 considers the behavior of a pedestrian or a preceding vehicle in a real environment, it is possible to improve the accuracy of determining the possibility of protrusion.

Further, according to the vehicle overhang determination device 1, when there is a preceding vehicle that turns right and left toward the inflow road Q1 in the traveling direction of the vehicle 2, the occupied space of the preceding vehicle is predicted, and the inflow road Q1 is used using the occupied space. Can be calculated. Therefore, since the vehicle protrusion determination apparatus 1 considers the behavior of a pedestrian or a preceding vehicle in a real environment, it is possible to improve the accuracy of determining the possibility of protrusion.

Further, according to the vehicle overhang determination device 1, when the inflow road Q1 has a plurality of lanes, the margin space M can be calculated based on the traffic classification of the plurality of lanes. For example, by calculating a travel locus that enters a lane suitable for a preset travel route, it is possible to omit the lane change after a right or left turn, and to improve user convenience.

Further, according to the vehicle overhang determination device 1, it is possible to select a travel trajectory in which the possibility that the vehicle 2 intersects with a pedestrian is the lowest among travel trajectories in which the vehicle 2 is placed in the marginal space M. That is, the processing circuit 22 can set a lane that is least likely to be a pedestrian among the lanes that enter the target travel locus as a candidate lane or a target lane. Thereby, the possibility that the vehicle 2 intersects with the pedestrian is further reduced.

(Modification)
In the above-described embodiment, the example in which the information including the position information of the vehicle existing around the intersection A and the state of the traffic signal installed at the intersection A is acquired from the RSU 3 is described. It may be obtained from another server.

As illustrated in FIG. 8, the vehicle protrusion determination device 1 according to the modification of the present embodiment performs communication that communicates wirelessly with the server 8 via a communication line such as the Internet or a dedicated line instead of the road-to-vehicle communication device 101. Machine 14 is provided. Other configurations, operations, and effects of the vehicle protrusion determination device 1 according to the modification of the present embodiment are substantially the same as those of the above-described embodiment, and are omitted because they overlap.

The server 8 includes, for example, a driving history DB 81 that stores driving history information of a plurality of general vehicles 5 existing around the intersection A, a pedestrian DB that stores position information of pedestrians existing around the intersection A, and the intersection A. And a traffic situation DB for storing the surrounding traffic situation.

The general vehicle 5 includes a driving state storage unit 51 that stores information detected by a camera, a radar, a vehicle sensor, a driving unit, and the like mounted therein, and driving history information that includes information stored in the driving state storage unit 21. Is transmitted to the server 8. The driving history information includes a vehicle identifier (ID) of each general vehicle 5, a running state, and surrounding vehicle information.

The driving history DB 81 stores driving history information transmitted from the communication device 54 of each general vehicle 5 in association with map data. The pedestrian DB 82 stores the pedestrian location information transmitted from the RSU 3 in association with the map data. The traffic situation DB 83 stores the traffic situation including the state of the traffic lights in association with the map data. The traffic situation includes traffic information around the intersection A such as traffic information. The server 8 transmits information stored in the driving history DB 81, the pedestrian DB 82, and the traffic situation DB 83 to the vehicle 2 in response to a request from the vehicle 2.

The communicator 14 receives at least the information transmitted from the server 8 and detects at least the position information of the object existing on the inflow road Q1 within a predetermined distance range from the intersection A where the vehicle 2 turns right and left. Function. Thereby, the surrounding environment storage unit 20 stores the position information of the object existing around the nearest intersection A in the traveling direction of the vehicle 2 and the state of the traffic lights installed at the intersection A.

The driving history DB 81, the pedestrian DB 82, and the traffic situation DB 83 may be configured by separate servers, and may function as a single server 8 by cooperating with each other.

(Other embodiments)
As mentioned above, although this invention was described by said embodiment, it should not be understood that the statement and drawing which form a part of this indication limit this invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

For example, in the above-described embodiment, the scene in which the vehicle 2 turns left at the intersection A has been described with reference to FIG. 2, but the vehicle overrun determination device 1 makes a right turn at the intersection A as shown in FIG. 9. The same applies to scenes to be performed.

That is, when the vehicle protrusion determination device 1 determines to turn right at the intersection A, the vehicle protrusion determination device 1 determines whether there is an oncoming vehicle (another vehicle) 6 on the intersection road P2 that intersects the inflow road Q2 at the right turn destination. The vehicle overrun determination device 1 calculates the margin space M on the inflow road Q2, and corrects the margin space M using the occupied space of the preceding vehicle if there is a preceding vehicle turning right at the intersection A. Therefore, the vehicle protrusion determination device 1 can determine the possibility that the vehicle 2 protrudes from the intersection road P2 based on the margin space M and the vehicle 2.

As described above, in the embodiment described above, the effect of reducing the possibility of contact with a vehicle traveling on the opposite lane when turning right, and the possibility of contact with the vehicle traveling behind the host vehicle when turning left However, the present invention is not limited to this. For example, when making a right turn on a road without an oncoming lane, there is an effect of reducing the possibility of contact with the following vehicle. Further, in a road environment (a right-hand traffic road) that travels across the opposite lane when making a left turn, the possibility of contact with the oncoming vehicle can be reduced.

In the above-described embodiment, the margin length L1 of the margin space M acquired first based on the road structure has been described as the distance from the starting end of the inflow road Q1 to the pedestrian crossing. For example, as shown in FIG. 10, the margin length L1 may be a distance from the starting end of the inflow road Q1 to the preceding vehicle 7 existing on the inflow road Q1. Thereby, even when there is no pedestrian crossing on the inflow road Q1 or when the margin of the inflow road Q1 into which the vehicle 2 can enter is restricted due to traffic jams, parked vehicles or road construction, etc., the margin space M is calculated. Accuracy can be improved.

In the above-described embodiment, the inter-vehicle communication device 24 may acquire information on surrounding vehicles, and may thereby function as a part of the detector 10.

Each function described in the above embodiment can be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electrical circuit. The processing circuitry may also include devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions.

Of course, the present invention includes various embodiments and the like that are not described here, such as a configuration in which the above-described configurations are mutually applied. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

1 Vehicle protrusion judgment device 2 Vehicle 4 Car (following vehicle)
6 Oncoming vehicles (other vehicles)
10 detector 22 processing circuit A intersection M marginal space P1, P2 intersection road Q1, Q2 inflow road

Claims

When a vehicle turns right or left at an intersection, the vehicle is an overrun determination method for determining the possibility of protruding on an intersection road that intersects an inflow road to which the vehicle turns.
Based on the position information of the object existing on the inflow road within a predetermined distance range from the intersection and the road structure of the inflow road, the margin space of the inflow road into which the vehicle can enter is calculated,
A vehicle overrun determination method, characterized in that, based on the margin space and the size of the vehicle, the possibility of the vehicle overhanging the intersection road is determined.
The vehicle protrusion determination method according to claim 1, wherein when it is determined that the vehicle may protrude, a vehicle trajectory in which the vehicle is in an attitude that fits in the margin space is searched.
3. The vehicle overhang determination method according to claim 1 or 2, wherein when it is determined that the vehicle may protrude, an alarm is issued to another vehicle traveling on the intersection road.
4. The vehicle overrun determination method according to any one of claims 1 to 3, wherein when a vehicle following the vehicle approaches the vehicle, the possibility of the vehicle overhang is determined.
5. The vehicle overrun determination method according to any one of claims 1 to 4, wherein, when the inflow road has a plurality of lanes, the margin space including the plurality of lanes is calculated.
6. The vehicle protrusion determination method according to claim 1, wherein when it is determined that the vehicle is likely to protrude, a notification is issued to a user of the vehicle.
When a vehicle turns right or left at an intersection, a processing circuit that determines the possibility of the vehicle protruding to an intersection road that intersects the inflow road to which the vehicle turns, and a position of an object existing on the inflow road within a predetermined distance from the intersection A vehicle protrusion determination device comprising a detector for detecting information,
The processing circuit calculates a margin space of the inflow road into which the vehicle can enter based on the position information and a road structure of the inflow road, and based on the margin space and the size of the vehicle, A vehicle overrun determination device that determines the possibility of a vehicle overhanging the intersection road.