JP2020027459A - Automatic driving support device - Google Patents

Abstract

To make it possible to turn the own vehicle smoothly without temporarily expanding to a right direction after the vehicle stops at a stop line in front of an intersection, when the own vehicle is caused to turn left on a road on which left-hand traffic is specified.SOLUTION: When the own vehicle is caused to turn left at a forward intersection in automatic driving, a turning radius R and a turning trajectory Rf of a right front corner required at a time of turning left are obtained based on road information of a left turn destination, surrounding information of the intersection, and the own vehicle information; and a required inner wheel lateral position Wi from a left road side 41 to a left rear wheel of the own vehicle M, which can smoothly turn at the intersection, is obtained based on the turning radius R and the turning locus Rf. Then, when the a traffic light at the intersection is a red light (S10), a vehicle width Wm/2 is added to the required inner wheel lateral position Wi to set a stop line stop lateral position Wy (S13), and a control command to stop the own vehicle M at the stop line stop lateral position Wy just before a stop line Ls is transmitted to a vehicle control calculation unit 23b (S14).SELECTED DRAWING: Figure 3

Description

  The present invention makes it easy to stop the vehicle at the stop line at the intersection entrance when turning on the road where left-hand traffic is defined from the intersection in the left-turn direction (right-turn direction on the road where right-hand traffic is specified). The present invention relates to an automatic driving support device that sets a stop lateral position at a stop line so that a course can be changed.

  When a driver (operator) sets a destination, this type of automatic driving support device sets a travel route from the current location to the destination on a road map, and automatically or partially replaces all or part of the route on behalf of the driver. It is intended to run on a regular basis. At the time of automatic driving on a general road, the driving environment in front of the own vehicle is recognized by a sensing device such as a camera, and the presence or absence of a preceding vehicle or an obstacle, the light color of a lit traffic light, the direction indicated by an arrow traffic light, and the like are determined. Monitor constantly.

  When the preceding vehicle is detected ahead of the traveling path of the own vehicle, the own vehicle speed is controlled to a predetermined value based on the inter-vehicle distance to the preceding vehicle, the relative vehicle speed, and the like. Also, when the lighting color of the traffic light installed at the intersection is blue (green light), or when the lighting direction is red (red light) and the arrow direction indicated by the arrow traffic light is the traveling direction of the own vehicle, The host vehicle is caused to enter the intersection, and the host vehicle is caused to travel along a target traveling route set along the travel route, such as going straight, turning left or right.

  For example, in Patent Document 1 (JP-A-2017-1596), an area such as an intersection on a planned traveling route is extracted based on road map information stored in a map database, and the lighting color of a traffic light at the intersection is changed. A technique is disclosed in which a vehicle is stopped based on image information captured by a camera and stopped at a stop line at an intersection entrance in the case of red (red light).

  Also, in automatic driving, when the vehicle is turned in a left-turn direction on a road on which left-hand traffic is specified from the intersection (right-turn direction on a road on which right-hand traffic is specified), the own vehicle is approached from the side of the intersection toward the roadside. , And the vehicle is controlled so as to pass through an intersection while maintaining a certain distance from the roadside.

  At this time, for example, as disclosed in Patent Document 2 (Japanese Patent Application Laid-Open No. 2010-143442), an image of the inside of the turning direction of the own vehicle is taken by a camera or the like to maintain a constant distance from the road side. The own vehicle can be turned.

JP-A-2017-1596 JP 2010-143442 A JP 2017-220028 A

  As disclosed in Patent Literature 2, even if the camera or the like captures an image of the inside of the turning direction of the own vehicle to prevent contact between the inside of the turning direction and an obstacle, the road to which the course is changed When the width is narrow or when the road to which the course is to be changed crosses at an acute angle, it is difficult to turn the own vehicle along the road side.

  Therefore, in such a case, for example, as disclosed in Patent Document 3 (Japanese Patent Application Laid-Open No. 2017-220028), the road width information of the turning point is read from the road map data, and the road width of the turning point is narrow. In such a case, a large turning trajectory is set, the vehicle is first expanded outward at the intersection, and then the vehicle is turned in a large turning to change the course.

  By the way, when the own vehicle enters the intersection without turning on the stop line at the intersection entrance and turns the course, the steering is performed while the vehicle is running. By making a large turn, it is possible to enter the destination road.

  However, when stopping your vehicle at the stop line at the intersection entrance to wait for a traffic light or to enter a priority road, turn left on roads where left-hand traffic is specified (right-turn on roads where right-hand traffic is specified) Stopping the vehicle in a position that inflates the vehicle outward in preparation for switching the direction of travel to) may stop the vehicle while straddling the traveling lane, and may hinder the course of the following vehicle. There is.

  In view of the above circumstances, the present invention, when stopping at a stop line at the intersection entrance, turning leftward on a road where left-hand traffic is specified (right-turning right on a road where right-hand traffic is specified) It is an object of the present invention to provide an automatic driving support device capable of turning smoothly without obstructing the course of a car.

  The present invention is directed to a forward traveling environment information acquiring unit for acquiring traveling environment information ahead of the own vehicle, an own vehicle position estimating unit for estimating a current position of the own vehicle, and the own vehicle estimated by the own vehicle position estimating unit. Target travel path setting means for setting a target travel path from road map information stored in storage means based on a current position of the vehicle and a destination set by the operator; and the target set by the target travel path setting means. A driving control unit that performs driving control for causing the host vehicle to travel along a traveling path, wherein the traveling control unit includes a driving control unit configured to move forward based on the target traveling path set by the target traveling path setting unit. Path change determining means for determining whether or not to make a turn in a left turn direction on a road where left traffic is specified or a right turn on a road where right traffic is specified; When it is determined that the route is changed by the means, when the surrounding information of the intersection is acquired based on the traveling environment information or the road map information acquired by the forward traveling environment information acquiring means, when entering the road to which the course is to be changed, A lateral position calculating means for determining a lateral position of the own vehicle in a traveling lane based on a road side inside the course change direction, and the traveling environment information or the road map information acquired by the forward traveling environment information acquiring means. Stop determination means for checking whether or not to stop the own vehicle at the stop line at the entrance of the intersection, and when the stop determination means determines to stop the own vehicle at the stop line, the lateral position calculation means A stop line stop lateral position calculating means for calculating a stop lateral position when stopping the own vehicle at the stop line based on the obtained lateral position of the own vehicle.

  According to the present invention, when it is determined that the intersection ahead in the forward direction based on the target traveling path is to be turned in a left-turn direction on a road on which left-hand traffic is specified or a right-turn direction on a road on which right-hand traffic is specified, When finding the lateral position of the host vehicle in the travel lane based on the road side inside the turning direction when entering the destination road based on the surrounding information of the intersection, and stopping the host vehicle at the stop line at the intersection entrance Since the stop lateral position when stopping the own vehicle at the stop line is calculated based on the lateral position of the own vehicle, after stopping the own vehicle at the stop line at the intersection entrance, the road where left-hand traffic is specified When turning in the left-turn direction (right-turn direction on a road where right-hand traffic is specified), there is no need to temporarily inflate to the outside of the turn. Therefore, the turn of the following vehicle can be made smoothly without obstructing the course. Door can be.

Schematic configuration diagram of the automatic driving support device Flowchart showing left turn control processing routine (part 1) Flowchart showing left turn back fish processing routine (part 2) Flowchart showing outside lateral position calculation subroutine when turning left Explanatory drawing showing a state in which the target traveling path is set to turn left at the intersection Explanatory drawing showing a state where the host vehicle turns left along the road side Explanatory diagram showing the stop lateral position at the stop line when there is an obstacle on the road to the left turn Explanatory diagram showing a stop lateral position at a stop line when the left road side crosses at an intersection at right angles Explanatory drawing showing the stop lateral position at the stop line when the left road side crosses at an acute angle Explanatory diagram showing the stop lateral position at the stop line when it is determined that a left turn is not possible

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The automatic driving support device 1 shown in FIG. 1 is mounted on a host vehicle M (see FIGS. 5 to 10). This automatic driving support device 1 is equipped with a locator unit 11 as a means for detecting the position of the vehicle, a camera unit 21 as a forward traveling environment information acquiring means, and a vehicle control unit 23 as a traveling control means. .

  The locator unit 11 estimates the position of the own vehicle M on the road map (own vehicle position) and acquires road map data around the own vehicle position. On the other hand, the camera unit 21 acquires the traveling environment information ahead of the own vehicle M, recognizes the lane markings dividing the left and right of the traveling lane, the road shape, the presence or absence of a preceding vehicle, and the like. The inter-vehicle distance to the preceding vehicle, the relative speed, and the like are obtained. Further, the camera unit 21 recognizes the obstacle and obtains the shape of the obstacle and the distance from the host vehicle M.

  The locator unit 11 has a map locator calculation unit 12 and a high-precision road map database 16 as storage means. The map locator calculation unit 12, a forward traveling environment recognition unit 21d, which will be described later, and a vehicle control unit 23 include a well-known microcomputer having a CPU, a RAM, a ROM, and the like, and peripheral devices thereof. A program to be executed by, fixed data such as a base map, and the like are stored in advance.

  In addition, a GNSS (Global Navigation Satellite System) receiver 13, an autonomous traveling sensor 14, a destination information input device 15, and a forward traveling of a camera unit 21 described later are provided on the input side of the map locator calculation unit 12. The environment recognition unit 21d is connected. The GNSS receiver 13 receives positioning signals transmitted from a plurality of positioning satellites. The autonomous traveling sensor 14 enables autonomous traveling in an environment where reception sensitivity from the GNSS sanitation is low and a positioning signal cannot be effectively received, such as traveling in a tunnel, and includes a vehicle speed sensor, a gyro sensor, and It is composed of an acceleration sensor and the like.

  Then, the map locator calculation unit 12 performs localization from the moving distance and the direction based on the vehicle speed detected by the vehicle speed sensor, the angular speed detected by the gyro sensor, the longitudinal acceleration detected by the longitudinal acceleration sensor, and the like.

  When the driver who is the operator inputs the destination information (address, telephone number, selection from the registered list displayed on the monitor, etc.), the destination information input device 15 receives the corresponding position coordinates (latitude, longitude). ) Is obtained and the position coordinates are set as the destination.

  The map locator calculation unit 12 includes a vehicle position estimation calculation unit 12a as a vehicle position estimation unit, a road map information acquisition unit 12b, and a target travel path setting calculation unit 12c as a target travel path setting unit. The own-vehicle position estimation calculating unit 12a acquires position coordinates (latitude, longitude) as position information of the own vehicle M based on the positioning signal received by the GNSS receiver 13. In an environment where an effective positioning signal from a positioning satellite cannot be received due to a decrease in sensitivity of the GNSS receiver 13, the position coordinates of the own vehicle M are estimated based on a signal from the autonomous traveling sensor 14.

  The road map information acquisition unit 12b stores the position coordinates of the vehicle M and the position coordinates (latitude and longitude) of the destination set by the destination information input device 15 in the road map database 16 stored in the high-precision road map database 16. Map matching above. Then, both positions are specified, and road map information around the destination from the current vehicle position is transmitted to the target traveling route setting calculation unit 12c. The high-precision road map database 16 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map). This high-precision road map information includes road data (lane width data, lane center position coordinate data, lane advancing azimuth data, speed limit, intersection and stop line position information, etc.) required for automatic driving. This road data is stored in each lane on the road map at intervals of several meters.

  First, the target traveling route setting calculation unit 12c creates a travel route connecting the current position and the destination, which has been map-matched by the road map information acquisition unit 12b, on the road map. Next, a target traveling path for automatically traveling the host vehicle M is set on this traveling route. The target travel path is set at the center of the host vehicle M in the vehicle width direction, and steering control is performed so that the host vehicle M travels along the target travel path. The target traveling route indicates which position on the road the vehicle is to travel, and the traveling lane (left lane, center lane, right lane, etc.), right / left turn from the intersection, lateral position in the traveling lane, etc. Set and update successively several hundred to several kilometers ahead of M. The information on the target traveling path is read by the vehicle control unit 23.

  On the other hand, the camera unit 21 is fixed to the upper center of the front part of the cabin of the host vehicle M, and includes a main camera 21a and a sub camera 21b arranged symmetrically with respect to the center in the vehicle width direction. It has an in-vehicle camera (stereo camera), an image processing unit (IPU) 21c, and a forward traveling environment recognition unit 21d. The camera unit 21 uses the IPU 21c to perform predetermined image processing on the traveling environment image information obtained by capturing the predetermined imaging region If (see FIG. 5) in front of the host vehicle M with both cameras 21a and 21b.

  The forward traveling environment recognition unit 21d reads the traveling environment image information image-processed by the IPU 21c, and recognizes the forward traveling environment based on the traveling environment image information. The front running environment includes a road shape (a road curvature [1 / m] at the center of a lane marking that separates the left and right, and a width between the left and right lane markings) of a traveling path (own vehicle traveling path) on which the vehicle M travels. Lane width)), intersections, lighting colors of traffic lights, road signs, and roadside obstacles (electric poles, telephone poles, guardrails, fences, parked vehicles, etc.).

  The vehicle control unit 23 includes a right / left turn information acquisition unit 23a and a vehicle control calculation unit 23b, and a front traveling environment recognition unit 21d of the camera unit 21 is connected to an input side. Further, on the output side of the vehicle control unit 23, a steering control unit 31 for causing the own vehicle M to travel along the target traveling path, a brake control unit 32 for decelerating the own vehicle M by forcible braking, and controlling the vehicle speed of the own vehicle M The acceleration / deceleration control unit 33 and the alarm device 34 are connected. Further, the vehicle control unit 23 and the map locator calculation unit 12 are connected to each other through a vehicle communication line (for example, CAN: Controller Area Network) so as to be capable of two-way communication.

  The right / left turn information acquisition unit 23a checks whether an intersection to turn right / left is set on the target travel route set by the target travel route setting calculation unit 12c of the map locator calculation unit 12. When the intersection to turn right or left is set in front of the vehicle M, based on the information acquired by the forward traveling environment recognition unit 21d of the camera unit 21 and the road map information acquired by the road map information acquisition unit 12b. The peripheral information of the intersection is read.

  The vehicle control calculation unit 23b controls the steering control unit 31, the brake control unit 32, and the acceleration / deceleration control unit 33 in a predetermined manner, and based on the positioning signal indicating the vehicle position received by the GNSS receiver 13, determines the vehicle M. The vehicle automatically travels along the target travel route on the road map set by the target travel route setting calculation unit 12c. At that time, based on the forward traveling environment recognized by the forward traveling environment recognition section 21d, the known following inter-vehicle distance control (ACC: Adaptive Cruise Control) and lane keeping control (ALK: Active Lane Keep) are performed, and the preceding vehicle is detected. If the preceding vehicle is detected, the vehicle follows the preceding vehicle. If no preceding vehicle is detected, the vehicle is driven within the speed limit.

  Further, the vehicle control calculation unit 23b performs a right / left turn control process of the vehicle M based on the information acquired by the right / left turn information acquisition unit 23a. In the following, a description will be given by exemplifying a road on which left-hand traffic is stipulated. In a road on which right-hand traffic is stipulated, a left turn is read as a right turn and applied. In addition, the present embodiment is characterized by automatic driving assistance when making a left turn (a right-hand drive vehicle turns to the passenger seat side) on a road where left-hand traffic is stipulated. Therefore, the following description will be made focusing on the automatic driving support control when turning left.

  The left turn control processing executed by the right / left turn information acquisition unit 23a is specifically executed according to a left turn control processing routine shown in FIG. In this routine, first, in step S1, the target travel path set by the target travel path setting calculation unit 12c and the own vehicle position (latitude and longitude) estimated based on the positioning signal received by the GNSS receiver 13 are read. The position of the own vehicle is map-matched on the target traveling path, and it is checked whether or not the intersection ahead of the own vehicle M is to be turned leftward (hereinafter, simply referred to as “left turn”). Incidentally, the processing in this step corresponds to the course change determination means of the present invention.

  If the vehicle is going straight or turning right, the process directly exits the routine and executes the well-known straight running control or right turning running control. If it is determined that the vehicle is to turn left at the intersection in front, the process proceeds to step S2. Since the straight traveling control or the right-turn traveling control is the same as the conventional one, the description is omitted.

  In step S2, the road map information around the intersection acquired by the target traveling route setting calculation unit 12c of the map locator calculation unit 12 is read. Further, in step S3, the forward traveling environment information recognized by the forward traveling environment recognition unit 21d is read. Then, the process proceeds to step S4, and the left lateral outside position Wa when turning is obtained based on the road map information around the intersection read in steps S2 and S3 and the traveling environment information ahead. As shown in FIG. 6, the outside lateral position Wa when turning left is based on a left road side (road side belt and road shoulder) 41 which is a road side inside the course change direction, and from the left road side 41 to the right side surface of the vehicle M. This is a value obtained by adding the right margin Wα to the distance. In the drawing, Wi is a lateral position (necessary inner wheel lateral position) from the left road side 41 required when turning left, and Wm is an outer width of the left and right rear wheels of the vehicle M. Further, the right margin Wα may be omitted.

  The processing in step S4 is executed according to a left turn outside lateral position calculation subroutine shown in FIG. Incidentally, the processing in this subroutine corresponds to the lateral position calculating means of the present invention.

  In this subroutine, first, in step S21, the road map information (road width, lane width, etc.) of the left turn destination (turnover destination) acquired by the target traveling route setting calculation unit 12c of the map locator calculation unit 12 is read. Next, the process proceeds to step S22, in which information on the surroundings of the intersection is acquired from the forward traveling environment information recognized by the forward traveling environment recognition unit 21d. The surrounding information of this intersection includes information (position, shape, height, intersection angle θ, etc.) of the left road side 41, information (road position, shape, height, intersection angle θ, etc.) of roadside obstacles 42 such as telephone poles, telegraph poles, guardrails, walls, and parked vehicles. And the like). Note that the surrounding information of the intersection may be obtained from the road map information obtained by the road map information obtaining unit 12b.

  Thereafter, the process proceeds to step S23, where information on the own vehicle M (own vehicle information) is read. The vehicle information includes vehicle-specific information (minimum turning radius, vehicle width Wm, front-rear length, length and inclination angle from the left rear wheel, which is the inner rear wheel in the turning direction, to the right front corner, which is the outer front corner in the turning direction). Etc.) and travel information (own vehicle position, own vehicle speed, steering angle) and the like.

  Then, in step S24, based on the various information read in steps S21 to S23, the turning radius (required left rear wheel turning radius) R of the left rear wheel necessary for turning the host vehicle M in the direction of the road to the left turn. Is calculated. When the own vehicle M turns left from the intersection, as shown in FIG. 5, basically, the target traveling path is moved from the center of the lane running on the straight road toward the left road side 41 in front of the intersection, and Enter the intersection along 41 and turn left.

  Therefore, as shown in FIG. 6, the target traveling path at the time of a left turn is the vehicle width Wm as the outer width of the left and right rear wheels, and a preset basic shift width from the left rear wheel to the left road side 41 (for example, 10 m). １００100 [cm]) is set as Wo + Wm / 2 from the left road side 41. Then, the radius at which the vehicle turns along the basic shift width Wo is set as a required left rear wheel turning radius R. In addition, as shown in FIGS. 7 to 9, when the currently traveling straight road and the road to which the vehicle is to turn left intersect with a large curvature (small radius), the required left rear wheel turning radius R is equal to the own vehicle. M is set to the minimum turning radius.

  Next, proceeding to step S25, the turning locus Rf of the right front corner when the host vehicle M is turned with the required left rear wheel turning radius R is calculated from the required left rear wheel turning radius R and the left rear wheel to the right front corner. It is determined based on the length and the inclination angle of. Then, the process proceeds to step S26, in which a distance (necessary inner wheel lateral position) Wi from the left road side 41 to the left rear wheel of the vehicle M is calculated.

  That is, as shown in FIG. 7, when the road width at the left turn is narrow and an obstacle (roadside obstacle) 42 existing on the roadside such as a telephone pole is recognized, the own vehicle M is moved along the left roadside 41. When the vehicle turns with the turning locus Rf while maintaining the basic shift width Wo (for example, 10 to 100 [cm]), the right front corner comes into contact with the roadside obstacle 42 as shown by a frame surrounded by a dashed line. Could be

  Similarly, as shown in FIG. 8, when the intersection of the left road side 41 between the currently traveling lane and the road in the left turn direction has a large curvature (small radius), the left rear wheel of the vehicle M is moved to the left. When the vehicle turns left while being close to the left road side 41 by the basic approach width Wo, the left side surface of the own vehicle M easily comes into contact with the left road side 41 as shown in an upper frame surrounded by a dashed line. In such a case, as shown in a lower frame surrounded by a dashed line, the steering wheel is turned around when the left rear wheel reaches the intersection of the left road side 41, but the front part of the own vehicle M is at the left turn. Because it protrudes greatly on the road, it may not be possible to turn on narrow roads.

  Further, when the left road side 41 intersects at an acute intersection angle θ at the intersection as shown in FIG. 9, the left side surface is more left than the case of FIG. The possibility of contact with the roadside 41 is further increased.

  In the modes shown in FIGS. 7 to 9, in order to turn the own vehicle M along the turning locus Rf and smoothly enter the left turn road, the necessary inner wheel lateral position Wi must be shifted toward the center of the currently traveling lane. Must be set. At that time, in the modes shown in FIGS. 8 and 9, the left rear wheel of the host vehicle M passes through the intersection of the left road side 41 while maintaining the basic approach width Wo.

  Further, for example, as shown in FIG. 10, even if the own vehicle M is moved to the right side of the traveling lane in order to make the own vehicle M turn left as shown in FIG. If the vehicle M cannot be turned around, it is necessary to turn the host vehicle M once at the intersection at the intersection so as to be greatly expanded toward the oncoming lane. As a result, the required inner wheel lateral position Wi is set to a position largely moved toward the center of the lane.

  Thereafter, the process proceeds to step S27, calculates the required lateral position (outside lateral position when turning left) Wa on the right side of the vehicle M from the left road side 41, exits the routine, and proceeds to step S5 in FIG.

  The left lateral outside position Wa is calculated in order to check whether or not the vehicle M can make a left turn without protruding from the traveling lane when the vehicle M makes a left turn. The required inner wheel lateral position Wi and the vehicle width of the vehicle M are calculated. It is determined by adding Wm and the right margin Wα.

  In step S5 in FIG. 2, the left lateral outside lateral position Wa is compared with the lane width Wl of the currently traveling lane (traveling lane), and whether or not it is possible to turn left (turn) without protruding outside the traveling lane is determined. Is determined. The lane width Wl is obtained from the road map information around the intersection read in step S2 or the forward traveling environment information read in step S3. Further, the processing in step S5 corresponds to the turning possibility determination means of the present invention.

  If Wa> Wl, it is determined that a left turn is not allowed, and the process proceeds to step S6. If Wa ≦ Wl, it is determined that the vehicle is turning left, and the process jumps to step S8.

  When the process proceeds to step S6, the left turn control is stopped, and the target traveling route is calculated again in step S7, and the routine exits. For example, as shown in FIG. 10, when the own vehicle M needs to be largely expanded to the oncoming lane side in order to make the own vehicle M enter the road to the left turn, Wa> Wl is satisfied before the intersection. Therefore, the target traveling path is recalculated on a traveling route other than the left turn. At this time, when the target traveling path is straight ahead, the own vehicle M travels in the center (Wl / 2) of the traveling lane and enters the intersection.

  On the other hand, when it is determined that Wa ≦ W1 and the process jumps to step S8, it is checked whether or not a traffic signal is installed at the intersection. The presence or absence of the traffic light may be recognized by a method such as pattern matching based on the forward traveling environment information, or may be recognized based on road map information around the intersection. When it is determined that no traffic light is installed at the intersection, the process branches to step S9, and when it is determined that a traffic light is installed, the process proceeds to step S10.

  When branching to step S9, it is checked whether there is a stop line Ls at the entrance of the front intersection. The presence or absence of the stop line Ls is determined based on the road map information around the intersection read in step S2 or the forward traveling environment information read in step S3. If it is determined that there is no stop line Ls, the process jumps to step S12, while if it is determined that there is a stop line Ls, the process jumps to step S13.

  In step S10, it is checked whether the lighting color of the traffic light is blue (green signal) based on the forward running environment information read in step S3. If it is yellow (yellow signal) or red (red signal), the process branches to step S11. If the color is blue (blue signal), the process proceeds to step S12.

  In step S11, it is checked whether or not the left turn arrow traffic light is on. If the left arrow traffic light is turned off or the left turn traffic light is not detected (installed), the traffic light is a stop signal, so the flow branches to step S13 to stop the vehicle M in front of the intersection. If it is determined that the left turn signal is on, the process proceeds to step S12. Note that the process of recognizing the lighting color of the traffic light and the lit arrow signal executed by the forward running environment recognition unit 21d is already known in Japanese Patent No. 5852637, etc., which was previously submitted by the present applicant. Therefore, the description here is omitted. Further, the processing in steps S8 to S11 described above corresponds to the vehicle stop determination means of the present invention.

  Then, when proceeding from any one of steps S9 to S11 to step S12, a command to continue the left turn control is transmitted to the vehicle control calculation unit 23b, and the routine exits.

On the other hand, when the process proceeds from step S9 or step S11 to step S13, the lateral position (stop line stop lateral position) Wy when stopping the vehicle M at the stop line Ls is represented by Wy ← Wi + Wm / 2.
, And the process proceeds to step S14. The stop line stop lateral position Wy is a distance from the left road side 41 to the center of the host vehicle M in the vehicle width direction, and a target traveling path is set at the stop line stop lateral position Wy. The processing in step S13 corresponds to the stop line stop lateral position calculating means of the present invention.

  In step S14, a stop line stop control command for stopping the own vehicle M at the stop line Ls is transmitted to the vehicle control calculation unit 23b, and the routine exits.

  When receiving the command to continue the left turn control from the right / left turn information acquisition unit 23a, the vehicle control calculation unit 23b drives each of the control units 31 to 33 to move the own vehicle M to the position just before the intersection as shown in FIG. While traveling on a straight road, the vehicle is shifted to a predetermined width toward the left road side 41, enters an intersection along the left road side 41, and turns left. At this time, as shown in FIG. 7, when the left turn road is narrow and the roadside obstacle 42 is detected, the own vehicle M is slightly expanded outward at the intersection while moving slowly, and The vehicle is turned so that the corner does not come into contact with the roadside obstacle 42 and enters the left turn road.

  Also, as shown in FIG. 8, when the left road side 41 intersects with the left turn road at a small curvature, the own vehicle M is slightly inflated outward at the intersection while slowing down as described above, and the own vehicle M The left rear wheel passes through the position separated from the intersection of the left road side 41 by the basic approach width Wo to enter the road to the left turn. Further, as shown in FIG. 9, when the left road side 41 intersects the road at the left turn at an acute angle, as in FIG. Pass through a position separated by the approach width Wo.

  On the other hand, when the vehicle control calculation unit 23b receives the stop line stop control command from the right / left turn information acquisition unit 23a, the vehicle control calculation unit 23b drives the control units 31 to 33 to move the own vehicle M traveling on the straight road to the left road side 41. Then, the vehicle is moved to the stop line stop lateral position Wy set in step S13 of the above-described left turn control processing routine. At the same time, the distance from the host vehicle M to the stop line Ls is measured based on the road map information or the forward traveling environment information, and vehicle speed control is performed so that the host vehicle M stops just before the stop line Ls (FIGS. 7 to 7). 9).

  As described above, when the vehicle M stops at the stop line Ls, the vehicle M stops at the stop line stop lateral position Wy set according to the road environment in the left turn direction. Steering control such as once inflating is not required, and the vehicle can smoothly turn left. Further, since the steering for inflating the own vehicle M to the right at the time of starting is not required, the course of the following vehicle is not obstructed.

  Note that the present invention is not limited to the above-described embodiment. For example, in a case where the vehicle M is stopped to the right at a stop line Ls in front of the intersection in order to make a left turn on a road where left-hand traffic is specified, When a vehicle such as a bicycle or a motorcycle that tries to pass between the left road side 41 and the vehicle M is detected at the time of the subsequent start, the stopped state may be maintained until the vehicle passes. good.

1: Automatic driving support device,
11 Locator unit,
12 ... Map locator calculation unit
12a: own-vehicle position estimation calculation unit,
12b ... road map information acquisition unit,
12c: target traveling route setting calculation unit
13 ... GNSS receiver,
14 ... autonomous traveling sensor,
15. Destination information input device
16 High precision road map database
21 ... Camera unit,
21a ... main camera,
21b ... sub camera,
21c: Image processing unit (IPU),
21d: Forward traveling environment recognition unit,
23 ... Vehicle control unit,
23a ... right / left turn information acquisition unit,
23b: vehicle control calculation unit
31 ... steering control unit,
32 ... Brake control unit,
33 ... Acceleration / deceleration control unit
34 ... alarm device,
41 ... left road side
42 ... Roadside obstacles,
If: predetermined imaging area;
Ls ... stop line,
M: own vehicle,
R: required left rear wheel turning radius,
Rf: turning locus,
Wa: Outside horizontal position when turning left,
Wi: Necessary inner ring lateral position,
Wl ... lane width,
Wm ... car width,
Wo… Basic approach width,
Wy ... stop line stop side position,
Wα ... Right margin,
θ ... intersection angle

Claims (5)

Forward traveling environment information acquiring means for acquiring traveling environment information ahead of the own vehicle,
Own vehicle position estimating means for estimating the current position of the own vehicle,
Target travel path setting means for setting a target travel path from the road map information stored in the storage means based on the current position of the own vehicle estimated by the own vehicle position estimation means and a destination set by the operator;
Travel control means for performing travel control for causing the vehicle to travel along the target travel path set by the target travel path setting means,
The travel control means,
Whether to make a turn at an intersection ahead in a left-turn direction on a road where left-hand traffic is defined or a right-turn direction on a road where right-hand traffic is defined based on the target travel route set by the target travel route setting means. Route change determination means for determining whether
When it is determined that the course change is determined by the course change determining means, the surrounding information of the intersection is acquired based on the traveling environment information or the road map information acquired by the forward traveling environment information acquiring means, and Lateral position calculating means for determining a lateral position in the traveling lane of the own vehicle with reference to the road side inside the course change direction when entering the
Stop determination means for determining whether to stop the vehicle at a stop line at the entrance of the intersection based on the travel environment information or the road map information acquired by the forward travel environment information acquisition means,
When the stop determination unit determines that the host vehicle is stopped at the stop line, the stop lateral when stopping the host vehicle at the stop line based on the lateral position of the host vehicle obtained by the lateral position calculation unit. An automatic driving support device comprising: a stop line stop lateral position calculating means for calculating a position. The lateral position calculating means, based on the traveling environment information or the road map information acquired by the forward traveling environment information acquiring means, turns a turning radius necessary for turning to a road in a turning direction and the own vehicle. The automatic driving support device according to claim 1, wherein the lateral position is determined based on a turning locus of a front corner outside in a turning direction at the time of turning. The travel control unit further includes a turnability determination unit that determines whether a turn to a road in a course change direction is possible,
The lateral position calculating means obtains an outer lateral position during turning based on the lateral position and the vehicle width of the host vehicle,
The turnability determination means obtains a lane width of a lane in front of the intersection where the host vehicle is traveling based on the travel environment information or the road map information acquired by the forward travel environment information acquisition means. The automatic driving support device according to claim 1, wherein it is determined that the vehicle can turn when the outer lateral position is within the lane width. The peripheral information of the intersection obtained by the lateral position calculating means is provided in a road width at a turning point, an intersection angle between a currently traveling lane and the road at the turning point, and provided on the road at the turning point. The automatic driving support device according to any one of claims 1 to 3, wherein the automatic driving support device is a roadside obstacle. The vehicle information of the host vehicle acquired by the lateral position calculation means is a host vehicle position, a host vehicle speed, a steering angle, and unique information of the host vehicle. 4. The automatic driving support device according to 1.

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