JP2019049812A - Traveling position evaluation system - Google Patents

Abstract

To provide a traveling position evaluation system for estimating a favorable traveling position in consideration of visibility of traffic lights.SOLUTION: A traveling position evaluation ECU includes: means for detecting peripheral vehicles traveling on an own lane and adjacent lanes and estimating a height of a preceding vehicle among the peripheral vehicles; and means for evaluating traveling suitability on the own lane and the adjacent lanes. The means for evaluating suitability searches traffic lights in front of a route of an own vehicle by satellite positioning means and from map data, estimates future positions of the own vehicle and the peripheral vehicles in recognition positions of searched traffic lights, identifies a preceding vehicle estimated to shield a traffic light in the recognition position and a preceding vehicle estimated to shield a traffic light when it is assumed that the own vehicle is traveling on the adjacent lane in the recognition position, as shielding vehicles, evaluates visibility of traffic lights in the own lane and the adjacent lanes in future positions on the basis of presence/absence of shielding vehicles and shielding areas, and evaluates traveling suitability of the own lane and the adjacent lanes on the basis of the visibility.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel position evaluation system for a vehicle.

  Various technologies have been developed to support the driving of vehicles. For example, Patent Document 1 discloses, as an additional function of a navigation device performing route guidance, a driving support function of providing information on an approaching vehicle to a driver and prompting a user to take action such as warning or lane change as needed. It is done.

  On the other hand, various techniques for causing the vehicle to partially perform the recognition, judgment, and operation conventionally performed by the driver with respect to such information provision type driving support, for example, adaptive cruise control, lane keeping assist Furthermore, auto lane change and auto pilot have been put to practical use.

Japanese Patent Laid-Open No. 2002-46506

  By the way, regardless of manual driving or automatic driving, when a vehicle travels on a road, it is necessary to recognize a road sign or a traffic signal (traffic light) and travel according to the instruction. However, depending on the traffic conditions, road signs and traffic lights may be hidden behind other vehicles. For example, in the rear of a large vehicle, a traffic signal may enter a blind spot, and a case may be assumed in which the traffic light changes to a red light when the vehicle is started following a front vehicle from a stopped state.

  The present invention has been made in view of the above-described actual situation, and an object thereof is to provide a traveling position evaluation system which estimates a suitable traveling position in consideration of the visibility of a traffic signal.

In order to solve the above-mentioned subject, a running position evaluation system concerning the present invention is:
Means for detecting surrounding vehicles traveling in the own lane and the adjacent lane;
A means for estimating the height of the preceding vehicle among the surrounding vehicles;
A means for evaluating the driving aptitude of the own lane and the adjacent lane,
Searching for a traffic signal ahead of the host vehicle route from satellite positioning means and map data, and estimating the future position of the host vehicle and the surrounding vehicle at the recognition position of the searched traffic signal;
A forward vehicle estimated to shield the traffic light at the recognition position and a forward vehicle estimated to shield the traffic light at the recognition position assuming that the vehicle is traveling in the adjacent lane are specified as the shielding vehicle Step, and
Evaluating the visibility of the traffic signal of the own lane and the adjacent lane at the future position based on the presence or absence of the shielded vehicle and the shielded area, and evaluating the running aptitude of the own lane and the adjacent lane based thereon Means comprising an operable computer;
Equipped.

  According to the traveling position evaluation system according to the present invention, the future position of the surrounding vehicle at the signal recognition position ahead of the own vehicle route is estimated based on the relative position and motion state of the surrounding vehicle at the current traveling position. By evaluating the traveling aptitude of the own lane and the adjacent lane based on the visibility of the traffic light, it is possible to guide to a suitable traveling position, which is advantageous in avoiding the hindrance of the visibility of the traffic light and the hindrance to the surrounding visibility.

It is a block diagram showing a traveling position evaluation system concerning an embodiment of the present invention. It is a flowchart which shows the flow of travel position evaluation which concerns on this invention embodiment. It is a flowchart which shows calculation of the driving | running | working position evaluation which concerns on this invention embodiment. It is a flowchart which shows determination of the evaluation value in case there exist multiple traffic signals. It is a flowchart which shows lane selection which considered the evaluation value. It is the top view (a) and side view (b) which show the visibility of the traffic light in the present position of the own vehicle, and the future position. It is a top view which shows evaluation of each lane of 3 lane road with two traffic lights.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
In FIG. 1, the traveling position evaluation system according to the present invention includes a traveling position evaluation ECU 10 that performs traveling aptitude evaluation of the own lane and the adjacent lane, and information necessary for traveling aptitude evaluation of the own lane and the adjacent lane to the traveling position evaluation ECU 10. It consists of an external device group to be provided.

  The external equipment group acquires a camera 21 for imaging the front or front of the vehicle, a radar 22 for detecting the surroundings of the vehicle, a GNSS receiver 23 for acquiring the position of the vehicle, map data 24, and an exercise state of the vehicle In addition, although not essential, it is preferable to use the road-vehicle communication 26 in combination.

  The camera 21 is an image sensor (an imaging device such as a CMOS or CCD) for capturing a view image formed through a lens optical system, and an image processing for outputting image data obtained by the image sensor at a predetermined frame rate A digital camera provided with a unit can be suitably used.

  The radar 22 detects a distance and a position (orientation) to a vehicle detected in front of or in front of the vehicle, and preferably uses millimeter wave radar or LIDAR (laser image detection / ranging). it can.

  The GNSS receiver 23 receives radio waves transmitted from a plurality of satellites constituting the satellite positioning system, multiplies the time difference between transmission and reception by the propagation speed of the radio waves to calculate the distance from each satellite, and Position information is acquired as latitude and longitude data.

  The on-vehicle sensor 25 includes an internal sensor group for acquiring the motion state of the vehicle, for example, a speed sensor, a steering angle sensor, a yaw rate sensor, an acceleration sensor, and the like.

  Road-to-vehicle communication 26 is traffic information (congested information, required time, accident vehicle, broken vehicle, road construction information, speed regulation, etc.) transmitted from an information transmission device (beacon) installed on the road such as VICS (registered trademark). It consists of a receiver and an antenna etc. for receiving lane regulation information etc. and acquiring surrounding traffic conditions.

  The travel position evaluation ECU 10 reads a program and data for performing travel aptitude evaluation of the own lane and the adjacent lane, a CPU that performs arithmetic processing, reads the program and data, and stores dynamic data and arithmetic processing results. A computer (ECU, electronic control unit) including a RAM and an input / output interface for connecting an external device group is configured.

  The travel position evaluation ECU 10 includes an own vehicle position estimation unit 11, a surrounding vehicle detection / front vehicle height estimation unit 12, a traffic light position search unit 13, a signal recognition position calculation unit 14, a future position estimation unit 15, a signal shielding vehicle identification unit 16, It is possible to execute a basic program that includes each block (program module) of the traveling suitability evaluation unit 17 and controls them.

  The surrounding vehicle detection / front vehicle height estimation unit 12 processes the image acquired by the camera 21 to detect a moving body, detects a surrounding vehicle, and among them, the size of the front vehicle located ahead of the own vehicle Estimate (height, width). These processes can also use a program module implemented in the camera 21. Furthermore, the distance and direction of the moving object detected by the camera 21 are specified by referring to the detection information of the radar 22. The detected surrounding vehicle data is stored in the RAM area in association with the lane in which the vehicle travels in accordance with an identifier temporarily assigned to each vehicle.

  The own vehicle position estimation unit 11 estimates the current position of the own vehicle with reference to the location information (the latitude and longitude data) of the own vehicle acquired by the GNSS reception unit 23 and the map data 24. When the travel position evaluation system according to the present invention is interconnected with a navigation system (not shown), its map data and position information can also be used.

  Based on the vehicle position estimated by the vehicle position estimation unit 11, the traffic signal position searching unit 13 searches for a traffic signal position ahead of the vehicle path with reference to the map data 24. The signal recognition position calculation unit 14 recognizes the position where the display of the traffic light searched by the traffic light position search unit 13 is to be recognized (the green light, the yellow light, the red light from the movement state of the vehicle acquired by the on-vehicle sensor 25 Calculate the position where the judgment of passing or stopping should be made. The calculated signal recognition position data is held until it passes through the traffic light, and is updated to the next signal recognition position data simultaneously with the passing.

  The future position estimation unit 15 estimates the future relative positions and motion states of the vehicle and surrounding vehicles in the “signal recognition position” calculated by the signal recognition position calculation unit 14 and also to the “signal recognition position” of the vehicle. Calculate the arrival time of

  The signal-shielded vehicle identification unit 16 determines the future relative positions of the own vehicle and the surrounding vehicles estimated by the future position estimation unit 15 and the size of the surrounding vehicle (forward vehicle) estimated by the surrounding vehicle detection / forward vehicle height estimation unit 12 And, from the positional relationship of the traffic light to be recognized, a shielded vehicle and a shielding area estimated to shield the traffic light from the own vehicle are calculated.

  Furthermore, assuming that the vehicle is traveling in the adjacent lane at the future position, the signal-shielded vehicle identification unit 16 calculates a shielding vehicle and a shielding area estimated to shield the traffic light from the vehicle at that position. Do. When adjacent lanes exist on the left and right sides or when there is a second adjacent lane adjacent to the own lane across the adjacent lanes, the same processing is performed for each.

  Note that only the adjacent lane (the first adjacent lane) may be processed without processing the second adjacent lane. When the host vehicle changes lanes to the adjacent lane, the second adjacent lane is to be processed (target of evaluation) as the “adjacent lane”.

  The driving ability evaluation unit 17 calculates the visibility of the traffic light for each lane based on the shielded vehicle and the shielded area calculated for the own lane and one or more adjacent lanes in the signal shielded vehicle identification unit 16, and further, the adjacent lane or For the second adjacent lane, the evaluation value of the travel aptitude for each lane is calculated in consideration of the negative evaluation pertaining to one or two lane changes in each evaluation value, and based on that, the optimum lane is selected. Ru.

  In the traveling position evaluation ECU 10 having the configuration as described above, a series of processing is dynamically performed at a predetermined frame rate, and processing results (evaluation values) are stored in the RAM area in association with the lanes and updated one by one. As described above, the signal recognition position data is updated to the next signal recognition position data simultaneously with the passing of the traffic light, but the surrounding vehicle data is maintained as long as the identity of the individual vehicle is maintained.

  The output 30 of the selection result of the optimum lane differs depending on the specification of the traveling position evaluation system. When the traveling position evaluation system is linked with the navigation device, the processing result name is output to the navigation device, and when the optimum lane is the adjacent lane, the driver is notified by voice or screen display etc. To guide you.

  Also, when the travel position evaluation system is linked with the auto lane change function, if the optimum lane is the adjacent lane, the driver is prompted to change lanes by voice or screen display, etc., and the driver's turn signal operation is triggered. Car line changes will be implemented. If the driving position evaluation system is operating in conjunction with or as part of an autopilot, a car line change is implemented if the optimum lane is an adjacent lane.

(Basic concept of travel position evaluation)
Here, the basic concept of travel position evaluation based on the visibility of a traffic light will be described with reference to FIG.

  First, in FIG. 6, when the large vehicle 2 is traveling in front of the same lane at the current position of the vehicle 1 shown at the right end in the figure, it becomes the route ahead with such a positional relationship. When reaching the future position (signal recognition position) where the traffic light 6 at the left end in the figure should be recognized, the traffic light 6 enters the blind spot 21d by the large vehicle 2 ', in other words, the own vehicle 1' by the large vehicle 2 '. It enters into the shielding area 6 d of the traffic light 6.

  On the other hand, as shown by reference numeral 1 ′ ′ in FIG. 6 (a), when changing to the adjacent lane before reaching the signal recognition position, the host vehicle 1 ′ ′ It does not enter the shielded area 6d. However, a lane change prohibited area is usually set in front of traffic light 6 (intersection), and after entering this prohibited area, legal lane change can not be made, and actually lane change in this area is traffic There is a high possibility of problems such as disturbing the flow (which is also the purpose of enacting the law).

  Therefore, if such a situation is predicted in advance and the lane is changed before approaching the intersection, the visibility of the traffic light 6 will not be impaired. Also, even if there are other vehicles in the adjacent lane and it is difficult to change lanes, decelerate in advance and adjust the inter-vehicle distance so that it does not enter the shielded area 6d of the traffic light 6 by the large vehicle 2 '. If it is set, the visibility of the signal 6 will not be impaired.

  By the way, since the height of the traffic signal is determined by the law based on 5 m (at least 4.7 m), as shown by reference numeral 6 'in FIG. 6, the front large vehicle at the current traveling position of the vehicle 1 From the height and relative positional relationship of 2, it can be predicted whether the traffic signal 6 'enters the blind spot 21d of the vehicle 1 or not and if the distance between the two is secured, it will not enter the blind spot 21d. From the state, the relative positional relationship at the future position (signal recognition position) where the traffic light 6 should be recognized can be predicted.

  Therefore, by detecting surrounding vehicles at the current traveling position of the own vehicle 1 and estimating the size (height, width) of the preceding vehicle, the visibility of the traffic light at the future position is predicted, and the adjacent lane Is it possible to predict the visibility of the traffic light at the future position when changing, and based on those predictions (in consideration of the possibility of lane change), evaluating the travel aptitude of the own lane and the adjacent lane, and selecting the best lane? Alternatively, by guiding and positioning so as to secure an optimal inter-vehicle distance, it is possible to avoid the hindrance to the visibility of the traffic light and the hindrance to the surrounding visibility.

(Operation flow of travel position evaluation system)
FIG. 2 shows an operation flow of the traveling position evaluation system shown in FIG.

  In FIG. 2, when the traveling position evaluation system is started (step 100), reception of GNSS information by the GNSS receiver 23 and reception of information on surrounding traffic conditions through the inter-vehicle communication 26 are started, and the camera 21 The imaging and reception of the detection values of the radar 22 and the on-vehicle sensor 25 are started (step 110).

  Next, the vehicle position estimation unit 11 estimates the vehicle position with reference to the GNSS data and the map data 24 (step 111), and in parallel with this, the surrounding vehicle detection / forward vehicle height estimation unit 12 The surrounding vehicle is detected from the image captured by the camera 21, the size (height, width) of the preceding vehicle is estimated, and the distance and the direction of the surrounding vehicle are specified based on the detection information of the radar 22 (step 112) .

  In parallel with this, the traffic signal position searching unit 13 searches for a traffic signal position ahead of the vehicle route based on the vehicle position and the map data 24 (step 113), and based on the search result, the signal recognition position calculation unit 14 The signal recognition position is calculated from the movement state of the vehicle acquired by the on-vehicle sensor 25 (step 114).

  Further, the future position estimation unit 15 estimates the future relative position and motion state of the own vehicle and surrounding vehicles at the signal recognition position, and the arrival time to the signal recognition position is calculated (step 115), and the signal shielding vehicle identification In the part 16, the shielded vehicle and the shielded area are calculated (step 116). Furthermore, on the assumption that the own vehicle is traveling in the adjacent lane at a future position, the shielded vehicle and the shielded area are also calculated for the adjacent lane.

  Then, the visibility of the traffic light is calculated based on the shielded vehicle and the shielded area in the own lane and the adjacent lane in the traveling suitability evaluation unit 17, and the traveling suitability for each lane is calculated based on the visibility of the traffic light and necessity of lane change. The evaluation value of is calculated, and the optimum lane is selected (step 117). Details of the running aptitude evaluation will be described later.

  Next, it is determined whether the optimum lane is the currently traveling lane (step 120). If the optimum lane is not the currently traveling lane, a lane change command is output (step 124), and lane change control is performed. The ECU determines whether the lane change is possible and executes the lane change if possible (or triggered by the driver's blinker operation) (step 125).

  On the other hand, if there is a preceding vehicle in step 120, the inter-vehicle distance is set (re-set) in consideration of the visibility of the traffic light (step 122), and the inter-vehicle distance is calculated based on the inter-vehicle distance control ECU. Distance control is performed (step 123). If there is no leading vehicle, the vehicle continues traveling on the currently running lane.

(Calculation process of travel position evaluation value)
FIG. 3 shows an embodiment of a routine for calculating a traveling position evaluation value, which is a subroutine corresponding to step 117 in the main routine shown in FIG. In FIG. 3, although the evaluation value is formally an addition formula, the content is a subtraction method, and the evaluation value is better as the evaluation value is finally smaller and the evaluation is worse as the evaluation value is more. It shows.

  As already mentioned, the calculation of the evaluation value is carried out for each lane. Here, the case where the evaluation value of the adjacent lane is calculated will be described as an example.

  First, when the evaluation value routine is started (step 200), the evaluation value of the evaluation target lane (adjacent lane) is initialized (evaluation value = 0) (step 201).

  Next, it is checked whether the shielded vehicle exists in the same lane (adjacent lane) (step 202), and if it exists in a lane (own lane or second adjacent lane) other than the same lane (adjacent lane), An evaluation value for the shielded vehicle is added (step 203).

  Furthermore, in that case, the congestion degree of the traffic flow that affects the propriety in the case of securing traffic signal visibility (leave from the shielded area) by the lane change from the evaluation target lane (adjacent lane) It is originally checked (step 204), and if traffic congestion is observed, the evaluation value is further added (step 205).

  Following the above steps 203 to 205, or immediately when the shielded vehicle is present in the same lane (adjacent lane), it is checked whether the evaluation target lane (adjacent lane) is the currently running lane ( Step 210). If it is not the lane currently being traveled (the adjacent lane is the case in this case), it is checked whether or not the lane change is possible (step 211), and if the lane change is impossible or difficult, the evaluation value is further added (step 212).

  If it is possible to change lanes, it is checked whether the evaluation target lane is an adjacent lane (second adjacent lane or not) (step 213). If not, the second adjacent lane, for example In the case of a lane, an additional lane change is required, so the evaluation value is added (step 214).

  When the evaluation target lane is the adjacent lane (this case), it is checked whether the arrival time to the signal recognition point is equal to or less than a predetermined threshold in relation to the suitability of the lane change to the adjacent lane. If it is less than the threshold value, the evaluation value is added (step 216). This threshold is dynamically set based on the motion state of the host vehicle.

  Following the above steps 211 to 216, or immediately if the evaluation target lane is the lane currently being traveled, it is checked whether the required inter-vehicle distance from the vehicle ahead is greater than the threshold (step 220). If the distance is larger than the threshold, the evaluation value is added (step 221).

  Further, it is checked whether the shielded vehicle is at a stop (step 222). If the shielded vehicle is at a stop, the evaluation value is added (step 223), and the shielded vehicle is a vehicle that may stop, such as a route bus. If there is a possibility of stopping the vehicle, the evaluation value is added (step 225), and the travel position evaluation value calculation routine of the evaluation target lane (in this case, the adjacent lane) is executed. The process ends (step 230), and shifts to a traveling position evaluation value calculation routine for the next target lane.

  The above-described traveling position evaluation value calculation routine is performed on the own lane and the adjacent lane (the second adjacent lane) to calculate a traveling suitability evaluation value based on the traffic signal visibility of each lane.

(When the traffic light is 2 or more)
By the way, two or more traffic signals may be installed on a road with a large number of lanes. For example, as shown in FIG. 7, traffic lights 61 and 62 (traffic lights 1 and 2) are installed on the left and right sides of a road having three traveling lanes 51, 52 and 53 (lanes 1, 2 and 3). If it is determined that the visibility of either the left or right traffic signal is secured, the evaluation value of the running aptitude is calculated for each of the left and right traffic signals 61 and 62 (the traffic signal 1 and the traffic signal 2) as shown in FIG. The flow determines the evaluation value of each lane.

  That is, when there are two or more traffic signals (step 240), evaluation value 1 for traffic light 1 (61), shielded vehicle 1 (large vehicle 2 in FIG. 7), traffic light 2 (62), shielded vehicle 2 (FIG. 7) It is judged whether or not any of the evaluation values 2 of the evaluation values 2 for the large vehicle 3) is equal to or less than a predetermined threshold (step 241), and if any is equal to or less than the threshold, the evaluation value 1 and the evaluation value An evaluation value of the smaller one (good evaluation) of 2 is obtained (step 242), and it is adopted as an evaluation value of the lane concerned (step 244), and when both evaluation value 1 and evaluation value 2 are larger than a threshold, evaluation is carried out. The sum of the value 1 and the evaluation value 2 is obtained (step 243), and it is adopted as the evaluation value of the lane (step 244).

  Subsequently, the process proceeds to the lane selection process as shown in FIG. 5 (step 250), and the evaluation value of lane 1 (51), the evaluation value of lane 2 (52), and the evaluation value of lane 3 (53) If the best lane is selected (step 251) and the adjacent lane (or the second adjacent lane) is selected, the lane change to that lane is output, and if the own lane is selected, for the shielded car If it exists, a command to secure the inter-vehicle distance is output (step 252).

  In the example shown in FIG. 7, the vehicle 1 currently travels the leftmost lane 51, and travels the lane 51 at the future position (signal recognition position) (1a), the future position (signal recognition In the case where the lane is changed to the adjacent lane 52 before reaching the position (1b), and the lane is changed to the adjacent lane (second adjacent lane) 53 (1c) is assumed, and the respective positions 1a and 1b , 1c, evaluation values a1, b1, c1 for the traffic light 61 and evaluation values a2, b2, c2 for the traffic light 62 are calculated.

  In this example, in the future position 1a, the shielded vehicle 2 is present for the traffic light 61, and the shielded vehicle 3 is present for the traffic light 62. Further, in the future position 1b, although the shielded vehicle 2 is present for the traffic light 61, there is no shielded vehicle for the traffic light 62. However, there is an addition of the evaluation value according to requiring one lane change. Also in the future position 1c, the shielded vehicle 3 is present for the traffic light 61, but for the traffic light 62, there is no shielded vehicle because the preceding vehicle 4 is a regular vehicle. However, there is an addition of the evaluation value according to requiring two lane changes.

  Therefore, although depending on traffic congestion, etc., in the case of this example, neither of the evaluation values is positive, and the output value is to ensure the distance between the shielded vehicle 2 without changing the lane. It can be said that the possibility is high.

  As mentioned above, although some embodiments of the present invention were described, the present invention is not limited to the above-mentioned embodiment, and various modifications and changes are possible based on the technical idea of the present invention. I will add it.

1 Own vehicle 2 Forward vehicle (large vehicle, shielded vehicle, own lane)
3 Forward vehicle (shielded vehicle, adjacent lane)
4 Forward vehicle (second adjacent lane)
6, 61, 62 Traffic light 6 d Shielding area 10 Driving position evaluation ECU
11 Vehicle position estimation unit 12 Surrounding vehicle detection / forward vehicle height estimation unit 13 Traffic signal position search unit 14 Signal recognition position calculation unit 15 Future position estimation unit 16 Signal shielded vehicle identification unit 17 Running suitability evaluation unit 21 Camera 22 Radar 23 GNSS reception Aircraft 24 Map data 25 In-vehicle sensor 26 Road-to-vehicle communication 51 Own lane 52 Adjacent lane 53 Second adjacent lane

Claims (5)

Means for detecting surrounding vehicles traveling in the own lane and the adjacent lane;
A means for estimating the height of the preceding vehicle among the surrounding vehicles;
A means for evaluating the driving aptitude of the own lane and the adjacent lane,
Searching for a traffic signal ahead of the host vehicle route from satellite positioning means and map data, and estimating the future position of the host vehicle and the surrounding vehicle at the recognition position of the searched traffic signal;
A forward vehicle estimated to shield the traffic light at the recognition position and a forward vehicle estimated to shield the traffic light at the recognition position assuming that the vehicle is traveling in the adjacent lane are specified as the shielding vehicle Step, and
Evaluating the visibility of the traffic signal of the own lane and the adjacent lane at the future position based on the presence or absence of the shielded vehicle and the shielded area, and evaluating the running aptitude of the own lane and the adjacent lane based thereon Means comprising an operable computer;
A travel position evaluation system equipped with The computer which constitutes the means for evaluating the running aptitude,
Considering the negative evaluation by requiring the lane change to the adjacent lane in the evaluation of the traveling aptitude of the adjacent lane, the evaluation of the traveling aptitude of the own lane and the evaluation of the traveling aptitude of the adjacent lane are compared. The travel position evaluation according to claim 1, wherein the travel position evaluation is further operable to issue a lane change guidance command or an automobile line change command to the adjacent lane when it is determined that the adjacent lane is optimal. system. The computer which constitutes the means for evaluating the running aptitude,
Prior to the step of issuing a lane change guidance command or an automobile line change command to the adjacent lane, the arrival time to the traffic light is estimated, and if the arrival time is less than a threshold, a negative evaluation according to the arrival time is The travel position evaluation system according to claim 2, wherein the evaluation of the travel aptitude of the own lane and the evaluation of the travel aptitude of the adjacent lane are compared in consideration. When there is a second adjacent lane adjacent to the own lane across the adjacent lane,
The step of identifying as the shielding vehicle includes the step of identifying, as the shielding vehicle, a forward vehicle estimated to shield the traffic light when assuming that the vehicle is traveling in the second adjacent lane at the recognition position. ,
The step of evaluating the visibility of the traffic light includes the step of evaluating the visibility of the traffic light in the second adjacent lane,
The step of evaluating the driving aptitude includes a negative evaluation by requiring two lane changes to the second adjacent lane, and the time according to the time when the reaching time is equal to or less than a second threshold larger than the threshold. And the second adjacent lane is judged to be optimum in comparison with the evaluation of the traveling aptitude of the own lane and the evaluation of the traveling aptitude of the adjacent lane in consideration of the negative evaluation. Issue a lane change guidance command to the lane or a car line change command,
The travel position evaluation system according to claim 3.   When the said traffic signal is two or more, if evaluation of the driving aptitude based on the visibility of one of the traffic signals is good, the evaluation is regarded as the evaluation of the traveling aptitude of the lane concerned. The traveling position evaluation system according to one item.

Images