JP2015152386A - Driving support device, driving support method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device, driving support method, and program for enabling a self vehicle to reliably perform lane change to a branch lane at a branch point after the self vehicle during an automatic operation overtakes a preceding vehicle.SOLUTION: A driving support device includes: first grace time acquisition means for acquiring a first grace time to complete lane change to a branch lane at a branch point after a self vehicle overtakes a preceding vehicle in a case where the preceding vehicle positioned anterior to the self vehicle during an automatic operation is detected on the front side of the branch point; completion determination means for determining whether lane change to the branch lane is to be completed after the self vehicle overtakes the preceding vehicle; overtake determination means for determining whether necessity to overtake the preceding vehicle exists based on the first grace time and the determination result of the completion determination means; and overtake route setting means for setting an overtake route for allowing the self vehicle to overtake the preceding vehicle when the necessity to overtake the preceding vehicle is determined by the overtake determination means.

Description

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

2. Description of the Related Art Conventionally, various techniques have been proposed for assisting automatic driving of a host vehicle by determining whether the lane of the host vehicle can be changed when the host vehicle changes lanes by automatic driving.
For example, in the driving support device described in Patent Document 1, the traffic situation in the lane to which the lane is changed is acquired by the inter-vehicle communication device or the vehicle sensor, and the control ECU determines the lane of the host vehicle based on the acquired traffic situation. Predict the effect of the change on the vehicle following the host vehicle after the lane change. And the influence given to the following vehicle of the own vehicle predicts the influence which it has on the traffic flow of the lane change destination, and determines the lane change possibility of the own vehicle based on the prediction of the influence on the traffic flow of the lane change destination. It is configured as follows.

JP 2011-186737 A

In the driving support device described in Patent Document 1 described above, whether or not the lane of the host vehicle can be changed is determined in consideration of the influence on the traffic flow of the lane change destination.
However, overtaking the preceding vehicle located in front of the lane in which the vehicle is traveling in the automatic driving, at the front side of the branch point where the lane change to the branch lane such as interchanges and junctions such as highways on national highways and urban highways is necessary In such a case, the lane change to the branch lane at the branch point may not be in time.

  Accordingly, the present invention has been made to solve the above-described problems, and can surely change the lane to the branch lane at the branch point after the self-driving vehicle overtakes the preceding vehicle. Provided are a driving support device, a driving support method, and a program which can be performed.

  In order to achieve the above object, the driving support device (2) according to the present invention travels in the same lane as the vehicle in which the host vehicle is driving automatically, and moves a preceding vehicle located in front of the host vehicle. When the preceding vehicle is detected by the preceding vehicle detecting means on the front side from a branch point located in front of the own vehicle, the preceding vehicle detecting means (76A, 77) to detect, After overtaking the vehicle, first grace time acquisition means (41) for acquiring a first grace time for completing the lane change to the branch lane at the branch point, and after the host vehicle overtakes the preceding vehicle It is necessary to overtake the preceding vehicle based on the completion determination means (41) for determining whether or not the lane change to the branch lane is completed, and based on the first grace time and the determination result of the completion determination means. An overtaking determining means (41) for determining whether or not the overtaking path is set for the own vehicle to overtake the preceding vehicle when it is determined by the overtaking determining means that the preceding vehicle needs to be overtaken. And an overtaking path setting means (41).

  In addition, the driving support method according to the present invention includes a control unit and preceding vehicle detection means that detects a preceding vehicle that travels in the same lane as the host vehicle travels and is located in front of the host vehicle. A driving support method executed by the provided driving support device, wherein the control unit executes a lane that is the same as the lane in which the host vehicle is running automatically, and is positioned in front of the host vehicle. When the preceding vehicle is detected by the preceding vehicle detecting step, the preceding vehicle detecting step for detecting the preceding vehicle by the preceding vehicle detecting means, and on the near side from the branch point located in front of the own vehicle, A first grace time acquisition step of obtaining a first grace time for completing a lane change to a branch lane at the branch point after the host vehicle overtakes the preceding vehicle; A completion determination step for determining whether or not a lane change to the branch lane is completed, and a determination result of the first delay time acquired in the first delay time acquisition step and the determination result of the completion determination step And determining whether or not the preceding vehicle needs to be overtaken based on the above, and if it is determined in the overtaking determination step that the preceding vehicle needs to be overtaken, the host vehicle is the preceding vehicle. And an overtaking path setting step for setting an overtaking path for overtaking.

  In addition, the program according to the present invention is in an automatic operation on a computer that travels in the same lane as the host vehicle travels and includes a preceding vehicle detection unit that detects a preceding vehicle positioned in front of the host vehicle. A preceding vehicle detection step for detecting the preceding vehicle located in front of the own vehicle by the preceding vehicle detection means, and a position in front of the own vehicle. When the preceding vehicle is detected in the preceding vehicle detection step on the near side from the branch point to be performed, the vehicle changes over to the branch lane at the branch point after the host vehicle has overtaken the preceding vehicle. A first grace time acquisition step of acquiring the first grace time, and whether or not the lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle. An overtaking determination step for determining whether it is necessary to overtake the preceding vehicle based on the determination step, and the first grace time acquired in the first grace time acquisition step and the determination result of the completion determination step; A program for executing an overtaking path setting step for setting an overtaking path for the host vehicle to overtake the preceding vehicle when it is determined in the overtaking determining step that the preceding vehicle needs to be overtaken. is there.

  In the driving support device (2), the driving support method, and the program having the above-described configuration, the first grace time for completing the lane change to the branch lane at the branch point after the self-driving vehicle overtakes the preceding vehicle. And whether or not it is necessary to overtake the preceding vehicle based on the determination result of whether or not the lane change to the branch lane is completed. When it is determined that it is necessary to overtake the preceding vehicle, an overtaking route is set for the host vehicle to overtake the preceding vehicle. As a result, the self-driving vehicle can automatically change the lane to the branch lane at the branch point after overtaking the preceding vehicle by traveling along the overtaking route.

It is a block diagram which shows an example of a structure of the own vehicle which concerns on this embodiment. It is a main flowchart which shows the "automatic driving control process" performed in a navigation apparatus. 3 is a sub-flowchart showing a sub-process of “interruption section detection process” in FIG. 2. FIG. 4 is a sub-flowchart showing a sub-process of “interrupt section joining process” in FIG. 3. FIG. It is explanatory drawing explaining the coupling | bonding of an interruption area. FIG. 3 is a sub-flowchart showing a sub-process of “preceding vehicle overtaking process” of FIG. 2. FIG. FIG. 7 is a sub-flowchart showing a sub-process of the “passing necessity determination process” of FIG. 6. It is explanatory drawing explaining the overtaking of a preceding vehicle.

  DETAILED DESCRIPTION Hereinafter, a driving support apparatus, a driving support method, and a program according to an embodiment of the present invention will be described in detail with reference to the drawings based on an embodiment.

[Schematic configuration of own vehicle 1]
First, a schematic configuration of the host vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the host vehicle 1 according to the present embodiment is basically composed of a navigation device 2 installed on the host vehicle 1 and a vehicle control ECU (Electronic Control Unit) 3.

  Here, the navigation device 2 is provided on the center console or panel surface of the interior of the host vehicle 1, and displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the host vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, the route to the destination is searched, and guidance according to the set guide route is displayed on the liquid crystal display 15 and the speaker 16. To do. The detailed configuration of the navigation device 2 will be described later.

  The vehicle control ECU 3 is an electronic control unit that controls the entire host vehicle 1. The vehicle control ECU 3 is connected to a navigation control unit 13 (to be described later) included in the navigation device 2. The vehicle control ECU 3 detects a vehicle-mounted display (vehicle-mounted LCD) 5 for displaying a speedometer, a human interface (HMI) 6, a front shooting camera 76A, a rear shooting camera 76B, a millimeter wave radar 77, and a vehicle speed. A vehicle speed sensor 51 and the like are connected.

  The vehicle control ECU 3 includes a CPU 71 as an arithmetic device and a control device, an internal storage device such as a RAM 72 used as a working memory when the CPU 71 performs various arithmetic processes, and a ROM 73 in which a control program and the like are recorded. Yes. Then, the CPU 71 creates an operation plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  The human interface 6 is provided with an automatic operation start button 61 for instructing the start of automatic operation. The driver can instruct the vehicle control ECU 3 to start automatic driving by pressing the automatic driving start button 61 on a toll road such as a national highway, a city highway, and a general toll road.

  When an instruction to start automatic driving is input, the CPU 71 operates the driver for an interrupted section where it is difficult to cause the driving to be performed by automatic driving control on the guide route based on the driving plan. Set to switch from automatic operation that does not depend on manual operation to driver operation. Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and starts an automatic operation until an interruption section on the guide route. The setting of the interruption section on the guide route is basically performed in the route search executed by the CPU 41 of the navigation device 2. The interrupted section is, for example, a thin section in which a white line indicating a boundary of the traveling lane (for example, a roadside belt, a lane boundary line, etc.) cannot be recognized by the front photographing camera 76A.

  The front shooting camera 76A is attached in the vicinity of the rear mirror of the host vehicle 1, and is configured by a CCD camera or the like to capture the front of the host vehicle and outputs an image signal to the vehicle control ECU 3. The rear photographing camera 76B is attached to the rear end portion of the host vehicle 1, and is configured by a CCD camera or the like to photograph the rear of the host vehicle and outputs an image signal to the vehicle control ECU 3. The CPU 71 performs image processing on the image signal input from the front shooting camera 76 </ b> A, detects the relative position of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1, and outputs the detected position to the navigation device 2. In addition, the CPU 71 performs image processing on the image signal input from the front photographing camera 76A, and recognizes an image of a white line (for example, a roadside band, a lane boundary line, or the like) indicating the boundary of the traveling lane by edge detection or the like. To do.

  Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering and the like so that the host vehicle 1 travels along the white line. Further, the CPU 71 performs image processing on the image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects the inter-vehicle distance from other vehicles existing before and after the host vehicle 1, and sends it to the navigation device 2. Output. Further, the CPU 71 performs image processing on image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects a space around the host vehicle 1, and outputs the detected space to the navigation device 2.

  The millimeter wave radar 77 is attached to the center position of the front end of the host vehicle 1, detects the distance to the surrounding vehicle in front of the host vehicle and the relative speed of the surrounding vehicle, and detects the detected distance to the surrounding vehicle and the surrounding vehicle. Relative speed data is output to the vehicle control ECU 3. The CPU 71 detects the relative position and relative speed of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1 based on the distance to the surrounding vehicle and the relative speed data of the surrounding vehicle input from the millimeter wave radar 77, and the navigation device. Output to 2.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation device 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates via a mobile phone network or the like with a speaker 16 that outputs voice guidance related to the information center such as a road traffic information center (not shown) or a probe center (not shown), and a liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface of this was mounted | worn.

Instead of the touch panel 18, a remote controller, joystick, mouse, touch pad, etc. may be provided.
A vehicle speed sensor 51 is connected to the navigation control unit 13. The navigation control unit 13 is electrically connected to the vehicle control ECU 3 so as to be able to acquire a relative positional relationship, a relative speed, and the like of the surrounding vehicle in front of the host vehicle with respect to the host vehicle 1.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and includes the current position of the own vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  The communication device 17 is configured to be able to receive the latest traffic information distributed from a probe center (not shown), a road traffic information center, and the like at predetermined time intervals (for example, every 5 minutes). Yes. The “traffic information” is, for example, detailed information related to traffic information such as travel time of each link, road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, a traffic information database (traffic information DB) 27 stored in the hard disk, A driver (not shown) for reading a predetermined program and the like and writing predetermined data to the hard disk is provided.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. In addition, the traffic information DB 27 is composed of the actual length of the traffic jam created by collecting traffic information received from the probe center, the road traffic information center, etc., the required time, the cause of the traffic jam, the time when the traffic jam is expected to be resolved, and the like. Current traffic information, which is information related to traffic congestion on the current road, is stored in association with the link ID of the navigation map information 26 corresponding to each traffic information.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  In addition, as node data, actual road junctions (including intersections, T-junctions, etc.), node coordinates (positions) set for each road according to the radius of curvature, etc. Elevation, node attribute indicating whether the node is a node corresponding to an intersection, etc., a connection link number list that is a list of link IDs that are identification numbers of links connected to the node, and a node of a node adjacent to the node via a link Data related to an adjacent node number list that is a list of numbers is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Data indicating presence / absence of median, link slope, road width to which link belongs, number of lanes, legal speed, level crossing, etc., for corners, indicate curvature radius, intersection, T-junction, corner entrance and exit, etc. Regarding the road type, in addition to general roads such as national roads, prefectural roads and narrow streets, data representing toll roads such as national highways, urban highways, general toll roads, and toll bridges are recorded. As link data, the white line indicating the boundary of the lane for each link (for example, the roadside belt, the lane boundary line, etc.) disappears, the start point and the end point of the thin section that cannot be recognized by the front photographing camera 76A. A coordinate position (for example, latitude and longitude) is recorded as data of the interrupted section.

  Furthermore, regarding toll roads, data relating to the toll road entrance and exit attachment roads (rampways), toll gates (interchanges), charges for each travel section, and the like are recorded. A toll road such as a national highway, a city highway, a car road, and a general toll road is referred to as a toll road. National roads, major local roads, prefectural roads, municipal roads, etc., excluding toll roads, are called general roads.

  In addition, as search data, data used for searching and displaying a route to a set destination is recorded, and costs for passing through a node (hereinafter referred to as node cost) and roads are configured. Cost data used for calculating a search cost including a link cost (hereinafter referred to as a link cost), route display data for displaying a guide route selected by the route search on a map of the liquid crystal display 15, and the like. It is configured. This link cost is data indicating the average travel time required to pass through the link, and is, for example, “3 (min)”.

The facility data includes hotel, amusement park, palace, hospital, gas station, parking lot, station, airport, ferry landing, interchange (IC), junction (JCT), service area, parking area (PA). POI names and addresses, telephone numbers, coordinate positions on the map (for example, latitude and longitude of the center position, entrance, exit, etc.), facility icons and landmarks that display the location of the facility on the map, etc. Are stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes. Further, the ROM 43 stores programs such as “automatic driving control processing” (see FIG. 2) for performing automatic driving continuation determination, new setting of an interrupted section, determination of necessity of overtaking the preceding vehicle, and the like, which will be described later. .

  The operation unit 14 is operated when correcting the current position at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or when searching for information about facilities, etc. Consists of keys and multiple operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal method or the like that directly presses the screen of the liquid crystal display 15.

[Automatic operation control processing]
Next, in the host vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2 and includes determination of continuation of automatic driving, new setting of an interrupted section, determination of necessity of overtaking the preceding vehicle, etc. The “automatic operation control process” for performing the above will be described with reference to FIGS.

  In the program shown in the flowchart of FIG. 2, a guide route (scheduled travel route) in which a section where automatic driving control is performed on a toll road (automatic driving section) and an interruption section where automatic driving control cannot be performed is determined. Thus, after being transmitted to the vehicle control ECU 3, the process is executed every predetermined time, for example, every 100 milliseconds. Further, for example, when the automatic driving start button 61 is pressed and turned on in an automatic driving section on a toll road, the vehicle control ECU 3 indicates that automatic driving has started after starting automatic driving control. An automatic driving start signal is output to the navigation device 2.

  Here, the automatic operation start button 61 is switched between ON and OFF every time the user presses it. When the automatic driving start button 61 is turned on in a state where the vehicle travels in an automatic driving section (excluding a section set as an interruption section), the automatic driving control is started, while the automatic driving control is being executed. When it is turned OFF, the automatic operation control ends even during traveling in the automatic operation section, and the operation is switched to manual operation depending on the operation of the driver.

  As shown in FIG. 2, first, in step (hereinafter abbreviated as S) 11, the CPU 41 determines whether or not an automatic driving start signal indicating that automatic driving has started is input from the vehicle control ECU 3, that is, automatic A determination process for determining whether or not the operation start button 61 is ON is executed. And when it determines with the automatic driving | operation start button 61 being turned ON (S11: YES), it transfers to S14. On the other hand, if it is determined that the automatic operation start button 61 is not turned on (S11: NO), the CPU 41 proceeds to S12.

  In S12, the CPU 41 determines whether or not automatic driving control by the vehicle control ECU 3 is being executed. If it is determined that the automatic driving control by the vehicle control ECU 3 is being executed (S12: YES), the CPU 41 proceeds to S13. On the other hand, if it is determined that the automatic driving control by the vehicle control ECU 3 is not being executed (S12: NO), the CPU 41 ends the “automatic driving control process”.

  In S13, the CPU 41 executes an automatic operation control end process. Specifically, the CPU 41 transmits an instruction signal for terminating the automatic driving control to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 ends the automatic driving control, switches to manual driving depending on the operation of the driver, and ends the automatic driving control processing program.

  On the other hand, in S14, the CPU 41 determines whether or not the vehicle position is within the automatic driving section on the guide route based on the vehicle position detected by the current location detection processing unit 11 and the navigation map information 26. In addition, it is desirable to specify the vehicle position in detail using a high-precision location technology. Here, the high-accuracy location technology detects the white line and road surface paint information captured from the rear photographing camera 76B by image recognition, and further collates with the map information DB 25 that stores the white line and road surface paint information in advance. This is a technology that makes it possible to detect a traveling lane and a highly accurate vehicle position. The details of the high-accuracy location technology are already known and will be omitted.

  And when it determines with the own vehicle position not being in an automatic driving area (S14: NO), CPU41 transfers to the process of S12. On the other hand, when it is determined that the vehicle position is within the automatic driving section (S14: YES), the CPU 41 proceeds to the process of S15. In S15, the CPU 41 executes a sub-process (see FIG. 3) of the “interrupt section detection process”. The sub-process of “interrupt section detection process” uses the front camera 76A and the like while the host vehicle 1 is traveling as described later, and travels with automatic driving control outside the section already set as the interrupt section. This is a process of detecting a section where a situation that is difficult to perform is detected and newly setting the section as an interrupted section.

  Next, in S16, the CPU 41 determines whether or not the vehicle control ECU 3 is interrupting the automatic driving control. Here, even if the host vehicle 1 is traveling in the automatic driving section, the vehicle control ECU 3 interrupts the automatic driving control of the host vehicle 1 when the host vehicle 1 is located in the set interrupting section. Then, switch to manual operation depending on the driver's operation.

  If the vehicle control ECU 3 determines that the automatic driving control is not interrupted (S16: NO), the CPU 41 proceeds to S17. In S <b> 17, the CPU 41 determines whether or not the own vehicle 1 has entered the interruption section. The interruption section is set in advance for the guide route on which the host vehicle 1 travels. The interruption interval is also set in a sub-process (see FIG. 3) of “interruption interval detection process” described later.

  And when it determines with the own vehicle 1 having entered into the interruption area (S17: YES), CPU41 transfers to the process of S18. In S18, the CPU 41 executes the automatic operation control interruption process. Specifically, the CPU 41 transmits an interruption instruction signal indicating that automatic driving control is temporarily interrupted to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 temporarily stops the automatic driving control and switches to manual driving depending on the operation of the driver.

  On the other hand, when it is determined that the host vehicle 1 has not entered the interruption section (S17: NO), the CPU 41 proceeds to the process of S19 and does not transmit an interruption signal to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 continuously performs automatic driving control. In S <b> 19, the CPU 41 executes a sub-process (see FIG. 6) of a “preceding vehicle overtaking process” described later, and then ends the “automatic driving control process”.

  On the other hand, when it is determined in S16 that the vehicle control ECU 3 is interrupting the automatic driving control (S16: YES), the CPU 41 proceeds to S20. In S20, the CPU 41 executes a determination process for determining whether or not the host vehicle 1 has left the suspended section. And when it determines with the own vehicle 1 not leaving the interruption area (S20: NO), CPU41 continues interruption of automatic driving control by vehicle control ECU3, and the said "automatic driving control process" Exit.

  On the other hand, when it is determined that the host vehicle 1 has left the interrupted section (S20: YES), the CPU 41 proceeds to the process of S21. In S21, the CPU 41 executes the automatic operation control restart process. Specifically, the CPU 41 transmits a restart instruction signal for restarting the automatic driving control that has been interrupted to the vehicle control ECU 3. As a result, the CPU 71 of the vehicle control ECU 3 resumes the interrupted automatic driving control and switches from manual driving to automatic driving control that does not depend on the operation of the driver. Thereafter, the CPU 41 ends the “automatic operation control process”.

[Intermediate section detection]
Next, the sub-process of the “intermediate section detection process” executed by the CPU 41 in S15 will be described with reference to FIG. As shown in FIG. 3, first, in S <b> 111, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. In addition, it is desirable to specify the vehicle position in detail using a high-precision location technology. In S112, the CPU 41 acquires route information ahead of the traveling direction of the host vehicle 1. For example, route information within 1 km is acquired along the guidance route (scheduled travel route) from the vehicle position.

  Subsequently, in S113, the CPU 41 executes a determination process for determining whether or not it is connected to a traffic information server such as an external server or a road traffic information center in which an interruption history of automatic driving control of other vehicles is stored. If it is determined that the vehicle 41 is connected to a traffic information server such as an external server or a road traffic information center that stores the interruption history of automatic driving control of other vehicles (S113: YES), the CPU 41 proceeds to S114. Transition to processing. In S <b> 114, the CPU 41 obtains the latest automatic driving control interruption history and the latest in the section ahead of the traveling direction of the host vehicle 1 (hereinafter referred to as “detection target section”) from which the route information is acquired from the traffic information server in S <b> 112. Get traffic information.

  On the other hand, when it is determined that it is not connected to an external server or a traffic information server such as a road traffic information center that stores the interruption history of the automatic driving control of other vehicles (S113: NO), the CPU 41 Transition to processing. In S115, the CPU 41 determines whether or not a front photographing camera 76A, a millimeter wave radar 77, a sensor, and the like for detecting the external environment of the vehicle are connected to the vehicle control ECU 3. Examples of the sensor include a rain sensor and an illuminance sensor for detecting rain and snow.

  If it is determined that the front photographing camera 76A, the millimeter wave radar 77, the sensor, and the like for detecting the external environment of the vehicle are connected to the vehicle control ECU 3 (S115: YES), the CPU 41 performs S116. Move on to processing. In S <b> 116, the CPU 41 requests the vehicle control ECU 3 to detect the external environment around the host vehicle 1 using the front photographing camera 76 </ b> A, the millimeter wave radar 77, a sensor, and the like and transmit each detection data. To do. On the other hand, when it is determined that the front photographing camera 76A for detecting the external environment of the vehicle, the millimeter wave radar 77, the sensor, and the like are not connected to the vehicle control ECU 3 (S115: NO), the CPU 41 performs S117. Move on to processing.

  In S117, the CPU 41, among the sections ahead of the traveling direction of the host vehicle 1 that acquired the route information in S112 based on the interruption history and traffic information acquired in S114 and the external environment detected in S116, has already It is determined whether or not there is a section in which a situation where it is difficult to cause the automatic driving control to run is performed except for the section set as the suspension section. When the CPU 41 determines that there is a section in which a situation where it is difficult to cause the vehicle to travel by the automatic driving control exists, the CPU 41 newly specifies the section as an interrupted section.

  Note that the interrupted section specified in S117 was not specified at the time of route search, but is an interrupted section that can be specified for the first time when the host vehicle 1 reaches the site. For example, the CPU 41 performs the following (1 The section corresponding to any of the conditions (4) to (4) is specified as an interrupted section.

(1) A section in which no interruption history existed when searching for a route, but a new interruption history occurred when another vehicle interrupted the automatic driving control before the host vehicle 1 arrived at the site.
(2) A section in which a lane restriction is newly generated due to an accident, a construction work, a fallen object, or the like after the route search, and it is impossible to determine which lane is the restricted lane.
(3) When the road surface is imaged by the front photographing camera 76A, the white line demarcation lines (for example, roadside belts, roadway center lines, lane boundary lines, etc.) indicating the boundaries of the traveling lane disappear or are photographed in front. A section in which it is newly detected that the captured image of the camera 76A is thin enough to be unrecognizable.
(4) A section that cannot be predicted at the time of route search but is difficult to detect by the front-facing camera 76 </ b> A or the sensor or difficult to control the vehicle (for example, heavy rain, heavy fog, snow cover, road surface freezing).

  Subsequently, in S118, the CPU 41 executes determination processing for determining whether or not an interrupted section is newly specified in SS117. If it is determined that the interrupted section is not newly specified (S118: NO), the CPU 41 ends the sub-process of the “interrupt section detection process” without setting a new interrupted section. Then, returning to the main flowchart, the process proceeds to S16.

  On the other hand, when it is determined that the interrupted section is newly specified (S118: YES), the CPU 41 proceeds to the process of S119. In S <b> 119, the CPU 41 executes a sub-process (see FIG. 4) of “interrupt section joining process” which will be described later. In addition, the sub-process of “interrupt section joining process” is set as one continuous interrupt section by connecting the interrupt sections continuously arranged along the guide route satisfying certain conditions as will be described later. It is processing. That is, since a new interrupted section is specified in S117, it is determined whether to join the interrupted sections for the new interrupted section. If necessary, the interrupted sections are combined (see FIG. 5). .

  In S120, the CPU 41 resets a section for performing automatic driving control of the guidance route (automatic driving section) and an interrupting section for which automatic driving control cannot be performed according to the newly specified and combined interrupted section. To the vehicle control ECU 3. Thereafter, the CPU 41 ends the sub-process of the “interruption section detection process”, returns to the main flowchart, and proceeds to the process of S16.

  Thereby, CPU71 of vehicle control ECU3 changes the control content of automatic driving control according to a new guidance route. Specifically, the CPU 71 changes the control content so that automatic operation control is not performed in a section newly set as an interrupted section. In addition, the CPU 71 makes a change when it is necessary to change the control content of the automatic operation control in other sections. As a result, the CPU 71 can perform the automatic operation control reflecting the newly specified and combined interrupted section.

[Join processing of interrupted sections]
Next, the sub-process of “interrupt section joining process” executed by the CPU 41 in S119 will be described with reference to FIGS. As shown in FIG. 4, first, in S211, the CPU 41 includes a plurality of interrupted sections on the guide route including the interrupted section newly specified in S117 for the guide route to be processed. A determination process for determining whether or not is executed. If it is determined that only one interruption section is included or no interruption section is included (S211: NO), the CPU 41 does not combine the interruption sections and performs the “interruption section combination process”. The sub-process is terminated, the process returns to the “interrupt section detection process” sub-process, and the process proceeds to S120.

  On the other hand, when it is determined that a plurality of interrupted sections are included on the guide route as a processing target (S211: YES), the CPU 41 proceeds to the process of S212. Here, the subsequent processes of S212 to S218 are performed for each interruption section included in the guide route to be processed. First, processing is executed for the interruption section that is closest to the departure place, and thereafter, processing is executed in order from the interruption section that is closest to the departure place. And the process of S212-S218 is performed for the interruption area one side before the interruption area in the most destination side. Thereafter, the CPU 41 ends the sub-process of the “interrupt section joining process”, returns to the sub-process of the “interrupt section detection process”, and proceeds to the process of S120.

  In S212, the CPU 41 obtains the start point X1, end point X2, and distance L1 (= | X2-X1 |) of the interrupted section to be processed. In step S213, the CPU 41 starts and stops the next start point Y1, end point Y2, and distance L2 (interrupt section set adjacent to the destination side of the interrupt section to be processed). = | Y2-Y1 |) respectively.

  Subsequently, in S <b> 214, the CPU 41 determines an interruption interval to be processed (hereinafter referred to as “first interruption interval”) and an interruption interval to be processed next (hereinafter referred to as “second interruption interval”). A distance L3 (= | X2-Y1 |) is calculated. And in S215, CPU41 estimates the vehicle speed V of the vehicle which drive | works between the 1st interruption area and the 2nd interruption area.

  The vehicle speed V may be the legal speed (for example, 80 km / hour) of the currently running link specified based on the navigation map information 26, or the average vehicle speed of the corresponding section obtained from the current traffic information and probe information. It is good. In addition, it is desirable to predict in consideration of traffic information such as traffic jam information. Further, the vehicle speed of the host vehicle 1 at the current time (that is, when a new interruption section is specified) is acquired using the vehicle speed sensor 51, and the acquired vehicle speed travels between the first interruption section and the second interruption section. The vehicle speed V of the host vehicle 1 is preferably estimated.

  Thereafter, in S216, the CPU 41 travels from the end point of the first interrupted section to the start point of the second interrupted section based on the distance L3 calculated in S214 and the vehicle speed V predicted in S215. The required time Z (= L3 / V) required for the calculation is calculated. Subsequently, in S217, the CPU 41 determines whether or not the required time Z calculated in S216 is equal to or less than a predetermined time threshold.

  Here, in S217, the time threshold value that is the determination criterion for the required time Z is set based on, for example, the road type and the road shape, and the switching interval between the automatic driving control and the manual driving based on the driver's operation is set to the user. For example, the upper limit time that is judged to be complicated is set to 1 minute, for example. In S217, it is determined whether or not the required time Z is equal to or less than the time threshold, and whether or not the distance L3 between the first interruption interval and the second interruption interval is equal to or less than the distance threshold (for example, 1 km). It is good also as a structure. Note that the user may set a time threshold value or a distance threshold value.

  When it is determined that the required time Z calculated in S216 is longer than the predetermined time threshold (S217: NO), the CPU 41 returns to the process of S212 and changes the interruption section to be processed. , S212 and the subsequent processes are executed again. On the other hand, when it is determined that the required time Z calculated in S216 is equal to or less than the predetermined time threshold (S217: YES), the CPU 41 proceeds to the process of S218.

  In S218, the CPU 41 connects the first suspension section and the second suspension section, and sets it as one continuous suspension section. Thereafter, the CPU 41 returns to the process of S212, changes the interruption section to be processed, and then executes the processes after S212 again. Then, after the processing of S212 to S218 has been performed for the interruption section one before the interruption section closest to the destination side, the CPU 41 ends the sub-process of the “interruption section combination process” Then, the process returns to the sub-process of “interrupt section detection process”, and proceeds to the process of S120.

  For example, as shown in FIG. 5, the case where two interruption sections A and B are set adjacently along the guide route will be described. In this case, unless the interruption sections are combined in S218, automatic operation control is performed up to the point X1, and manual operation is performed from the point X1 to the point X2 according to the operation of the driver. Then, the automatic driving control is performed from the point X2 to the point Y1, the manual driving depending on the operation of the driver is performed from the point Y1 to the point Y2, and the automatic driving control is performed after the point Y2. Therefore, switching between automatic operation control and manual operation is frequently performed.

  On the other hand, when the suspension section A and the suspension section B are connected in S218 and a new suspension section C starting from X1 and ending at Y2 is set, the driver continues from point X1 to point Y2. Since manual operation depending on operation is performed, frequent switching between automatic operation control and manual operation can be prevented.

[Passing vehicle handling]
Next, the sub-process of the “preceding vehicle overtaking process” executed by the CPU 41 in S19 will be described with reference to FIGS. As shown in FIG. 6, first, in S <b> 311, the CPU 41 executes a sub-process (see FIG. 7) of the “passing necessity determination process”. In addition, the sub-process of the “passing necessity determination process” is performed after the preceding vehicle traveling in front of the traveling lane on which the host vehicle 1 travels is overtaken in front of a branch point such as a toll road as described later. This is a process for determining whether or not a lane change to a branch lane at a branch point can be performed.

  Here, the sub-process of the “passing necessity determination process” executed by the CPU 41 in S311 will be described with reference to FIGS. As shown in FIG. 7, first, in S411, the CPU 41 determines that a preceding vehicle traveling at a speed slower than the vehicle speed of the host vehicle 1 is within a predetermined distance from the host vehicle 1 in front of the traveling lane on which the host vehicle 1 travels. For example, a determination process for determining whether or not the object exists within 200 m is executed.

  Specifically, the CPU 41 requests the vehicle control ECU 3 to transmit the relative position and the relative speed with respect to the own vehicle 1 detected for each of the surrounding vehicles in front of the own vehicle. The CPU 71 of the vehicle control ECU 3 performs image processing on the image signal input from the front shooting camera 76 </ b> A, and detects the relative position of the surrounding vehicle in front of the host vehicle with respect to the host vehicle 1. Further, the CPU 71 detects the relative position and relative speed of the surrounding vehicle ahead of the host vehicle with respect to the host vehicle 1 based on the distance to the surrounding vehicle and the relative speed data of the surrounding vehicle input from the millimeter wave radar 77. And CPU71 transmits the relative position and relative speed with respect to the own vehicle 1 which were detected about each of the surrounding vehicles ahead of the own vehicle to the navigation apparatus 2.

  Then, the CPU 41 stores the relative position and relative speed of the surrounding vehicle ahead of the host vehicle received from the vehicle control ECU 3 with respect to the host vehicle 1 in the RAM 42. Then, the CPU 41 reads the relative position and relative speed of the surrounding vehicle ahead of the host vehicle received from the vehicle control ECU 3 from the RAM 42, and a predetermined distance from the host vehicle 1 ahead of the travel lane on which the host vehicle 1 travels. Within, for example, within 200 m, and whether the speed of the preceding vehicle is slower than the vehicle speed of the host vehicle 1, that is, the relative speed with respect to the host vehicle 1 is a negative value (for example, −20 km / Time)).

  And, there is no preceding vehicle within a predetermined distance from the own vehicle 1, for example, within 200 m ahead of the traveling lane in which the own vehicle 1 travels, or the preceding vehicle located in front of the traveling lane in which the own vehicle 1 travels. Is determined to be higher than the vehicle speed of the host vehicle 1, that is, the relative speed with respect to the host vehicle 1 is a positive value (for example, 5 km / hour) (S411: NO), the CPU 41 Then, the sub-process of the “passing necessity determination process” ends. Then, the CPU 41 returns to the sub-process of “preceding vehicle overtaking process”, and proceeds to the process of S312.

  On the other hand, a preceding vehicle exists within a predetermined distance from the own vehicle 1, for example, within 200 m, in front of the traveling lane on which the own vehicle 1 travels, and the speed of the preceding vehicle is slower than the vehicle speed of the own vehicle 1. That is, if it is determined that the relative speed with respect to the host vehicle 1 is a negative value (for example, −20 km / hour) (S411: YES), the CPU 41 proceeds to the process of S412.

  In S <b> 412, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. Then, the CPU 41 acquires from the navigation map information 26 the distance L5 from the vehicle position to the start point of the branch point located forward in the traveling direction of the vehicle 1 and stores it in the RAM 42. For example, as shown in FIG. 8, the branch lane heading from the travel lane 81 to the destination at the start point 82A of the branch point 82 located in front of the travel lane in which the host vehicle 1 travels from the host vehicle position. The distance L5 to the point 82A closest to the junction that enters 83 is acquired from the navigation map information 26 and stored in the RAM 42.

  In S413, the CPU 41 requests the vehicle control ECU 3 to transmit the set speed V1 set by the driver of the host vehicle 1. Then, the CPU 41 stores the set speed V1 received from the vehicle control ECU 3 in the RAM 42. Subsequently, in S414, the CPU 41 reads the relative speed of the preceding vehicle with respect to the host vehicle 1 from the RAM. Further, the CPU 41 acquires the current vehicle speed of the host vehicle 1 using the vehicle speed sensor 51, adds the relative speed of the preceding vehicle to the host vehicle 1 to the vehicle speed of the host vehicle 1, and obtains the speed V2 of the preceding vehicle. Calculate and store in RAM.

  In S415, the CPU 41 passes the preceding vehicle over the preceding vehicle at the set speed V1 and reaches the start point of the branch point from the time point T1 until the preceding vehicle reaches the start point of the branch point at the speed V2. (First grace time), that is, the time T1 that can be used for changing the lane to the branch lane at the branch point obtained by the own vehicle 1 passing the preceding vehicle at the set speed V1 is calculated and stored in the RAM 42. Specifically, the CPU 41 reads the distance L5 from the own vehicle position to the start point of the branch point, the set speed V1 of the own vehicle 1 and the speed V2 of the preceding vehicle from the RAM 42, and the own vehicle 1 passes the preceding vehicle. The time T1 obtained by this is calculated by the following equation (11) and stored in the RAM 42.

  (Time T1) = (Distance L5) ÷ (Speed V2) − (Distance L1) ÷ (Set speed V1) (11)

  Subsequently, in S416, the CPU 41 executes a determination process for determining whether the time T1 calculated by the equation (11) is equal to or longer than the first threshold time TH1, for example, equal to or longer than 60 seconds. That is, the CPU 41 determines whether or not there is sufficient time available for changing the lane from the overtaking lane to the branch lane when the host vehicle 1 passes the preceding vehicle and reaches the start point of the branch point. The determination process to be executed is executed.

  When it is determined that the time T1 calculated by the equation (11) is shorter than the first threshold time TH1 (S416: NO), the CPU 41 ends the sub-process of the “passing necessity determination process”. To do. Then, the CPU 41 returns to the sub-process of “preceding vehicle overtaking process”, and proceeds to the process of S312. On the other hand, when it is determined that the time T1 calculated by the equation (11) is equal to or longer than the first threshold time TH1 (S416: YES), the CPU 41 proceeds to the process of S417.

  For example, when the distance L5 from the own vehicle position to the start point of the branch point is 8 km, the set speed V1 of the own vehicle 1 is 100 km / hour, and the speed V2 of the preceding vehicle is 80 km / hour, the CPU 41 From (11), (time T1) = 8 ÷ 80 × 3600−8 ÷ 100 × 3600 = 72 (seconds) is calculated. If the first threshold time TH1 is 60 seconds, the CPU 41 determines that the time T1 is equal to or greater than the first threshold time TH1 (S416: YES), and proceeds to the processing of S417.

  In S417, the CPU 41 reads the relative position of the preceding vehicle with respect to the own vehicle 1, calculates the inter-vehicle distance LC (see FIG. 8) between the own vehicle 1 and the preceding vehicle, and stores it in the RAM. Then, the CPU 41 reads the inter-vehicle distance LC between the host vehicle 1 and the preceding vehicle, the speed V2 of the preceding vehicle, and the set speed V1 of the host vehicle 1 from the RAM 42. Then, the CPU 41 divides the distance obtained by adding two vehicle lengths, for example, 6 m, to the inter-vehicle distance LC by the speed difference ΔV between the set speed V1 and the speed V2, and further, the vehicle 1 Is multiplied by the set speed V1 to calculate the travel distance traveled by the host vehicle 1 until the overtaking is completed from the host vehicle position.

  Then, the CPU 41 determines the coordinate position (for example, latitude) of the overtaking completion point where the own vehicle 1 traveled in the overtaking lane and overtook the preceding vehicle from the traveling distance that the own vehicle 1 traveled from the own vehicle position until the overtaking was completed. And the longitude) are acquired from the navigation map information 26. Thereafter, the CPU 41 obtains the lane changeable distance L6 from this overtaking completion point to the lane change allowable point where the lane change to the branch lane at the branch point located in front of the traveling direction of the host vehicle 1 is allowed. And stored in the RAM 42.

  For example, as shown in FIG. 8, the CPU 41 moves from the overtaking completion point 86 where the host vehicle 1 has overtaken the preceding vehicle 85 to the lane change allowable value point 82B where the lane change from the overtaking completion point 86 to the branch lane 83 at the branch point 82 is permitted. The lane changeable distance L6 is acquired from the navigation map information 26 and stored in the RAM 42.

  Subsequently, in S418, the CPU 41 acquires, based on the navigation map information 26, the number of lane changes N1 for changing the lane from the overtaking completion point where the host vehicle 1 travels in the overtaking lane and overtakes the preceding vehicle to the branch lane. Store in the RAM 42. In S419, the CPU 41 calculates a grace time T2 (second grace time) per lane change required when the vehicle 1 changes the lane from the overtaking completion point where the host vehicle 1 has overtaken the preceding vehicle to the branch lane at the branch point. And stored in the RAM 42. Specifically, the CPU 41 reads the lane changeable distance L6, the set speed V1 of the host vehicle 1 and the number of lane changes N1 from the RAM 42, and calculates a grace time T2 per lane change by the following equation (12). And stored in the RAM 42.

  (Grace time T2) = (lane changeable distance L6) ÷ (set speed V1) ÷ (lane change count N1) (12)

  For example, as shown in FIG. 8, the lane change count N <b> 1 for changing the lane from the overtaking lane 87 where the host vehicle 1 has overtaken the preceding vehicle 85 to the branch lane 83 is two. Further, when the lane changeable distance L6 from the overtaking completion point 86 where the own vehicle 1 has overtaken the preceding vehicle 85 to the lane change allowable value point 82B is 1 km, and the set speed V1 of the own vehicle 1 is 100 km / hour The CPU 41 calculates the grace time T2 = 1 ÷ 100 × 3600/2 = 18 (seconds) from the equation (12) and stores it in the RAM 42.

  Thereafter, in S420, the CPU 41 performs a determination process for determining whether or not the grace time T2 per lane change calculated by the equation (12) is greater than or equal to the second threshold time TH2, for example, greater than or equal to 10 seconds. Run. That is, when changing the lane from the overtaking completion point to the branch lane, the CPU 41 executes a determination process for determining whether or not there is sufficient time available for changing one lane. When the driver changes the course while traveling in the same direction, the driver needs to signal 3 seconds before that. In addition, it is necessary to spend about 3 seconds per lane change for lane change. Therefore, the second threshold time TH2 needs to be 3 seconds + 3 seconds = 6 seconds or more, and for example, about 10 seconds is appropriate.

  When the grace time T2 per lane change is less than the second threshold time TH2 (S420: NO), the CPU 41 determines that it is not necessary to overtake the preceding vehicle, and the “passing necessity determination process”. ”Is finished. Then, the CPU 41 returns to the sub-process of “preceding vehicle overtaking process”, and proceeds to the process of S312. On the other hand, when the grace time T2 per lane change is equal to or longer than the second threshold time TH2 (S420: YES), the CPU 41 proceeds to the process of S421. For example, when the grace time T2 per lane change is 18 (seconds) and the second threshold time TH2 is 10 (seconds), the CPU 41 determines that the grace time T2 is equal to or greater than the second threshold time TH2. .

  In S421, the CPU 41 determines that it is necessary to overtake the preceding vehicle, reads the overtaking necessary flag from the RAM 42, sets the overtaking necessary flag to ON, and stores it again in the RAM 42. When the navigation device 2 is activated, the overtaking required flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process of the “passing necessity determination process”. Then, the CPU 41 returns to the sub-process of “preceding vehicle overtaking process”, and proceeds to the process of S312.

  Subsequently, as shown in FIG. 6, in S <b> 312, the CPU 41 reads out the overtaking necessary flag from the RAM 42, and executes a determination process for determining whether or not the overtaking necessary flag is set to ON. If it is determined that the overtaking necessary flag is set to OFF (S312: NO), the CPU 41 determines that it is not necessary to overtake the preceding vehicle, and ends the sub-process of the “preceding vehicle overtaking process”. Then, the process returns to the main flowchart.

  On the other hand, when it is determined that the overtaking required flag is set to ON (S312: NO), the CPU 41 proceeds to the process of S313. In S313, the CPU 41 requests the vehicle control ECU 3 to measure the space from the front of the own vehicle to the rear of the own vehicle in the overtaking lane. That is, the CPU 41 requests the vehicle control ECU 3 to measure the distance to another vehicle traveling in front of or behind the own vehicle in the overtaking lane.

  As a result, the CPU 71 of the vehicle control ECU 3 performs image processing on the image data captured by the front capturing camera 76A and the image data captured by the rear capturing camera 76B, and from the front of the own vehicle to the rear of the own vehicle in the overtaking lane. The space length is measured and output to the navigation device 2. And CPU41 memorize | stores in RAM42 the length of the space from the own vehicle front in the overtaking lane input from vehicle control ECU3 to the back of the own vehicle.

  In S314, the CPU 41 requests the vehicle control ECU 3 to detect the type of the lane boundary line of the traveling lane that is currently traveling. Thereby, the CPU 71 of the vehicle control ECU 3 performs image processing on the image data captured by the front capturing camera 76 </ b> A, detects the type of the lane boundary line, and outputs it to the navigation device 2. And CPU41 memorize | stores in RAM42 the kind of lane boundary line input from vehicle control ECU3.

  Subsequently, in S <b> 315, the CPU 41 executes a determination process for determining whether or not it is possible to overtake the preceding vehicle traveling in front of the host vehicle 1. Specifically, the CPU 41 reads out the length of the space from the front of the host vehicle to the rear of the host vehicle in the overtaking lane from the RAM 42, and determines whether or not the length of the space is equal to or longer than the distance at which the lane can be safely changed. For example, the legal speed of the currently traveling link is read from the navigation map information 26, and it is determined whether or not the distance traveled for 10 seconds at this legal speed is, for example, 270 m or more. That is, the CPU 41 determines whether or not there is a space in the overtaking lane that can safely change lanes.

  Further, the CPU 41 reads out the type of the lane boundary line from the RAM 42 and determines whether or not the currently traveling lane is an overtaking lane. Then, the CPU 41 can overtake the preceding vehicle that travels ahead of the host vehicle 1 when there is a space in the overtaking lane where the lane can be changed safely and the currently running lane is an overtaking lane. It is determined that

  If it is determined that the preceding vehicle traveling in front of the host vehicle 1 cannot be overtaken (S315: NO), the CPU 41 ends the sub-process of the “preceding vehicle overtaking process” and returns to the main flowchart. On the other hand, if it is determined that the preceding vehicle traveling ahead of the host vehicle 1 can be overtaken (S315: YES), the CPU 41 proceeds to the process of S316. In S316, the CPU 41 overtakes the preceding vehicle from the own vehicle position, changes the lane to the branch lane, and then searches for the overtaking route to the destination based on the navigation map information 26.

  Subsequently, in S317, the CPU 41 switches from the current vehicle position to the overtaking lane and overtakes the preceding vehicle in place of the current guidance route, which is the recommended route, and then changes the lane to the branch lane to the destination. The overtaking route to be reached is set as a new guidance route and displayed on the map displayed on the liquid crystal display 15. Further, the CPU 41 reads out the route data of the overtaking route, the gradient information of each link on the route, the link length, etc., and outputs them to the vehicle control ECU 3 as route data of a new guide route. Then, the CPU 41 moves and displays the vehicle position mark indicating the vehicle position on the overtaking route displayed on the liquid crystal display 15 according to the movement of the own vehicle 1, starts the route guidance by voice, and performs the “preceding vehicle overtaking process”. ”And the process returns to the main flowchart.

  On the other hand, the CPU 71 of the vehicle control ECU 3 creates an operation plan based on the route data of the overtaking route received from the navigation device 2, the gradient information of each link on the overtaking route, the link length, and the like. Then, the CPU 71 continues the automatic driving on the overtaking route, changes the lane from the own vehicle position to the overtaking lane at the set speed V1, overtakes the preceding vehicle, and then changes the lane from the overtaking lane to the branching lane at the branch point. Head to the destination.

  For example, as shown in FIG. 8, the CPU 41 travels on the travel lane 81 from the vehicle position to the branch point 82 and changes to the recommended route 88 to change the lane to the branch lane 83 at the branch point 82. Then, after changing the lane to the overtaking lane 87 and overtaking the preceding vehicle 85, the overtaking route 89 from the overtaking lane 87 to the second lane and reaching the branch lane 83 is set as a new guidance route. Then, the CPU 41 reads out the route data of the overtaking route 89, the gradient information of each link on the route, the link length, etc., and outputs them to the vehicle control ECU 3 as route data of a new guide route.

  As described above in detail, in the host vehicle 1 according to the present embodiment, the CPU 41 of the navigation device 2 calculates the branch obtained by the host vehicle 1 overtaking the preceding vehicle at the set speed V1 calculated by the equation (11). The time T1 that can be used to change the lane to the branch lane at the point is equal to or more than the first threshold time TH1, and calculated from the above equation (12), the vehicle 1 overtakes the preceding vehicle and the overtaking completion point When the grace time T2 per lane change required when changing to a branch lane is equal to or longer than the second threshold time TH2, it is determined that the preceding vehicle needs to be overtaken.

  When it is determined that it is necessary to overtake the preceding vehicle, the CPU 41 can overtake from the length of the space from the front of the own vehicle to the rear of the own vehicle in the overtaking lane and the type of the driving lane currently running. When it is determined that there is an overtaking route, the overtaking route for the host vehicle to overtake the preceding vehicle is set, and the overtaking route is transmitted to the vehicle control ECU 3. As a result, the host vehicle 1 during automatic driving travels according to the overtaking route, so that it is possible to reliably and safely change the lane to the branch lane at the branch point after overtaking the preceding vehicle.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. In the embodiment of the present invention, the vehicle control ECU 3 does not depend on the driver's operation to control all the operations of the accelerator operation, the brake operation, and the steering wheel operation, which are the operations related to the behavior of the vehicle among the operations of the vehicle. It has been described as automatic operation. However, the automatic driving that does not depend on the driver's operation means that the vehicle control ECU 3 controls at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the vehicle operations. Good.

  Moreover, although the embodiment which actualized the driving support device according to the present invention has been described above, the driving support device can also have the following configuration, and in that case, the following effects can be obtained.

For example, the first configuration is as follows.
Current position acquisition means for acquiring the current position of the host vehicle, wherein the first window time acquisition means includes the vehicle speed of the host vehicle, the vehicle speed of the preceding vehicle, and the current position to the start point of the branch point. The first grace time is calculated based on the distance, and the overtaking determining means has the first grace time not less than a first threshold time, and the own vehicle has overtaken the preceding vehicle by the completion judging means. When it is determined that the lane change to the branch lane is completed later, it is determined that the preceding vehicle needs to be overtaken.
According to the driving support apparatus having the above-described configuration, when the first grace period is equal to or longer than the first threshold time, the own vehicle that is automatically driving completes the overtaking of the preceding vehicle by the time it reaches the start point of the branch point. be able to. Therefore, when it is determined that the host vehicle needs to overtake the preceding vehicle, the host vehicle can overtake the preceding vehicle and surely change the lane to the branch lane before reaching the starting point of the branch point.

The second configuration is as follows.
Change number acquisition means for acquiring the number of lane changes of the host vehicle after the host vehicle has overtaken the preceding vehicle, and lane change from the overtaking completion point where the host vehicle has passed the preceding vehicle to the branch lane is allowed Changeable distance acquisition means for acquiring a lane changeable distance to a lane change allowable point, a second grace time is acquired based on the lane change frequency, the lane changeable distance, and the vehicle speed of the host vehicle. Whether or not the lane change to the branch lane is completed after the own vehicle overtakes the preceding vehicle based on the second grace time. It is characterized by determining.
According to the driving support apparatus having the above configuration, the host vehicle acquires the second grace time based on the number of lane changes, the lane changeable distance, and the vehicle speed of the host vehicle, and thus quickly acquires the second grace time. be able to. In addition, the host vehicle determines whether or not the lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle based on the second grace period. It is possible to determine whether or not the lane change to is completed.

The third configuration is as follows.
The second grace time acquisition means acquires, as the second grace time, a time required to change the lane of one lane obtained by dividing the lane changeable distance by the number of lane changes and the speed of the host vehicle, The completion determining means determines that the lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle if the second grace time is equal to or longer than a second threshold time.
According to the driving support apparatus having the above-described configuration, if the time required to change one lane is the second grace time and the second grace time is equal to or longer than the second threshold time, the host vehicle overtakes the preceding vehicle. After that, since it is determined that the lane change to the branch lane is completed, the determination can be made quickly.

The fourth configuration is as follows.
The vehicle speed of the host vehicle is the vehicle speed of the host vehicle when overtaking the preceding vehicle, and the vehicle speed of the preceding vehicle is the vehicle speed of the preceding vehicle when the preceding vehicle is detected. To do.
According to the driving support apparatus having the above configuration, the vehicle speed of the host vehicle is the vehicle speed of the host vehicle when overtaking the preceding vehicle, and the vehicle speed of the preceding vehicle is that of the preceding vehicle when the preceding vehicle is detected. Since it is a vehicle speed, it becomes possible to calculate 1st grace time and 2nd grace time correctly.

The fifth configuration is as follows.
The first grace time acquisition means acquires the first grace time when the vehicle speed of the preceding vehicle detected by the preceding vehicle detection means is slower than the vehicle speed of the host vehicle.
According to the driving support apparatus having the above-described configuration, when the vehicle speed of the preceding vehicle is slower than the vehicle speed of the own vehicle, the first grace time is acquired, so whether or not the own vehicle needs to pass the preceding vehicle. It is possible to acquire the first grace period only when it is necessary to determine

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Navigation apparatus 3 Vehicle control ECU
11 Current location detection processing unit 15 Liquid crystal display 25 Map information DB
26 Navigation map information 31 GPS
41, 71 CPU
42, 72 RAM
43, 73 ROM
76A Front shooting camera 76B Rear shooting camera 77 Millimeter wave radar 81 Traveling lane 82 Branch point 83 Branch lane 85 Leading vehicle 87 Overtaking lane 89 Overtaking route

Claims (8)

A preceding vehicle detection means for detecting a preceding vehicle located in front of the host vehicle while traveling in the same lane as the host vehicle traveling automatically
When the preceding vehicle is detected by the preceding vehicle detection means on the near side from the branch point located in front of the own vehicle, after the own vehicle overtakes the preceding vehicle, the vehicle enters the branch lane at the branch point. First grace time acquisition means for acquiring a first grace time for completing the lane change;
Completion determining means for determining whether or not the lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle;
Overtaking determining means for determining whether it is necessary to overtake the preceding vehicle based on the first grace period and the determination result of the completion determining means;
An overtaking path setting means for setting an overtaking path for the host vehicle to overtake the preceding vehicle when it is determined by the overtaking determining means that the preceding vehicle needs to be overtaken;
A driving support apparatus comprising: A current position acquisition means for acquiring a current position of the host vehicle;
The first window time acquisition means calculates the first window time based on the vehicle speed of the host vehicle, the vehicle speed of the preceding vehicle, and the distance from the current position to the start point of the branch point,
The overtaking determining means has determined that the first grace period is equal to or longer than a first threshold time, and the completion determining means determines that the lane change to the branch lane is completed after the host vehicle has overtaken the preceding vehicle. In this case, it is determined that the preceding vehicle needs to be overtaken. Change number acquisition means for acquiring the number of lane changes of the host vehicle after the host vehicle overtakes the preceding vehicle;
A changeable distance acquisition means for acquiring a lane changeable distance from a passing completion point where the host vehicle overtakes the preceding vehicle to a lane change allowable point where lane change to the branch lane is allowed;
Second grace time acquisition means for acquiring a second grace time based on the number of lane changes, the lane changeable distance, and the vehicle speed of the host vehicle;
With
The completion determination means determines whether or not a lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle based on the second grace time. The driving support device according to claim 1 or 2. The second grace time acquisition means acquires, as the second grace time, a time required to change the lane of one lane obtained by dividing the lane changeable distance by the number of lane changes and the vehicle speed of the host vehicle.
The completion determination means determines that the lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle if the second grace time is equal to or longer than a second threshold time. The driving support device according to claim 3. The vehicle speed of the host vehicle is the vehicle speed of the host vehicle when overtaking the preceding vehicle,
The driving assistance device according to any one of claims 2 to 4, wherein the vehicle speed of the preceding vehicle is a vehicle speed of the preceding vehicle when the preceding vehicle is detected.   The first grace time acquisition means acquires the first grace time when the vehicle speed of the preceding vehicle detected by the preceding vehicle detection means is slower than the vehicle speed of the host vehicle. The driving support device according to claim 5. Driving assistance executed by a driving assistance device comprising a control unit and preceding vehicle detection means for detecting a preceding vehicle located in front of the host vehicle while traveling in the same lane as the lane in which the host vehicle is traveling A method,
Executed by the control unit;
A preceding vehicle detection step of traveling in the same lane as the vehicle in which the host vehicle is running automatically and detecting the preceding vehicle located in front of the own vehicle by the preceding vehicle detection means;
When the preceding vehicle is detected in the preceding vehicle detection step on the near side from the branch point located in front of the own vehicle, after the own vehicle overtakes the preceding vehicle, to the branch lane at the branch point A first grace time obtaining step for obtaining a first grace time for completing the lane change;
A completion determination step of determining whether or not a lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle;
An overtaking determination step of determining whether or not it is necessary to overtake the preceding vehicle based on the first grace time acquired in the first grace time acquisition step and the determination result of the completion determination step;
If it is determined in the overtaking determination step that the preceding vehicle needs to be overtaken, an overtaking route setting step for setting an overtaking route for the host vehicle to overtake the preceding vehicle;
A driving support method comprising: A computer having a preceding vehicle detection means for detecting a preceding vehicle that is traveling in the same lane as the host vehicle is traveling and is located in front of the host vehicle,
A preceding vehicle detection step of traveling in the same lane as the vehicle in which the host vehicle is running automatically and detecting the preceding vehicle located in front of the own vehicle by the preceding vehicle detection means;
When the preceding vehicle is detected in the preceding vehicle detection step on the near side from the branch point located in front of the own vehicle, after the own vehicle overtakes the preceding vehicle, to the branch lane at the branch point A first grace time obtaining step for obtaining a first grace time for completing the lane change;
A completion determination step of determining whether or not a lane change to the branch lane is completed after the host vehicle overtakes the preceding vehicle;
An overtaking determination step of determining whether or not it is necessary to overtake the preceding vehicle based on the first grace time acquired in the first grace time acquisition step and the determination result of the completion determination step;
If it is determined in the overtaking determination step that the preceding vehicle needs to be overtaken, an overtaking route setting step for setting an overtaking route for the host vehicle to overtake the preceding vehicle;
A program for running

Images