JP2019209902A - Travel support method and travel support apparatus - Google Patents

Abstract

To avoid a deadlock state by securing the travel of an oncoming vehicle and shortening a stopping time of the vehicle itself, in a scene where the oncoming vehicle heads toward the vehicle itself by departing from its lane.SOLUTION: An apparatus includes a recognition-determination processor 3 (a controller) for determining a behavior of a vehicle itself V1 traveling in an own lane L1 when there is an oncoming vehicle V2 that travels in an opposite lane L2. With the apparatus, a travel support method includes the steps of: predicting a behavior of the oncoming vehicle V2; performing a stop necessity determination, that is, to determine whether it is necessary to stop traveling of the vehicle itself V1 on the basis of the behavior prediction of the oncoming vehicle V2; making a stop determination, that is, it is necessary to decelerate the vehicle itself V1 and stop in a case where the oncoming vehicle V2 is predicted to be entering the own lane L1; and determining a stop position P to stop the vehicle itself V1 on the basis of the behavior prediction of the oncoming vehicle V2 and a surroundings environment of the vehicle itself V1 in the case of the stop determination.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to a driving support method and a driving support device.

  2. Description of the Related Art A vehicle route prediction apparatus that can accurately predict a vehicle route according to actual traffic conditions is known (see, for example, Patent Document 1). In this device, when it is determined that the oncoming vehicle M3 is to pass the preceding oncoming vehicle M2, when the oncoming vehicle M3 is determined not to be overtaken, the oncoming vehicle M3 moves the oncoming lane L2. The realization probability that the possible course of traveling across the sides is realized is calculated relatively high. This makes it possible to predict the course of the oncoming vehicle M3 while reflecting whether or not the preceding oncoming vehicle M2 is being overtaken.

JP 2010-97261 A

  The conventional apparatus discloses a method for setting the traveling locus of the own vehicle when the oncoming vehicle protrudes from the own lane. However, there is no disclosure about a method for determining the stop position when the host vehicle needs to stop due to the oncoming vehicle protruding in a scene where the lane width is narrow. Therefore, when the own vehicle obstructs the driving of the oncoming vehicle, the own vehicle and the oncoming vehicle cannot move each other, and the deadlock state (“grid lock state”) is a phenomenon in which a plurality of vehicles stay on the road. "It is also called") ".

  The present disclosure has been made paying attention to the above problem, and in a scene in which an oncoming vehicle runs toward the own vehicle due to a lane protruding, the deadlock state is established by securing the oncoming vehicle and shortening the stop time of the own vehicle. The purpose is to avoid becoming.

In order to achieve the above object, the present disclosure includes a controller that determines the behavior of the host vehicle traveling in the own lane when there is an oncoming vehicle traveling in the oncoming lane, and is a driving support method according to the following procedure.
Predict the behavior of oncoming vehicles,
Based on the behavior prediction of the oncoming vehicle, determine whether or not it is necessary to stop the traveling of the vehicle,
When an oncoming vehicle enters the lane, it is determined that the vehicle must be decelerated and stopped.
When it is determined that the vehicle is to be stopped, the stop position for stopping the vehicle is determined based on the behavior prediction of the oncoming vehicle and the surrounding environment of the vehicle.

  In this way, the stop determination is made based on the oncoming vehicle behavior prediction, and an appropriate position according to the oncoming vehicle behavior prediction and the surrounding environment is determined as the stop position. As a result, in a scene where the oncoming vehicle runs toward the own vehicle due to the lane protruding, it is possible to avoid the deadlock state due to ensuring the oncoming vehicle and shortening the stop time of the own vehicle.

1 is an overall system diagram illustrating an automatic driving control system to which a driving support method and a driving support device according to a first embodiment are applied. It is a control block diagram which shows the driving assistance apparatus with which a recognition judgment processor is equipped. It is a flowchart which shows the whole flow of the driving assistance control process performed with the driving assistance apparatus with which a recognition judgment processor is equipped. It is a flowchart which shows the flow of the stop necessity determination process performed at the stop necessity determination step of a driving assistance control process. It is a flowchart which shows the flow of the stop position determination process performed at the stop position determination step of a driving assistance control process. It is an action explanatory view showing a stop necessity judgment action in a scene where an oncoming vehicle runs toward the own vehicle in a situation where there is no stationary / low-speed object. FIG. 10 is an operation explanatory diagram showing a stop necessity determination operation in a scene where an oncoming vehicle detours a stationary / low-speed object and travels beyond the center line to the own lane. It is an action explanatory view showing a progress judging action in a scene where an oncoming vehicle is predicted to stop at a rear position of a stationary / low-speed object. It is an action explanatory view showing progress judging action in a scene where a preceding vehicle exists ahead of the own vehicle. It is explanatory drawing which shows the sensor recognition area ratio which determines the bad visibility which sets the front predetermined distance in the scene where a preceding vehicle exists ahead of the own vehicle shown in FIG. It is an operation explanatory view showing a stop vertical position determining operation of determining the stop vertical position of the own vehicle depending on the speed of the oncoming vehicle. It is operation | movement explanatory drawing which shows the stop vertical position determination effect | action which determines the stop vertical position of the own vehicle depending on the protrusion width to the own lane of an oncoming vehicle. It is an operation explanatory view showing a stop vertical position determining operation for determining a stop vertical position of the own vehicle depending on a predicted residence time of the oncoming vehicle in the own lane. It is an operation explanatory view showing a stop lateral position determining operation of determining the stop lateral position of the host vehicle depending on the lane width of the host lane. It is action explanatory drawing which shows the stop vertical position correction effect | action which corrects the stop vertical position of the own vehicle when a succeeding vehicle exists. It is an action explanatory view showing a stop vertical position correction action which corrects a stop vertical position of the own vehicle when an oncoming vehicle accelerates.

  Hereinafter, the form for implementing the driving support method and driving support device by this indication is explained based on Example 1 shown in a drawing.

  The driving support method and the driving support device according to the first embodiment use the driving route information generated by the recognition determination processor and automatically drive a vehicle (driving support) whose driving / braking / steering angle is automatically controlled by selecting an automatic driving mode. This is applied to an example of a vehicle. Hereinafter, the configuration of the first embodiment is changed to “overall system configuration”, “control block configuration of driving support device”, “overall processing configuration of driving support control”, “stop necessity determination processing configuration”, “stop position determination processing configuration”. It is divided and explained.

[Overall system configuration]
FIG. 1 shows an automatic driving control system to which the driving support method and the driving support apparatus of the first embodiment are applied. The overall system configuration will be described below with reference to FIG.

  The automatic driving system A includes an in-vehicle sensor 1, a map data storage unit 2, a recognition determination processor 3 (controller), an automatic driving control unit 4, an actuator 5, and a display device 6.

  The in-vehicle sensor 1 includes a camera 11, a radar 12, a GPS 13, and an in-vehicle data communication device 14. The sensor information acquired by the in-vehicle sensor 1 is output to the recognition determination processor 3.

  The camera 11 is a surrounding recognition sensor that realizes a function of acquiring surrounding information of the own vehicle such as a lane, a preceding vehicle, and a pedestrian from image data as a function required for automatic driving. For example, the camera 11 is configured by combining a front recognition camera, a rear recognition camera, a right recognition camera, a left recognition camera, and the like of the host vehicle.

  In the camera 11, an object on the own vehicle traveling lane, an object on the own lane, an object outside the own traveling lane (road structure, preceding vehicle, succeeding vehicle, oncoming vehicle, surrounding vehicle, pedestrian, bicycle, two-wheeled vehicle) , Road boundaries, stop lines, pedestrian crossings), road signs (speed limit), etc. are detected.

  The radar 12 is a distance measuring sensor that realizes a function for detecting the presence of an object around the host vehicle and a function for detecting a distance to the object around the host vehicle as functions required for automatic driving. Here, “radar 12” is a generic name including a radar using radio waves, a rider using light, and a sonar using ultrasonic waves. As the radar 12, for example, a laser radar, a millimeter wave radar, an ultrasonic radar, a laser range finder, or the like can be used. For example, the radar 12 is configured by combining a front radar, a rear radar, a right radar, a left radar, and the like of the vehicle.

  The radar 12 detects the position of an object on the own vehicle traveling road / an object outside the own vehicle traveling road (road structure, preceding vehicle, succeeding vehicle, oncoming vehicle, surrounding vehicle, pedestrian, bicycle, two-wheeled vehicle), etc. The distance to the object is detected. If the viewing angle is insufficient, it may be added as appropriate.

The GPS 13 is a vehicle position sensor that has a GNSS antenna 13a and detects a vehicle position (latitude / longitude) that is stopped / running by using satellite communication.
“GNSS” is an abbreviation for “Global Navigation Satellite System”, and “GPS” is an abbreviation for “Global Positioning System”.

  The in-vehicle data communicator 14 is an external data sensor that obtains information that cannot be obtained from the host vehicle by performing wireless communication with the external data communicator 7 via the transmission / reception antennas 7a and 14a. is there.

  When the external data communicator 7 is a data communicator mounted on, for example, another vehicle traveling around the host vehicle, inter-vehicle communication is performed between the host vehicle and the other vehicle. Through this inter-vehicle communication, it is possible to acquire information necessary for the own vehicle among various information held by other vehicles by a request from the in-vehicle data communication device 14.

  When the external data communication device 7 is, for example, a data communication device provided in infrastructure equipment, infrastructure communication is performed between the vehicle and the infrastructure equipment. By this infrastructure communication, it is possible to acquire information necessary for the own vehicle among various information held by the infrastructure facility by a request from the in-vehicle data communication device 14. For example, when there is information that is insufficient in the map data stored in the map data storage unit 2 or information that has been changed from the map data, the shortage information / change information can be supplemented. It is also possible to acquire traffic information such as traffic jam information and travel regulation information on the target route on which the vehicle is scheduled to travel.

  The map data storage unit 2 includes an in-vehicle memory that stores so-called electronic map data in which latitude and longitude are associated with map information. The map data stored in the map data storage unit 2 recognizes and determines the map data centered on the vehicle position when the vehicle position detected by the GPS 13 is recognized by the recognition determination processor 3 as vehicle position information. Sent to the processor 3.

  The map data has road information associated with each point, and the road information is defined by nodes and links connecting the nodes. The road information includes information for identifying a road by the position / area of the road, road type for each road, lane width for each road, and road shape information. The road information is stored for each piece of road link identification information in association with the position of the intersection, the approach direction of the intersection, the type of intersection, and other information related to the intersection. In addition, road information includes road type, lane width, road shape, whether to go straight, priority of travel, passability (possibility of entry into adjacent lanes), speed limit, sign for each road link identification information The other road information is stored in association with each other.

  The recognition determination processor 3 integrates input information from the in-vehicle sensor 1 and the map data storage unit 2 and generates a target route, a target vehicle speed profile (including an acceleration profile and a deceleration profile), and the like. Then, the generated target route information and target vehicle speed profile information are output to the automatic driving control unit 4 together with the own vehicle position information and the like. That is, a target route from the current location to the destination is generated based on road information from the map data storage unit 2, a route search method, and the like, and a target vehicle speed profile along the target route is generated. Furthermore, when it is determined that the autonomous driving cannot be maintained based on the sensing result of the vehicle-mounted sensor 1 while the vehicle is stopped / running along the target route, the target route or The target vehicle speed profile and the like are corrected sequentially.

  The automatic operation control unit 4 calculates a drive command value / braking command value / steering angle command value for causing the vehicle to travel / stop by automatic driving along the target route based on input information from the recognition determination processor 3. Then, the calculation result of the drive command value is output to the drive actuator 51, the calculation result of the brake command value is output to the brake actuator 52, and the calculation result of the steering angle command value is output to the steering angle actuator 53.

  The actuator 5 is a control actuator that causes the vehicle to run / stop by automatic driving along the target route, and includes a drive actuator 51, a braking actuator 52, and a rudder angle actuator 53.

  The drive actuator 51 is an actuator that receives a drive command value from the automatic operation control unit 4 and controls the drive force output to the drive wheels. As the drive actuator 51, for example, an engine is used in the case of an engine vehicle, an engine and a motor / generator (power running) are used in the case of a hybrid vehicle, and a motor / generator (power running) is used in the case of an electric vehicle.

  The braking actuator 52 is an actuator that receives a braking command value from the automatic operation control unit 4 and controls the braking force output to the drive wheels. As the brake actuator 52, for example, a hydraulic booster, an electric booster, a brake hydraulic pressure actuator, a brake motor actuator, a motor / generator (regeneration), or the like is used.

  The steering angle actuator 53 is an actuator that receives the steering angle command value from the automatic operation control unit 4 and controls the turning angle of the steered wheels. As the steering angle actuator 53, a steering motor or the like provided in the steering force transmission system of the steering system is used.

  The display device 6 is a device that displays on the screen where the host vehicle is moving on the map during stopping / running by automatic driving and provides the driver and passengers with visual information on the vehicle position. The display device 6 inputs the target route information, the vehicle position information, the destination information, and the like generated by the recognition determination processor 3, and displays the map, the road, the target route (the travel route of the vehicle) and the vehicle on the display screen. The vehicle position and destination are displayed in an easy-to-view manner.

[Control block configuration of the driving support device]
FIG. 2 shows a driving support device provided in the recognition determination processor 3. Hereinafter, the control block configuration of the driving support apparatus will be described with reference to FIG.

  The recognition determination processor 3 includes an oncoming vehicle behavior prediction unit 31, a stop necessity determination unit 32, a stop position determination unit 33, a stop control unit 34, a route search processing unit 35, a planned travel route determination unit 36, A reroute processing unit 37. Here, the oncoming vehicle behavior prediction unit 31, the stop necessity determination unit 32, and the stop position determination unit 33 use the lane information, the state of the own vehicle, the state of the oncoming vehicle, and the surrounding environment as input information.

  The oncoming vehicle behavior prediction unit 31 predicts the behavior of the oncoming vehicle when there is an oncoming vehicle traveling in the oncoming lane. Here, the “opposite lane” is determined by recognizing a center line that is a boundary between the own lane and the opposite lane based on the lane information. “Oncoming vehicle” is determined by recognizing a vehicle (except for a stationary object or a low-speed object) traveling in the oncoming lane toward the host vehicle. “Oncoming vehicle behavior prediction” is performed by predicting a travel locus on which the oncoming vehicle will travel.

  Whether or not the stop necessity determination unit 32 needs to stop the traveling of the host vehicle based on the oncoming vehicle behavior prediction by the oncoming vehicle behavior prediction unit 31 when determining the behavior of the host vehicle traveling in the own lane. Determine whether or not to stop. When it is predicted that the oncoming vehicle will not enter the own lane, the stop necessity determination unit 32 determines the progress of maintaining the traveling of the own vehicle. On the other hand, if it is predicted that the oncoming vehicle will enter the own lane, in principle, it is determined that the own vehicle needs to be decelerated and stopped. If the stop necessity determination result is a progress determination, a progress determination flag is output to the route search processing unit 35. If the stop necessity determination result is a stop determination, a stop determination flag is output to the stop position determination unit 33.

  The stop position determination unit 33 determines a stop position where the host vehicle is to be stopped when the stop determination is made by the stop necessity determination by the stop necessity determination unit 32. When it is determined that the vehicle is to be stopped, the stop position determination unit 33 determines a stop position at which the own vehicle is to be stopped based on the behavior prediction of the oncoming vehicle and the surrounding environment of the own vehicle. Here, “the surrounding environment of the own vehicle” means the lane width of the own lane, the presence / absence of a stationary / low-speed object, the presence / absence of a preceding vehicle, the presence / absence of a following vehicle, the presence / absence of a stop prohibited area, and the like.

  When the stop position is determined by the stop position determination unit 33, the stop control unit 34 calculates a stop route and a deceleration from the current position to the stop position so that the own vehicle stops at the determined stop position. Then, the stop route information and the deceleration information are output to the automatic driving control unit 4 from the start of the stop control to the end of the stop control. When the stop control is started, the stop control unit 34 outputs a stop control start flag to the route search processing unit 35. When the vehicle stops and stops when the host vehicle reaches the stop position, a stop control end flag is output to the scheduled travel route determination unit 36.

  The route search processing unit 35 receives the map data information, the own vehicle position information, the destination information, and the return route information from the reroute processing unit 37, and generates a target route, a target vehicle speed profile, and the like. When the progress determination flag is input from the stop necessity determination unit 32 to the route search processing unit 35, the generated travel route information and target vehicle speed profile information based on the target route is output to the automatic driving control unit 4.

  On the other hand, during the period from when the stop control start flag is input from the stop control unit 34 to when the return route information is input from the reroute processing unit 37, the travel route information and the target vehicle speed profile information are output to the automatic operation control unit 4. To stop. When return route information is input from the reroute processing unit 37, a new target route including the return route is generated, and travel route information and target vehicle speed profile information based on the newly generated target route are output to the automatic driving control unit 4. To do.

  The scheduled travel route determination unit 36, when receiving the stop control end flag from the stop control unit 34, determines that the route departure point (stop position) of the own vehicle exists from the target route, and sends the determination result to the reroute processing unit 37. Output.

  The reroute processing unit 37 performs a route search for returning to the original travel route based on the target travel route when the planned travel route determination unit 36 determines that the vehicle is at a route departure point (stop position) by stop control. Generate a return route. The generated return route information is output to the route search processing unit 35 when, for example, the restarting condition of the own vehicle that is stopped by the oncoming vehicle passing next to the own vehicle is satisfied.

[Overall configuration of driving support control]
FIG. 3 shows the overall flow of the driving support control process executed by the driving support device provided in the recognition determination processor 3. Hereinafter, each step of FIG. 3 will be described.

  In step S1, following the start, necessary information such as lane information, object information, and travel environment information is acquired, and the process proceeds to step S2.

In step S2, following the acquisition of necessary information in step S1, it is determined whether or not to stop according to the flowchart shown in FIG. 4, and the process proceeds to step S3.
Here, “determining whether or not to stop” refers to determining whether or not it is necessary to stop the traveling of the own vehicle based on the behavior prediction of the oncoming vehicle when determining the behavior of the own vehicle traveling in the own lane. .

  In step S3, following the stop necessity determination in step S2, it is determined whether or not the stop necessity determination result is a stop determination. If YES (stop determination), the process proceeds to step S5. If NO (progress determination), the process proceeds to step S4.

  In step S4, following the progress determination in step S3, a command to continue the automatic operation control as it is and to perform the automatic operation is output, and the process proceeds to the end.

In step S5, following the stop determination in step S3, the stop position is determined according to the flowchart shown in FIG. 5, and the process proceeds to step S6.
Here, “determination of the stop position” refers to determining a stop position where the own vehicle is to be stopped based on the behavior prediction of the oncoming vehicle and the surrounding environment of the own vehicle when the stop decision is made based on the necessity determination of the stop. .

  In step S6, following the determination of the stop position in step S5, a stop route from the current position of the vehicle to the determined stop position is generated, and the process proceeds to step S7.

In step S7, following the generation of the stop route in step S6, the deceleration from the current position of the host vehicle to the determined stop position is determined, and the process proceeds to step S8.
Here, “deceleration” means a decrease gradient of the vehicle speed (= deceleration) when connected by a ramp characteristic line so that the vehicle speed = 0 at the stop position where the current vehicle speed of the vehicle is determined along the stop route. Determined by

  In step S8, following the determination of deceleration in step S7 or determination that the stop position has not been reached in step S9, stop control is executed according to the generated stop route and deceleration, and the process proceeds to step S9. .

  In step S9, following the stop control in step S8, it is determined whether or not the determined stop position has been reached. If YES (stop position reached), the process proceeds to the end. If NO (stop position not reached), the process returns to step S8.

[Stopping necessity judgment processing configuration]
FIG. 4 shows the flow of the stop necessity determination process executed in the stop necessity determination step S2 of the driving support control process. Hereinafter, each step of FIG. 4 will be described.

  In step S201, following the start of determining whether or not to stop, it is determined whether or not there is a stationary / low-speed object in the oncoming lane. If YES (stationary / low-speed object is present), the process proceeds to step S207. If NO (stationary / low-speed object is not present), the process proceeds to step S202.

  Here, the “stationary / low-speed object” refers to a representative example of an “obstacle” that exists in a forward position in the traveling direction of the oncoming vehicle and is a target to be overtaken by the oncoming vehicle.

  In step S202, following the determination in step S201 that there is no stationary / low-speed object, it is determined whether or not the oncoming vehicle protrudes beyond the center line into the own lane. If YES (extrusion prediction is present), the process proceeds to step S203, and if NO (no projection is predicted), the process proceeds to step S205. In addition, “an oncoming vehicle protrudes into the own lane beyond the center line” is used synonymously with “an oncoming vehicle enters the own lane”.

  Here, “forecasting prediction of oncoming vehicles” refers to the future that oncoming vehicles will follow based on, for example, the speed of the oncoming vehicle, the past travel route of the oncoming vehicle, the surrounding environment of the oncoming vehicle, the direction of the oncoming vehicle, etc. This is done by predicting the traveling trajectory.

  In step S203, following the determination in step S202 that there is a projection, the possibility of return when the oncoming vehicle protrudes into the own lane beyond the center line is calculated, and step S204 is calculated. Proceed to

  Here, the “possibility of return” is calculated as a return possibility index value based on, for example, deceleration of the oncoming vehicle or change in the direction of the oncoming vehicle in the return direction. That is, when it is detected that the oncoming vehicle decelerates and at the same time the oncoming vehicle direction is changed in the return direction, the return possibility index value is calculated to a high value. On the contrary, when it is detected that the oncoming vehicle maintains the vehicle speed and the direction of the oncoming vehicle remains in the protruding direction to the own lane, the return possibility index value is calculated to a low value.

  In step S204, following the calculation of the possibility of feedback in S203, it is determined whether or not the possibility of feedback (feedback possibility index value) exceeds a threshold value. If YES (possibility of feedback> threshold), the process proceeds to step S205, and if NO (possibility of feedback ≦ threshold), the process proceeds to step S206. Here, the “threshold value” is set to a value for determining that the oncoming vehicle is likely to return to the oncoming lane.

  In step S205, no overhang prediction in S202, possibility of return in S204> threshold value, presence of preceding vehicle in S209, stop prediction in S210, arrival time of oncoming vehicle in S213> arrival of own vehicle Following the determination that it is time, the stop necessity determination result is NO (progression determination).

  In step S206, following the determination that the possibility of return in S204 ≦ the threshold value or the arrival time of the oncoming vehicle ≦ the arrival time of the host vehicle in S213, the stop necessity determination result is YES (stop determination) ).

  In step S207, following the determination in step S201 that there is a stationary / low-speed object, it is determined whether there is a preceding vehicle ahead of the host vehicle. If YES (there is a preceding vehicle), the process proceeds to step S208. If NO (no preceding vehicle), the process proceeds to step S210. The “preceding vehicle” refers to a vehicle ahead of the host vehicle recognized by the in-vehicle sensor 1.

  In step S208, following the determination that there is a stationary / low-speed object in S202, a predetermined forward distance is calculated based on the reference distance between the vehicle and the reference position set at the rear of the stationary / low-speed object, and step S209. Proceed to

  Here, the “reference position” is a position where the oncoming vehicle is expected to start overtaking a stationary / low-speed object by changing the direction by steering operation, etc. In addition, it is set at a position away from the host vehicle. The “predetermined forward distance” is determined by distance correction based on the distance to the reference position and based on the traveling speed of the preceding vehicle, the traveling speed of the host vehicle, and poor visibility. As for the traveling speed of the preceding vehicle and the host vehicle, the predetermined distance ahead is increased as the traveling speed increases. Regarding the poor visibility, the longer the predetermined distance is, the worse the visibility is.

  In step S209, following the calculation of the predetermined forward distance in S208, it is determined whether or not there is a preceding vehicle between the predetermined forward distance. If YES (there is a preceding vehicle during a predetermined distance ahead), the process proceeds to step S205. If NO (no preceding vehicle is present during a predetermined distance ahead), the process proceeds to step S210.

  In step S210, following the determination in step S207 that there is no preceding vehicle or in step S209 that there is no preceding vehicle, the oncoming vehicle decelerates and stops at the rear position of a stationary / low-speed object. Determine whether prediction is possible. If YES (stop prediction is possible), the process proceeds to step S205. If NO (stop prediction is not possible), the process proceeds to step S211.

In step S211, following the determination in S210 that stop prediction is impossible, the arrival time until the oncoming vehicle reaches the reference position set at the rear of the stationary / low-speed object is calculated, and the process proceeds to step S212.
The “arrival time of the oncoming vehicle” is calculated using the vehicle speed of the oncoming vehicle and the separation distance between the oncoming vehicle and the reference position.

  In step S212, following the calculation of the arrival time of the oncoming vehicle in S211, the arrival time until the host vehicle reaches the reference position set at the rear of the stationary / low-speed object is calculated, and the process proceeds to step S213. The “arrival time of the host vehicle” is calculated using the vehicle speed of the host vehicle and the separation distance between the host vehicle and the reference position.

  In step S213, following the calculation of the arrival time of the own vehicle in S212, it is determined whether the arrival time of the oncoming vehicle is equal to or less than the arrival time of the own vehicle. If YES (oncoming vehicle arrival time ≦ own vehicle arrival time), the process proceeds to step S206. If NO (oncoming vehicle arrival time> own vehicle arrival time), the process proceeds to step S205.

  Here, based on the determination that “arrival time of oncoming vehicle> arrival time of own vehicle”, it is predicted that the own vehicle can pass beside a stationary / low-speed object by the arrival time. On the other hand, based on the determination that “arrival time of oncoming vehicle ≦ arrival time of own vehicle”, it is predicted that the own vehicle cannot pass beside a stationary / low-speed object by the arrival time.

[Stop position determination processing configuration]
FIG. 5 shows the flow of the stop position determination process executed in the stop position determination step S5 of the driving support control process. Hereinafter, each step of FIG. 5 will be described.

  In step S501, following the start of the stop position determination process, the vertical stop position (the stop vertical position of the host vehicle) is calculated from the speed of the oncoming vehicle, the protrusion width, and the estimated residence time, and the process proceeds to step S502.

  Here, the “extrusion width” refers to a width at which an oncoming vehicle enters the own lane. That is, it is the maximum projecting width from the center line to the own lane when the oncoming vehicle protrudes into the own lane beyond the center line, and the protruding width detection value may be used or the predicted protruding width may be used. . “Residence time predicted value” refers to a predicted value of the time during which an oncoming vehicle has entered the own lane. That is, it is a predicted time value when the oncoming vehicle stays in the own lane when the oncoming vehicle protrudes into the own lane beyond the center line.

  The “stop vertical position of the own vehicle” depends on, for example, the speed of the oncoming vehicle, and the front position closer to the own vehicle is calculated as the speed corresponding stop vertical position as the speed of the oncoming vehicle increases. Depending on the protrusion width, the front position closer to the own vehicle is calculated as the width corresponding to the vehicle's width corresponding stop vertical position as the protrusion width increases. Depending on the residence time prediction value, the longer the residence time prediction value is, the closer the vehicle is to the front position closer to the host vehicle. Of these calculated values, the position having the closest forward distance to the host vehicle is selected as the “stop vertical position of the host vehicle”.

  In step S502, following the calculation of the vertical stop position (the stop position of the host vehicle) in S501, the stop position in the horizontal direction (the stop position of the host vehicle) is calculated from the lane width (the own lane width). Proceed to step S503.

  That is, the determination of the stop lateral position of the own vehicle based on the stop determination depends on the lane width of the own lane and the vehicle width of the own vehicle. Then, when the own vehicle is moved from the current lateral position, the position that is farthest from the oncoming vehicle in the own lane is determined as the stop lateral position.

  In step S503, following the calculation of the lateral stop position (the stop lateral position of the host vehicle) in S502, if there is a subsequent vehicle within a predetermined distance behind the host vehicle, the determined stop vertical position is determined from the host vehicle. The stopping position to be moved by a predetermined amount in the away vertical direction is corrected, and the process proceeds to step S504.

  Here, the “predetermined rear distance” is set to a distance at which the succeeding vehicle is predicted to suddenly decelerate when the own vehicle stops at the stop vertical position. Further, the correction amount of the stop vertical position can be changed according to the distance between the own vehicle and the following vehicle and the vehicle speed of the following vehicle.

  In step S504, following the correction of the stop vertical position in S503, when the oncoming vehicle enters the own lane while accelerating, the stop position for moving the determined stop vertical position by a predetermined amount in the vertical direction approaching the own vehicle is set. The correction is made and the process proceeds to step S505.

  Here, the correction amount of the stop vertical position can be changed according to the acceleration of the oncoming vehicle, and is the correction amount that approaches the host vehicle as the acceleration of the oncoming vehicle increases.

  In step S505, following the stop vertical position correction in step S504, it is determined whether or not the determined stop position is a stop prohibited area. If YES (stop position = stop prohibited area), the process proceeds to step S506. If NO (stop position ≠ stop prohibited area), the process proceeds to step S507.

  In step S506, following the determination in S505 that the stop position is a stop prohibited area, the stop position is changed before the stop prohibited area, and the process proceeds to step S507.

  In step S507, the final result is determined as the stop position following the determination that the stop position is not equal to the stop prohibited area in S505, or the stop position change in S506.

  Next, the operation of the first embodiment will be described by dividing it into “travel support control operation”, “stop necessity determination operation”, and “stop position determination operation”. Hereinafter, the vehicle V1, the oncoming vehicle V2, the stationary / low-speed object V3, the preceding vehicle V4, and the following vehicle V5 are assumed. Let it be the own lane L1, the opposite lane L2, the center line L3, the own lane boundary line L4, and the opposite lane boundary line L5. A stop position P, a stop vertical position P1, a corrected stop vertical position P1 ', a stop horizontal position P2, and a reference position S are set.

[Driving support control action]
The device described in Patent Document 1 discloses a method for setting a traveling locus of an own vehicle when an oncoming vehicle protrudes from the own lane. However, there is no disclosure about a method for determining the stop position when the host vehicle needs to stop due to the oncoming vehicle protruding in a scene where the lane width is narrow. Therefore, when the own vehicle obstructs the traveling of the oncoming vehicle, the own vehicle and the oncoming vehicle cannot move with each other, and a deadlock state occurs in which a plurality of vehicles stay on the road.

  If the deadlock state is entered, the vehicle's stopping time on the road becomes longer, so the travel time is extended more than when the deadlock state is avoided. In addition, acceleration / deceleration and stopping are repeated on the road of the own vehicle when it enters the deadlock state, so deceleration, acceleration, and idling time are extended compared to the case where the deadlock state is avoided, and fuel consumption due to extension is extra. To be more.

  The present invention has been made paying attention to the above problem, and determines whether or not it is necessary to stop the traveling of the host vehicle V1 based on the behavior prediction of the oncoming vehicle V2. If it is predicted that the oncoming vehicle V2 will protrude beyond the center line L3 and into the own lane L1, it is determined that the own vehicle V1 needs to be decelerated and stopped. When it is determined that the vehicle is to be stopped, a driving support method is adopted in which a stop position P for stopping the host vehicle V1 is determined based on the behavior prediction of the oncoming vehicle V2 and the surrounding environment of the host vehicle V1.

  In other words, when the stop necessity determination result is NO (progression determination), the process proceeds from S1 to S2 to S3 to S4 to end in the flowchart of FIG. In S4, a command to continue the automatic driving control as it is and to run automatically is output.

  On the other hand, when the stop necessity determination result is YES (stop determination), in the flowchart of FIG. 3, the process proceeds from S1, S2, S3, S5, S6, S7, S8, and S9. While it is determined that the stop position has not been reached in S9, the flow of going from S8 to S9 is repeated. Thereafter, when it is determined that the stop position P is reached in S9, the process proceeds from S9 to the end. A stop position P is determined in S5, a stop route to the stop position P is generated in S6, a deceleration to the stop position P is determined in S7, and stop control is executed in S8.

  In this way, the stop determination is made by predicting the behavior of the oncoming vehicle V2. When the stop determination is made, an appropriate position according to the behavior prediction of the oncoming vehicle V2 and the surrounding environment is determined as the stop position P. That is, if the own vehicle V1 is stopped at an appropriate stop position P that matches the behavior prediction of the oncoming vehicle V2 and the surrounding environment based on the stop determination, the movement of the oncoming vehicle V2 is prevented from being hindered. For this reason, traveling smoothly passing the side of the host vehicle V1 is ensured. When the oncoming vehicle V2 passes the side of the host vehicle V1, it is possible to immediately restart the host vehicle V1 without a front obstacle, so that the stop time of the host vehicle V1 may be extended. It is suppressed and the stop time of the own vehicle V1 is shortened.

  As a result, in a scene where the oncoming vehicle V2 travels toward the own vehicle V1 due to the lane protruding, it is possible to avoid a deadlock state by ensuring the oncoming vehicle V2 traveling and shortening the stop time of the own vehicle V1. . And since a deadlock state is avoided, it can prevent that the travel required time of the own vehicle V1 is extended. Furthermore, since the deadlock state is avoided, it is possible to prevent the deceleration, acceleration, and idling time from being extended, leading to a reduction in fuel consumption.

[Operation to determine whether or not to stop]
Based on FIG. 6, the stop necessity determination operation in a scene in which the oncoming vehicle V2 travels toward the host vehicle V1 in a situation where the stationary / low speed object V3 does not exist will be described.

  When there is no stationary / low-speed object V3 and there is no projection of the oncoming vehicle V2, the process proceeds from S201 to S202 to S205 in the flowchart of FIG. 4, and in S205 the stop necessity determination result is NO (progression determination). Is done.

  On the other hand, when there is no stationary / low-speed object V3 and there is a prediction of the oncoming vehicle V2, the process proceeds from S201 to S202 to S203 to S204 in the flowchart of FIG. Then, if the possibility of return that the oncoming vehicle V2 returns exceeds the threshold value, the process proceeds from S204 to S205, and in S205, the stop necessity determination result is NO (progression determination). However, if the return possibility that the oncoming vehicle V2 returns is equal to or less than the threshold value, the process proceeds from S204 to S206, and in S206, the stop necessity determination result is YES (stop determination).

  As described above, when the stationary / low-speed object V3 does not exist, the behavior is estimated from the traveling locus of the oncoming vehicle V2, and stop / progress is determined based on the estimated behavior of the oncoming vehicle V2. That is, when it is predicted or detected that the oncoming vehicle V2 enters the own lane L1, if the oncoming vehicle V2 is highly likely to return to the oncoming lane L2 with a sufficient margin, it is determined to proceed. However, if it is unlikely that the oncoming vehicle V2 will return to the oncoming lane L2, and it is predicted that the oncoming lane L1 will travel as it is, it is determined to stop.

  Based on FIG. 7, the stop necessity determination operation in a scene in which when the oncoming vehicle V2 bypasses the stationary / low-speed object V3 and travels beyond the center line L3 to the own lane L1 will be described.

  When there is a stationary / low-speed object V3, no preceding vehicle V4, and the oncoming vehicle V2 is not predicted to stop behind the stationary / low-speed object V3, in the flowchart of FIG. 4, S201 → S207 → S210 → S211 → The process proceeds from S212 to S213. In S211, the arrival time until the oncoming vehicle V2 reaches the reference position S set at the rear of the stationary / low-speed object V3 is calculated. In S212, the arrival time required until the host vehicle V1 passes the reference position S is calculated. In S213, it is determined whether or not the arrival time of the oncoming vehicle V2 is less than or equal to the arrival time of the host vehicle V1.

  If it is determined in S213 that the arrival time of the oncoming vehicle V2 ≦ the arrival time of the host vehicle V1, the process proceeds from S213 to S206. In S206, the stop necessity determination result is YES (stop determination). If it is determined in S213 that the arrival time of the oncoming vehicle V2> the arrival time of the host vehicle V1, the process proceeds from S213 to S205. In S205, the stop necessity determination result is NO (progression determination).

  Thus, when the oncoming vehicle V2 needs to enter the own lane L1 in order to avoid the stationary / low speed object V3, and the oncoming vehicle V2 has not yet entered the own lane L1, the own vehicle V1 And an arrival time (including a safety margin) of the oncoming vehicle V2 up to the reference position S is calculated. Then, stop / progress is determined based on the arrival time. If it is predicted that the oncoming vehicle V2 will enter the own lane L1 before the own vehicle V1 passes the reference position S, a stop determination is made.

  Here, the reference position S is a position shifted to the back by the reference position margin at the rear end position in the traveling direction when the stationary / low-speed object V3 is viewed from the own vehicle V1. The size of the stationary / low-speed object V3 is acquired from information on the vehicle-mounted sensor 1 and vehicle-to-vehicle / road-to-vehicle communication (V2X: Vehicle to Everything).

  Based on FIG. 8, a description will be given of the progress determination action in a scene in which the oncoming vehicle V2 is predicted to stop at the rear position of the stationary / low-speed object V3.

  When there is a stationary / low-speed object V3, no preceding vehicle V4, and the oncoming vehicle V2 is predicted to stop behind the stationary / low-speed object V3, in the flowchart of FIG. 4, S201 → S207 → S210 → S205. Proceed to In S205, the stop necessity determination result is NO (progression determination).

  Thus, when the oncoming vehicle V2 decelerates and a stop behind the stationary / low-speed object V3 can be predicted, the host vehicle V1 is determined to proceed. This is because when the oncoming vehicle V2 stops behind the stationary / low speed object V3, the oncoming vehicle V2 does not hinder the traveling of the host vehicle V1.

  Based on FIG.9 and FIG.10, the progress determination effect | action in the scene where the preceding vehicle V4 exists ahead of the own vehicle V1 is demonstrated.

  When there is a stationary / low-speed object V3 and there is a preceding vehicle V4, the process proceeds from S201 to S207 to S208 to S209 in the flowchart of FIG. In S208, a predetermined forward distance FL based on the reference distance to the reference position S set at the rear of the own vehicle V1 and the stationary / low-speed object V3 is calculated. In S209, it is determined whether or not there is a preceding vehicle V4 within a predetermined distance FL ahead. If there is no preceding vehicle V4 within the predetermined forward distance FL, the process proceeds to S210. However, if there is a preceding vehicle V4 within the predetermined forward distance FL, the process proceeds to S205. In S205, the stop necessity determination result is NO (progress determination). ).

  As described above, when the preceding vehicle V4 exists within the predetermined distance FL in front of the host vehicle V1, the preceding vehicle V4 does not stop even when it is detected that the oncoming vehicle V2 protrudes into the host lane L1. The vehicle V1 is determined not to stop, and travels following the preceding vehicle V4. As a result, following the preceding vehicle V4, the host vehicle V1 can be separated from the oncoming vehicle V2, and thus the travel time of the host vehicle V1 can be shortened.

  Here, the predetermined forward distance FL is determined based on the distance to the reference position S, and is determined by distance correction based on the traveling speed of the preceding vehicle V4, the traveling speed of the host vehicle V1, and the poor visibility. As for the traveling speeds of the preceding vehicle V4 and the host vehicle V1, the forward predetermined distance FL is increased as the traveling speed increases. As for the poor visibility, the predetermined forward distance FL is lengthened as the visibility is poor.

  As shown in FIG. 10, the poor visibility is an area S2 that is not recognized as the area S1 that can be recognized by the in-vehicle sensor 1 out of the total area from the reference position S of the oncoming lane L2 to the oncoming vehicle recognition reference position Sa. The ratio is determined.

[Stop position determination]
Based on FIG. 11, the stop position determining operation for determining the stop vertical position P1 of the host vehicle V1 depending on the speed VSP of the oncoming vehicle V2 will be described.

  In the flowchart of FIG. 5, in S501 immediately after the stop position determination process is started, the vertical stop position (the stop vertical position P1 of the host vehicle V1) is calculated from the speed VSP of the oncoming vehicle V2.

  As described above, when it is determined that the lane is given to the oncoming vehicle V2 and the own vehicle V1 stops, the stop vertical position P1 is determined depending on the speed VSP of the oncoming vehicle V2. That is, when the speed VSP of the oncoming vehicle V2 is high (VSP = VSP ′), the stop vertical position P1 ′ is set at a position near the own vehicle V1. When the speed VSP of the oncoming vehicle V2 is slow (VSP = VSP ″), the stop vertical position P1 ″ is set at a position farther from the own vehicle V1 than the stop vertical position P1 ′.

  That is, when the speed VSP of the oncoming vehicle V2 is fast, the space required when the oncoming vehicle V2 passes through the host vehicle V1 becomes larger than when the speed VSP of the oncoming vehicle V2 is slow. As described above, since the required space differs depending on the speed VSP of the oncoming vehicle V2, the space required when passing through is adjusted by adjusting the stop vertical position P1 according to the speed VSP of the oncoming vehicle V2. Accordingly, it is possible to suppress the oncoming vehicle V2 from interfering with the movement of the oncoming vehicle V2 when it passes the stop vertical position P1 of the host vehicle V1, so that the oncoming vehicle V2 can pass smoothly. Therefore, it is suppressed that the stop time of the own vehicle V1 is extended.

  Based on FIG. 12, the stop position determining action for determining the stop vertical position P1 of the own vehicle V1 depending on the protrusion width D of the oncoming vehicle V2 to the own lane L1 will be described.

  In the flowchart of FIG. 5, in S501 immediately after the stop position determination process is started, the vertical stop position (the stop vertical position P1 of the host vehicle V1) is calculated based on the protrusion width D of the oncoming vehicle V2 to the host lane L1. Is done.

  In this way, when it is determined that the lane is given to the oncoming vehicle V2 and the own vehicle V1 stops, the vertical position P1 of the oncoming vehicle V2 protrudes into the own lane L1 (detection value or predicted value). Depends on the decision. In other words, when the protrusion width D of the oncoming vehicle V2 to the own lane L1 is large (D = D '), the stop vertical position P1' is set at a position in front of the own vehicle V1. When the protruding width D of the oncoming vehicle V2 to the own lane L1 is small (D = D ″), the stop vertical position P1 ″ is set at a position farther from the own vehicle V1 than the stop vertical position P1 ′.

  That is, when the oncoming vehicle V2 has a large protruding width D to the own lane L1, the space required when the oncoming vehicle V2 passes through the own vehicle V1 becomes larger than when the protruding width D is small (until the vehicle exits the oncoming lane L2). Time and distance will be longer). As described above, the required space differs depending on the protrusion width D of the oncoming vehicle V2 to the own lane L1, and therefore, by adjusting the stop vertical position P1 according to the protrusion width D of the oncoming vehicle V2 to the own lane L1. Adjust the space required when slipping through. Accordingly, it is possible to suppress the oncoming vehicle V2 from interfering with the movement of the oncoming vehicle V2 when it passes the stop vertical position P1 of the host vehicle V1, so that the oncoming vehicle V2 can pass smoothly. Therefore, it is suppressed that the stop time of the own vehicle V1 is extended.

  Based on FIG. 13, the stop position determining operation for determining the stop vertical position P1 of the own vehicle V1 depending on the predicted stay time T in the own lane L1 of the oncoming vehicle V2 will be described.

  In the flowchart of FIG. 5, in S501 immediately after the stop position determination process is started, the stop position in the vertical direction (the stop vertical position P1 of the host vehicle V1) is determined based on the predicted residence time T of the oncoming vehicle V2 in the host lane L1. Is calculated.

  In this way, when it is determined that the lane is given to the oncoming vehicle V2 and the host vehicle V1 stops, the stop vertical position P1 is set to the predicted residence time T (predicted value) of the oncoming vehicle V2 in the own lane L1. Depend on and decide. That is, when the predicted stay time T in the own lane L1 of the oncoming vehicle V2 is long (T = T ′), the stop vertical position P1 ′ is set at a position near the own vehicle V1. When the predicted residence time T of the oncoming vehicle V2 in the own lane L1 is short (T = T ″), the stop vertical position P1 ″ is set at a position farther from the own vehicle V1 than the stop vertical position P1 ′.

  That is, when the predicted stay time T in the own lane L1 of the oncoming vehicle V2 is long, the space required when the oncoming vehicle V2 passes through the own vehicle V1 becomes larger than when the predicted stay time T is short (oncoming lane The time and distance to exit L2 will be longer). As described above, the required space differs depending on the predicted stay time T in the own lane L1 of the oncoming vehicle V2, and therefore, the stop vertical position P1 is set according to the predicted stay time T in the own lane L1 of the oncoming vehicle V2. By adjusting, the space required when slipping through is adjusted. Accordingly, it is possible to suppress the oncoming vehicle V2 from interfering with the movement of the oncoming vehicle V2 when it passes the stop vertical position P1 of the host vehicle V1, so that the oncoming vehicle V2 can pass smoothly. Therefore, it is suppressed that the stop time of the own vehicle V1 is extended.

  Based on FIG. 14, the stop lateral position determining action for determining the lateral stop lateral position P <b> 2 of the host vehicle V <b> 1 depending on the lane width of the host lane L <b> 1 will be described.

  If it progresses to S501-> S502 in the flowchart of FIG. 5, in S502, the horizontal stop position (the stop horizontal position P2 of the own vehicle V1) is calculated by the lane width (own lane width).

  As described above, when the vehicle vertical position P1 is determined by giving the lane to the oncoming vehicle V2 and determining that the vehicle V1 is stopped, the vehicle lane width of the vehicle lane L1 and the vehicle V1 It depends on the extra space depending on the vehicle width. That is, the basic target route (travel route) in the automatic driving travel is set at the center position of the lane width of the own lane L1. Therefore, when only the stop vertical position P1 is determined, the stop position P is determined at the center position of the lane width of the own lane L1. However, when the host vehicle V1 is traveling in the center position of the lane width of the host lane L1, a marginal space in the width direction is generated between the host vehicle V1 and the host lane boundary line L4. Therefore, as shown in FIG. 14, when the own vehicle V1 is moved from the current lateral position (own lane center position), the position that is farthest from the oncoming vehicle V2 in the own lane L1 is determined as the stop lateral position P2.

  As a result, the stop lateral position P2 can be set at an appropriate lateral position in accordance with the movement of the oncoming vehicle V2, so that a space can be secured when the oncoming vehicle V2 passes through the host vehicle V1. . Therefore, since the oncoming vehicle V2 can be prevented from interfering with the movement of the oncoming vehicle V2 when it passes by the stop position P of the host vehicle V1, the oncoming vehicle V2 can pass smoothly. Therefore, it is suppressed that the stop time of the own vehicle V1 is extended. Further, when it is determined that the oncoming vehicle V2 cannot pass smoothly when passing by the side of the host vehicle V1, it is not necessary to perform extra control such as bringing the side position of the host vehicle V1 to the left end. Thereby, the consumption energy of the vehicle required for extra control can be suppressed (including the energy required for actuation in the vehicle).

  Based on FIG. 15, the stop vertical position correcting action for correcting the stop vertical position P1 of the own vehicle V1 when the succeeding vehicle V5 exists will be described.

  When the process proceeds from S501 to S502 to S503 in the flowchart of FIG. 5, in S503, when the succeeding vehicle V5 exists between the predetermined distance RL behind the own vehicle V1, the determined vertical stop position P1 is separated from the own vehicle V1. The stop vertical position P1 to be moved by a predetermined amount is corrected.

  As described above, when the vehicle vertical position P1 is determined by giving the lane to the oncoming vehicle V2 and determining that the vehicle V1 stops, if the vehicle V5 is present within the predetermined rearward distance RL, the vehicle V1 And the stop vertical position P1 that secures the distance between the vehicle and the following vehicle V5 is corrected. That is, when the succeeding vehicle V5 exists, the stop vertical position P1 is moved to the corrected stop vertical position P1s as shown in FIG. Here, the predetermined rear distance RL is set to a distance at which the following vehicle is predicted to suddenly decelerate when the host vehicle V1 stops at the stop vertical position P1. Further, the correction amount of the stop vertical position P1 is changed according to the distance between the host vehicle V1 and the following vehicle V5 and the vehicle speed of the following vehicle V5.

  Thereby, when the following vehicle V5 exists between the predetermined distances RL behind the own vehicle V1, even if it is detected that the oncoming vehicle V2 protrudes into the own lane L1, the inter-vehicle distance from the following vehicle V5 is increased. Judge that it must be short and decelerate quickly. If it is determined that it is safe to move the stop vertical position P1 in the forward direction of the host vehicle V1, the determined stop vertical position P1 is corrected to approach the oncoming vehicle V2. Therefore, it is possible to suppress sudden deceleration for the following vehicle V5.

  Based on FIG. 16, the stop vertical position correcting action for correcting the stop vertical position P1 of the host vehicle V1 when the oncoming vehicle V2 accelerates will be described.

  In the flowchart of FIG. 5, when proceeding from S501 → S502 → S503 → S504, in S504, when the oncoming vehicle V2 enters the own lane L1 while accelerating, the vertical direction in which the determined stop vertical position P1 approaches the own vehicle V1. The stop vertical position P1 to be moved by a predetermined amount is corrected.

  As described above, when it is determined that the vehicle V1 is stopped by giving the lane to the oncoming vehicle V2 and the stop vertical position P1 is determined, when the oncoming vehicle V2 enters the own lane L1 while accelerating, The stop vertical position P1 that secures the traveling space of the oncoming vehicle V2 is corrected. That is, when the oncoming vehicle V2 enters the own lane L1 while accelerating, the stop vertical position P1 moves to a corrected stop vertical position P1s that approaches the own vehicle V1, as shown in FIG. Here, the correction amount of the stop vertical position P1 is changed according to the magnitude of the acceleration of the oncoming vehicle V2.

  Accordingly, when it is detected that the oncoming vehicle V2 accelerates and protrudes into the own lane L1, it is determined that a traveling space necessary for the oncoming vehicle V2 to pass through the side of the own vehicle V1 must be secured. If it is determined that the stop of the host vehicle V1 is secured even if the stop vertical position P1 is moved in the direction closer to the host vehicle V1, the determined stop vertical position P1 is corrected to the direction closer to the host vehicle V1. To do. Therefore, the oncoming vehicle V2 can pass through the side of the own vehicle V1 smoothly.

  If the vehicle stops at the stop position P determined by the above method and falls within a stop prohibited area such as a pedestrian crossing, the process proceeds from S504 to S505 to S506 in the flowchart of FIG. In S506, the setting of the stop position is changed before the stop prohibited area.

  As described above, the driving support method and the driving support device according to the first embodiment have the effects listed below.

(1) A driving support method including a controller (recognition determination processor 3) that determines the behavior of the host vehicle V1 that travels in the host lane L1 when there is an oncoming vehicle V2 that travels in the oncoming lane L2.
Predict the behavior of the oncoming vehicle V2,
Based on the behavior prediction of the oncoming vehicle V2, it is determined whether or not it is necessary to stop the traveling of the host vehicle V1,
When it is predicted that the oncoming vehicle V2 will enter the own lane L1, it is determined that the own vehicle V1 needs to be decelerated and stopped.
When it is determined that the vehicle is to be stopped, the stop position P at which the host vehicle V1 is stopped is determined based on the behavior prediction of the oncoming vehicle V2 and the surrounding environment of the host vehicle V1 (FIG. 3).
As described above, the stop determination is appropriately performed based on the behavior prediction of the oncoming vehicle V2, and an appropriate position according to the behavior prediction of the oncoming vehicle V2 and the surrounding environment is determined as the stop position P. As a result, in a scene in which the oncoming vehicle V2 runs toward the own vehicle V1 due to the lane protruding, a driving support method for avoiding a deadlock state by securing the oncoming vehicle V2 and shortening the stop time of the own vehicle V1. Can be provided.

(2) The behavior prediction of the oncoming vehicle V2 is performed by predicting the traveling locus of the oncoming vehicle V2.
If it is predicted that the oncoming vehicle V2 will enter the own lane L1, determine the possibility of return that the oncoming vehicle V2 returns to the oncoming lane L2,
If it is determined that the possibility of return is high, it is determined as progress, and if it is determined that the possibility of return is low, it is determined as stop (FIG. 4).
Thus, even if it is predicted that the oncoming vehicle V2 will enter the own lane L1, if it is determined that the possibility of return is high, it is determined to proceed. As a result, in a scene where the oncoming vehicle V2 protrudes beyond the center line L3 to the own lane L1, the frequency of stopping the own vehicle V1 by the determination using the possibility of return is reduced, and the stop time of the own vehicle V1 is reduced. Extending can be suppressed.

(3) The behavior prediction of the oncoming vehicle V2 is that the oncoming vehicle V2 is set at the rear of the obstacle (stationary / low speed object V3) when the oncoming vehicle V2 exists behind the obstacle (stationary / low speed object V3). By calculating the arrival time to reach the reference position S,
If it is predicted that the host vehicle V1 will pass by an obstacle (stationary / low-speed object V3) by the arrival time,
If it is predicted that the host vehicle V1 cannot pass the obstacle (stationary / low-speed object V3) by the arrival time, a stop determination is made (FIG. 4).
Thus, when the oncoming vehicle V2 exists behind the obstacle (stationary / low-speed object V3), the arrival time is predicted by regarding the reference position S as the position where the oncoming vehicle V2 starts to enter the own lane L1. It is determined whether or not the vehicle V1 needs to be stopped. As a result, in a scene where the oncoming vehicle V2 needs to enter the own lane L1 in order to avoid an obstacle (stationary / low speed object V3), the oncoming vehicle V2 determines whether or not the oncoming vehicle V1 needs to stop. It is possible to appropriately carry out based on the arrival time until reaching.

(4) When the oncoming vehicle V2 exists behind the obstacle (stationary / low-speed object V3), it is predicted that the oncoming vehicle V2 decelerates and stops at the position behind the obstacle (stationary / low-speed object V3). And proceeding determination (FIG. 4).
Thus, if it is predicted that the oncoming vehicle V2 decelerates and stops at the rear position of the obstacle (stationary / low speed object V3), it is determined that the oncoming vehicle V2 does not protrude into the own lane L1. Yes. As a result, when the oncoming vehicle V2 decelerates and approaches the obstacle (stationary / low speed object V3), it is predicted that the oncoming vehicle V2 stops at the rear position of the obstacle (stationary / low speed object V3). By maintaining the travel of the host vehicle V1, it is possible to reduce the travel time of the host vehicle V1.

(5) When the preceding vehicle V3 exists within the predetermined distance FL from the own vehicle V1 to the reference position S, the preceding vehicle following traveling of the own vehicle V1 is maintained regardless of whether there is an entry prediction on the own lane. It is assumed that the progress is determined (FIG. 4).
Thus, when the preceding vehicle V3 that suppresses the oncoming vehicle V2 from protruding into the own lane L1 exists in front of the own vehicle V1, the preceding vehicle following traveling of the own vehicle V1 is maintained. As a result, in the traveling scene of the host vehicle V1 in which the preceding vehicle V4 exists, if the preceding vehicle V3 exists during the predetermined distance FL in front, the host vehicle V1 is separated from the oncoming vehicle V2 without stopping, so that the host vehicle The travel time required for V1 can be shortened.

(6) The determination of the stop position P based on the stop determination depends on the speed VSP of the oncoming vehicle V2,
As the speed VSP of the oncoming vehicle V2 increases, the front position closer to the own vehicle V1 is determined as the vertical stop vertical position P1 (FIG. 5).
Thus, as the speed VSP of the oncoming vehicle V2 increases, the front position closer to the own vehicle V1 is determined as the stop vertical position P1 so as to ensure a wider travel space of the oncoming vehicle V2. As a result, in a scene in which the vehicle V1 stops by giving a lane to the oncoming vehicle V2, the oncoming vehicle V2 can smoothly pass the side of the own vehicle V1 that stops at a position that depends on the speed VSP of the oncoming vehicle V2. Thus, it is possible to prevent the stop time of the host vehicle V1 from being extended.

(7) The determination of the stop position P based on the stop determination depends on the detected value or the predicted value of the width (protrusion width D) that the oncoming vehicle V2 enters on the own lane L1,
The forward position closer to the vehicle V1 is determined as the vertical stop position P1 in the vertical direction as the entering width (protrusion width D) increases (FIG. 5).
Thus, the front position closer to the own vehicle V1 is the stop vertical position P1 so that the traveling space of the oncoming vehicle V2 is increased as the width of the oncoming vehicle V2 entering the own lane L1 (the protruding width D) increases. As determined. As a result, in a scene in which the vehicle V1 stops after giving up the lane to the oncoming vehicle V2, the oncoming vehicle V2 smoothly passes the side of the own vehicle V1 that stops at a position that depends on the width of entry (excess width D). It becomes possible to pass, and it can suppress that the stop time of the own vehicle V1 is extended.

(8) The determination of the stop position P based on the stop determination depends on the predicted value of the time when the oncoming vehicle V2 enters the own lane L1 (predicted residence time T),
The longer the predicted value of the approaching time (predicted residence time T), the closer to the front position of the vehicle V1 is determined as the vertical stop vertical position P1 (FIG. 5).
Thus, the longer the predicted value of the time of entry of the oncoming vehicle V2 onto the own lane L1 (predicted residence time T), the closer to the own vehicle V1 so as to secure a wider travel space of the oncoming vehicle V2. The front position is determined as the stop vertical position P1. As a result, in a scene in which the vehicle V1 stops after giving up a lane to the oncoming vehicle V2, the side of the vehicle V1 that stops at a position that depends on the predicted value of the approaching time (predicted residence time T). This makes it possible for the oncoming vehicle V2 to smoothly pass through the vehicle, and to prevent the stop time of the host vehicle V1 from extending.

(9) The determination of the stop lateral position P2 based on the stop determination depends on the lane width of the own lane L1 and the width of the own vehicle V1,
When the host vehicle V1 is moved from the current lateral position, the position farthest from the oncoming vehicle V2 in the host lane L1 is determined as the lateral stop lateral position P2 (FIG. 5).
Thus, when the lane width of the own lane L1 and the vehicle width of the own vehicle V1 have a margin, the position that is farthest from the oncoming vehicle V2 in the own lane L1 is set horizontally so as to secure a wide travel space for the oncoming vehicle V2. It is determined as a stop lateral position P2 in the direction. As a result, in a scene in which the host vehicle V1 stops by giving up the lane to the oncoming vehicle V2, the oncoming vehicle V2 can smoothly pass the side of the own vehicle V1 that is stopped at the position farthest from the oncoming vehicle V2. Therefore, it is possible to suppress the stop time of the host vehicle V1 from being extended.

(10) When there is a succeeding vehicle V4 within a predetermined distance RL behind the host vehicle V1, the determined stop vertical position P1s is moved by a predetermined amount in the vertical direction away from the host vehicle V1. (FIG. 5).
As described above, when the succeeding vehicle V4 exists during the predetermined rearward distance RL of the host vehicle V1, the stop vertical position correction for correcting the stop vertical position P1 in the direction in which the host vehicle V1 is separated from the succeeding vehicle V4 is performed. As a result, in the scene where the succeeding vehicle V4 exists when the lane is transferred to the oncoming vehicle V2 and the own vehicle V1 stops, the following vehicle V4 and the own vehicle V1 are secured as far as possible by ensuring the following distance. It can suppress that the vehicle V5 is forced to decelerate suddenly.

(11) When the oncoming vehicle V2 enters the own lane L1 while accelerating, the determined stop vertical position P1 is moved by a predetermined amount in the vertical direction approaching the own vehicle V1, and the corrected stop vertical position P1s (FIG. 5).
Thus, when the oncoming vehicle V2 enters the own lane L1 while accelerating, the stop vertical position correction for correcting the stop vertical position P1 in the direction approaching the own vehicle V1 is performed. As a result, in a scene in which the lane is transferred to the oncoming vehicle V2 that is accelerating and the own vehicle V1 stops, the accelerating oncoming vehicle V2 is secured by securing a wide distance between the own vehicle V1 and the oncoming vehicle V2 as much as possible. The vehicle can smoothly pass through the side of the vehicle V1.

(12) When the position determined as the stop position P exists in the stop prohibited area, the stop position is changed to move the stop position P to a position in front of the stop prohibited area (FIG. 5).
Thus, when the position determined as the stop position P exists in the stop prohibited area, the stop position is changed before the stop prohibited area such as a pedestrian crossing, and the oncoming vehicle V2 passes next to the own vehicle V1. I try to stop. As a result, in accordance with the determination of the stop position P, in the scene where the host vehicle V1 stops in the stop prohibited area, it is possible to comply with the traffic rules by stopping at the position in front of the stop prohibited area, It is possible to suppress obstructing traffic flow by surrounding vehicles.

(13) A travel support device including a controller (recognition determination processor 3) that determines the behavior of the host vehicle V1 traveling on the host lane L1 when the oncoming vehicle V2 traveling on the oncoming lane L2 exists.
The controller (recognition judgment processor 3)
An oncoming vehicle behavior prediction unit 31 for predicting the behavior of the oncoming vehicle V2,
A stop necessity determination unit 32 that determines whether or not it is necessary to stop the traveling of the host vehicle V1 based on the behavior prediction of the oncoming vehicle V2.
A stop position determination unit 33 for determining a stop position P for stopping the host vehicle V1 when the stop determination is made by the stop necessity determination 32;
When it is predicted that the oncoming vehicle V2 will enter the own lane L1, the stop necessity determination unit 32 determines that the own vehicle V1 needs to be decelerated and stopped.
When the stop position is determined to be stopped, the stop position determination unit 33 determines a stop position for stopping the host vehicle V1 based on the behavior prediction of the oncoming vehicle V2 and the surrounding environment of the host vehicle V1 (FIG. 2).
As described above, the stop determination is appropriately performed based on the behavior prediction of the oncoming vehicle V2, and an appropriate position according to the behavior prediction of the oncoming vehicle V2 and the surrounding environment is determined as the stop position P. As a result, in a scene where the oncoming vehicle V2 runs toward the own vehicle V1 due to the lane protruding, the driving support device that avoids the deadlock state by securing the oncoming vehicle V2 and shortening the stop time of the own vehicle V1. Can be provided.

  As described above, the driving support method and the driving support device of the present disclosure have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted without departing from the gist of the invention according to each claim of the claims.

  In the first embodiment, as the stop position determination unit 33, the stop vertical position P1 of the host vehicle V1 is set to a speed-corresponding stop vertical position that depends on the speed VSP of the oncoming vehicle V2, and a width-corresponding stop vertical position that depends on the protrusion width D. The time corresponding stop vertical position that depends on the predicted residence time T is calculated. And the example which selects the position where the front distance with the own vehicle V1 is the shortest among these calculated values as "the stop vertical position P1 of the own vehicle" was shown. However, as the stop position determination unit, an example of calculating any one of a speed-corresponding stop vertical position, a width-corresponding stop vertical position, or a time-corresponding stop vertical position, and setting this as the stop vertical position of the own vehicle It may be. Further, it may be an example in which any two values are calculated from the vertical position corresponding to the speed stop, the vertical position corresponding to the width and the vertical position corresponding to the time, and the selected value is set as the stop vertical position of the own vehicle. Furthermore, when a plurality of stop vertical positions are calculated, the average value may be an example of the stop vertical position of the own vehicle.

  In the first embodiment, an example in which the driving support method and the driving support device of the present disclosure are applied to an automatic driving vehicle in which driving / braking / steering is automatically controlled by selecting an automatic driving mode is shown. However, the travel support method and the travel support device of the present disclosure may be a travel support vehicle that travels while supporting a part of driving among driving driving / braking driving / steering driving by a driver. Furthermore, the present invention can be applied to a driving support vehicle that supports driving by driving and operating visually by providing monitor display and voice guidance for a driving route, a stopping route, and a stopping position.

A Automatic driving system 1 Vehicle-mounted sensor 2 Map data storage unit 3 Recognition judgment processor (controller)
31 Oncoming vehicle behavior prediction unit 32 Stop necessity determination unit 33 Stop position determination unit 34 Stop control unit 35 Route search processing unit 36 Scheduled travel route determination unit 37 Reroute processing unit 4 Automatic operation control unit 5 Actuator V1 Own vehicle V2 Oncoming vehicle V3 Stationary / low-speed object (obstacle)
V4 preceding vehicle V5 following vehicle L1 own lane L2 opposite lane L3 center line L4 own lane boundary line L5 opposite lane boundary line P stop position P1 stop vertical position P2 stop lateral position S reference position P1s corrected stop vertical position
VSP Oncoming vehicle speed D Oncoming vehicle protrusion width T Oncoming vehicle residence time estimate
FL Predetermined distance
RL Rear predetermined distance

Claims (13)

A driving support method comprising a controller that determines the behavior of the host vehicle traveling in the host lane when there is an oncoming vehicle traveling in the oncoming lane,
Predict the behavior of the oncoming vehicle,
Based on the behavior prediction of the oncoming vehicle, it is determined whether or not it is necessary to stop the traveling of the host vehicle,
When it is predicted that the oncoming vehicle will enter the own lane, it is necessary to decelerate and stop the own vehicle.
When the stop determination is made, a stop position for stopping the vehicle is determined based on the behavior prediction of the oncoming vehicle and the surrounding environment of the vehicle. In the driving support method according to claim 1,
The behavior prediction of the oncoming vehicle is performed by predicting the traveling locus of the oncoming vehicle,
If it is predicted that the oncoming vehicle will enter the own lane, determine the possibility of return that the oncoming vehicle returns to the oncoming lane,
A driving support method, wherein if it is determined that the possibility of return is high, it is determined as progress, and if it is determined that the possibility of return is low, it is determined as stop. In the driving support method according to claim 1 or 2,
The oncoming vehicle behavior prediction is performed by calculating an arrival time until the oncoming vehicle reaches a reference position set at the rear of the obstacle when the oncoming vehicle exists behind the obstacle,
When it is predicted that the vehicle will pass by the obstacle by the arrival time,
The driving support method according to claim 1, wherein when the vehicle is predicted to be unable to pass by the obstacle by the arrival time, a stop determination is made. In the driving support method according to claim 3,
When the oncoming vehicle is present behind the obstacle, the traveling support method is characterized in that it is determined that the oncoming vehicle decelerates and stops at a position behind the obstacle. In the driving support method according to claim 3 or 4,
When there is a preceding vehicle within a predetermined distance from the host vehicle to the reference position, it is determined that the host vehicle will follow the preceding vehicle following travel regardless of whether or not the vehicle is predicted to enter the lane. A driving support method characterized by the above. In the driving support method according to any one of claims 1 to 5,
The determination of the stop position based on the stop determination depends on the speed of the oncoming vehicle,
The driving support method according to claim 1, wherein the forward position closer to the host vehicle is determined as the vertical stop position as the speed of the oncoming vehicle increases. In the driving support method according to any one of claims 1 to 5,
The determination of the stop position based on the stop determination depends on the detected value or predicted value of the width that the oncoming vehicle enters on the own lane,
The driving support method according to claim 1, wherein a position closer to the host vehicle is determined as a vertical stop vertical position as the approaching width increases. In the driving support method according to any one of claims 1 to 5,
The determination of the stop position based on the stop determination depends on a predicted value of the time that the oncoming vehicle has entered the own lane,
As the predicted value of the approaching time is longer, the forward position closer to the host vehicle is determined as the vertical stop vertical position. In the driving support method according to any one of claims 6 to 8,
The determination of the lateral stop position based on the stop determination depends on the lane width of the own lane and the width of the own vehicle,
When the host vehicle is moved from the current lateral position, a position that is farthest from the oncoming vehicle in the host lane is determined as a lateral stop lateral position. In the driving support method according to any one of claims 6 to 9,
When there is a succeeding vehicle within a predetermined distance behind the host vehicle, the determined stop vertical position is moved by a predetermined amount in the vertical direction away from the host vehicle to obtain a corrected stop vertical position. Driving support method. In the driving support method according to any one of claims 6 to 10,
When the oncoming vehicle enters the lane while accelerating, the determined stop vertical position is moved by a predetermined amount in the vertical direction approaching the host vehicle to obtain a corrected stop vertical position. Driving support method. In the driving support method according to any one of claims 6 to 11,
When the position determined as the stop position exists in a stop prohibition area, the stop position change is performed to move the stop position to a position before the stop prohibition area. A travel support device comprising a controller that determines the behavior of the host vehicle traveling in the own lane when there is an oncoming vehicle traveling in the oncoming lane,
The controller is
An oncoming vehicle behavior prediction unit for predicting the behavior of the oncoming vehicle;
A stop necessity determination unit that determines whether or not it is necessary to stop the traveling of the host vehicle based on the behavior prediction of the oncoming vehicle;
A stop position determination unit that determines a stop position for stopping the vehicle when the stop determination is made by the stop necessity determination,
When it is predicted that the oncoming vehicle will enter the own lane, the stop necessity determination unit determines that the own vehicle needs to be decelerated and stopped.
The said stop position determination part determines the stop position which stops the said own vehicle based on the behavior prediction of the said oncoming vehicle, and the surrounding environment of the said own vehicle, when the said stop determination is carried out. The driving assistance apparatus characterized by the above-mentioned.