JP2017206182A - Automatic drive support device and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic drive support device which can suitably and continuously perform automatic drive support by avoiding an obstacle, and a computer program.SOLUTION: A target traveling trajectory 50 being a traveling trajectory to be targeted is set on a road on which a vehicle travels, a control target point 52 is set at a position on the target traveling trajectory 50 and ahead of the vehicle in the traveling direction in which an obstacle can be avoided, and a control trajectory 60 for making the vehicle travel on is created by using a trajectory for travel to the control target point 52 from a trajectory creation start point 51.SELECTED DRAWING: Figure 17

Description

  The present invention relates to an automatic driving support apparatus and a computer program that perform automatic driving support in a vehicle.

  In recent years, automatic driving that assists the user in driving the vehicle by executing part or all of the user's driving operation on the vehicle side, in addition to manual driving that travels based on the user's driving operation, as the driving mode of the vehicle. A new support system has been proposed. In the automatic driving support system, for example, the current position of the vehicle, the lane in which the vehicle travels, the positions of other vehicles in the vicinity are detected at any time, and the steering, drive source, brake, etc. Vehicle control is performed automatically.

  In addition, the driving by the automatic driving support basically performs control for driving the vehicle as much as possible along a predetermined target traveling track (for example, the center line of the lane on which the vehicle should travel). For example, Japanese Patent Laid-Open No. 2013-112067 discloses a target that is within a predetermined range from the current position of the host vehicle among target passing points that are arranged at predetermined intervals on a travel route where the travel position of the vehicle is a target travel path. There has been proposed a technique for setting a passing point as a fixed target passing point and generating a traveling route that passes through the fixed target passing point from the current position of the vehicle.

JP 2013-112067 (page 8-9, FIG. 5)

  Here, there are various obstacles such as other vehicles, parked vehicles, and pedestrians on the road on which the vehicle travels. Therefore, it is necessary to travel in consideration of these obstacles when traveling with automatic driving assistance. However, in the above Japanese Patent Laid-Open No. 2013-112067, a trajectory that passes through a fixed target passing point that is within a predetermined range from the current position of the host vehicle is used as a traveling route, and therefore a traveling path that connects the vehicle and the fixed target passing point. When an obstacle is detected above, it is difficult to newly generate a traveling route that avoids the obstacle, and vehicle stop control is performed (paragraphs 0084 to 0086 of Patent Document 1).

  However, although traveling by automatic driving assistance has an advantage that the burden on the user's driving can be reduced, it is desirable that the traveling is continued as much as possible without performing stop control of the vehicle.

  The present invention has been made to solve the problems in the prior art, it is possible to generate a control trajectory that avoids obstacles when the vehicle is running with automatic driving assistance, An object of the present invention is to provide an automatic driving support device and a computer program that can appropriately and continuously carry out automatic driving support.

In order to achieve the above object, an automatic driving support apparatus according to the present invention is an automatic driving support apparatus that generates support information used for automatic driving support performed in a vehicle, and is a target driving for a road on which the vehicle runs. A travel trajectory setting means for setting a target travel trajectory that is a trajectory; an obstacle detection means for detecting an obstacle; and the obstacle on the target travel trajectory and at a position ahead of the trajectory generation direction from the trajectory generation start point. Control target point setting means for setting a control target point to be avoided, and control trajectory generation means for generating a control trajectory for causing the vehicle to travel using a trajectory that travels from the trajectory generation start point to the control target point. Have.
Note that “automatic driving assistance” refers to a function of performing or assisting at least a part of the driver's vehicle operation on behalf of the driver.

  The computer program according to the present invention is a program that generates support information used for automatic driving support performed in a vehicle. Specifically, the computer sets traveling trajectory setting means for setting a target traveling trajectory that is a target traveling trajectory for a road on which the vehicle travels, obstacle detecting means for detecting an obstacle, and the target traveling trajectory. Control target point setting means for setting a control target point for avoiding the obstacle at a position ahead of the trajectory generation start point and a trajectory that travels from the trajectory generation start point to the control target point Is used as a control trajectory generating means for generating a control trajectory for the vehicle to travel.

  According to the automatic driving assistance apparatus and the computer program according to the present invention having the above-described configuration, it is possible to generate a control trajectory that avoids an obstacle when the vehicle is traveling by automatic driving assistance. Therefore, even if there is an obstacle, it is possible to continue traveling as much as possible without performing stop control of the vehicle, even if there is an obstacle.

It is the block diagram which showed the navigation apparatus which concerns on this embodiment. It is a flowchart of the automatic driving assistance program which concerns on this embodiment. It is the figure which showed the example of the target driving | running track set with respect to the road where a vehicle drive | works. It is the figure which showed the example of the target driving | running track set with respect to the road where a vehicle drive | works. It is a flowchart of a sub-processing program of control trajectory generation processing. It is the figure which showed the position of the vehicle estimated when the driving time t is 100 msec. It is the figure which showed the position of the vehicle estimated when the driving | running | working time t is 200 msec. It is a figure explaining the generation method of a control track. It is a flowchart of the sub process program of a control target point setting process. It is a flowchart of the sub process program of a control target point setting process. It is the figure which showed the exclusion range set when the lane maintenance driving | operation assistance is performed in the vehicle. It is the figure which showed the exclusion range set when the lane change assistance is performed in the vehicle. It is the figure which showed the specific example of the setting of the exclusion range accompanying the displacement of the driving time t. It is the figure which showed the temporary target position set on the target driving | running track outside an exclusion range. It is the figure which showed the temporary target position set on the target driving | running track in the exclusion range. It is the figure explaining the selection method which selects a control target point from the temporary target positions outside the exclusion range. It is the figure explaining the selection method which selects a control target point from the temporary target positions in an exclusion range. It is a flowchart of the sub process program of an obstacle determination process. It is a figure explaining the calculation method of the occupation area of the vehicle in the determination time T. FIG.

  Hereinafter, an automatic driving support device according to the present invention will be described in detail with reference to the drawings based on an embodiment embodied in a navigation device. First, a schematic configuration of the navigation device 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a navigation device 1 according to this embodiment.

  As shown in FIG. 1, the navigation device 1 according to the present embodiment includes a current position detection unit 11 that detects a current position of a vehicle on which the navigation device 1 is mounted, a data recording unit 12 that records various data, Based on the input information, the navigation ECU 13 that performs various arithmetic processes, the operation unit 14 that receives operations from the user, and a guide route (vehicles) set on the map around the vehicle and the navigation device 1 for the user Liquid crystal display 15 for displaying information related to the travel route), a speaker 16 for outputting voice guidance for route guidance, a DVD drive 17 for reading DVD as a storage medium, a probe center, and VICS (registered trademark: Vehicle Information). and Communication System) A communication module that communicates with an information center such as a center. Has a 8, a. The navigation device 1 is connected to an in-vehicle camera 19 and various sensors installed on a vehicle on which the navigation device 1 is mounted via an in-vehicle network such as CAN. Furthermore, the vehicle control ECU 20 that performs various controls on the vehicle on which the navigation device 1 is mounted is also connected so as to be capable of bidirectional communication. Various operation buttons 21 mounted on the vehicle such as an automatic driving start button are also connected.

Below, each component which the navigation apparatus 1 has is demonstrated in order.
The current position detection unit 11 includes a GPS 22, a vehicle speed sensor 23, a steering sensor 24, a gyro sensor 25, and the like, and can detect the current vehicle position, direction, vehicle traveling speed, current time, and the like. . Here, in particular, the vehicle speed sensor 23 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the driving wheel of the vehicle, and outputs a pulse signal to the navigation ECU 13. And navigation ECU13 calculates the rotational speed and moving distance of a driving wheel by counting the generated pulse. Note that the navigation device 1 does not have to include all the four types of sensors, and the navigation device 1 may include only one or more types of sensors.

  In addition, the data recording unit 12 reads out a hard disk (not shown) as an external storage device and a recording medium, a map information DB 31, an obstacle information DB 32, a predetermined program, and the like recorded on the hard disk and stores predetermined data on the hard disk And a recording head (not shown) which is a driver for writing. The data recording unit 12 may include a flash memory, a memory card, an optical disk such as a CD or a DVD, instead of the hard disk. Further, the map information DB 31 may be stored in an external server, and the navigation device 1 may be configured to acquire by communication.

  Here, the map information DB 31 displays, for example, link data 34 relating to roads (links), node data 35 relating to node points, search data 36 used for processing relating to route search and change, facility data relating to facilities, and maps. Storage means for storing map display data, intersection data relating to each intersection, search data for searching for points, and the like.

  The link data 34 includes, for each link constituting the road, the width of the road to which the link belongs, a gradient, a cant, a bank, a road surface state, a link shape between nodes (for example, a curve shape on a curve road). Complementary point data for identifying the data, merge sections, road structure, number of road lanes, places where the number of lanes decreases, places where the width becomes narrower, crossings, etc. The data representing the junctions, corner entrances and exits, etc., the road attributes, the data representing the downhill road, the uphill road, etc. Data representing toll roads such as urban expressways, automobile roads, general toll roads, and toll bridges are recorded. In particular, in the present embodiment, in addition to the number of lanes of roads, information for identifying the direction of travel for each lane and the connection of roads (specifically, which lane is connected to which road at the branch) Is also remembered. Furthermore, the speed limit set on the road is also stored.

  Further, as the node data 35, actual road branch points (including intersections, T-junctions, etc.) and the coordinates (positions) of node points set for each road according to the radius of curvature, etc. Node attribute indicating whether a node is a node corresponding to an intersection, etc., a connection link number list that is a list of link numbers of links connected to the node, and an adjacency that is a list of node numbers of nodes adjacent to the node via the link Data relating to the node number list, the height (altitude) of each node point, and the like are recorded.

  In addition, as the search data 36, various data used for route search processing for searching for a route from a departure place (for example, the current position of the vehicle) to a set destination is recorded. Specifically, the cost of quantifying the appropriate degree as a route to an intersection (hereinafter referred to as an intersection cost), the cost of quantifying the appropriate degree as a route to a link constituting a road (hereinafter referred to as a link cost), etc. Cost calculation data used for calculating the search cost is stored.

  The obstacle information DB 32 is storage means for storing obstacle information related to obstacles distributed by an external server. Further, obstacle information relating to obstacles located around the own vehicle detected by the vehicle outside camera 19 or sensor of the own vehicle is also stored. Here, the obstacle whose obstacle information is stored in the obstacle information DB 32 is an object (factor) that affects the automatic driving support performed in the vehicle as will be described later, for example, other vehicles traveling around the vehicle, This includes parked vehicles, construction sections, and congested vehicles that stop on the road. The obstacle information includes, for example, the type of the obstacle, the position coordinates on the map of the obstacle (information for specifying the shape (occupied area when extending over the range)), and when the obstacle is a moving object. Includes moving direction and moving speed. And navigation ECU13 implements automatic driving assistance using the map information memorized by map information DB31 and the obstacle information memorized by obstacle information DB32 as mentioned below.

  Here, as a traveling form of the vehicle, in addition to the manual driving traveling that travels based on the user's driving operation, the vehicle automatically travels along a predetermined route or road regardless of the user's driving operation. Assisted driving with automatic driving assistance is possible. In the vehicle control in the automatic driving support, for example, the current position of the vehicle, the lane in which the vehicle travels, and the positions of surrounding obstacles are detected at any time, and the vehicle control ECU 20 travels along a route set in advance. Vehicle control such as steering, drive source, and brake is automatically performed. In the support driving by the automatic driving support of the present embodiment, the lane change and the left / right turn are configured by the automatic driving control. However, the lane change or the right / left turn may not be performed by the automatic driving control. good.

Specifically, in the present embodiment, any one of the following two types of automatic driving assistance is basically performed except under special circumstances such as turning left and right, joining, and branching.
(1) “Lane maintenance support”: Control in which the vehicle travels near the center of the lane without departing from the lane (for example, lane keeping assist).
(2) “Lane change support”: Control for moving from the currently traveling lane to a different lane.
It should be noted that which of the above assistances (1) and (2) is to be implemented is determined based on a target travel path that is a target travel path set for a road on which the vehicle travels. In parallel with the controls (1) and (2) above, control for keeping the distance between the vehicle and the vehicle ahead is constant (for example, 10 m), control for traveling at a constant speed (for example, 80% of the limit speed), etc. Is also implemented.

  In addition, the automatic driving support may be performed for all road sections, or the vehicle travels on a specific road section (for example, a highway with a gate (whether manned or unpaid) regardless of whether it is manned or paid). It is good also as a structure performed only between. In the following description, it is assumed that the automatic driving section in which the automatic driving support of the vehicle is performed is all road sections including general roads and highways, and the automatic driving support is basically performed while the vehicle travels on the road. explain. However, when the vehicle travels in an automatic driving section, automatic driving support is not always performed, but automatic driving support is selected by the user (for example, an automatic driving start button is turned on), and automatic driving support is performed. It is performed only in a situation where it is determined that it is possible to cause the vehicle to travel. Details of the automatic driving support will be described later.

  On the other hand, the navigation ECU (Electronic Control Unit) 13 is an electronic control unit that controls the entire navigation device 1. The CPU 41 as an arithmetic device and a control device, and a working memory when the CPU 41 performs various arithmetic processes. Read out from the ROM 43 and the ROM 43 in which the RAM 42 storing the route data when the route is searched, the control program, and the automatic driving support program (see FIG. 2) described later are recorded. And an internal storage device such as a flash memory 44 for storing the program. The navigation ECU 13 has various means as processing algorithms. For example, the travel track setting means sets a target travel track that is a target travel track for a road on which the vehicle travels. The obstacle detection means detects an obstacle. The control target point setting means sets a control target point that avoids an obstacle at a position on the target travel trajectory and ahead of the trajectory generation start point. The control trajectory generating means generates a control trajectory that causes the vehicle to travel using a trajectory that travels from the trajectory generation start point to the control target point.

  The operation unit 14 is operated when inputting a starting point as a travel start point and a destination as a travel end point, and has a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches. The operation unit 14 may have a touch panel provided on the front surface of the liquid crystal display 15. Moreover, you may have a microphone and a speech recognition apparatus.

  The liquid crystal display 15 displays map images including roads, traffic information, operation guidance, operation menus, key guidance, guidance information along the guidance route, news, weather forecast, time, mail, TV program, and the like. The In place of the liquid crystal display 15, HUD or HMD may be used.

  The speaker 16 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 13 and traffic information guidance.

  The DVD drive 17 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Based on the read data, music and video are reproduced, the map information DB 31 is updated, and the like. A card slot for reading / writing a memory card may be provided instead of the DVD drive 17.

  The communication module 18 is a communication device for receiving traffic information, probe information, weather information, and the like transmitted from a traffic information center, for example, a VICS center or a probe center. . In addition, a vehicle-to-vehicle communication device that performs communication between vehicles and a road-to-vehicle communication device that performs communication with roadside devices are also included.

  The vehicle exterior camera 19 is constituted by a camera using a solid-state image sensor such as a CCD, for example, and is installed above the front bumper of the vehicle and installed with the optical axis direction downward from the horizontal by a predetermined angle. And the vehicle outside camera 19 images the front of the traveling direction of the vehicle when the vehicle travels in the automatic driving section. In addition, the vehicle control ECU 20 detects an obstacle such as a lane marking drawn on the road on which the vehicle travels and other vehicles around by performing image processing on the captured image, and based on the detection result. Provide automatic driving support for vehicles. In addition, you may comprise the vehicle exterior camera 19 so that it may arrange | position behind or a side other than the vehicle front. As a means for detecting an obstacle, a sensor such as a millimeter wave radar or a laser sensor, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

  The vehicle control ECU 20 is an electronic control unit that controls the vehicle on which the navigation device 1 is mounted. Further, the vehicle control ECU 20 is connected to each drive unit of the vehicle such as a steering, a brake, and an accelerator, and in this embodiment, the vehicle is controlled by controlling each drive unit after the automatic driving support is started in the vehicle. Carry out automatic driving support. Further, when an override is performed by the user during the automatic driving support, it is detected that the override has been performed.

  Here, navigation ECU13 transmits the instruction | indication signal regarding automatic driving assistance with respect to vehicle control ECU20 via CAN after a driving | running | working start. And vehicle control ECU20 implements the automatic driving assistance after a driving | running | working start according to the received instruction signal. Note that the content of the instruction signal is information for instructing a track on which the vehicle travels, a traveling vehicle speed, and the like.

  Next, an automatic driving support program executed by the CPU 41 in the navigation device 1 according to this embodiment having the above-described configuration will be described with reference to FIG. FIG. 2 is a flowchart of the automatic driving support program according to the present embodiment. Here, the automatic driving support program is executed after the vehicle's ACC power supply (accessory power supply) is turned on, and when the vehicle starts driving by the automatic driving support, and follows the set target driving track. It is a program that implements automatic driving support for vehicles to run. 2, 5, 9, 10 and 18 are stored in the RAM 42 and the ROM 43 provided in the navigation device 1 and executed by the CPU 41.

  First, in step (hereinafter abbreviated as S) 1 in the automatic driving support program, the CPU 41 acquires a route on which the vehicle is scheduled to travel in the future (hereinafter referred to as a planned travel route). Note that, when the navigation device 1 has set a guide route, the planned travel route of the vehicle travels the route from the current position of the vehicle to the destination among the guide routes currently set in the navigation device 1. Scheduled route. The guide route is a recommended route from the starting point to the destination set by the navigation device 1, and is searched using, for example, a known Dijkstra method. On the other hand, when the guide route is not set in the navigation device 1, the route that travels along the road from the current position of the vehicle is set as the planned travel route.

  Next, in S <b> 2, the CPU 41 acquires lane information related to the lane of the planned travel route from the map information DB 31. Specifically, information that identifies the number of lanes included in the roads that make up the planned travel route, the direction of travel for each lane, and the connection of the roads (which lane is connected to which road at the branch) is acquired. Is done.

  Subsequently, in S3, the CPU 41 determines a target travel trajectory 50, which is a target travel trajectory for a road on which the vehicle will travel in the future, based on the planned travel route acquired in S1 and the lane information acquired in S2. Set. The target travel path 50 is basically set along the traveling direction of the vehicle with respect to the center line of the lane recommended for travel among the lanes included in the road constituting the planned travel route. For example, in the example shown in FIG. 3, the vehicle travels in a two-lane road on one side, and the target travel path 50 is set for the center line of the left lane where travel is recommended. On the other hand, in the example shown in FIG. 4, the lane is newly increased to the left side, and the vehicle then turns left or branches to the left, and the lane increase point is relative to the center line of the left lane. The target travel track 50 is set, and after the lane increases, the target travel track 50 is set for the center line of the increased lane. The target travel trajectory may be set for all routes of the planned travel route, but the target travel trajectory may be set only for a predetermined distance (for example, 300 m) from the current position of the vehicle. In that case, the processes of S1 to S3 are repeated every time the vehicle travels a predetermined distance.

Next, in S4, the CPU 41 sets an initial value for the parameter _Xn-1 indicating the previous exclusion range distance. The initial value is 5 m, for example, but the value can be changed as appropriate. You may change an initial value based on the assistance content of the automatic driving assistance currently implemented in the vehicle. Here, the exclusion range distance is a parameter used when generating a control trajectory for causing the vehicle to travel as described later (S6). Details will be described later. The parameter X _n−1 is stored in the RAM 42 or the like.

  The following processes of S5 to S9 are repeatedly executed at regular intervals (for example, 100 msec) while the ACC power supply (accessory power supply) of the vehicle is ON. Then, after the ACC power supply of the vehicle is turned off, the automatic driving support program ends.

  First, in S5, the CPU 41 determines whether or not automatic driving support is being implemented in the current vehicle. The automatic driving support can be switched on / off by, for example, an operation of an automatic driving start button by a user. In addition, the implementation may be stopped when it becomes difficult to implement the automatic driving support (for example, when the lane line that divides the lane in which the vehicle travels disappears).

  And when it determines with automatic driving assistance being implemented (S5: YES), it transfers to S6. On the other hand, when it is determined that the automatic driving support is not implemented (S5: NO), the automatic driving support program is executed without generating the control trajectory or the automatic driving support based on the generated control trajectory. finish.

  In S6, the CPU 41 executes a control trajectory generation process (FIG. 5) described later. Here, the control trajectory generation processing is processing for generating a control trajectory that is a trajectory that the vehicle will travel in the future. As will be described later, the control trajectory is generated for the section from the current position of the vehicle to the front of the stop distance (the distance necessary for the driver to stop after determining that the driver applies the brake) along the traveling direction. The The control trajectory is a trajectory for traveling as much as possible along the target travel trajectory set in S3. For example, when the current position of the vehicle is on or around the target travel trajectory, the target travel is continued. If the current position of the vehicle deviates from the target travel trajectory, the trajectory goes toward the target travel trajectory.

Subsequently, in S7, the CPU 41 reads out the parameter _Xn-1 indicating the previous exclusion range distance stored in the RAM 42, and the exclusion range distance X used to generate the control trajectory in S6 performed most recently. _{Of n} , the exclusion range distance _Xn set at the beginning (running time is 0) is substituted.

  Next, in S8, the CPU 41 calculates a control amount for the vehicle to travel along the control track generated in S6. Specifically, the control amounts of the accelerator, the brake, the gear, and the steering are calculated.

  Thereafter, in S9, the CPU 41 reflects the control amount calculated in S8. Specifically, the calculated control amount is transmitted to the vehicle control ECU 20 via the CAN. The vehicle control ECU 20 performs vehicle control of the accelerator, the brake, the gear, and the steering based on the received control amount. As a result, it is possible to perform driving support control in which the vehicle travels along the generated control track.

  Then, by repeatedly executing the processing of S5 to S9 at regular intervals (for example, 100 msec), an optimal control trajectory for traveling along the target travel trajectory from the most recently detected vehicle current position and direction is obtained. It is possible to implement automatic driving support for traveling along the generation and control trajectory.

  Next, the sub-process of the control trajectory generation process executed in S6 will be described with reference to FIG. FIG. 5 is a flowchart of a sub-processing program for the control trajectory generation process.

  First, in S11, the CPU 41 calculates the “stop distance” of the current vehicle from the current vehicle speed of the vehicle. The “stop distance” is a distance required from when the driver determines that the brake is applied until the vehicle stops, and is a distance obtained by adding a braking distance for stopping at a deceleration of 0.2 G to the free running distance. To do. Since a specific method for calculating the stop distance is known, the details are omitted.

  Next, in S <b> 12, the CPU 41 sets 0 (0 means current time) as an initial value for the running time t, which is a parameter. The traveling time t is stored in the RAM 42 or the like.

Subsequently, in S13, the CPU 41 substitutes a parameter _Xn-1 indicating the previous exclusion range distance into a parameter Xt _-1 indicating the latest exclusion range distance. The parameter X _n−1 indicating the previous exclusion range distance is set in S4 or S7. The parameter Xt _-1 is stored in the RAM 42 or the like.

  Thereafter, in S14, the CPU 41 executes a control target point setting process (FIGS. 9 and 10) described later. Here, the control target point setting process is a process of setting a control target point, which is a target point when generating a control trajectory. As will be described later, the control target point is set at a position on the target travel path and ahead of the traveling direction by a distance based on the support content of the automatic driving support performed on the vehicle from the start point of the track generation. Further, when there is an obstacle around the target travel path, the position is set so that the obstacle can be avoided. The trajectory generation start point is a vehicle position predicted at the current travel time t (t hours after the current time), and is specified in S17 described later. In particular, when the traveling time t is 0, which is an initial value, the trajectory generation start point is the current position of the vehicle.

  Next, in S15, the CPU 41 generates a track (hereinafter referred to as a travel track) from the track generation start point to the control target point set in S14. Specifically, a trajectory in which the vehicle travels from a trajectory generation start point to a control target point within a predetermined steering angle at the current vehicle speed is generated as a travel trajectory. The trajectory generation start point is a predicted vehicle position at the current traveling time t (t hours after the current time). Further, the direction of the vehicle at the trajectory generation start point is specified in S17 described later.

  Thereafter, in S16, the CPU 41 reads the running time t from the RAM 42 and adds 100 msec.

  Subsequently, in S17, the CPU 41 assumes that the vehicle has traveled along the travel path from the trajectory generation start point of the travel trajectory generated in S15 at the current vehicle speed t (current time). The position and direction of the vehicle at time t) are predicted. Specifically, a point separated by a travel distance when traveling for 100 ms at the vehicle speed of the current vehicle along the travel trajectory generated in S15 from the trajectory generation start point is defined as a current travel time t (from the current time t The position of the vehicle at (after time). In addition, the tangential direction of the traveling track at the predicted position of the vehicle is the direction of the vehicle at the current traveling time t (t time after the current time).

  Thereafter, in S18, the CPU 41 calculates the travel distance of the vehicle from the position of the vehicle at the travel time t = 0 (that is, the current time) to the vehicle position at the current travel time t predicted in S17. Note that the travel distance is calculated on the assumption that the vehicle travels on a track connecting the positions of the vehicles predicted at each travel time t in the past.

  Next, in S19, the CPU 41 determines whether or not the travel distance calculated in S18 is greater than or equal to the stop distance calculated in S11.

  And when it determines with the travel distance calculated by said S18 being less than the stop distance calculated by said S11 (S19: NO), it returns to S14. Then, setting of the control target point and generation of the traveling trajectory are performed again with the new vehicle position predicted at the traveling time t after addition in S16 (t time after the current time) as the trajectory generation start point. Then, until it is determined that the travel distance calculated in S18 is equal to or greater than the stop distance calculated in S11, the travel time t is added by 100 msec and the processes of S14 to S18 are repeated.

For example, as shown in FIG. 6, when the travel time t is 0 (that is, the current time) which is an initial value, the current position of the vehicle is set as the trajectory generation start point 51 and the control target point 52 on the target travel trajectory 50. Is set. Then, a traveling track 53 from the track generation start point 51 to the control target point 52 is generated. Further, assuming that the vehicle has traveled 100 msec along the generated travel track 53, a vehicle position 54 100 msec after the current time is predicted.
Next, as shown in FIG. 7, the vehicle position 54 after 100 msec (that is, the predicted position of the vehicle when the travel time t is 100 msec) is set as a new trajectory generation start point 51 and a new one on the target travel trajectory 50. A control target point 52 is set. Similarly, a traveling track 53 from the track generation start point 51 to the control target point 52 is generated. Further, assuming that the vehicle has traveled 100 msec along the generated travel track 53, a position 55 of the vehicle 200 msec after the current time is predicted.
Similarly, the position of the vehicle after 300 msec from the current time, the position of the vehicle after 400 msec,... Are predicted until the travel distance of the vehicle is determined to be equal to or greater than the stop distance.

  And when it determines with the travel distance calculated by said S18 being more than the stop distance calculated by said S11 (S19: YES), it transfers to S20. In S20, the CPU 41 controls the trajectory connecting the vehicle positions at the respective travel times t (t = 0, 100 msec, 200 msec, 300 msec,...) Specified by repeatedly executing the processes of S14 to S18. Generate as In addition, when connecting the position of the vehicle at each traveling time t, the direction of the vehicle at each position is also considered. The direction of the vehicle at each position is specified in S17. In addition, it is desirable to connect so that the number of turns is small and the turning radius is as large as possible.

  For example, as shown in FIG. 8, the vehicle position 51 at the current time (travel time t = 0) with respect to the target travel track 50, the vehicle position 54 after 100 msec from the current time (travel time t = 100 msec), and 200 msec later. When the position 55 of the vehicle at (travel time t = 200 msec) and the position 56 of the vehicle after 300 msec (travel time t = 300 msec) are specified, the positions 51, 54, 55, 56 of each vehicle are connected. A trajectory is generated as a control trajectory 60.

  Note that the control track 60 may be generated by connecting a part of the traveling track 53 generated in S15. That is, the trajectory connecting the travel trajectory 53 from the trajectory generation start point 51 to the predicted vehicle position 54 shown in FIG. 6 and the travel trajectory 53 from the trajectory generation start point 51 to the predicted vehicle position 55 shown in FIG. 60 may be generated.

  Next, the sub-process of the control target point setting process executed in S14 will be described with reference to FIGS. 9 and 10 are flowcharts of a sub-processing program of the control target point setting process.

  First, in S21, the CPU 41 sets temporary target positions at predetermined intervals on the target travel path set in S3. The temporary target position is a point that is a candidate for a control target point. If a larger number of temporary target positions are set at narrow intervals, it is possible to select a more optimal control target point, but the processing load on the CPU 41 increases. The interval for setting the temporary target position is, for example, 1 m. The temporary target position may be set for all the target traveling tracks, or the temporary target position may be set only for the target traveling track around the current position of the vehicle.

  Next, in S <b> 22, the CPU 41 obtains the assistance content for the automatic driving assistance currently being implemented in the vehicle. In the present embodiment, as described above, except for special situations such as turning left and right, joining, branching, etc., automatic driving assistance of either “lane keeping driving assistance” or “lane change assistance” is basically performed. .

In S <b> 23, the CPU 41 reads a parameter X _t−1 indicating the nearest exclusion range distance stored in the RAM 42. The parameter _Xt-1 indicating the nearest exclusion range distance is set in S13 or S31 described later.

  Subsequently, in S24, the CPU 41 determines whether the support content of the automatic driving support currently implemented in the vehicle is “lane keeping support” or “lane change support” based on the acquisition result of S22. To do.

  And when it determines with the assistance content of the automatic driving assistance currently implemented in the vehicle being "lane maintenance driving assistance" (S24: YES), it transfers to S25. On the other hand, when it is determined that the support content of the automatic driving support currently being implemented in the vehicle is “lane change support” (S24: NO), the process proceeds to S28.

In S25, the CPU 41 determines whether or not the nearest exclusion range distance _Xt-1 acquired in S23 is greater than 5 m. The most recent exclusion range distance _Xt-1 is the control target point setting process (S14) that has been executed most recently among the control target point setting processes (S14) that have been performed in the past when generating the current control trajectory. ) Is a value indicating the exclusion range distance set in (1). However, when the traveling time t is 0, that is, when the control target point setting process is first executed when generating the current control trajectory, the exclusion range distance set when the previous control trajectory is generated is set. (S7, S13). Further, the exclusion range distance is a distance that defines the size of a range (hereinafter referred to as an exclusion range) to be excluded from the selection target at the initial stage of the control target point when selecting the control target point from the temporary target position as will be described later. Specifically, a range within the exclusion range distance centered on the trajectory generation start point is set as the exclusion range.

If it is determined that the latest exclusion range distance _Xt-1 is greater than 5 m (S25: YES), the process proceeds to S27. On the other hand, when it is determined that the latest exclusion range distance _Xt-1 is 5 m or less (S25: NO), the process proceeds to S26.

In S26, the CPU 41 sets the current excluded range distance _Xt to 5 m. Thereafter, the process proceeds to S31.

In S27 CPU 41, among the current exclusion range distance _{X t} as _{"X t-1} -1 m" in "5m", the larger value. Thereafter, the process proceeds to S31.

On the other hand, in S28, the CPU 41 determines whether or not the latest exclusion range distance _Xt-1 acquired in S23 is greater than 10 m.

If it is determined that the latest exclusion range distance _Xt-1 is greater than 10 m (S28: YES), the process proceeds to S30. On the other hand, when it is determined that the latest exclusion range distance _Xt-1 is 10 m or less (S28: NO), the process proceeds to S29.

In S29, the CPU 41 sets the current exclusion range distance _Xt to 20 m. Thereafter, the process proceeds to S31.

On the other hand, CPU 41 in S30, among the current exclusion range distance _{X t} as _{"X t-1} -1 m" in "10m", and the larger value. Thereafter, the process proceeds to S31.

  By executing the processes of S26, S27, S29, and S30, when selecting a control target point from a plurality of temporary target positions, an exclusion range that is a range to be excluded from selection targets at the initial stage of the control target point is set. The If the exclusion range is set wide, it takes a long time to correct the trajectory when the current position of the vehicle deviates from the target travel trajectory, but it becomes a control trajectory that draws a more gentle turn with little change in the vehicle direction. On the other hand, if the exclusion range is set narrow, the trajectory can be corrected in a short time when the current position of the vehicle deviates from the target travel trajectory, but it tends to be a control trajectory that draws a sharp turn.

  Here, when “lane keeping driving support” is performed in the vehicle, a basically narrow exclusion range 61 (for example, within 5 m centering on the trajectory generation start point 51) is set as shown in FIG. (S26). When “lane keeping driving support” is being performed on the vehicle, it is less likely to deviate from the center of the lane if the driving position can be corrected relatively quickly, and fluctuations can be suppressed. Therefore, when “lane keeping driving support” is being performed, it is often advantageous to set the control target point relatively close. Therefore, basically a narrow exclusion range 61 is set.

  However, even when “lane keeping driving support” is performed in the vehicle, the case where the exclusion range is set wide (for example, the exclusion range distance> 5 m) in the process at the previous traveling time t is narrow. Instead of switching to the exclusion range at once, the exclusion range is gradually narrowed in multiple steps (S27). Specifically, every time the travel time t is added by 100 ms, the exclusion range distance is shortened by 1 m (however, the minimum is 5 m). Here, if the control target point is suddenly changed from far away to the vicinity of the trajectory generation start point 51, the turning radius of the generated control trajectory may suddenly decrease (lateral acceleration increases suddenly). In the present embodiment, when the exclusion range is narrowed, the above problem can be solved by narrowing the exclusion range step by step. On the other hand, when the exclusion range is widened, the above-mentioned problem does not occur. Therefore, the exclusion range may be widened in one step instead of multiple steps.

  On the other hand, when “lane change support” is being performed on the vehicle, a basically wide exclusion range (for example, within 20 m centering on the trajectory generation start point 51) is set at the initial stage as shown in FIG. (S29). Thereafter, every time the travel time t is added by 100 ms for continuing the “lane change support”, the exclusion range distance is shortened by 1 m (S30, where the minimum is 10 m). Here, when “lane change support” is performed on the vehicle, the travel position is changed relatively slowly, and the angle of the vehicle body with respect to the lane is changed, unless it is necessary to change the lane quickly. It is preferable to move without wearing too much. Therefore, when “lane change support” is being performed, it is often more advantageous to set the control target point at a relatively distant position. Therefore, an exclusion range 61 wider than “lane keeping travel support” is set. In particular, when the lane change control is started, the lane change control can be performed more smoothly by widening the exclusion range. Note that when the exclusion range is narrowed from the initial stage, the turning radius of the control trajectory generated by narrowing in a stepwise manner is reduced suddenly (laterally) as in the case of “lane keeping driving support”. (Acceleration suddenly increases).

  Here, FIG. 13 is a diagram showing a specific setting example of the exclusion range accompanying the displacement of the travel time t. In FIG. 13, “lane keeping travel support” is implemented as automatic driving support when the travel time t is 0 (current time) to 100 ms, and “lane change support” is performed when the travel time t is 200 ms to 1400 ms. A case will be described as an example where the “lane keeping travel support” is performed again after the travel time t is 1500 ms.

  As shown in FIG. 13, first, when the driving time t when the content of the automatic driving support is “lane keeping driving support” is 0 (current time) to 100 ms, the excluded range distance is 5 m, and the track generation starts. An area within 5 m centering on the point 51 is set as an exclusion range (S26). After that, when the content of the automatic driving support is switched from “lane maintenance driving support” to “lane change control” at the time when the driving time t is 200 ms, the exclusion range distance is switched from 5 m to 20 m in one step, and the trajectory is generated. Within 20 m centering on the start point 51 is set as an exclusion range (S29). Since the “lane change support” is continuously performed when the travel time t is between 200 ms and 1400 ms, the exclusion range distance is gradually shortened from 20 m and the exclusion range is gradually narrowed (S30). However, since the exclusion range distance is 10 m, the lower limit is maintained without further shortening after the exclusion range distance reaches 10 m. In addition, when the content of the automatic driving support is switched from “lane change control” to “lane maintaining driving support” at the time when the traveling time t is 1500 ms, the exclusion range distance is gradually increased from 10 m to 5 m in multiple steps. Switch. Specifically, every time travel time t is added by 100 ms, the exclusion range distance is shortened by 1 m. Accordingly, the exclusion range is gradually narrowed (S27). And after exclusion range distance reaches | attains 5 m, it is maintained without shortening any more.

  In the present embodiment, as will be described below, the temporary target positions that are outside the exclusion range set in S26, S27, S29, and S30 among the temporary target positions set in S21 are controlled as candidates. Set the target point. However, if there is an obstacle around the track where the vehicle is traveling and a control target point that avoids the obstacle cannot be set outside the exclusion range, the temporary target position within the exclusion range is also a candidate for the control target point. Set.

Thereafter, in S31 CPU 41 reads the parameter _{X t-1} indicating the most recent exclusion range distance stored in the RAM 42, the S26, S27, S29, the current set in either step S30 exclusion range distance _{X t} Assign (update).

The following processes of S32 to S35 are executed for each temporary target position in order from the trajectory generation start point to the temporary target position that is a candidate for the control target point among the temporary target positions set in S21. Note that the temporary target position that is a candidate for the control target point in the processing of S32 to S35 is outside the exclusion range set in S26, S27, S29, and S30 and within a predetermined distance from the trajectory generation start point 51. The temporary target position is within (for example, within 300 m). For example, in the example shown in FIG. 14, although temporary target position 62 relative to the target running path 50 is set at predetermined intervals (e.g., 1m apart), the trajectory generation starting point 51 of this exclusion range distance X _t within the The temporary target position 62 outside the exclusion range 61 is set as a control target point candidate. And the process of S32-S35 is first performed for the point P1 nearest to the orbital generation start point 51 among the temporary target positions 62 outside the exclusion range 61. Then, the process of S32-S35 is performed in order of P2, P3, ....

  First, in S32, the CPU 41 generates a trajectory (hereinafter referred to as an arrival trajectory) that reaches the temporary target position to be processed from the trajectory generation start point. Specifically, a trajectory connected from the trajectory generation start point to the temporary target position to be processed so as to have the largest turning radius is generated as an arrival trajectory. Further, in S32, the CPU 41 calculates the minimum turning radius among the turns included in the generated arrival trajectory. That is, in S32, the minimum turning radius required to reach the temporary target position to be processed from the trajectory generation start point is calculated. The trajectory generation start point is a vehicle position predicted at the current travel time t (t hours after the current time), and is specified in S17. In particular, when the traveling time t is 0, which is an initial value, the trajectory generation start point is the current position of the vehicle.

  Next, in S33, the CPU 41 executes an obstacle determination process (FIG. 18) described later. Here, the obstacle determination process is a process of determining whether or not the arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that can avoid the obstacle. Obstacles are objects (factors) that affect automatic driving support, and include, for example, other vehicles traveling around, parked vehicles parked on the road, construction sections, and congested vehicles.

  Subsequently, in S34, based on the result of the obstacle determination processing in S33, the CPU 41 determines whether or not the arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that can avoid the obstacle. Determine.

  When it is determined that the arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that can avoid the obstacle (S34: YES), the process proceeds to S35. On the other hand, when it is determined that the arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that cannot avoid the obstacle (S34: NO), the temporary target position to be processed is set to the next. After switching to another temporary target position close to the trajectory generation start point, the processes after S32 are executed again.

In S35, the CPU 41 determines whether or not the turning radius calculated in S32 is greater than or equal to a threshold value. Note that the threshold value is set to the minimum turning radius that can appropriately perform the travel control related to the automatic driving support of the traveling vehicle and satisfies a condition that does not cause a burden on the occupant of the traveling vehicle. For example, assuming that the lateral acceleration is 0.2 G or less, the threshold value is calculated by the following equation (1).
Threshold = vehicle speed ² /(0.2G×9.80665) (1)

  And when it determines with the turning radius calculated by said S32 being more than a threshold value (S35: YES), it transfers to S36. In S36, the CPU 41 sets the temporary target position to be processed as the control target point. That is, the temporary target position that is close to the trajectory generation start point outside the exclusion range is set as the control target position with priority.

  On the other hand, if it is determined that the turning radius calculated in S32 is less than the threshold value (S35: NO), the temporary target position to be processed is next moved to another temporary target position close to the trajectory generation start point. After switching, the process of S32 is executed again. Then, as a result of executing the processes of S32 to S35 for all the temporary target positions to be processed, if there is no temporary target position where an obstacle can be avoided and the turning radius is equal to or greater than the threshold value, the process proceeds to S37. And migrate.

  In S37, based on the result of the obstacle determination process in S33, the CPU 41 determines that each reaching trajectory that reaches from the trajectory generation start point to all the temporary target positions to be processed in S32 to S35 is an obstacle. It is determined whether the trajectory cannot be avoided.

  Then, when it is determined that each of the arrival trajectories that reach all the temporary target positions to be processed in S32 to S35 from the trajectory generation start point is a trajectory that cannot avoid the obstacle (S37: YES). The process proceeds to S39. On the other hand, when it is determined that there is a temporary target position that can avoid the obstacle (S37: NO), the process proceeds to S38.

  In S38, the CPU 41 determines that the temporary target position to be processed in S32 to S35 (the temporary target position outside the exclusion range and within a predetermined distance (eg, within 300 m) from the trajectory generation start point 51) Of the temporary target positions where objects can be avoided, the temporary target position having the largest turning radius calculated in S32 is set as the control target point. When there are a plurality of targets, the temporary target position closest to the trajectory generation start point is set as the control target point among the corresponding temporary target positions.

On the other hand, the processes of S39 and S40 are executed for each temporary target position in order of increasing distance from the trajectory generation start point, with respect to the temporary target position that is a candidate for the control target point among the temporary target positions set in S21. Note that the temporary target position that is a candidate for the control target point in the processing of S39 and S40 is the temporary target position that is within the exclusion range set in S26, S27, S29, and S30. For example, in the example shown in FIG. 15, although temporary target position 62 relative to the target running path 50 is set at predetermined intervals (e.g., 1m apart), the trajectory generation starting point 51 of this exclusion range distance X _t within the The temporary target position 62 within the exclusion range 61 is set as a control target point candidate. And the process of S39 and S40 is first performed for the point P11 farthest from the trajectory generation start point 51 among the temporary target positions 62 in the exclusion range 61. Thereafter, the processes of S39 and S40 are performed in the order of P12, P13,. However, the temporary target position 62 located behind the trajectory generation start point 51 with respect to the traveling direction of the vehicle is excluded from the processing target.

  First, in S39, the CPU 41 generates a reaching trajectory that reaches the temporary target position to be processed from the trajectory generation start point in the same manner as in S32. Furthermore, in S39, the CPU 41 calculates the minimum turning radius among the turns included in the generated arrival trajectory. That is, in S32, the minimum turning radius required to reach the temporary target position to be processed from the trajectory generation start point is calculated.

  Next, in S40, the CPU 41 executes an obstacle determination process (FIG. 18) described later. Here, the obstacle determination process is a process of determining whether or not the arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that can avoid the obstacle.

  Subsequently, in S41, based on the result of the obstacle determination process in S40, the CPU 41 determines which arrival trajectory to reach all temporary target positions to be processed in S39 and S40 from the trajectory generation start point. Also, it is determined whether the trajectory cannot avoid the obstacle.

  Then, when it is determined that each of the reaching trajectories that reach all the temporary target positions to be processed in S39 and S40 from the trajectory generation start point is a trajectory that cannot avoid the obstacle (S41: YES). The process proceeds to S42. On the other hand, when it is determined that there is a temporary target position that can avoid the obstacle (S41: NO), the process proceeds to S38.

  In S38, the CPU 41 determines the turn calculated in S39 among the temporary target positions (temporary target positions within the exclusion range) that were processed in S39 and S40 and that can avoid obstacles. The temporary target position with the largest radius is set as the control target point. When there are a plurality of targets, the temporary target position farthest from the trajectory generation start point is set as the control target point among the corresponding temporary target positions.

  On the other hand, in S42, the CPU 41 determines that it is difficult to set the control trajectory of the vehicle for avoiding the obstacle. As a result, the CPU 41 transmits an emergency avoidance control execution instruction for avoiding an obstacle to the vehicle control ECU 20 via the CAN. Note that emergency avoidance control includes, for example, AEB (Autonomous Emergency. Braking).

  As a result of performing the processes of S32 to S42, when the temporary target position 62 is set at a predetermined interval with respect to the target travel path 50 as shown in FIG. 62, the arrival trajectory L1 reaching the point P1 is generated for the point P1 closest to the trajectory generation start point 51, and it is determined whether the arrival trajectory L1 can avoid the obstacle 63 and the turning radius is equal to or greater than a threshold value. Is done. Then, when the arrival trajectory L1 cannot avoid the obstacle 63 or the turning radius is less than the threshold, the arrival trajectory L2 that reaches the point P2 is generated for the point P2 next to the trajectory generation start point 51, and It is determined whether the arrival trajectory L2 can avoid the obstacle 63 and the turning radius is equal to or greater than a threshold value. Furthermore, when the arrival trajectory L2 cannot avoid the obstacle 63 or the turning radius is less than the threshold value, the arrival trajectory L3 reaching the point P3 is generated for the point P3 next to the trajectory generation start point 51, and It is determined whether the arrival trajectory L3 can avoid the obstacle 63 and the turning radius is equal to or greater than a threshold value. Similarly, it is determined whether or not the arrival trajectory that reaches each point in the order from the trajectory generation start point 51 can avoid the obstacle 63 and the turning radius is equal to or larger than the threshold value. Then, the temporary target position 62 that can avoid the obstacle 63 and whose turning radius is equal to or larger than the threshold and is closest to the trajectory generation start point 51 is set as the control target point. On the other hand, when there is no temporary target position 62 where the turning radius is equal to or greater than the threshold, the temporary target position 62 having the largest turning radius is set as the control target point among the temporary target positions 62 where the obstacle 63 can be avoided.

  Furthermore, when there is no temporary target position 62 that can avoid the obstacle 63 outside the exclusion range 61, the temporary target position 62 within the exclusion range 61 is also set as a control target point candidate as shown in FIG. First, an arrival trajectory L11 that reaches the point P11 is generated for the point P11 farthest from the trajectory generation start point 51 among the temporary target positions 62 in the exclusion range 61, and the arrival trajectory L11 avoids the obstacle 63. It is determined whether or not it can be performed. Similarly, arrival trajectories L12 and L13 are also generated for points P12 and P13 which are other temporary target positions 62 within the exclusion range 61, and whether or not the arrival trajectories L12 and L13 can avoid the obstacle 63. Determined. Then, the temporary target position 62 having the largest turning radius among the temporary target positions 62 that can avoid the obstacle 63 is set as the control target point.

  Next, the sub-process of the obstacle determination process executed in S33 and S40 will be described with reference to FIG. FIG. 18 is a flowchart of a sub-processing program for obstacle determination processing.

  First, in S51, the CPU 41 reads an arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point. The arrival trajectory that reaches the temporary target position to be processed from the trajectory generation start point is generated in S32 or S39.

  Next, in S52, the CPU 41 sets 0 (0 corresponds to the current traveling time t) as an initial value at the determination time T that is a parameter. The determination time T is stored in the RAM 42 or the like.

  Thereafter, in S53, the CPU 41 reads the determination time T from the RAM 42 and adds 10 msec.

  Next, in S54, the CPU 41 assumes that the vehicle has traveled along the arrival trajectory from the trajectory generation start point of the arrival trajectory read out in S51, and determines the current determination time T (travel time t The position and direction of the vehicle at T time) are predicted. Specifically, a point separated by a travel distance when traveling for 10 ms at the vehicle speed of the current vehicle along the arrival trajectory read in S51 from the trajectory generation start point is determined as a current determination time T (from the travel time t to T The position of the vehicle at (after time). Further, the tangential direction of the arrival trajectory at the predicted position of the vehicle becomes the vehicle orientation at the current determination time T (T hours after the traveling time t).

  Subsequently, in S55, the CPU 41 arrives from the trajectory generation start point of the arrival trajectory read out in S51 by the vehicle based on the position and orientation of the vehicle predicted in S54 and the vehicle information (full length and full width of the vehicle). Assuming that the vehicle has traveled along the track at the current vehicle speed, the vehicle occupation region at the current determination time T (T hours after the travel time t) is calculated. For example, when the arrival trajectory 65 from the trajectory generation start point 51 to the temporary target position 62 to be processed as shown in FIG. 19 is generated, the vehicle position 66 predicted at the current determination time T is included. An area 67 corresponding to the shape of the vehicle with the predicted direction as the traveling direction is the occupied area of the vehicle at the determination time T. In S55, in order to consider an error, an area obtained by expanding the vehicle occupation area once calculated in advance by a predetermined range (for example, 25 cm in the front, rear, left, and right directions) is calculated as the final vehicle occupation area.

  On the other hand, in S56, the CPU 41 calculates the occupied area of the obstacle at the current determination time T (T time after the running time t) based on the obstacle information stored in the obstacle information DB 32. Obstacles are objects (factors) that affect the automatic driving support carried out in the vehicle as will be described later. For example, other vehicles traveling in the vicinity, parked vehicles parked on the road, construction sections, congested vehicles, etc. Is applicable. Further, the obstacle information DB 32 includes information for specifying the shape of the obstacle, and the moving direction and moving speed when the obstacle is a moving body. Therefore, when the obstacle is a moving object, the occupied area of the obstacle at the determination time T is calculated in consideration of the moving direction and the moving speed with respect to the occupied area of the obstacle at the time of detection. On the other hand, when the obstacle is not a moving object, the occupied area of the obstacle at the time of detection corresponds to the occupied area of the obstacle at the determination time T. In addition, when there is no obstacle around the traveling direction of the vehicle (no obstacle information), it is specified that the area occupied by the obstacle does not exist. Further, when there is no obstacle around the traveling direction of the vehicle (no obstacle information), the processing of S51 to S59 may be omitted.

  Thereafter, in S57, the CPU 41 determines the vehicle occupation area at the current determination time T (T hours after the travel time t) calculated in S55 and the current determination time T (calculated from the travel time t) calculated in S56. Compared with the occupied area of the obstacle at time T), it is determined whether or not at least a part of both occupied areas overlaps. In addition, even if it does not overlap, it may be considered that it overlaps when approaching within a predetermined distance (for example, 30 cm).

  And when it determines with at least one part of both occupation area | regions overlapping (S57: YES), it transfers to S58. On the other hand, if it is determined that the occupied areas of both do not overlap (S57: NO), the process proceeds to S59.

  In S <b> 58, the CPU 41 determines that the reaching trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that cannot avoid an obstacle. The determination result is stored in the flash memory 44 or the like. Thereafter, the sub-process of the obstacle determination process ends.

  On the other hand, in S59, the CPU 41 reads the current determination time T from the RAM 42, and determines whether or not the determination time T is 100 msec or more.

  If it is determined that the determination time T is 100 msec or more (S59: YES), that is, it is determined that the vehicle occupation area and the obstacle occupation area do not overlap during the determination time T from 10 msec to 100 msec. In the case, the process proceeds to S60. On the other hand, when it is determined that the determination time T is less than 100 msec (S59: NO), the process returns to S53. Thereafter, the determination time T is added by 10 msec, and the vehicle and the occupied area of the obstacle at the new determination time T are compared (S54 to S57).

  In S60, the CPU 41 determines that the reaching trajectory that reaches the temporary target position to be processed from the trajectory generation start point is a trajectory that can avoid an obstacle. The determination result is stored in the flash memory 44 or the like. Thereafter, the sub-process of the obstacle determination process ends.

  As described in detail above, the navigation device 1 and the computer program executed by the navigation device 1 according to the present embodiment set the target travel track 50 that is the target travel track for the road on which the vehicle travels ( S3) A control target point 52 is set at a position on the target travel trajectory 50 and ahead of the traveling direction where an obstacle can be avoided (S14), and a trajectory traveling from the trajectory generation start point 51 to the control target point 52 is set. In this way, the control trajectory 60 that causes the vehicle to travel is generated (S20), so that it is possible to generate a control trajectory that avoids an obstacle when the vehicle is traveling with automatic driving support. Therefore, even if there is an obstacle, it is possible to continue traveling as much as possible without performing stop control of the vehicle, even if there is an obstacle.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in the present embodiment, the determination as to whether or not the arrival trajectory is a trajectory that can avoid an obstacle (S57) is performed by comparing the vehicle and the occupied area of the obstacle at each determination time T. Other methods may be used. For example, calculate the obstacle trajectory, determine whether the arrival trajectory and the obstacle trajectory approach within a predetermined distance, and if the arrival trajectory does not approach within a predetermined distance, the trajectory that can avoid the obstacle It may be determined that

  Further, in the present embodiment, “lane maintenance support” and “lane change support” are described as examples of the automatic driving support performed on the vehicle, but other automatic driving support is performed. In some cases, it can be implemented. For example, there are automatic driving support that performs control for keeping the distance between the vehicle ahead and a vehicle at a constant distance (for example, 10 m) and control for traveling at a constant speed (for example, 80% of the speed limit). By appropriately setting the exclusion range distance according to the support content, it is possible to generate a control trajectory having a shape according to the support content of the automatic driving support.

  In the present embodiment, the exclusion range distance is basically set to 5 m when “lane keeping driving support” is performed, and the exclusion range distance is set when “lane change support” is performed. The distance is basically set to 10 to 20 m, but the distance can be changed as appropriate. For example, when an obstacle is nearby, the exclusion range distance may be set to a shorter distance (for example, 2.5 m).

  In this embodiment, when “lane change support” is continuously implemented, the exclusion range distance is gradually shortened with time, but “lane maintenance travel support” is continuously implemented. Similarly, the exclusion range distance may be set to be gradually shortened with time. Furthermore, even if “lane change support” is continuously performed, the exclusion range distance may be fixed without shortening.

  In the present embodiment, the vehicle control ECU 20 automatically controls all of the accelerator operation, the brake operation, and the handle operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle, without depending on the driving operation of the user. It has been explained as an automatic driving support for running. However, the vehicle control ECU 20 may control the automatic driving support by controlling 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 operations of the vehicle. On the other hand, manual driving by the user's driving operation will be described as a case where the user performs all of the accelerator operation, the brake operation, and the steering wheel operation, which are operations relating to the behavior of the vehicle, among the vehicle operations.

  In the present embodiment, the navigation device 1 executes the automatic driving support program (FIG. 2), but the vehicle control ECU 20 may execute the automatic driving support program (FIG. 2). In this case, the vehicle control ECU 20 is configured to acquire the current position of the vehicle, map information, and the like from the navigation device 1.

  In addition to the navigation device, the present invention can be applied to a device having a route search function. For example, the present invention can be applied to a mobile phone, a smartphone, a tablet terminal, a personal computer, and the like (hereinafter referred to as a mobile terminal). Further, the present invention can be applied to a system including a server and a mobile terminal. In that case, each step of the above-described automatic driving support program (see FIG. 2) may be configured to be implemented by either a server or a portable terminal. However, when the present invention is applied to a portable terminal or the like, it is necessary that the vehicle capable of performing automatic driving support and the portable terminal or the like be connected so as to be communicable (wired wireless is not a problem).

  Moreover, although the embodiment which actualized the automatic driving assistance device according to the present invention has been described above, the automatic driving assistance 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.
An automatic driving assistance device (1) for generating assistance information used for automatic driving assistance carried out in a vehicle, in which a target traveling path (50) that is a target traveling path for a road on which the vehicle travels is set. A trajectory setting means (41), an obstacle detection means (41) for detecting an obstacle (63), and the obstacle on the target travel trajectory at a position ahead of the trajectory generation start point (51) in the traveling direction. A control trajectory (60) that causes the vehicle to travel using a control target point setting means (41) that sets a control target point (52) that avoids an object and a trajectory that travels from the trajectory generation start point to the control target point. Control trajectory generation means (41) for generating
According to the automatic driving assistance apparatus having the above-described configuration, it is possible to generate a control trajectory that avoids an obstacle when the vehicle is running with automatic driving assistance. Therefore, even if there is an obstacle, it is possible to continue traveling as much as possible without performing stop control of the vehicle, even if there is an obstacle.

The second configuration is as follows.
The trajectory generation start point (51) is a predicted position of the vehicle after a predetermined time assumed to travel along the trajectory traveling from the current position of the vehicle or the trajectory generation start point to the control target point (52). .
According to the automatic driving support apparatus having the above-described configuration, a trajectory toward the target travel trajectory is generated starting from the vehicle position after a predetermined time in addition to the current position of the vehicle, and final control is performed from each generated trajectory. Since the trajectory is generated, it is possible to generate a more appropriate control trajectory for traveling along the target travel trajectory using the positional relationship between the position of the vehicle and the target travel trajectory over time.

The third configuration is as follows.
The control trajectory generating means (41) connects the current position of the vehicle and the predicted position of the vehicle after a predetermined time assumed to travel along the trajectory traveling from the trajectory generation start point (51) to the control target point. A trajectory is generated as the control trajectory.
According to the automatic driving support apparatus having the above-described configuration, a trajectory toward the target travel trajectory is generated using the current position of the vehicle and the vehicle position after a predetermined time as starting points, and the generated trajectories are connected to form a final trajectory. Since the control trajectory is generated, it is possible to generate an appropriate control trajectory for traveling along the target travel trajectory using the positional relationship between the vehicle position and the target travel trajectory with time.

The fourth configuration is as follows.
There is an exclusion range setting means (41) for setting a range within a predetermined distance from the trajectory generation start point (51) as an exclusion range (61), and the control target point setting means (41) is outside the exclusion range. Thus, the control target point (52) is set with priority given to a position close to the trajectory generation start point.
According to the automatic driving support apparatus having the above-described configuration, the control target point is preferentially set at a position that is a predetermined distance or more away from the trajectory generation start point, so that control hunting can be prevented from occurring. For example, if the control target point is set close to the trajectory generation start point, there is a possibility that a deviation occurs between the generated control trajectory and the vehicle control to be performed, but such a problem can be solved. Further, since the control target point is set as close to the track generation start point as possible within a range that prevents the occurrence of control hunting, the control track along the target travel track can be generated as much as possible.

The fifth configuration is as follows.
When the control target point (52) that avoids the obstacle (63) cannot be set outside the exclusion range (61), the control target point setting means (41) can set the trajectory within the exclusion range. The control target point is set with priority given to a position where the turning radius of the trajectory reaching from the generation start point (51) becomes large.
According to the automatic driving support device having the above configuration, when the control target point cannot be set outside the exclusion range, the control target point is within the exclusion range and can be prevented from being hunted as much as possible. It becomes possible to set a control target point.

The sixth configuration is as follows.
The control target point setting means (41) is configured so that a minimum turning radius of a trajectory reaching the control target point (52) from the trajectory generation start point (51) is equal to or greater than a threshold value. Set.
According to the automatic driving assistance device having the above-described configuration, it is possible to appropriately perform the traveling control related to the automatic driving assistance of the traveling vehicle and generate a control trajectory that does not cause a burden on the occupant of the traveling vehicle. It becomes possible.

1 Navigation device 13 Navigation ECU
41 CPU
42 RAM
43 ROM
50 Target Traveling Track 51 Trajectory Generation Start Point 52 Control Target Point 53 Traveling Track 60 Control Track 61 Exclusion Range 62 Temporary Target Position 63 Obstacle 65 Arrival Track 67 Vehicle Occupied Area

Claims (7)

An automatic driving assistance device for generating assistance information used for automatic driving assistance performed in a vehicle,
Traveling track setting means for setting a target traveling track that is a target traveling track for a road on which the vehicle travels;
Obstacle detection means for detecting obstacles;
Control target point setting means for setting a control target point for avoiding the obstacle at a position ahead of the traveling direction from the trajectory generation start point on the target travel trajectory,
An automatic driving support apparatus, comprising: a control trajectory generating unit that generates a control trajectory for causing the vehicle to travel using a trajectory that travels from the trajectory generation start point to the control target point.   The trajectory generation start point is a predicted position of the vehicle after a predetermined time assumed to travel along a trajectory traveling from the current position of the vehicle or the trajectory generation start point to the control target point. Automatic driving support device.   The control trajectory generating means is configured to provide a trajectory connecting a predicted position of the vehicle after a predetermined time assumed to travel along a trajectory traveling from the current position of the vehicle and the trajectory generation start point to the control target point. The automatic driving assistance device according to claim 1 or 2, which is generated as follows. An exclusion range setting means for setting a range within a predetermined distance from the trajectory generation start point as an exclusion range;
The automatic driving support device according to any one of claims 1 to 3, wherein the control target point setting means sets the control target point with priority given to a position near the trajectory generation start point outside the exclusion range. .   If the control target point that avoids the obstacle cannot be set outside the exclusion range, the control target point setting means has a large turning radius of the trajectory reaching from the trajectory generation start point within the exclusion range. The automatic driving assistance device according to claim 4, wherein the control target point is set with priority given to a position.   The control target point setting means sets the control target point on condition that a minimum turning radius of a trajectory that reaches the control target point from the trajectory generation start point is equal to or greater than a threshold value. The automatic driving assistance device according to any one of 5. A computer program for generating support information used for automatic driving support performed in a vehicle,
Computer
Traveling track setting means for setting a target traveling track that is a target traveling track for a road on which the vehicle travels;
Obstacle detection means for detecting obstacles;
Control target point setting means for setting a control target point for avoiding the obstacle at a position ahead of the traveling direction from the trajectory generation start point on the target travel trajectory,
Using a trajectory that travels from the trajectory generation start point to the control target point, a control trajectory generating means that generates a control trajectory that causes the vehicle to travel,
Computer program to make it function.

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