JP2020023214A - Driving support method and driving support device - Google Patents

Abstract

To provide a driving support method that can advance the starting timing of a self-vehicle after the self-vehicle has stopped short of a traverser traversing ahead of the self-vehicle.SOLUTION: In a driving support method to perform a target trajectory control with a trajectory controller 40 for stopping a self-vehicle V short of a traverser 100 traversing ahead of the self-vehicle, the controller is configured to determine whether the traverser 100 exists in a certain range ahead of the self-vehicle. When determining that the traverser 100 exists, the controller creates a traverser trajectory X in which the traverser 100 is estimated to traverse. Next, the controller creates a detour trajectory Y in which the self-vehicle V passes and travels behind the traverser 100 on a travel road, and subsequently determines whether the detour trajectory Y exceeds the traverser trajectory X. Then, when determining that the detour trajectory Y has exceeded the traverser trajectory X, the controller sets the detour trajectory Y to a target travel trajectory of the self-vehicle V.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to a driving support method and a driving support device when a vehicle stops before a traverser crossing a traveling path on which the vehicle is traveling.

  Conventionally, when a traverser trying to cross a pedestrian crossing in front of the own vehicle is detected, a trajectory of the traverser (traverser trajectory) is obtained, and a running trajectory of the own vehicle (own vehicle running trajectory) is obtained. A driving assist method for stopping the own vehicle when it is determined that the crosser's trajectory and the own vehicle traveling trajectory intersect is known (for example, see Patent Document 1).

US9196164

  By the way, the own vehicle traveling trajectory is generally determined based on the position of the own vehicle and the traveling direction of the own vehicle. For this reason, it is conceivable that the waiting time until the traverser passes through the own-vehicle traveling trajectory becomes longer, and the start timing of the own vehicle after stopping is delayed.

  The present disclosure has been made in view of the above problem, and provides a driving support method and a driving support device that can advance the start timing after stopping the own vehicle in front of a traverser crossing in front of the own vehicle. The purpose is to:

  In order to achieve the above object, the present disclosure is a driving assistance method by a controller that performs driving assistance control when the own vehicle stops before a traverser crossing a traveling path on which the own vehicle is traveling.

  Here, the controller first determines whether or not there is a crosser within a predetermined range in front of the own vehicle, and when it is determined that there is a crosser, the crosser which is predicted to pass by the crosser Generate a trajectory. Next, a detour trajectory that allows the own vehicle to travel on the traveling path behind the traverser is generated. Subsequently, it is determined whether or not the detour trajectory has exceeded the crosser trajectory. When it is determined that the detour trajectory has exceeded the traverser's trajectory, the detour trajectory is set as the target traveling trajectory of the own vehicle.

  As a result, the start timing after stopping the vehicle in front of the traverser crossing in front of the vehicle can be advanced.

1 is an overall system diagram illustrating an automatic driving system to which a driving support method and a driving support device according to a first embodiment are applied. FIG. 3 is a control block diagram illustrating a track controller provided in the automatic operation control unit. 5 is a flowchart illustrating a flow of target trajectory control executed by the trajectory controller according to the first embodiment. FIG. 4 is an explanatory diagram illustrating a start determination operation by the detour trajectory generation in the driving support method and the driving support device according to the first embodiment. It is explanatory drawing which shows the trajectory which passes ahead of the crosser. FIG. 6 is an explanatory diagram illustrating a start determination operation by detour trajectory generation for determining a deviation from a base trajectory in the driving support method and the driving support device according to the first embodiment.

  Hereinafter, embodiments for implementing a driving support method and a driving support device according to the present disclosure will be described based on a first embodiment illustrated in the drawings.

(Example 1)
When the automatic driving mode is selected, the driving assistance method and the driving assistance device according to the first embodiment automatically drive (brake / steer) the driving / braking / steering angle to travel along the generated target traveling trajectory (driving assistance vehicle). This is applied to an example of a vehicle). Hereinafter, the configuration of the first embodiment will be described by dividing it into “overall system configuration”, “control block configuration of trajectory controller”, and “target trajectory control processing configuration”.

  Hereinafter, an overall system configuration of the first embodiment will be described with reference to FIG.

  The automatic driving system 10 includes an in-vehicle sensor 1, a map data storage unit 2, an external data communication device 3, an automatic driving control unit 4, an actuator 5, and an HMI device 6.

  The vehicle-mounted sensor 1 includes a camera 11, a radar 12, a GPS 13, and a vehicle-mounted data communication device 14. The sensor information (vehicle surrounding information) acquired by the on-vehicle sensor 1 is output to the automatic driving control unit 4.

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

  In the camera 11, objects on the own vehicle traveling road / objects outside the own vehicle traveling road (road structures, preceding vehicles, following vehicles, oncoming vehicles, surrounding vehicles, pedestrians, bicycles, two-wheeled vehicles), own vehicle traveling routes (road white line, road Boundaries, stop lines, pedestrian crossings), road signs (speed limit), etc. are detected.

  The radar 12 is a distance measuring sensor that realizes, as functions required for automatic driving, a function of detecting the presence of an object around the own vehicle and a function of detecting a distance to an object around the own vehicle. That is, the radar 12 detects the position of the above-mentioned object on the own vehicle traveling road and the object outside the own vehicle traveling road, and also detects the distance to each object. If the detection angle is insufficient, it may be added as appropriate. Here, the “radar 12” is a general term 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. The radar 12 is configured by combining, for example, a forward radar, a backward radar, a right radar, a left radar, and the like of the own vehicle.

  The GPS 13 is a vehicle position sensor having a GNSS antenna 13a and detecting the vehicle position (latitude / longitude) by using satellite communication. “GNSS” is an abbreviation for “Global Navigation Satellite System: Global Navigation Satellite System”, and “GPS” is an abbreviation for “Global Positioning System: Global Positioning System”. In addition, the GPS 13 may have a lower detection accuracy of the position of the vehicle in a tunnel or a section with a relatively large number of buildings. Therefore, in such a case, the position of the own vehicle is estimated by calculation based on information such as the camera 11, the radar 12, and dead reckoning.

  The in-vehicle data communication device 14 is an external data sensor that performs wireless communication with the external data communication device 3 via the transmission / reception antennas 3a and 14a to acquire information that cannot be acquired by the vehicle from outside. .

  The external data communication device 3, for example, in the case of a data communication device mounted on another vehicle running around the own vehicle, performs inter-vehicle communication between the own vehicle and the other vehicle. By this inter-vehicle communication, information necessary for the own vehicle can be obtained by a request from the on-vehicle data communication device 14 among various information held by other vehicles. In the case where the external data communication device 3 is, for example, a data communication device provided in infrastructure equipment, the external data communication equipment 3 performs infrastructure communication between the vehicle and the infrastructure equipment. By this infrastructure communication, information necessary for the own vehicle can be obtained by a request from the on-vehicle data communication device 14 among various information held by the infrastructure equipment.

  That is, if 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 due to communication with the external device by the external data communication device 3, for example, the missing information / change information Can be supplemented. It is also possible to acquire traffic information such as traffic congestion information and travel regulation information on a target travel trajectory on which the vehicle is scheduled to travel.

  The map data storage unit 2 is configured by a vehicle-mounted memory that stores so-called electronic map data in which latitude and longitude are associated with map information. When recognizing the vehicle position detected by the GPS 13, the map data storage unit 2 transmits electronic map data centered on the vehicle position to the automatic driving control unit 4.

  Here, the electronic map data includes GPS map data and high-precision three-dimensional map data (dynamic map). The GPS map data is map data used for normal route guidance, and is maintained in almost all areas where vehicles can travel. On the other hand, high-precision three-dimensional map data is map data having three-dimensional spatial information with higher definition than GPS map data, and having a level of accuracy at which each lane can be recognized on a road having at least a plurality of lanes. The high-accuracy three-dimensional map data is used for executing a vehicle line change or the like. By using this high-precision three-dimensional map data, in automatic driving, the target traveling trajectory of which lane the vehicle runs in multiple lanes, the target traveling position in the vehicle width direction in one lane, and the stop The position can be set.

  In addition, the “lane lane change” means that the lane in which the own vehicle travels is automatically determined based on the own vehicle position information and the lane information without the need for intervention of the driver's operation and when the predetermined lane change condition is satisfied. It is to change to.

  The high-precision three-dimensional 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 specifying a road according to the position / area of the road, a road type for each road, a road width for each road, and road shape information. The road information is stored in association with the information on the position of the intersection, the approach direction of the intersection, the type of the intersection, and other intersections for each identification information of each road link. The road information includes, for each piece of identification information of each road link, a road type, a road width, a road shape, whether or not to go straight ahead, a priority relationship for traveling, whether or not passing (whether or not to enter an adjacent lane), a speed limit, and a speed limit. Signs and other road information are stored in association with each other.

  When recognizing the vehicle position detected by the GPS 13 as vehicle position information, the automatic driving control unit 4 requests the map data storage unit 2 for map data information centered on the vehicle position, and provides the necessary map data information. To get. Further, the automatic driving control unit 4 integrates the map data information and various information (own vehicle information, own vehicle position information, own vehicle surrounding information, destination information, etc.) input from the on-vehicle sensor 1 and the like. , A target traveling trajectory, a target vehicle speed profile (including an acceleration profile and a deceleration profile), and the like. That is, the automatic driving control unit 4 generates a target traveling trajectory based on the traveling lane level from the current position to the destination based on the high-accuracy map data from the map data storage unit 2, a predetermined route search method, and the like. A target vehicle speed profile or the like along the target traveling trajectory is generated. When the automatic driving control unit 4 determines that the automatic driving cannot be maintained based on the sensing result of the surroundings of the own vehicle by the on-vehicle sensor 1 during the vehicle speed control and the steering control of the own vehicle along the target traveling trajectory, The target traveling trajectory, the target vehicle speed profile and the like are sequentially corrected based on the surrounding sensing results.

  When the automatic driving control unit 4 generates the target traveling trajectory, the automatic driving control unit 4 outputs a traveling control command and a stop control command so as to travel along the target traveling trajectory, and outputs necessary driving command values / braking command values / steering angle command values. Calculate. The command value calculated by the automatic driving control unit 4 is output from the automatic driving control unit 4 to each of the actuators 51 to 53, and the own vehicle performs vehicle speed control and steering control along the target traveling trajectory. Specifically, the automatic operation control unit 4 outputs the calculation result of the drive command value to the drive actuator 51, outputs the calculation result of the brake command value to the brake actuator 52, and outputs the calculation result of the steering angle command value to the steering angle. Output to the actuator 53.

  The actuator 5 is a control actuator that performs vehicle speed control and steering control of the own vehicle, and includes a drive actuator 51, a braking actuator 52, and a steering 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 for an engine vehicle, an engine and a motor / generator (powering) are used for a hybrid vehicle, and a motor / generator (powering) is used for an electric vehicle.

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

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

  The HMI device 6 is a device that provides information such as where the host vehicle is moving on a map to a driver or an occupant during automatic driving. “HMI” is an abbreviation for “Human Machine Interface”. The HMI device 6 is, for example, an HUD (Head-UP Display: head-up display), a meter display, a navigation monitor (vehicle interior monitor), or the like, and one or a combination of these may be used.

  The automatic driving control unit 4 of the first embodiment controls the trajectory controller 40 (controller) that performs target trajectory control (driving support control) when the own vehicle is stopped in front of a traverser crossing the own vehicle. Prepare. Here, the “target trajectory control” generates a traverse trajectory that is predicted to pass by a traverser and a detour trajectory that allows the vehicle to travel behind the traverser while keeping the lane. Then, control is performed to permit the start of the own vehicle at the timing when it is determined that the detour trajectory has exceeded the predicted crosser trajectory.

  Here, the "crosser" means a person who moves in front of the own vehicle by a method independent of the vehicle and tries to cross the front of the own vehicle, or a person who crosses the front of the own vehicle. Specifically, pedestrians, people who are passing wheelchairs or strollers for the physically handicapped, people who are pushing a motorcycle or bicycle, etc., and crossing in front of the path of their own vehicle Is a person who can be predicted, or a person who is crossing the front of the course of the own vehicle. The prediction that the vehicle will cross the front of the own vehicle is made based on the direction and the moving direction of the traverser. Further, "before the traverser" is a position before the path (traverser trajectory) where the traverser is predicted to pass to cross the front of the vehicle. Here, when the pedestrian is going to cross the pedestrian crossing, “before the pedestrian” means “before the pedestrian crossing”. The “crosswalk” is an area on a road indicated by a road sign or a road marking to be a place for pedestrians or the like to cross the road. The “crosswalk” may include a “bicycle crossing zone” indicated by a road sign or the like as a place to be used for bicycle crossing.

  Further, the position “in front of the pedestrian” is the position immediately before the pedestrian crossing when “in front of the pedestrian” means “in front of the pedestrian crossing”. If a stop line is provided in front of the crosser's trajectory (pedestrian crossing), the position is immediately before the stop line. If no pedestrian crossing or stop line is provided, it is the position immediately before the predicted crosser trajectory.

  Note that "stopping the own vehicle" includes traveling (slowing down) at such a speed that the vehicle can stop immediately before the traverser's trajectory.

  Hereinafter, a configuration of a control block of the trajectory controller 40 according to the first embodiment will be described with reference to FIG.

  As shown in FIG. 2, the trajectory controller 40 includes a pedestrian crossing determination unit 41, a pedestrian determination unit 42, an obstacle determination unit 43, a pedestrian trajectory generation unit 44, a detour trajectory generation unit 45, a base trajectory A generation unit 46, a trajectory determination unit 47, and a start control unit 48 are provided.

  The pedestrian crossing determination unit 41 receives vehicle position information, map data information, and the like. The pedestrian crossing determination unit 41 determines whether or not there is a pedestrian crossing where no traffic light is installed within a predetermined range on the target traveling trajectory ahead of the vehicle based on various types of input information. Output judgment information. The outputted pedestrian crossing determination information is input to the pedestrian determination unit 42. Here, the pedestrian crossing determination unit 41 determines whether there is a pedestrian crossing ahead of the vehicle by comparing the vehicle position information with the map data information. That is, the pedestrian crossing determination unit 41 superimposes the vehicle position on the map data and sets a predetermined range along the target traveling trajectory ahead of the vehicle. Then, based on the map data information, it is determined whether or not there is a pedestrian crossing where no traffic light is installed within the predetermined range. The determination of the presence or absence of a pedestrian crossing by the pedestrian crossing determination unit 41 is performed before the vehicle arrives at a stop position set in front of the pedestrian crossing (during traveling).

  In addition, the pedestrian crossing determination unit 41 may input the surrounding information of the own vehicle acquired by the on-board sensor 1 such as the camera 11 and determine whether there is a pedestrian crossing based on the surrounding information of the own vehicle.

  Further, the “predetermined range in front of the own vehicle” is a range in which the in-vehicle sensor 1 can detect a crosser until the own vehicle arrives at a stop position set in front of the pedestrian crossing. Specifically, it depends on the sensing range of the in-vehicle sensor 1, but is set to a range of 50 to 100 m before the pedestrian crossing. And "the pedestrian crossing where no traffic light is installed" is a pedestrian crossing where no traffic light for controlling the timing of the pedestrian crossing the pedestrian crossing and the timing of the vehicle crossing the pedestrian crossing is installed. In such a pedestrian crossing, the timing at which the pedestrian crosses the pedestrian crossing, the timing at which the vehicle crosses the pedestrian crossing, and the like can be arbitrarily determined based on the position of the pedestrian or the vehicle.

  The determination result (crosswalk determination information) of the pedestrian crossing determination unit 41, the surrounding information of the own vehicle acquired by the in-vehicle sensor 1, and the like are input to the pedestrian determination unit 42. The pedestrian crossing unit 42 crosses the pedestrian crossing when the result of the determination that there is a pedestrian crossing where no traffic signal is installed within a predetermined range in front of the vehicle is input from the pedestrian crossing determining unit 41. It is determined whether or not a traverser exists, and traverser information is output. The output crosser information is input to the crosser trajectory generator 44 and the obstacle determiner 43.

  Here, the pedestrian determination unit 42 analyzes image information and the like within the sensing range of the on-vehicle sensor 1 and moves the object moving at a predetermined speed (for example, about 5 km / h) from the end of the pedestrian crossing to the inside of the pedestrian crossing. Is detected, or when an object moving at a predetermined speed from one end to the other end on the pedestrian crossing is detected, it is determined that there is a crosser. The determination of the presence or absence of a crosser by the crosser determination unit 42 is performed after the vehicle arrives at a stop position set in front of the pedestrian crossing and stops (during stop).

  The obstacle determination unit 43 receives the determination result (crosser information) of the traverser determination unit 42, the vehicle surrounding information acquired by the on-vehicle sensor 1, and the like. In the obstacle judging section 43, when the judgment result that “there is a traverser crossing the pedestrian crossing ahead of the own vehicle” is input from the pedestrian judging section 42, the pedestrian crossing and the pedestrian crossing are determined. It is determined whether or not an obstacle exists in a region exceeding the predetermined range, and obstacle information is output. The output obstacle information is input to the base trajectory generation unit 46. The “obstacle” is an object that interferes with passing when the vehicle travels along the road, and is an object to be avoided when traveling. For example, it is a parked vehicle or a road cone that divides a no-traffic zone due to construction or the like.

  Here, the obstacle determination unit 43 analyzes image information and the like within the sensing range of the vehicle-mounted sensor 1. When the obstacle determining unit 43 detects a stationary object or a low-speed moving object (an object that the own vehicle can pass) interfering with a trajectory extending in the road direction from the front of the own vehicle, the obstacle determining unit 43 determines that the obstacle exists. to decide. The determination of the presence / absence of an obstacle by the obstacle determining unit 43 is performed after the vehicle arrives at a stop position set in front of the pedestrian crossing and stops (during stop).

  The traverser trajectory generator 44 receives the determination result (traverser information) of the traverser determiner 42, the vehicle surrounding information including the position information of the traverser, the determination result of the trajectory determiner 47 (trajectory determination information), and the like. Is done. In the crosser trajectory generation unit 44, the judgment result (crosser information) that “the crosser exists” is input from the crosser judgment unit 42, or the “traverse trajectory is As a result of inputting the determination result (track determination information) that “the track does not exceed the track” or “the deviation of the detour track from the base track is not within a predetermined range”, A trajectory predicted to pass is generated and trajectory information is output. The output crosser trajectory information is input to the trajectory determination unit 47.

  Here, the traverser trajectory generator 44 first analyzes the image information and the like within the sensing range of the on-vehicle sensor 1, and detects the movement of the traverser including the position, the moving speed, and the moving direction of the traverser. Then, based on the information, the position of the future crosser in a few seconds is predicted. The length of time to be predicted is the time required from the start of the vehicle to the passage of the pedestrian crossing, and is preferably about 5 to 10 seconds. After predicting the position of the future traverser, assuming that the traverser's motion model is a constant velocity linear motion, a straight line connecting the current traverser's position (at the time of traverser trajectory generation) and the future traverser's position is calculated. Generate as a traverser trajectory. The traverser's motion model is not limited to a constant-velocity linear motion, but may be a statistical model learned from a result of measuring the traverser's motion, or a motion model obtained based on deep learning. The generation of the crosser trajectory by the crosser trajectory generation unit 44 is performed after the vehicle arrives at a stop position set in front of the pedestrian crossing and stops (during stop).

  In the detour trajectory generating unit 45, the generation result (traverser trajectory information) of the traverser trajectory generating unit 44, the vehicle surrounding information including the position information of the traverser and the obstacle acquired by the on-vehicle sensor 1, and the like are input. In the detour trajectory generating unit 45, the information of the traverser's trajectory generated from the traverser's trajectory generating unit 44 is input, so that a detour trajectory that can travel on the running path behind the traverser is generated. Output information. The output detour information is input to the orbit determination unit 47.

  Here, the detour trajectory generation unit 45 first sets a plurality of trajectory points randomly toward the front of the own vehicle. Then, the position information of the set track point and the position information of the crosser track are compared to determine whether the track point interferes with the crosser track or the roadside. If it is determined that the orbit point interferes with the trajectory or the roadside, the orbit point is deleted. On the other hand, if it is determined that the track point does not interfere with the trajectory track and the roadside, the next track point is set ahead of the track point. Further, even if the orbit point does not interfere with the trajectory point, if it is determined that the traverser is moving toward the orbit point, the orbit point is deleted. Further, when there is an obstacle, if it is determined that the orbit point interferes with the obstacle, the orbit point is deleted. The detour trajectory generation unit 45 generates a plurality of orbit point sequences that are set by repeating the above-described series of processes as detour trajectories. That is, the “detour track” is a track on which the own vehicle can travel without protruding from the travel path behind the traverser without interfering with the traverser passing along the traverser's trajectory. When there is an obstacle, the trajectory does not interfere with the obstacle and allows the vehicle to travel behind the traverser without protruding from the travel path.

  The “track point” is a point located at the center in the width direction of a track area in which the own vehicle can travel. Here, the “track area where the own vehicle can travel” is an area obtained by adding the estimation of the control error and the estimation of the detection error by the in-vehicle sensor 1 to the width of the own vehicle. Further, the above-described detour trajectory generation method is a trajectory generation method based on random sampling, but may be generated using an optimization method in consideration of a steering amount, a steering direction, and the like. The generation of the detour trajectory by the detour trajectory generation unit 45 is performed after the vehicle arrives at the stop position set in front of the pedestrian crossing and stops (during stop).

  The judgment result (obstacle information) of the obstacle judging unit 43, the own vehicle position information, the own vehicle surrounding information acquired by the on-vehicle sensor 1, the destination information, and the like are input to the base trajectory generating unit 46. In the base trajectory generating unit 46, when the judgment result (obstacle information) that “there is an obstacle ahead of the own vehicle” is input from the obstacle determining unit 43, the current position of the own vehicle and the traveling direction of the own vehicle Based on the position information of the obstacle, a base trajectory with the least deviation from the trajectory extending in the road direction from the stop position is generated while avoiding the obstacle, and the base trajectory information is output. The output base trajectory information is input to the trajectory determination unit 47.

  Here, the base trajectory generation unit 46 first sets a plurality of trajectory points randomly toward the front of the own vehicle. Then, the position information of the set trajectory point is compared with the position information of the obstacle, and it is determined whether or not the trajectory point interferes with the obstacle. If it is determined that the orbit point interferes with the obstacle, the orbit point is deleted. On the other hand, if it is determined that the trajectory point does not interfere with the obstacle, the next trajectory point is set ahead of the trajectory point. The detour trajectory generation unit 45 uses the orbit point sequence having the least deviation from the orbit extending from the stop position of the own vehicle to the trajectory from the plurality of orbit point sequences set by repeating the above series of processing. Generate as orbitals. In other words, the “base trajectory” is a trajectory as far as possible along a trajectory extending in the direction of the road from the stop position of the vehicle while avoiding obstacles. The generation of the base trajectory by the base trajectory generation unit 46 is performed after the own vehicle arrives at a stop position set in front of the pedestrian crossing and stops (during stop).

  The trajectory determination unit 47 includes a generation result (crosser trajectory information) of the crosser trajectory generation unit 44, a generation result (detour trajectory information) of the detour trajectory generation unit 45, and a generation result (base trajectory) of the base trajectory generation unit 46. Information) is input. The trajectory determination unit 47 determines whether the detour trajectory exceeds the crosser trajectory based on the various types of input information, that is, the tip position of the trajectory point sequence set by the detour trajectory generation unit 45 is smaller than the traverser trajectory. It is determined whether or not the vehicle is located in front of the own vehicle, and the track determination information is output. In addition, in the trajectory determination unit 47, when the base trajectory is generated when it is determined that the detour trajectory exceeds the traverser trajectory, it is determined whether or not the deviation of the detour trajectory from the base trajectory is within a predetermined range. Judge and output trajectory judgment information. The output determination result is input to the crosser trajectory generation unit 44 and the start control unit 48. The determination of the detour trajectory by the trajectory determination unit 47 is performed after the vehicle arrives at the stop position set in front of the pedestrian crossing and stops (during stop).

  Here, the trajectory determination unit 47 compares the tip position information of the detour track with the position information of the crosser trajectory, and determines that the tip position of the detour track is ahead of the traverser track in the vehicle traveling direction. It is determined that the detour trajectory has exceeded the crosser trajectory. The “tip position of the detour trajectory” is the position of the trajectory point set last among the trajectory points set when the detour trajectory is generated.

  In addition, the trajectory determination unit 47 compares the direction of the detour trajectory determined to have exceeded the crosser trajectory at the own vehicle stop position with the direction of the base trajectory at the own vehicle stop position. When these directions are in the same direction as the front direction of the own vehicle, it is determined that "the deviation of the detour trajectory from the base trajectory is within a predetermined range". That is, when the steering direction when traveling along the base trajectory matches the steering direction when traveling along the detour trajectory, the divergence is defined as a predetermined range, and the steering direction when traveling along the base trajectory. When the steering directions when traveling along the detour trajectory do not match, it is determined that the deviation is out of a predetermined range (the deviation is large).

  The determination result (orbit determination information) of the orbit determination unit 47 and the like are input to the start control unit 48. The start control unit 48 determines from the trajectory determination unit 47 that “the detour trajectory has exceeded the crosser trajectory” or “the deviation of the detour trajectory from the base trajectory is within a predetermined range” (trajectory determination information). Is input, the detour trajectory is set as the target travel trajectory after the start of the vehicle. That is, the target traveling trajectory extending from the stop position of the vehicle is corrected to be a detour trajectory. Then, the start control unit 48 permits the start of the vehicle from the stop position, and outputs a start permission signal.

  When a start permission signal is output from the start control unit 48, a driving control command is output from the automatic driving control unit 4, and a necessary calculation value is output to the actuator 5 based on the driving control command, and the own vehicle Starts. Since the target traveling trajectory after the start is set as the detour trajectory, the own vehicle travels along the detour trajectory.

  In addition, the start control unit 48 determines from the trajectory determination unit 47 that “the detour trajectory does not exceed the crosser trajectory” or “the deviation of the detour trajectory from the base trajectory is not within a predetermined range” (trajectory When the judgment information is input, the detour trajectory once set is discarded. Further, the start control unit 48 does not permit the start of the vehicle from the stop position and does not output the start permission signal. When a start permission signal is not output from the start control unit 48, a stop control command is continuously output from the automatic driving control unit 4, and the stopped state of the own vehicle is maintained based on the stop control command.

  Hereinafter, the configuration of the target trajectory control process executed by the trajectory controller 40 of the first embodiment will be described based on the flowchart of the target trajectory control shown in FIG. Note that this target trajectory control is repeatedly executed in principle until the vehicle starts traveling from the departure place and reaches the destination.

  In step S1, it is determined whether or not there is a pedestrian crossing where no traffic light is installed within a predetermined range on the target traveling trajectory ahead of the own vehicle. If YES (there is a crosswalk), the process proceeds to step S2. If NO (no pedestrian crossing), step S1 is repeated. Step S1 corresponds to the pedestrian crossing determination unit 41.

  In step S2, following the determination that there is a pedestrian crossing in step S1, it is determined whether or not there is a pedestrian crossing the pedestrian crossing. In the case of YES (there is a crosser), the process proceeds to step S3. If NO (no traverser), the process proceeds to step S18. Step S2 corresponds to the traverser determination unit 42.

  In step S3, following the determination that there is a pedestrian in step S2, the automatic driving control unit 4 outputs a stop control command when determining that the vehicle has traveled to a position just before the pedestrian crossing (a position immediately before the pedestrian crossing). To stop the vehicle, and then proceed to step S4. Here, when a stop line is provided in front of the pedestrian crossing, a stop control command is output after determining that the vehicle has traveled to a position immediately before the stop line.

  In step S4, following the stop just before the pedestrian crossing in step S3, it is determined whether an obstacle exists on the pedestrian crossing immediately before the vehicle and in a predetermined range area beyond the pedestrian crossing. If YES (there is an obstacle), the process proceeds to step S5. If NO (no obstacle), the process proceeds to step S11. Step S4 corresponds to the obstacle determining unit 43.

  In step S5, following the determination that there is an obstacle in step S4, a base trajectory with the least deviation from the trajectory extending in the road direction from the stop position is generated while avoiding the obstacle, and the process proceeds to step S6. Step S5 corresponds to the base trajectory generator 46.

  In step S6, generation of the base trajectory in step S5, or determination that the detour trajectory in step S9 does not exceed the crosser trajectory, or deviation of the detour trajectory from the base trajectory in step S10 that is outside the predetermined range Subsequently, the movement of the crosser (the position, the moving speed, the moving direction, etc. of the crosser) crossing the pedestrian crossing immediately before the own vehicle is detected, and the process proceeds to step S7.

  In step S7, following the detection of the movement of the crosser in step S6, a crosser trajectory is generated based on the detected movement of the crosser, and the process proceeds to step S8. Steps S6 and S7 correspond to the crosser trajectory generator 44.

  In step S8, following the generation of the traverser's trajectory in step S7, a detour trajectory that can pass through the traveling path behind the traverser is generated, and the process proceeds to step S9. Here, when the detour trajectory is generated by, for example, a trajectory generation method by random sampling, every time a new trajectory point is set, “detour trajectory is generated” and the process proceeds to step S9. Step S8 corresponds to the detour trajectory generation unit 45.

  In step S9, following the generation of the detour trajectory in step S8, it is determined whether or not this detour trajectory has exceeded the crosser trajectory generated in step S7. In the case of YES (the detour trajectory exceeds the traverse trajectory), if the vehicle travels along the detour trajectory generated in step S8, the vehicle passes through the pedestrian crossing without interfering with the traverser while keeping the lane. The process proceeds to step S10 assuming that the operation is possible. In the case of NO (the detour trajectory does not exceed the traverser's trajectory), if the vehicle travels along the detour trajectory generated in step S8, the flow returns to step S6 because it interferes with the traverser. As a result, the crosser trajectory and the detour trajectory are newly generated again.

  In step S10, following the determination in step S9 that the detour trajectory has exceeded the trajectory trajectory, is the deviation of the detour trajectory generated in step S8 from the base trajectory generated in step S5 within a predetermined range? Determine whether or not. That is, it is determined whether the direction of the base track at the stop position of the vehicle and the direction of the detour track at the stop position of the vehicle are in the same direction with respect to the front direction of the vehicle. If YES (the departure of the detour trajectory from the base trajectory is within a predetermined range, the directions of the base trajectory and the detour trajectory match), even if the vehicle travels along the detour trajectory generated in step S8, the trajectory does not cross. The process proceeds to step S <b> 15 assuming that the vehicle's lateral sway when passing the sidewalk is small. If NO (the deviation of the detour trajectory from the base trajectory is out of the predetermined range, the directions of the base trajectory and the detour trajectory do not match), if the vehicle travels along the detour trajectory generated in step S8, the vehicle passes the pedestrian crossing Then, the process returns to step S6 assuming that the lateral swing of the own vehicle is large. As a result, the crosser trajectory and the detour trajectory are newly generated again. Steps S9 and S10 correspond to the trajectory determination unit 47.

  In step S11, following the determination in step S4 that there is no obstacle, the movement of the pedestrian crossing the pedestrian crossing immediately before the host vehicle (position, speed, direction, etc. of the pedestrian) is detected, and the flow proceeds to step S12. move on.

  In step S12, following the detection of the movement of the crosser in step S11, a crosser trajectory is generated based on the detected movement of the crosser, and the process proceeds to step S13. Steps S11 and S12 correspond to the crosser trajectory generating unit 44.

  In step S13, following the generation of the traverser's trajectory in step S12, a detour trajectory that can pass through the traveling path behind the traverser is generated, and the process proceeds to step S14. Here, when the detour trajectory is generated by, for example, a trajectory generation method by random sampling, every time a new trajectory point is set, “detour trajectory is generated” and the process proceeds to step S14. Step S13 corresponds to the detour trajectory generation unit 45.

  In step S14, following the generation of the detour trajectory in step S13, it is determined whether or not the detour trajectory has exceeded the crosser trajectory generated in step S12. In the case of YES (the detour trajectory exceeds the traverse trajectory), if the vehicle travels along the detour trajectory generated in step S13, it passes through the pedestrian crossing while keeping the lane without interfering with the traverser. It is determined that it is possible to proceed to step S15. In the case of NO (the detour trajectory does not exceed the crosser trajectory), if the vehicle travels along the detour trajectory generated in step S13, the process returns to step S11 as interfering with the traverser. As a result, the crosser trajectory and the detour trajectory are newly generated again. Step S14 corresponds to the trajectory determination unit 47.

  In step S15, following the determination in step S10 that the departure of the detour trajectory from the base trajectory is within a predetermined range or the determination in step S14 that the detour trajectory has exceeded the crosser trajectory, the process proceeds to step S8 or step S13. The generated detour trajectory is set as the target travel trajectory after the start of the vehicle, and the process proceeds to step S16. Here, when it is determined in step S4 that there is an obstacle, the detour trajectory generated in step S8 is set as the target travel trajectory. On the other hand, when it is determined in step S4 that there is no obstacle, the detour trajectory generated in step S13 is set as the target traveling trajectory.

  In step S16, following the setting of the target traveling trajectory in step S15, the vehicle is allowed to start, a start permission signal is output, and the process proceeds to step S17.

  In step S17, following the output of permission to start in step S16, a driving control command is output from the automatic driving control unit 4, a necessary calculation value is output to the actuator 5, and the own vehicle is started, and the process proceeds to return. . Steps S15 to S17 correspond to the start control unit 48.

  In step S18, following the determination that there is no pedestrian in step S2, the automatic driving control unit 4 outputs a traveling control command, and the vehicle passes through the pedestrian crossing without stopping in front of the pedestrian crossing. Proceed to. Here, while the vehicle is passing through the pedestrian crossing, speed control may be performed, and the vehicle may run slowly at a speed that allows the vehicle to stop immediately. The target trajectory when passing through the pedestrian crossing is a base trajectory set based on the position of the vehicle and the traveling direction of the vehicle, and a base trajectory for avoiding interference with the obstacle when an obstacle exists. And

  Hereinafter, based on FIG. 4, a description will be given of a start determination operation by the detour trajectory generation in the driving support method and the driving support device of the first embodiment.

  While the vehicle V is traveling by automatic driving, it approaches the pedestrian crossing A where no traffic light is installed, and at time t1, when the pedestrian crossing A enters a predetermined range in front of the vehicle, step S1 shown in FIG. Is affirmatively determined, and the routine proceeds to step S2. In the traveling scene shown in FIG. 4, since there is a traverser 100 who is going to cross, an affirmative determination is made in step S2 and the process proceeds to step S3, and at time t2, a stop control command is output, and the vehicle V Automatically stops at the position immediately before the stop line B set before the pedestrian crossing A.

  When the vehicle V stops, the process proceeds to step S4. In the traveling scene shown in FIG. 4, there is no obstacle, so a negative determination is made in step S4.

  Then, the processes of step S11, step S12, step S13, and step S14 are sequentially executed. That is, first, the crosser trajectory generation unit 44 detects the movement of the crosser 100, and generates the crosser trajectory X predicted to be passed by the crosser 100 based on the detected movement of the crosser 100. (See time t2 in FIG. 4). Next, the detour trajectory generation unit 45 generates a detour trajectory Y that can pass through the pedestrian crossing A behind the crosser 100 while keeping the lane. Then, the trajectory determination unit 47 compares the generated position of the crosser trajectory X with the tip position y of the detour trajectory Y, and determines whether the detour trajectory Y has exceeded the traverser trajectory X.

  At time t3, the tip position y of the detour trajectory Y interferes with the crosser trajectory X. Therefore, a negative determination is made in step S14, the process returns to step S11, and the crosser trajectory X and the detour trajectory Y are generated again. Further, at this time, the own vehicle V is kept stopped.

  Here, since the pedestrian 100 moves to cross the pedestrian crossing A, the trajectory trajectory X becomes shorter with the passage of time, and a space is gradually created between the back surface of the pedestrian 100 and the roadside C. .

  Therefore, at time t4, when the tip position y of the detour trajectory Y is located ahead of the own vehicle with respect to the traverser's trajectory X, the detour trajectory Y that can pass through the pedestrian crossing A without interfering with the pedestrian 100 can be generated. In step S14, a positive determination is made. Accordingly, the process proceeds to step S15, step S16, and step S17 in order, and the target traveling start of the own vehicle V is set to the detour trajectory Y. Then, the start is permitted and a start permission signal is output. Thereby, the traveling control command is output from the automatic driving control unit 4, and the own vehicle V automatically starts from the stop position.

  When generating the detour trajectory Y, even if the set trajectory point does not interfere with the trajectory X, the traverser 100 moves toward the trajectory point based on the traveling direction of the traverser 100. If it is determined that there is, the set trajectory point is deleted. That is, a trajectory point located in front of the traverser 100 in the movement direction cannot be a trajectory passing behind the traverser 100. For this reason, for example, a detour trajectory Y that passes in front of the pedestrian 100 and passes through the pedestrian crossing A as shown in FIG. 5 is not generated.

  As described above, in the driving support method and the driving support apparatus according to the first embodiment, the trajectory X is generated based on the movement of the traverser 100 and the detour that can travel behind the traverser 100 while keeping the lane. Generate trajectory Y. If it is determined that the detour trajectory Y has exceeded the traverse trajectory X, it is determined that the vehicle can pass through the pedestrian crossing A without interfering with the pedestrian 100 when traveling along the detour trajectory Y. The target traveling trajectory of the own vehicle V is set. As a result, the target traveling trajectory actively passes behind the traverser 100. In addition, it is possible to start before the traverser 100 has completely passed the front area of the stop position of the vehicle V. Therefore, for example, the target traveling trajectory is set based on the position of the own vehicle and the traveling direction of the own vehicle, and the own vehicle V is compared with a case where the target traveling trajectory stops until the traverser 100 passes. The start timing after stopping can be advanced.

  In addition, when it is determined that the detour trajectory Y has exceeded the traverse trajectory X, the start of the own vehicle V is permitted, and a travel control command is output, and the own vehicle V starts by automatic driving. Therefore, if it is determined that the detour trajectory Y that detours without interfering with the crosser 100 can be generated, the vehicle can be started immediately, and the start timing after stopping the own vehicle V can be advanced. In particular, when the distance from the stop position of the host vehicle V to the crosser trajectory X is large (for example, when the crosser 100 is traveling on the far side of the pedestrian crossing A), the moving speed of the crosser 100 is slow. In this case, the effect is great, and the vehicle can be started at a shorter timing with a shorter stopping time than when stopping until the crosser 100 passes the target traveling trajectory set based on the position and the traveling direction of the vehicle V.

  Hereinafter, based on FIG. 6, a description will be given of a start determination operation by generation of a detour trajectory for determining a deviation from a base trajectory in the driving support method and the driving support device according to the first embodiment.

  While the vehicle V is traveling by automatic driving, it approaches the pedestrian crossing A where no traffic light is installed, and at time t11, when the pedestrian crossing A enters a predetermined range ahead of the vehicle, step S1 shown in FIG. Is affirmatively determined, and the routine proceeds to step S2. In the traveling scene shown in FIG. 6, since there is a traverser 100 trying to cross, an affirmative determination is made in step S2 and the process proceeds to step S3. At time t12, a stop control command is output, and the vehicle V Automatically stops at the position immediately before the stop line B set before the pedestrian crossing A.

  When the vehicle V stops, the process proceeds to step S4. In the traveling scene shown in FIG. 6, since the obstacle S exists, an affirmative determination is made in step S4. Then, the process of step S5 is performed, and a base trajectory Z for avoiding interference with the obstacle S is generated. When generating the base trajectory Z, the existence of the crosser 100 is ignored.

  When the base trajectory Z is generated, the processes of step S6, step S7, step S8, and step S9 are sequentially executed. That is, first, the crosser trajectory generation unit 44 detects the movement of the crosser 100, and generates the crosser trajectory X predicted to be passed by the crosser 100 based on the detected movement of the crosser 100. (See time t13 in FIG. 6). Next, the detour trajectory generation unit 45 generates a detour trajectory Y that can pass through the pedestrian crossing A behind the crosser 100 while keeping the lane. Then, the trajectory determination unit 47 compares the generated position of the crosser trajectory X with the tip position y of the detour trajectory Y, and determines whether the detour trajectory Y has exceeded the traverser trajectory X.

  At the time point t14, when the tip position y of the detour trajectory Y is located ahead of the own vehicle with respect to the traverser's trajectory X, it is determined that the detour trajectory Y that can detour the pedestrian 100 and pass through the pedestrian crossing A is generated (step S9). Is affirmatively determined. Accordingly, the process proceeds to step S10, where the trajectory determination unit 47 determines whether the deviation of the detour trajectory Y from the base trajectory Z is within a predetermined range.

  At the time t14 shown in FIG. 6, at the stop position of the vehicle V, the base trajectory Z extends rightward from the front direction of the vehicle V. On the other hand, at the stop position of the own vehicle V, the detour trajectory Y extends to the left in the front direction of the own vehicle V. That is, the direction of the base trajectory Z and the direction of the detour trajectory Y at the stop position of the vehicle V are not in the same direction as the front direction of the vehicle V. Thereby, it is determined that the deviation of the detour trajectory Y from the base trajectory Z is out of the predetermined range. Therefore, a negative determination is made in step S10, the process returns to step S6, and the crosser trajectory X and the detour trajectory Y are generated again. Further, at this time, the own vehicle V is kept stopped.

  Here, by making the crosser trajectory X shorter with the passage of time, it is possible to generate a plurality of detour trajectories Y exceeding the crosser trajectory X.

  Therefore, at time t15, when a detour trajectory Y in which the direction of the own vehicle V at the stop position matches the base trajectory Z with respect to the front direction of the own vehicle V, the detour trajectory Y with respect to the base trajectory Z is generated. It is determined that the deviation falls within the predetermined range, and an affirmative determination is made in step S10. As a result, the process proceeds to step S15, step S16, and step S17 in order, the target traveling trajectory of the own vehicle V is set to the detour trajectory Y, the start is permitted, and the start permission signal is output. As a result, the traveling control command is output from the automatic driving control unit 4, and the own vehicle V automatically starts from the stop position.

  As described above, in the driving support method and the driving support apparatus according to the first embodiment, when it is determined that the obstacle S exists in front of the own vehicle, the base trajectory Z that travels while avoiding interference with the obstacle S is generated. . If it is determined that the deviation of the detour trajectory Y from the base trajectory Z is within a predetermined range, the detour trajectory Y is set as the target traveling trajectory of the vehicle V.

  Here, since it is generally necessary to avoid interference with the obstacle S, traveling along the base trajectory Z is given priority over bypassing the traverser 100. That is, it is common to stop until the traversing of the traverser 100 is completed and then travel along the base trajectory Z without actively bypassing the traverser 100. On the other hand, when the detour trajectory Y (see time t13 in FIG. 6) having a large deviation from the base trajectory Z is set as the target traveling trajectory, when traveling along the base trajectory Z after detouring the crosser 100, The vehicle V travels while largely changing the course to the left and right. As a result, the rolling of the own vehicle becomes large, and the riding comfort is deteriorated.

  However, by setting the detour trajectory Y determined to have a deviation from the base trajectory Z within a predetermined range as the target trajectory of the own vehicle V as in the first embodiment, the target trajectory is shifted from the base trajectory Z. It does not come off significantly. As a result, it is possible to suppress the roll when traveling along the base trajectory Z after bypassing the traverser 100. Therefore, it is possible to avoid the interference with the obstacle S and to pass the pedestrian crossing A with a stable operation.

  Further, when it is determined that the deviation of the detour trajectory Y from the base trajectory Z is within a predetermined range, the start of the own vehicle V is permitted, and the own vehicle V is started. Therefore, when it is determined that the deviation from the base trajectory Z is small and the detour trajectory Y that detours the traverser 100 is established, the vehicle can be started immediately. This makes it possible to prevent a wasteful stop time from occurring and to accelerate the start timing after the host vehicle V is stopped, while running the vehicle stably.

  In particular, in the first embodiment, the base trajectory Z is generated based on the position of the own vehicle V, the traveling direction of the own vehicle, and the position information of the obstacle S, and avoids the interference between the obstacle S and the own vehicle V. Orbit to do. Therefore, after traveling along the detour trajectory Y and circumventing the traverser 100, by traveling along the base trajectory Z, the traverser 100 detours while avoiding interference between the obstacle S and the vehicle V. In addition, the vehicle V can smoothly travel along the track on which the occurrence of roll is suppressed.

  Here, a detour trajectory Y in which the direction of the host vehicle V at the stop position coincides with the base trajectory Z with respect to the front direction of the host vehicle V is generated. Is determined to be within a predetermined range. Therefore, it can be simply and appropriately determined whether or not the detour trajectory Y deviates from the base trajectory Z. Therefore, it is possible to appropriately restrain the vehicle V from rolling after starting.

  Next, effects will be described. In the driving support method and the driving support device according to the first embodiment, the following effects can be obtained.

  That is, in a driving support method by a controller (track controller 40) that performs driving support control when the host vehicle V stops before the traverser 100 crossing the traveling road on which the host vehicle V is traveling, the front of the host vehicle V is used. It is determined whether or not the traverser 100 exists within a predetermined range of the trajectory X. If the traverser 100 is determined to exist, a trajectory X that the traverser 100 is predicted to pass is generated, and the traverser trajectory X is generated. After the generation of the detour trajectory Y, the vehicle V generates a detour trajectory Y that allows the vehicle V to travel on the traveling path behind the traverser 100. When it is determined that the detour trajectory Y exceeds the crosser trajectory X, the detour trajectory Y is set to the target travel trajectory after the start of the vehicle V.

  Thereby, the start timing after stopping the own vehicle V in front of the crosser 100 crossing the front of the own vehicle can be advanced.

  Further, when it is determined that the crosser 100 exists, the own vehicle V is stopped in front of the crosser 100, and the start of the own vehicle V is permitted at the timing when it is determined that the detour trajectory Y exceeds the crosser trajectory X, While it is determined that the detour trajectory Y does not exceed the crosser trajectory X, the vehicle V is kept stopped.

  Accordingly, the vehicle can be started more quickly than when the traverser 100 stops on the target traveling trajectory set based on the position and the traveling direction of the vehicle V, and the start timing after the vehicle V is stopped Can be expedited appropriately.

  Further, following the generation of the crosser trajectory X, a base trajectory Z is generated based on the position of the own vehicle V and the traveling direction of the own vehicle V, and when it is determined that the detour trajectory Y exceeds the traverser trajectory X, It is determined whether or not the deviation of the detour trajectory Y from the trajectory Z is within a predetermined range. If it is determined that the deviation is within the predetermined range, the detour trajectory Y is set to the target traveling trajectory after the start of the vehicle V. It was configured to be set.

  Thereby, the occurrence of the roll can be suppressed, and the vehicle can pass through the pedestrian crossing A with a stable operation.

Also, when it is determined that the crosser 100 exists, the vehicle stops in front of the crosser 100,
The start of the own vehicle V is permitted at the timing when it is determined that the deviation is within the predetermined range, and the stop of the own vehicle is continued while it is determined that the deviation is out of the predetermined range.

  As a result, the vehicle can pass through the pedestrian crossing A with a stable operation, and can quickly start without unnecessary stop.

  When it is determined that the traverser 100 is present, it is determined whether an obstacle S exists within a predetermined range in front of the vehicle V. When it is determined that the obstacle S is present, the vehicle V And a base trajectory Z that does not cause the own vehicle V to interfere with the obstacle S based on the position of the vehicle and the traveling direction of the own vehicle V.

  This makes it possible to bypass the traverser 100 while preventing interference with the obstacle S, and to cause the own vehicle V to travel on a trajectory in which the occurrence of the roll is suppressed.

  When the direction of the base trajectory Z at the stop position of the vehicle V and the direction of the detour trajectory Y are in the same direction with respect to the front direction of the vehicle V, the detour trajectory Y with respect to the base trajectory Z is The configuration is such that it is determined that the deviation is within a predetermined range.

  This makes it possible to easily and appropriately determine whether or not the detour trajectory Y deviates from the base trajectory Z, thereby suppressing the vehicle from rolling after starting.

  Further, in a driving support device including a controller (track controller 40) that performs driving support control when the host vehicle V stops before the traverser 100 crossing the traveling road on which the host vehicle V is traveling, the controller (track) The controller 40) determines whether or not the traverser 100 exists within a predetermined range in front of the own vehicle V. The traverser determination unit 42 determines whether the traverser 100 exists. When input, the crosser trajectory generation unit 44 that generates the crosser trajectory X that is predicted to pass by the crosser 100, and the generation of the crosser trajectory X by the traverse trajectory generation unit 44, Trajectory generation unit 45 that generates a detour trajectory Y through which the vehicle V can travel on the travel path, and generation of the detour trajectory Y by the detour trajectory generation unit 45, and the detour trajectory Y exceeds the crosser trajectory X And a target traveling after the start of the own vehicle V in the detour trajectory Y when the result of the determination that the detour trajectory Y has exceeded the trajectory trajectory X is input from the trajectory determination part 47 and the trajectory determination part 47. And a start control unit 48 for setting the orbit.

  Thereby, the start timing after stopping the own vehicle V in front of the crosser 100 crossing the front of the own vehicle can be advanced.

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

  In the first embodiment, an example in which the target trajectory control shown in FIG. 3 is executed when the pedestrian crossing A where the traffic light is not installed in front of the own vehicle is detected. However, it is not limited to this. For example, the target trajectory control (driving support control) of the present disclosure may be performed when there is a traverser trying to cross the road on which the vehicle V is traveling at an intersection where no pedestrian crossing is installed. In this case, the predicted stop position in front of the crosser is set according to the position of the crosser. Further, even when a traverser trying to cross the front of the own vehicle V at a position where a pedestrian crossing is not set is detected while traveling on a straight road, and the vehicle stops before the vehicle, the present disclosure may be applied. Target trajectory control (driving support control) can be applied. That is, when there is a traverser 100 trying to cross the traveling path on which the vehicle V is traveling and the vehicle 100 stops before the traverser 100, the target trajectory control (driving support control) of the present disclosure can be applied.

  In the first embodiment, an example is described in which the start of the own vehicle V is immediately permitted when it is determined that the detour trajectory Y exceeds the crosser trajectory X, but the present invention is not limited to this. For example, after it is determined that the detour trajectory Y has exceeded the traverser's trajectory X, starting is permitted after a predetermined time has elapsed, or starting is permitted after confirming the movement (moving direction and the like) of the traverser 100. Is also good. At this time, when the own vehicle V passes behind the crosser 100, it is possible to secure a wider distance from the own vehicle V to the crosser 100, thereby preventing the crosser 100 from feeling uneasy. it can.

  In the first embodiment, when it is determined that the obstacle S exists in front of the own vehicle, the base trajectory Z is generated, and when the obstacle S exists, the detour trajectory Y is determined based on the difference between the base trajectory Z and the detour trajectory Y. The example of generating is shown. However, it is not limited to this. That is, the base trajectory Z only needs to be generated based on at least the position of the own vehicle V and the traveling direction of the own vehicle V. Then, by traveling along the detour trajectory Y in which the deviation from the base trajectory Z generated based on the position and the traveling direction of the own vehicle V is within a predetermined range, regardless of the presence or absence of the obstacle S, It is possible to appropriately detour the traverser 100 and start the vehicle quickly while suppressing the roll of the vehicle V.

  In the first embodiment, when the direction of the base trajectory Z and the direction of the detour trajectory Y at the stop position of the own vehicle V are in the same direction with respect to the front direction of the own vehicle V, the detour to the base trajectory Z is performed. Although the example in which the deviation of the trajectory Y is determined to be within the predetermined range has been described, the invention is not limited thereto. For example, based on the amount of displacement between the base trajectory Z and the detour trajectory Y in the vehicle width direction, the magnitude of the angle between the direction of the base trajectory Z at the stop position of the vehicle V and the direction of the detour trajectory Y, and the like. It may be determined whether the deviation is within a predetermined range. In other words, the driver does not have to feel uncomfortable due to the wobble of the own vehicle V that occurs when the user avoids the obstacle S after bypassing the own vehicle V crosser 100. For this reason, it is determined whether or not the deviation of the detour trajectory Y from the base trajectory Z is within a predetermined range based on whether or not the fluctuation of the own vehicle V can be suppressed to the extent that the driver does not feel uncomfortable. Is also good.

  In the first embodiment, an example has been described in which the target trajectory control (driving support control) for starting the own vehicle V by the automatic driving is executed after the vehicle is stopped in front of the crosser 100 during the traveling by the automatic driving. However, the present invention is not limited to this, and the target trajectory control may be executed even while the driver is traveling by manual driving in which the driver travels / stops the own vehicle by his / her own intention. In this case, when a detour trajectory Y that detours behind the traverser 100 crossing the host vehicle is generated, the information on the detour trajectory Y is presented to the driver via the HMI device 6. Further, the driver may be notified of the information on the detour trajectory Y by voice or the like. Further, the start timing after the stop may be notified to the driver by using the HMI device 6 or sound.

Reference Signs List 10 Automatic driving system 1 In-vehicle sensor 2 Map data storage unit 3 External data communication device 4 Automatic driving control unit 5 Actuator 6 HMI device 40 Orbit controller (controller)
41 Crosswalk judgment section 42 Crosswalk judgment section 43 Obstacle judgment section 44 Crosswalk trajectory generation section 45 Detour trajectory generation section 46 Base trajectory generation section 47 Track judgment section 48 Start control section 100 Crosser A Crosswalk B Stop line V Own Car X Crosser trajectory Y Detour trajectory Z Base trajectory

Claims (7)

A driving assistance method by a controller that performs driving assistance control when the own vehicle is stopped in front of a traverser crossing a traveling path on which the own vehicle is traveling,
It is determined whether or not the crosser exists within a predetermined range in front of the own vehicle,
If it is determined that the crosser is present, generate a crosser trajectory that the crosser is expected to pass,
Following the generation of the traverse trajectory, a detour trajectory that allows the vehicle to travel on the traveling path behind the traverser is generated,
Following the generation of the detour trajectory, it is determined whether the detour trajectory has exceeded the crosser trajectory,
A driving support method, comprising: setting the detour trajectory to a target traveling trajectory after the start of the own vehicle when it is determined that the detour trajectory exceeds the crosser trajectory. The driving assistance method according to claim 1,
If it is determined that the crosser is present, stop the vehicle in front of the crosser,
The start of the own vehicle is permitted at the timing when it is determined that the detour trajectory has exceeded the crosser trajectory. A driving assistance method characterized by: The driving assistance method according to claim 1,
Following the generation of the crosser trajectory, a base trajectory is generated based on the position of the host vehicle and the traveling direction of the host vehicle,
When it is determined that the detour trajectory has exceeded the crosser trajectory, it is determined whether the deviation of the detour trajectory from the base trajectory is within a predetermined range,
When it is determined that the deviation is within a predetermined range, the detour track is set to a target travel track after the start of the vehicle. The driving assistance method according to claim 3,
If it is determined that the crosser is present, stop the vehicle in front of the crosser,
The start of the own vehicle is permitted at a timing when it is determined that the deviation is within a predetermined range, and the stop of the own vehicle is continued while it is determined that the deviation is out of a predetermined range. Driving support method. In the driving support method according to claim 3 or claim 4,
When it is determined that the crosser is present, it is determined whether an obstacle exists within a predetermined range in front of the own vehicle,
When it is determined that the obstacle is present, a driving trajectory is generated based on the position of the own vehicle and the traveling direction of the own vehicle and not causing the own vehicle to interfere with the obstacle. . In the driving support method according to any one of claims 3 to 5,
When the direction of the base track and the direction of the detour track at the stop position of the vehicle are oriented in the same direction with respect to the front direction of the vehicle, the deviation is within a predetermined range. A driving support method characterized by making a judgment. In a driving assistance device including a controller that performs driving assistance control when the own vehicle is stopped in front of a traverser crossing a traveling path on which the own vehicle is traveling,
The controller is a traverser determining unit that determines whether the traverser exists within a predetermined range in front of the vehicle.
When a determination result that the traverser is present is input from the traverser determination unit, a traverser trajectory generation unit that generates a traverser trajectory predicted to pass by the traverser,
A detour trajectory generation unit that generates a detour trajectory that allows the own vehicle to travel on the traveling path behind the traverser, following generation of the traverser trajectory by the traverser trajectory generator,
Following the generation of the detour trajectory by the detour trajectory generation unit, a trajectory determination unit that determines whether the detour trajectory has exceeded the crosser trajectory,
A start control unit that sets the detour trajectory to a target travel trajectory after the start of the own vehicle when a determination result that the detour trajectory exceeds the crosser trajectory is input from the trajectory determination unit,
A driving assistance device comprising: