JP2020052673A - Driving control method and driving control device - Google Patents

Abstract

To calculate a traveling route that does not cause an occupant to feel uneasy when an obstacle and an oncoming vehicle are detected.SOLUTION: When only a parked vehicle (PV) is detected in a predetermined range (D) ahead of a traveling lane (LX1) of an own vehicle (OV), a first avoidance route (RT1) is calculated to avoid the parked vehicle (PV). When the parked vehicle (PV) and an oncoming vehicle (CV) are detected in the predetermined range (D), a second avoidance route (RT2) is calculated to avoid the parked vehicle (PV) and the oncoming vehicle (CV). In the second avoidance route (RT2), a second turning point (Q2) that changes a traveling direction of the second avoidance route (RT2) to guide the own vehicle (OV) from the side of the parked vehicle (PV) to the traveling lane (LX1) is located along the traveling direction of the own vehicle (OV) on the upstream side of a first turning point (Q1) that changes the traveling direction of the first avoidance route (RT1) to guide the own vehicle (OV) to the traveling lane (LX1) in the first avoidance route (RT1).SELECTED DRAWING: Figure 1

Description

  The present invention relates to an operation control method and an operation control device.

  With respect to this type of device, there is known a technique of calculating an avoidance trajectory in which a section along a traveling direction of a vehicle is extended according to a relative speed of the own vehicle with respect to an obstacle (Patent Document 1).

JP 2014-080046 A

  In the related art, when the section of the avoidance route along the traveling direction of the vehicle is extended, the time required for the own vehicle to move toward the end of the traveling lane and travel in a state facing the oncoming vehicle increases. As a result, when passing an oncoming vehicle while avoiding a forward obstacle, there is a disadvantage that the occupant of the own vehicle may feel uneasy.

  A problem to be solved by the present invention is a route calculation method and a route calculation device for calculating an avoidance route that reduces anxiety of occupants when passing an oncoming vehicle while avoiding an obstacle existing in front of a traveling lane of the own vehicle. It is to provide.

  According to the present invention, when only an obstacle is detected in a predetermined range based on the position of the own vehicle, a first curved point for changing the traveling direction of the own vehicle to guide the vehicle to the traveling lane from the side of the obstacle. The first avoidance route for avoiding the obstacle is calculated, and when the obstacle and the oncoming vehicle are detected in a predetermined range based on the position of the own vehicle, the traveling lane is located from the side of the obstacle. Calculating a second avoidance path for avoiding an obstacle and an oncoming vehicle, including a second curved point for changing the traveling direction of the own vehicle to guide the vehicle to the second curved point, and setting the second curved point to the own vehicle more than the first curved point. The above problem is solved by calculating the second avoidance route so as to be located on the upstream side along the traveling direction of the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the avoidance path | route which reduces the occupant's anxiety when passing an oncoming vehicle while avoiding the obstacle which exists in front of the driving lane of the own vehicle can be calculated.

It is a block configuration diagram of an operation control system according to the present embodiment. FIG. 5 is a first diagram for explaining a calculation method of a traveling route. FIG. 4 is a second diagram for explaining a calculation method of a traveling route. FIG. 13 is a third diagram for explaining a calculation method of a traveling route. FIG. 9 is a diagram for explaining a method of calculating a traveling route including a first avoidance route. FIG. 9 is a diagram for explaining a method of calculating a traveling route including a second avoidance route. It is a flowchart figure which shows the control procedure of the operation control system of this embodiment. 5 is a flowchart showing a subroutine of step S7 of the control procedure shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the driving control method and the driving control device according to the present invention are applied to a driving control system that cooperates with an in-vehicle device 200 mounted on a vehicle.

  FIG. 1 is a diagram illustrating a block configuration of the operation control system 1. The operation control system 1 according to the present embodiment includes an operation control device 300 and an in-vehicle device 200. The embodiment of the operation control device 300 of the present invention is not limited, and may be mounted on a vehicle, or may be applied to a portable terminal device capable of exchanging information with the in-vehicle device 200. The terminal device includes devices such as a smartphone and a PDA. The operation control system 1, the operation control device 300, the in-vehicle device 200, and each device included therein are computers that include an arithmetic processing device such as a CPU and execute arithmetic processing.

The on-vehicle device 200 will be described.
The in-vehicle device 200 according to the present embodiment includes a vehicle controller 210, a navigation device 220, a detection device 230, a lane keeping device 240, and an output device 250. The devices constituting the in-vehicle device 200 are connected to each other by a CAN (Controller Area Network) or another in-vehicle LAN in order to exchange information with each other. The in-vehicle device 200 can exchange information with the operation control device 300 via the in-vehicle LAN.

  The vehicle controller 210 of the present embodiment controls the operation of the vehicle according to an operation plan drafted by the processor 11. The vehicle controller 210 operates the vehicle sensor 260, the driving device 270, and the steering device 280. Vehicle controller 210 acquires vehicle information from vehicle sensor 260. The vehicle sensor 260 has a steering angle sensor 261, a vehicle speed sensor 262, and a posture sensor 263. The steering angle sensor 261 detects information such as a steering amount, a steering speed, and a steering acceleration, and outputs the information to the vehicle controller 210. Vehicle speed sensor 262 detects the speed and / or acceleration of the vehicle and outputs the detected speed and / or acceleration to vehicle controller 210. The vehicle sensor 260 may include a distance sensor such as an odometer that detects a moving distance of the vehicle. Attitude sensor 263 detects the position of the vehicle, the pitch angle of the vehicle, the yaw angle of the vehicle, and the roll angle of the vehicle, and outputs the detected vehicle angle to vehicle controller 210. The posture sensor 263 includes a gyro sensor.

  The vehicle controller 210 of this embodiment is a vehicle-mounted computer such as a control unit (Electric Control Unit, ECU), and electronically controls the operation / operation of the vehicle. Examples of the vehicle include an electric vehicle having an electric motor as a traveling drive source, an engine vehicle having an internal combustion engine as a traveling drive source, and a hybrid vehicle having both an electric motor and an internal combustion engine as a traveling drive source. Note that electric vehicles and hybrid vehicles that use an electric motor as a driving source include those that use a secondary battery as a power source for the electric motor and those that use a fuel cell as a power source for the electric motor.

  The drive device 270 of the present embodiment includes a drive mechanism for a vehicle. The driving mechanism includes an electric motor and / or an internal combustion engine, which is the above-described traveling drive source, a power transmission device including a drive shaft and an automatic transmission for transmitting an output from these traveling drive sources to driving wheels, and brakes wheels. A braking device 271 and the like are included. The drive device 270 generates control signals for these drive mechanisms based on input signals from the accelerator operation and the brake operation, and control signals obtained from the vehicle controller 210 or the operation control device 300, and performs driving control including acceleration and deceleration of the vehicle. Execute. By transmitting the control information to the driving device 270, the driving control including acceleration and deceleration of the vehicle can be automatically performed. In the case of a hybrid vehicle, the distribution of torque to be output to each of the electric motor and the internal combustion engine according to the running state of the vehicle is also transmitted to the drive device 270.

  The steering device 280 of the present embodiment includes a steering actuator. The steering actuator includes a motor mounted on a column shaft of the steering. The steering device 280 executes change control of the traveling direction of the vehicle based on a control signal acquired from the vehicle controller 210 or an input signal by a steering operation. The vehicle controller 21 causes the steering device 280 to execute the steering control according to the driving control command calculated by the driving control device 300 so that the host vehicle travels on the traveling route calculated by the traveling route calculation device 100. The vehicle controller 210 executes control for changing the traveling direction (control for changing the lateral position) by transmitting control information including the steering amount and the steering control point / timing to the steering device 280. The control of the driving device 270 and the control of the steering device 280 may be performed completely automatically, or may be performed in a manner that supports the driving operation (progressing operation) of the driver. The control of the drive device 270 and the control of the steering device 280 can be interrupted / stopped by the intervention of the driver.

  The in-vehicle device 200 of the present embodiment includes a navigation device 220. The navigation device 220 calculates the route from the current position of the vehicle to the destination using a method known at the time of filing. The calculated route is sent to the vehicle controller 210 for use in driving control of the vehicle. The calculated route is output as route guidance information via an output device 250 described later. The navigation device 220 includes a position detection device 221. The position detection device 221 includes a receiver of a global positioning system (Global Positioning System, GPS) and detects a traveling position (latitude / longitude) of a running vehicle.

  The navigation device 220 includes accessible map information 222, road information 223, and traffic rule information 224. The map information 222, the road information 223, and the traffic rule information 224 only need to be readable by the navigation device 220, and may be physically separate from the navigation device 220, or may be configured as the communication device 30 (or the in-vehicle device 200). May be stored in a server that can be read via a communication device provided in the server. The map information 222 is a so-called electronic map, and is information in which latitude and longitude are associated with map information. The map information 222 has road information 223 associated with each point. In this example, the traveling route calculation device 100 may configure the map information 222, the road information 223, and the traffic rule information 224 so as to be readable.

  The road information 223 is defined by nodes and links connecting the nodes. The road information 223 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 223 stores the information on the position of the intersection, the approach direction of the intersection, the type of the intersection, and other information about the intersection for each identification information of each road link. The intersection includes a junction and a branch point. In addition, the road information 223 includes, for each identification information of each road link, a road type, a road width, a road shape, whether or not to go straight, a priority relation of progress, whether or not passing (whether or not to enter an adjacent lane), and other roads. The information is stored in association with the information.

  The traveling route is specified by a road identifier, a lane identifier, a lane identifier, and a link identifier. These lane identifiers, lane identifiers, and link identifiers are defined in the map information 222 and the road information 223. The travel route includes link information including a link identifier. The link information includes link information (link identifier) to be connected, which is associated with the link identifier. Thereby, the order in which the links are connected is specified. A traveling route is formed by connecting the specified links according to the traveling order.

  The navigation device 220 specifies a travel route on which the vehicle travels based on the current position of the vehicle detected by the position detection device 221. The travel route may be a route to a destination specified by the user, or may be a route to a destination estimated based on the travel history of the vehicle / user.

  The traffic rule information 224 is a traffic rule that the vehicle must follow when traveling, such as a stop on the route, parking / stop prohibition, slowing down, and a speed limit. Each rule is defined for each point (latitude and longitude) and for each link. The traffic rule information 224 may include information on a traffic signal obtained from a device provided on the road side.

  The in-vehicle device 200 includes a detection device 230. The detection device 230 acquires detection information around the vehicle traveling on the route. The vehicle detection device 230 detects the presence of an obstacle including an obstacle around the vehicle and an object including an oncoming vehicle and the position of the object. Although not particularly limited, the detection device 230 includes a camera 231. The camera 231 is an imaging device including an imaging device such as a CCD. The camera 231 may be an infrared camera or a stereo camera. The camera 231 is installed at a predetermined position of the vehicle, and captures an image of an object around the vehicle. The periphery of the vehicle includes the front, rear, front side, and rear side of the vehicle. The target object includes a two-dimensional sign such as a stop line written on a road surface or a no-go area. The object includes a three-dimensional object. The target object includes a stationary object such as a sign. The target object includes a moving object such as a pedestrian, a two-wheeled vehicle, and a four-wheeled vehicle (other vehicle). The objects include road structures such as guardrails, medians, curbs and the like.

  The detection device 230 may analyze the image data and identify the type of the target object based on the analysis result. The detection device 230 uses a pattern matching technique or the like to identify whether the object included in the image data is a vehicle, a pedestrian, or a sign. The detection device 230 processes the acquired image data, and acquires the distance from the vehicle to the target based on the position of the target existing around the vehicle. The detection device 230 acquires the time at which the vehicle reaches the target based on the position and time of the target existing around the vehicle.

  Note that the detection device 230 may use a radar device 232. As the radar device 232, a device known at the time of application, such as a millimeter wave radar, a laser radar, an ultrasonic radar, or a laser range finder, can be used. The detection device 230 detects the presence or absence of the target, the position of the target, and the distance to the target based on the reception signal of the radar device 232. The detection device 230 detects the presence or absence of the target, the position of the target, and the distance to the target based on the clustering result of the point cloud information acquired by the laser radar.

  The detection device 230 may acquire detection information from an external device via the communication device 233. If the communication device 233 is capable of performing vehicle-to-vehicle communication with another vehicle, the detection device 230 uses the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle as targets for the presence of the other vehicle. It may be acquired as physical information. Of course, the detection device 230 can also acquire target object information including the position, speed, and acceleration of another vehicle from an external device of the Intelligent Transport Systems (ITS) via the communication device 233. The detection device 230 may acquire the information on the vicinity of the vehicle by the in-vehicle device 200, and may acquire the information on the area farther than the predetermined distance from the vehicle through the communication device 233 from an external device provided on the roadside. The detection device 230 outputs the detection result to the processor 11 sequentially.

  The vehicle-mounted device 200 according to the present embodiment includes a lane keeping device 240. The lane keeping device 240 includes a camera 241 and road information 242. The camera 241 may share the camera 231 of the detection device. The road information 242 may share the road information 223 of the navigation device. The lane keeping device 240 detects the lane (lane) of the traveling route on which the vehicle travels from the image captured by the camera 241. The lane keeping device 240 has a lane departure prevention function (lane keeping support function) that controls the movement of the vehicle such that the position of the lane marker in the lane and the position of the vehicle maintain a predetermined relationship. The operation control device 300 controls the movement of the vehicle so that the vehicle travels in the center of the lane. The lane marker is not limited as long as it has a function of defining the lane, and may be a diagram drawn on a road surface, a plant existing between lanes, or a lane marker. Road structures such as guardrails, curbs, sidewalks, and motorcycle roads existing on the shoulder side of the road. In addition, the lane marker may be an immovable object such as a signboard, a sign, a store, a street tree, or the like that exists on the shoulder side of the lane.

  The processor 11, which will be described later, acquires detection information of an obstacle existing in front of the traveling lane of the own vehicle using a sensor, and uses the sensor to detect an oncoming vehicle in which the traveling lane approaches the own vehicle in an adjacent oncoming lane. Get the detection information of. The “sensor” in this specification includes the detection device 230, the position detection device 221, and the vehicle sensor 260. The processor 11 stores at least temporarily an object detected by a sensor including the detection device 230 in association with a position and / or a path. The processor 11 may predict and store a future position of the object from a temporal change of the position of the object. The processor 11 stores a position of an object which is present in a predetermined range defined by a predetermined distance based on the position of the host vehicle and may approach the host vehicle, and an encounter timing. The encounter timing includes TTC (Time-To-Collision) and THW (Time-Head Way) based on a change in the relative positional relationship between the host vehicle and the target object. The processor 11 stores the encountered object in association with the route. The processor 11 grasps at which position of the route the object is present. Thereby, the target approaching the vehicle in the event can be quickly determined.

  The in-vehicle device 200 includes an output device 250. The output device 250 includes a display 251 and a speaker 252. The output device 250 outputs various kinds of information related to the driving control to the user or the occupants of the surrounding vehicles. The output device 250 outputs a planned driving action plan and information on driving control based on the driving action plan. The output device 250 may output various types of information related to driving control to an external device such as an intelligent transportation system via a communication device.

The operation control device 300 will be described.
The operation control device 300 includes a control device 310, an output device 320, and a communication device 330. The output device 320 has the same function as the output device 250 of the in-vehicle device 200 described above. The display 251 and the speaker 252 may be used as the configuration of the output device 20. The control device 310 and the output device 320 can exchange information with each other via a wired or wireless communication line. The communication device 330 exchanges information with the in-vehicle device 200, exchanges information inside the operation control device 300, and exchanges information between the external device and the operation control system 1.

First, the control device 310 of the operation control device 300 will be described.
The control device 310 includes a processor 311. The processor 311 is an arithmetic unit that performs an operation control process including a planning of an operation plan of the vehicle. Specifically, the processor 311 executes the program stored in the ROM, which stores a program for executing the operation control process including the planning of the operation plan, and executes the program stored in the ROM. This is a computer including a CPU (Central Processing Unit) as a functioning operation circuit and a RAM (Random Access Memory) functioning as an accessible storage device.
Control device 310 formulates a driving plan for moving the calculated traveling route to the own vehicle, and causes the vehicle to execute a driving control command according to the driving plan. The processor 311 executes each function in cooperation with software for realizing each function or executing each process and the hardware described above.
The processor 311 causes the vehicle controller 210 to execute an operation control command. The vehicle controller 210 executes the steering control and the drive control, and is defined by a target Y coordinate value (a position along the traveling direction) and a target X coordinate value (a position along the road width direction) defined on the traveling route of the own vehicle. On the target route. The process is repeated each time the target X coordinate value is acquired, and the control value with the designated coordinate value is executed by the vehicle-mounted device 200. The vehicle controller 210 executes an operation control command according to a command of the processor 311 until reaching the destination.

The travel route used for the driving control is calculated by the travel route calculation device 100.
The travel route calculation device 100 will be described.
The travel route calculation device 100 includes a control device 10, an output device 20, and a communication device 30. The output device 20 has the same function as the output device 250 of the in-vehicle device 200 described above. The display 251 and the speaker 252 may be used as the configuration of the output device 20. The control device 10 and the output device 20 can exchange information with each other via a wired or wireless communication line. The communication device 30 exchanges information with the in-vehicle device 200, exchanges information inside the travel route calculation device 100, and exchanges information between the external device and the operation control system 1.

The control device 10 will be described.
The control device 10 includes a processor 11. The processor 11 is an arithmetic device that performs a process of calculating a traveling route to be moved by the vehicle (to be followed by the vehicle) in the driving control. Specifically, the processor 11 executes the program stored in the ROM, which stores a program for executing an operation control process including drafting of an operation plan, and executes the program stored in the ROM. This is a computer including a CPU (Central Processing Unit) as a functioning operation circuit and a RAM (Random Access Memory) functioning as an accessible storage device.

The processor 11 according to the present embodiment executes processing according to the following method.
(1) Obtain detection information of an obstacle (object) in front of the traveling lane of the own vehicle;
(2) traveling on an oncoming lane adjacent to the traveling lane and acquiring detection information of an oncoming vehicle (object) approaching the own vehicle;
(3) If only an obstacle is detected within a predetermined range based on the position of the host vehicle, a first avoidance route for avoiding the obstacle is calculated.
(4) When an obstacle and an oncoming vehicle are detected in a predetermined range based on the position of the own vehicle, a second avoidance route for avoiding the obstacle and the oncoming vehicle is calculated.
(5) Either the first avoidance route or the second avoidance route is output to the operation control device 300.

  The processor 11 includes a first block that realizes a function of acquiring detection information of an object including at least an obstacle and an oncoming vehicle, a second block that realizes a function of recognizing a situation of the object, and a state of the object. And a third block that implements a route calculation function for calculating a travel route including the first avoidance route or a travel route including the second avoidance route. The processor 11 executes each function in cooperation with software for realizing each function or executing each process and the above-described hardware.

The detection information acquisition process executed by the processor 11 according to the present embodiment will be described.
The processor 11 sequentially obtains detection information from sensors including the above-described detection device 230 mounted on the vehicle, the vehicle sensor 260, and the position detection device 221 of the navigation device 220. The detection information is information indicating a situation around the own vehicle that is a target of the travel control. As described above, the processor 11 acquires the detection information associated with the position and the route (link). The detection information includes the position of the object associated with the event, the type (attribute) of the object, the size of the object, the speed of the object, the speed change of the object, the amount of vertical displacement of the object, the It includes the vertical displacement speed, the lateral displacement amount of the object, and the lateral displacement speed of the object. The detection information may be information indicating the current state of the target object with respect to the own vehicle, or information indicating the future state of the target object with respect to the own vehicle predicted based on the detection information ahead of the own vehicle. You may.

  Based on FIG. 2A to FIG. 2C, a situation in which the host vehicle OV runs while avoiding an object including the parked vehicle PV and the oncoming vehicle CV will be described. FIG. 2A shows the traveling position of the host vehicle OV1 at the timing T1. FIG. 2B illustrates a situation in which the host vehicle OV2 passes while avoiding the parked vehicle PV and passes while avoiding the oncoming vehicle CV at a timing T2 later than the timing T1. In the scene shown in FIG. 2, the own vehicle OV2 passes / passes between the parked vehicle PV and the oncoming vehicle CV. FIG. 2C shows that at a timing T3 that is later than the timing T2, the host vehicle OV2 moves from the position on the right side (on the opposite lane LX2 side) in the drawing of the traveling lane LX1 in which the vehicle OV2 was traveling to avoid the parked vehicle PV. It is a figure showing the state where it moved to point OV3 of the central position.

FIG. 2A shows a state in which the own vehicle OV travels on the up lane LX1, the parked vehicle PV exists in front of the lane LX1, and the oncoming vehicle CV travels on the down (opposite lane) lane LX2 (up and down are shown in FIG. 2A). And vice versa).
As shown in FIG. 2A, a predetermined range D1 is set based on the position OV1 of the host vehicle OV at the timing T1. The predetermined range D1 may be set according to the speed of the host vehicle OV. The predetermined range D1 may be set to the traveling lane of the vehicle OV. When the speed of the host vehicle OV is relatively high, the predetermined range D1 'is set relatively large (the distance in the traveling direction is long / the distance in the road width direction is long). This predetermined range D1 is set at a predetermined cycle. For example, when the vehicle OV passes the position OV2 at the timing T2, the predetermined range D2 is set based on the position OV2. The processor 11 detects an object existing in a predetermined range at each point.

  In the situation illustrated in FIG. 2A, at timing T1, the processor 11 recognizes that the host vehicle OV is at the point OV1, is ahead of the traveling lane of the host vehicle OV, and has the parked vehicle PV in the predetermined range D1. I do. Further, at timing T2 after timing T1, the processor 11 determines that the own vehicle OV exists at the point OV2, that the parked vehicle PV exists on the side, and that the opposing lane faces the traveling lane of the own vehicle OV. The vehicle travels on the LX2 while approaching the host vehicle OV, and recognizes that the oncoming vehicle CV exists in a predetermined range D2 based on the point OV2 where the host vehicle OV runs.

  The processor 11 recognizes a positional relationship with the target at a position along the traveling direction (X direction in the figure) of the host vehicle OV. The reference of the own vehicle OV can be set arbitrarily. In this example, the head of the host vehicle OV is set as the reference position KF1. The processor 11 compares the positional relationship between the reference position KF1 and the target, and obtains a relative positional relationship between the host vehicle OV and the target. At the timing T1, the head reference position KF1 of the host vehicle OV does not coincide with the position of the target object along the X direction. The processor 11 determines that the target object does not exist on the side of the own vehicle OV (it is not expected to exist), and that the own vehicle OV does not need to calculate a traveling route for avoidance. On the other hand, at the subsequent timing T2, the processor 11 predicts that the reference position KF2 at the head of the own vehicle OV matches the position along the X direction of the existing position (existing area) of the parked vehicle PV as the target object. . This prediction is performed based on the traveling route, the vehicle speed, the steering amount, the detected position and speed of the target object used for the current driving control of the vehicle OV, and the like. The positional relationship between the host vehicle OV and the target can be determined based on the calculated value of TTC or THW based on the change in the positional relationship between the host vehicle OV and the target. The processor 11 needs to avoid the parked vehicle PV when the parked vehicle PV exists in front of the traveling lane of the vehicle OV and the leading reference position KF2 of the vehicle OV belongs to the area where the parked vehicle PV exists. Determine that there is.

  FIG. 2B shows a situation when the host vehicle OV passes the point OV2 at the timing T2. In order to avoid the parked vehicle PV ahead, the host vehicle OV runs in a state where a part of the vehicle body has entered the oncoming lane LX2. The oncoming vehicle CV approaches the host vehicle OV from the facing direction. The processor 11 determines an avoidance area ES in which the host vehicle OV passes an object to be avoided. The processor 11 sets the position of the parked vehicle PV and the position of the oncoming vehicle CV within a predetermined distance from the reference position KF2 of the traveling position of the host vehicle OV based on the traveling direction of the host vehicle OV (X-axis direction in the figure). The avoidance area ES is predicted. The processor 11 uses the traveling direction (the X-axis direction in the drawing) of the host vehicle OV as a reference, and if the position of the parked vehicle PV and the position of the oncoming vehicle CV belong within a predetermined distance from the reference position KF2 of the host vehicle OV, It is determined that the scene is such that the host vehicle OV runs so as to pass between the position of the parked vehicle PV and the oncoming vehicle CV. The processor 11 sets the avoidance area ES in which the own vehicle OV avoids the parked vehicle PV and the oncoming vehicle CV and is in an avoidance state in which the host vehicle OV passes between them.

  The example illustrated in FIG. 2B illustrates a passing situation in which the host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV. The predetermined distances dX1 and dX2 defining the avoidance area ES for determining whether or not the vehicle is passing each other are predetermined lengths along the traveling direction (X direction in the figure) of the host vehicle OV from the reference position CX0 (KF2). Set as For the predetermined distances dX1 and dX2, the head position of the host vehicle OV2 is set as the reference position KF2. As shown in FIG. 2B, the predetermined distance can be defined based on the reference position KF2 as a distance dX1 from CX0 to CX1, a distance dX2 from CX0 to CX2, and a distance (dX1 + dX2) from CX1 to CX2. The predetermined distances dX1 and dX2 can be set according to the speed of the host vehicle OV. The higher the speed, the higher the probability that a scene passing by the target will occur. Therefore, the predetermined distances dX1 and dX2 may be set longer. The processor 11 predicts the reference position KF2 of the host vehicle OV along the traveling direction at each timing from the speed of the host vehicle OV, and within a predetermined distance from the reference position KF2 of the host vehicle OV at each timing, the parking vehicle PV and the oncoming vehicle CV. Are calculated, and an area in which the own vehicle OV that avoids them is predicted to pass these is calculated as the avoidance area ES. FIG. 2B illustrates an example in which the number of parked vehicles PV is one and the number of oncoming vehicles CV is one, but the case where a plurality of parked vehicles PV are connected and / or the plurality of oncoming vehicles CV is Even in the case of a series, the calculation process of the traveling route of the present embodiment can be applied.

  FIG. 2C shows a state where the host vehicle OV has returned to the lateral position substantially at the center of the traveling lane LX1 after the passing timing T2. This lateral position may be the position where the host vehicle OV was traveling at the timing T1. Also at the timing T3, the predetermined range D3 is set, and the processing of detecting the target and calculating the traveling route that avoids the target is repeatedly performed.

  As shown in FIGS. 2A to 2C, the own vehicle OV traveling on the traveling lane LX1 at the timing T1 is on the right side (on the opposite lane LX2 side) so as to be separated from the parked vehicle PV in order to avoid the parked vehicle PV ahead. After traveling on the route shifted to and avoiding the parked vehicle PV, the vehicle moves on the route shifted leftward (+ Y direction in the figure) so as to return to the traveling lane LX1 where the vehicle originally traveled. On the route shifted to the right (toward the oncoming lane LX2) to separate from the parked vehicle PV, the host vehicle OV is closest to the oncoming vehicle CV in the lateral position (position in the road width direction). At the timing T2, the host vehicle OV runs at a lateral position approaching the oncoming lane LX2 while facing the oncoming vehicle CV. The host vehicle OV must avoid the oncoming vehicle CV and also avoid the parked vehicle PV before and after the timing T2. The host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV.

  Traveling in a state where the host vehicle OV faces the oncoming vehicle CV tends to make the occupant feel uneasy. If the running time in such a state is long, the occupant of the host vehicle OV strongly feels anxiety. Similarly, the occupant of the oncoming vehicle CV also feels uneasy. In particular, if the vehicle travels straight (travels along the road shape) at a lateral position close to the oncoming lane LX2 while avoiding the parked vehicle PV, the occupant cannot predict the timing of returning to the original traveling lane LX1. Is even more anxious. If the occupant does not endure this anxiety and intervenes, the driving control is interrupted. The operation control is not performed, and the reliability of the occupant in the operation control is lost.

  In the first place, the criterion for determining whether or not a vehicle can avoid an object is different from the criterion for a person feeling anxious based on his / her own prediction. Humans are highly predictive and predict future situations based on a wide range of events and / or changes in situations. Although it is possible to analyze human anxiety by an index such as TTC based on relative distance or relative distance, TTC and the like only measure momentary anxiety at each point, and a wide range of events (distant events) can be analyzed. Considering this, it is difficult to accurately measure the anxiety of a person who predicts the next movement based on the current change in the behavior of the own vehicle. In addition, humans tend to strongly feel anxiety and fear for an object to face.

  Based on the tendency of human beings to feel uneasy, it is determined that a passing situation in which the vehicle is going straight ahead at a lateral position approaching the opposing lane LX2 (running along the road shape) while avoiding the parked vehicle PV is continued. In this situation, the occupant is anxious about facing the oncoming vehicle CV, and anxious about not being able to predict the timing at which the vehicle will return to the traveling lane due to the continuation of the straight traveling state. In this way, in a situation where the parked vehicle PV and the oncoming vehicle CV pass each other, when the own vehicle OV goes straight at a lateral position approaching the oncoming lane LX2, it is predicted that the occupant of the own vehicle OV will strongly feel uneasy. .

A study was made on the traveling route in a situation where obstacles such as parked vehicles in front of the traveling lane were avoided.
The traveling route including the first avoidance route will be described based on FIG. 3A. When only an obstacle such as the parked vehicle PV is detected in the predetermined ranges D1 and D2 based on the position of the host vehicle OV, the processor 11 calculates a first avoidance path for avoiding the obstacle. The obstacles include not only the parked vehicle PV, but also motorcycles, pedestrians, people, road structures, construction sites (entry restricted areas), and the like. As shown in FIG. 3A, when the parking vehicle PV serving as an obstacle is detected ahead of the traveling lane LX1 of the host vehicle OV1, the traveling route including the first avoidance route RT1 that avoids the parking vehicle PV is calculated. You. The first avoidance route RT1 makes a right turn in the traveling direction (X direction) of the traveling lane LX1 at the avoidance start point Q0 in order to avoid the parked vehicle PV, and the vicinity of the boundary between the upward traveling lane LX1 and the downward traveling lane LX2. The vehicle travels straight in the direction RDL along the road shape of the traveling lane LX1, and then turns left to return to the traveling lane LX1 originally traveling at the first curved point Q1.
The first curved point Q1 is a point where the traveling direction is changed to change the traveling direction of the host vehicle OV from the side of the parked vehicle PV (obstacle) to the traveling lane LX1. In this example, it has a first avoidance route RT1A on the upstream side of the first curved point Q1 and a first avoidance route RT1B on the downstream side of the first curved point Q1. At the first curved point Q1, the first avoidance path RT1A may be calculated such that the first avoidance path RT1A on the upstream side and the first avoidance path RT1B on the downstream side are in contact with an inclination (vertex). At the first curved point Q1, the first avoidance route RT1 may be calculated such that the upstream first avoidance route RT1A and the downstream first avoidance route RT1B are in contact with a curve.

  In the example illustrated in FIG. 3A, the coordinate value of the position (the position in the X-axis direction in the figure) of the first curved point Q1 along the travel route in the first avoidance route is P12, and the position along the travel route of the avoidance start point Q0. The coordinate value (position in the X-axis direction in the figure) is P11. The distance from the avoidance start point Q0 to the first music point Q1 is W1. If the position of the obstacle such as the parked vehicle PV belongs to the area defined by the predetermined distance dk from the traveling position K2 of the host vehicle OV based on the traveling direction of the host vehicle OV, it is determined that the vehicle is in the avoidance situation. The area is set as the avoidance area ES.

The first avoidance route illustrated in FIG. 3A includes a portion that belongs to the avoidance area ES and is substantially parallel to the traveling lane LX1. The first avoidance route RT1 extends toward the traveling lane LX2 at the avoidance start point Q0, and extends in the same direction as the line shape (separation line / white line) of the road of the traveling lane LX1 on the side of the parking vehicle PV as an obstacle, In order to return to the traveling lane LX1 again, the vehicle travels in the traveling direction beyond the side of the parked vehicle PV, and has a linear shape (trajectory) that turns to the traveling lane LX1 at the first curved point Q1. The own vehicle OV traveling on the first avoidance route RT1 moves toward the traveling lane LX2 at the avoidance start point Q0, passes by the side of the parked vehicle PV, and is linear (separation line / white line) on the road of the traveling lane LX1. And passes through the side of the parked vehicle PV before moving to the traveling lane LX1.
Further, the traveling route in a situation where the oncoming vehicle CV is also avoided while the obstacle (parking vehicle PV) in front of the traveling lane is avoided was examined. In this scene, the host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV.

The second avoidance route RT2 will be described based on FIG. 3B. The processor 11 detects the parked vehicle PV serving as an obstacle in front of the traveling lane LX1 of the host vehicle OV1, and detects the oncoming vehicle CV traveling on the traveling lane LX2 in the opposite direction adjacent to the traveling lane LX1. In this case, the processor 11 determines whether or not the vehicle is passing between the parked vehicle PV and the oncoming vehicle CV. Specifically, when the parked vehicle PV and the oncoming vehicle CV as obstacles are detected in a predetermined range based on the position of the host vehicle OV, the processor 11 avoids the parked vehicle PV and the oncoming vehicle CV. 2 Calculate the avoidance route RT2.
As described above, the obstacles include not only the parked vehicle PV, but also motorcycles, pedestrians, people, road structures, construction sites (entry restricted areas), and the like. The object or region included in the obstacle is preferably a stationary object such as a parked vehicle PV. This is because the accuracy of determining the situation of passing through between the parked vehicle PV and the oncoming vehicle CV is increased.

  At the avoidance start point Q0, the second avoidance route RT2 turns right in the drawing in the traveling direction (X direction) of the traveling lane LX1 to avoid the parked vehicle PV. This trajectory may be shared with the first avoidance path. Thereafter, the vehicle approaches the vicinity of the boundary between the ascending traveling lane LX1 and the descending traveling lane LX2, and then returns to the traveling lane LX1 originally traveling at the second curved point Q2 located on the side of the parked vehicle PV. Turn in the direction. The second avoidance route RT2 of the present embodiment includes a second curved point Q2. The second curved point Q2 is a point where the traveling direction of the host vehicle OV is changed in order to guide the host vehicle OV from the side of the parking vehicle PV, which is an obstacle, to the traveling lane LX1. In this example, it has a second avoidance route RT2A on the upstream side of the second curved point Q2 and a second avoidance route RT2B on the downstream side of the second curved point Q2.

In the example shown in FIG. 3B, the coordinate value of the position (the position in the X-axis direction in the figure) of the second curved point Q2 along the travel route in the second avoidance route is P22, and the position along the travel route of the avoidance start point Q0. The coordinate value (position in the X-axis direction in the figure) is P21. The distance from the avoidance start point Q0 to the second music point Q2 is W2. W2 of the second avoidance route is shorter than W1 of the first avoidance route shown in FIG. 3A described above.
When the position of an obstacle such as the parked vehicle PV belongs to an area within a predetermined distance dk from the traveling position K2 of the own vehicle OV based on the traveling direction of the own vehicle OV, and the oncoming vehicle CV belongs to the predetermined area dk. Determines that the vehicle OV is in an avoidance situation in which the vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV, and sets that area as the avoidance area ES.

  By specifying the avoidance area ES in which the position of an obstacle such as the parked vehicle PV is within a predetermined distance from the travel position of the host vehicle OV based on the traveling direction of the host vehicle OV, the host vehicle OV and the parked vehicle PV can be identified. It is possible to accurately determine the position / area where the avoidance situation of passing through the oncoming vehicle CV is formed. Since the second music point Q2 is set in the avoidance area ES, it is possible to change the traveling direction of the host vehicle OV in the avoidance situation of passing through. The avoidance area ES includes a position where the position of the obstacle and the traveling position of the host vehicle OV are closest to each other on the traveling route on which the traveling is planned. The avoidance area ES includes a position where the existence area of the host vehicle OV and the existence area of the obstacle are closest to each other on the travel route scheduled to travel. The predetermined distance may be an approachable distance allowed from the viewpoint of continuation of the automatic driving control.

  In the avoidance area ES, the own vehicle OV moves to the side of the parked vehicle PV because the own vehicle OV passes through the area between the parked vehicle PV and the oncoming vehicle CV. Is likely to protrude into the opposing traveling lane LX2. The processor 11 can obtain the presence area of the vehicle body of the own vehicle OV from the information of the body size stored in advance and the position of the own vehicle OV. The processor 11 can obtain the area of the traveling lane LX2 by extracting a lane marker from the image captured by the camera 231. The processor 11 compares the region of the traveling lane LX2 with the region of the own vehicle OV, and determines whether the region of the own vehicle OV belongs to the region of the traveling lane LX2, or the own vehicle OV belonging to the region of the traveling lane LX2. Can be obtained (area ratio to the total area). When it is determined that the area where the host vehicle OV exists is in the area of the driving lane LX2, the processor 11 may set the area including the driving position of the host vehicle OV as the avoidance area ES. If it is determined that the ratio of the area of the existence area of the own vehicle OV belonging to the area of the travel lane LX2 to the entire area is equal to or greater than a predetermined value, the processor 11 determines the area including the travel position of the own vehicle OV as the avoidance area ES. You may set as.

  The second avoidance route RT2 illustrated in FIG. 3B does not include a portion belonging to the avoidance area ES and substantially parallel to the traveling lane LX1. The second avoidance route RT2 approaches the travel lane LX2 at the avoidance start point Q0, and returns to the travel lane LX1 on the side of the parking vehicle PV as an obstacle. It becomes a locus that turns. The own vehicle OV traveling on the second avoidance route RT2 moves to the traveling lane LX2 at the avoidance start point Q0, and moves to the traveling lane LX1 beside the parked vehicle PV.

The second avoidance route RT2 is a route that is calculated when it is determined that the own vehicle OV is in an avoidance situation in which it passes between the parked vehicle PV and the oncoming vehicle CV, and is used for driving control.
In the second avoidance route RT2, the second curved point Q2 that changes the traveling direction of the second avoidance route RT2 in order to guide the OV for the own vehicle from the side of the parked vehicle PV as an obstacle to the traveling lane LX1 is a first curved point Q2. In the avoidance route RT1, upstream from the first curved point Q1 in which the traveling direction of the first avoidance route RT2 is changed to guide the vehicle to the traveling lane LX1 from the side of the parked vehicle PV as an obstacle, in the traveling direction of the host vehicle OV. Located on the side. The first avoidance route RT1 and the second avoidance route RT2 are routes on which the host vehicle OV travels in the future. The upstream side of the first avoidance route RT1 and the second avoidance route RT2 is the current location side of the own vehicle OV, and the vehicle travels in the future away from the own vehicle OV and the downstream of the first avoidance route RT1 and the second avoidance route RT2. It is the scheduled point side.
In the present embodiment, the processor 11 calculates the second avoidance path RT2 such that the second curve point Q2 is located closer to the host vehicle OV than the first curve point Q1 in the first avoidance path RT1.

  The coordinate in the X-axis direction of the first curved point Q1 of the first avoidance route RT1 shown in FIG. 3A is P12. The coordinate in the X-axis direction of the second curved point Q2 of the second avoidance route RT2 shown in FIG. 3B is P22. When compared as coordinate values based on the X-axis direction, the second curved point Q2 of the second avoidance route RT2 shown in FIG. 3B is -X more than the first curved point Q1 of the first avoidance route RT1 shown in FIG. 3A. This value is on the axial direction (the direction opposite to the traveling direction of the host vehicle OV). Assuming that the traveling direction is + X, the coordinate value P22 of the second curved point Q2 of the second avoidance route RT2 is smaller than the coordinate value P12 of the first curved point Q1 of the first avoidance route RT1.

The processor 11 further performs the following processing when executing the processing (the above (4)) for calculating the second avoidance route RT2.
(A) Obtain the position of the first curved point of the traveling route that changes the traveling direction to guide the host vehicle from the side of the parked vehicle PV as an obstacle on the first avoidance route RT1 to the traveling lane LX1;
(B) In order to guide the host vehicle OV from the side of the parked vehicle PV as an obstacle to the driving lane LX1, the second curved point that changes the traveling direction of the own vehicle OV is set to be smaller than the first curved point Q1. Is calculated on the upstream side along the traveling direction of the vehicle.
The calculation of the second avoidance route RT2 may be executed by correcting the first avoidance route RT1. After calculating the first avoidance route RT1, the first avoidance route RT1 is used to shift the first curved point Q1 upstream to obtain the coordinates of the second curved point Q2, and to include the second curved point Q2. The second avoidance route R2 may be obtained.

  As a method of setting the second curved point Q2 on the upstream side of the first curved point Q1, as described above, the position (the coordinate value of the X-axis in the figure) along the extending direction of the traveling lane (the traveling direction of the vehicle) ), The second music point Q2 may be shifted to a position closer to the host vehicle OV than the first music point Q1 (the −X direction in the figure).

  Further, as a method of setting the second music point Q2 on the upstream side of the first music point Q1, it may be set based on the timing at which the host vehicle OV passes. The processor 11 calculates the completion timing of returning to the traveling lane after passing through the parked vehicle PV based on the relative speed of the own vehicle OV with respect to the parked vehicle PV which is an obstacle. The relative speed of the host vehicle OV with respect to the parked vehicle PV may be obtained from the vehicle speed, may be obtained from a measurement value of the radar device 232, or may be obtained from a temporal change of an image captured by the camera 231. The processor 11 predicts the completion timing of returning to the traveling lane LX1 after passing the parked vehicle PV based on the speed of the own vehicle OV, and, based on the completion timing, the timing a predetermined time before the timing to the traveling lane LX1. It is calculated as a start timing for starting the movement. At this start timing, a point at which the host vehicle OV passes is set as the second curved point Q2. The processor 11 calculates a second avoidance route RT2 including the second music point.

  In this way, by using the completion timing to return to the traveling lane as a reference, the first vehicle such as a case where the parked vehicle PV is a long vehicle such as a truck, a case where a plurality of parked vehicles PV are connected, etc. Even in a scene where it is difficult to determine the position of the second curved point Q2 from the relative relationship with the position of the curved point Q1, a start timing for starting movement to the traveling lane LX1 is determined, and the vehicle passes at the start timing. The second music point Q2 can be calculated.

  As described above, when it is determined that the own vehicle OV is in an avoidance situation in which it passes between the parked vehicle PV and the oncoming vehicle CV, a point upstream of the first avoidance route RT1 that passes only the parked vehicle PV. Then, a second avoidance route RT2 having a locus turning (returning) toward the traveling route LX1 is calculated.

  According to the present embodiment, when the host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV while traveling while avoiding the parked vehicle PV which is an obstacle in front of the travel lane LX1, the travel was performed. It is possible to calculate a second avoidance route RT2 in which the second curved point Q2 serving as a steering point for guiding the vehicle OV to the lane LX1 is shifted upstream (opposite to the traveling direction). Since the host vehicle OV moves along the second avoidance route RT2, the host vehicle OV can be turned toward the travel lane LX1 relatively early after the avoidance of the parked vehicle PV. Thus, the distance and time required to travel while facing the oncoming vehicle CV can be shortened, so that the occupants of the host vehicle OV can be less anxious. Similarly, anxiety of the occupant of the oncoming vehicle CV can be reduced. In addition, by changing the traveling direction of the host vehicle OV relatively early from the avoidance of the parked vehicle PV, the occupant of the host vehicle OV can predict that the host vehicle OV is heading for the traveling lane LX1. This can prevent the occupant from feeling uneasy because it is not possible to predict when to return to the driving lane LX1.

  By the way, the inventors let a person drive the vehicle with the setting that the vehicle passes between the parked vehicle in front of the traveling lane of the vehicle and the oncoming vehicle traveling in the oncoming lane adjacent to the traveling lane, and the road of the traveling lane Verification of the comparison of "distance between vehicle and parked vehicle" and "distance between vehicle and oncoming vehicle" along the width showed that "distance between vehicle and parked vehicle" was better than "distance between vehicle and oncoming vehicle". It was verified that it was shorter than "distance". The parked vehicle is a stationary object, and the oncoming vehicle is a moving object having a high relative speed. According to a general risk management method based on a distance index such as TTC or THW, the “distance between a vehicle and an oncoming vehicle” along a road width is determined in order to secure a long distance between the oncoming vehicle and a high risk. Is expected to be longer. However, according to actual verification results, humans should make the distance to the low-risk parked vehicle relatively shorter (less than the distance to the oncoming vehicle) and make the distance between the parked vehicle and the oncoming vehicle smaller. Tends to pass. In the present embodiment, when the vehicle passes through between the parked vehicle PV and the oncoming vehicle CV, the vehicle moves to the traveling lane LX1 in which the parked vehicle PV is present (upstream side) earlier. This movement matches actual driving behavior when a person drives, and as a result, driving control can be performed based on a traveling route that matches the occupant's sense of risk.

  As shown in FIG. 3B, at the second curved point Q2, the downstream second avoidance route RT2B connected to the upstream second avoidance route RT2A is an obstacle to the linear RDL of the traveling lane. The second avoidance route RT may be calculated so as to contact the PV side with an inclination. At the second curved point Q2, the second avoidance route RT2B may be calculated such that the downstream second avoidance route RT2B intersects the linear RDL of the traveling lane with a vertex. At the second curved point Q2 shifted to the upstream side, the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A is connected with an inclination to the linear RDL of the row lane. The occupant can recognize that the host vehicle OV does not go straight ahead at an early stage but turns and returns to the driving lane LX1. When the host vehicle OV passes through the second curved point Q2, the occupant recognizes that the host vehicle OV returns to the traveling lane LX1 from avoiding the parking vehicle PV because the host vehicle OV turns to the parking vehicle PV side. By making the occupant predict that the state of facing the oncoming vehicle CV will end, the occupant can be reassured.

  Although not particularly limited, the yaw angle Dg of the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A with respect to the linear RDL of the traveling lane at the second curved point Q2 is a predetermined angle. Is also good. By setting the angle Dg in advance, the processing load can be reduced.

  At the second curved point Q2, the second avoidance route RT2 may be calculated such that the upstream second avoidance route RT2A and the downstream second avoidance route RT2B are in contact with a curve. While smoothing the movement of the host vehicle OV, the occupant can be made aware that the host vehicle OV is moving back to the driving lane LX1 from avoiding the parked vehicle PV.

The processor 11 changes the mode of the second avoidance route RT2 according to the degree of approach to the oncoming vehicle CV. The processor 11 changes the mode of the second avoidance route RT2 based on the position or the time. The degree of approach is an evaluation index of a relative positional relationship calculated based on the distance and / or time to the oncoming vehicle CV based on the position of the host vehicle OV. The processor 11 calculates an approach based on the position of the own vehicle OV and the position of the oncoming vehicle CV.
The processor 11 calculates the position of the host vehicle OV based on the acquired current position information. The position of the host vehicle OV includes not only the current position at the time of calculation, but also a future traveling position corresponding to the speed of the host vehicle OV. The current position of the host vehicle OV is obtained from the position detection device 221. The speed of the host vehicle OV is obtained from the vehicle speed sensor 262. The specification information of the own vehicle OV is acquired from the vehicle controller 210. The processor 11 calculates the current position of the host vehicle OV, each point to be traveled in the future, and the timing (time) at which each point is to be traveled from the information.
The processor 11 calculates the position of the oncoming vehicle CV based on the detection result of the detection device 230. The position of the oncoming vehicle CV includes not only the traveling position (current position) at the time of calculation but also a future traveling position according to the relative speed of the oncoming vehicle CV. The traveling position of the oncoming vehicle CV is acquired from the position detection device 221. The speed of the oncoming vehicle CV is obtained from the detection device 230. The vehicle speed of the oncoming vehicle CV may be acquired via the communication device 233 provided in the oncoming vehicle CV. The processor 11 calculates the current position of the oncoming vehicle CV, each point where the vehicle will travel in the future, and the timing (time) at which the vehicle travels at each point from these pieces of information.

  The processor 11 calculates each position and a positional relationship at each timing based on the current position OV and the positions of the oncoming vehicle CV (the current position and the position where the vehicle will travel in the future) and the timing of passing each position. TTC (Time-To-Collision) and / or THW (Time-Head Way) known at the time of filing the present application may be used as the proximity. When the distance between the host vehicle OV and the oncoming vehicle CV is equal to or longer than a predetermined time, TTC (Time-To-Collision) and / or THW (Time-Head Way) is used as the proximity, and the host vehicle OV and the oncoming vehicle CV are used. When the distance from the object is longer than a predetermined time, the relative distance may be used as the degree of proximity.

  Further, the degree of approach may be the degree of approach between the host vehicle OV, the parked vehicle PV as an obstacle, and the oncoming vehicle CV. The processor 11 calculates the position of the obstacle (including the parked vehicle PV) based on the detection result of the detection device 230. The position of the obstacle includes not only the traveling position at the time of calculation (current position), but also a future traveling position according to the relative speed of the obstacle. The traveling position of the obstacle is acquired from the position detection device 221. The moving speed of the obstacle is acquired from the detection device 230. The vehicle speed of the obstacle may be acquired via the communication device 233 provided for the obstacle. The processor 11 calculates the current position of the obstacle, each point to be traveled in the future, and the timing (time) at which each obstacle is to be traveled from these pieces of information.

  In the present embodiment, the scene in which the second avoidance route is calculated is a scene in which the own vehicle OV, an obstacle including the parked vehicle PV, and the oncoming vehicle CV belong to a predetermined range. This is a scene where the vehicle passes through the oncoming vehicle CV. In the present embodiment, the second avoidance route RT2 is calculated according to the degree of approach between the oncoming vehicle CV and the host vehicle OV, in consideration of the relationship between the oncoming vehicle CV and the host vehicle OV, where the change in relative distance is large.

  In a situation where the host vehicle OV passes between the obstacle and the oncoming vehicle CV, the second avoidance route RT is calculated according to the degree of approach, so the second avoidance route according to the degree of anxiety of the occupant of the host vehicle OV. RT2 can be calculated. Since the degree of approach can be continuously obtained for the own vehicle OV traveling on the traveling route, it is possible to calculate the continuous second avoidance route RT2 according to the change of the occupant's uneasiness.

As described above, the degree of proximity is an evaluation index based on a position and an evaluation index based on time (time).
(A) First, a method of changing the mode of the second avoidance route RT2 according to the approach based on the position will be described.

  (1) The processor 11 calculates a second avoidance route RT2 having a larger radius of curvature at the second curved point Q2 as the degree of approach of the oncoming vehicle CV to the own vehicle OV is higher. That is, as the degree of approach is higher, the second avoidance path RT2B on the downstream side connected at the second curved point Q2 can be a linear path. The route that returns to the original traveling lane LX1 after avoiding the parked vehicle PV is a straight route. The occupant tends to recognize a change in the traveling lane more easily when traveling on a straight route with a large radius of curvature than when traveling on a route with a small radius of curvature. That is, when the two avoidance routes RT2B are straight routes, the time required to return to the original traveling lane LX1 tends to be more easily predicted. From the viewpoint of the occupant, it is easy to predict the timing of returning to the original traveling lane LX1 after avoiding the parked vehicle PV, and the occupant's feeling of anxiety can be reduced. If the downstream second avoidance path RT2B connected at the second curved point Q2 is a straight path, the inflection point of the second curved point Q2 is likely to have a vertex. Although the movement is not smooth, the occupant can recognize that the vehicle has behaved toward the original traveling lane LX1. Thereby, it is possible to grasp from the vehicle behavior that the vehicle is to return to the original traveling lane LX1 route after avoiding the parked vehicle PV, so that the occupant's anxiety can be reduced.

  (2) The processor 11 determines that the closer the oncoming vehicle CV to the own vehicle OV is, the lower the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A at the second curved point Q2 is in the travel lane. The second avoidance route RT having a large angle Dg (see FIG. 3B) with respect to the linear RDL is calculated. Angle Dg is the yaw angle of host vehicle OV. In other words, the higher the degree of approach, the larger the turn (turn) at the time of the transition to the second avoidance path RT2B on the downstream side connected at the second music point Q2. As the angle Dg formed by the second avoidance route RT2B with respect to the linear RDL of the traveling lane increases, the traveling direction of the host vehicle OV at the second curved point Q2 for avoiding the parked vehicle PV and returning to the original traveling lane LX1. Change amount becomes large. It is easier for the occupant to predict that the own vehicle OV returns to the original traveling lane LX1 when passing through the second curved point Q2 where the angle Dg is large than when passing through the second curved point Q2 where the angle Dg is small. There is. From the viewpoint of the occupant, it is easy to predict the timing of returning to the original traveling lane LX1 after avoiding the parked vehicle PV, and the occupant's feeling of anxiety can be reduced. In addition, when the angle Dg at the second curved point Q2 is increased, the steering is performed with a large steering amount, so that the vehicle does not move smoothly, but the occupant recognizes that the vehicle has behaved toward the original traveling lane LX1. Can be. Accordingly, it is possible to grasp from the vehicle behavior that the vehicle is to return to the original traveling lane LX1 after avoiding the parked vehicle PV, so that the occupant's feeling of anxiety can be reduced. Angle Dg is the yaw angle of host vehicle OV. In the present embodiment, the angle Dg increases as the degree of approach increases. By increasing the angle Dg, the moving speed in the lateral direction with respect to the speed of the host vehicle OV can be increased. By increasing the moving speed in the lateral direction, the speed of departure from the oncoming lane LX2 can be increased, so that the occupant's anxiety can be reduced.

  (3) The processor 11 determines that the closer the oncoming vehicle CV to the own vehicle OV is, the shorter the distance from the obstacle to the second curved point Q2 based on the traveling direction of the own vehicle OV is, the shorter the second avoidance route RT2 is. Is calculated. As the degree of approach is higher, the second curved point Q2 is set at a position closer to the obstacle, that is, on the upstream side of the second avoidance route RT2. Of course, it is premised to avoid an obstacle (parked vehicle PV), so the second curved point Q2 is set to a position where the obstacle existing area does not interfere with the own vehicle OV existing area. As the degree of approach is higher, the second curved point Q2 is set at a position closer to the obstacle, so that the speed of departure from the opposing lane LX2 can be increased, and thus the anxiety of the occupant can be reduced.

(4) The processor 11 calculates a second avoidance route RT2 in which the closer the oncoming vehicle CV to the own vehicle OV, the shorter the distance of the section PT along the linear shape of the traveling lane. The section PT along the alignment of the traveling lane is provided from the avoidance start point Q0, at which movement (steering) is started, from the traveling lane LX1 to the opposing lane LX2 in order to avoid an obstacle from the avoidance start point Q0 to the second curved point Q2 ( (See FIG. 3B). The section PT along the alignment of the traveling lane is a section PT in which the angle Dg formed with respect to the linear RDL of the traveling lane is less than a predetermined value to zero. The section PT is a part of the second avoidance route RT2.
By shortening the section PT along the alignment of the traveling lane, it is possible to shorten the traveling time in a state of directly facing the oncoming vehicle CV when avoiding an obstacle. In a state where the degree of approach is high, that is, in a state where the occupant has a high tendency to feel anxiety, the section PT that runs while facing the oncoming vehicle CV can be shortened, so that the occupant's anxiety can be reduced.

  (B) A method of changing the mode of the second avoidance route RT2 according to the approach based on the time will be described.

  The processor 11 sets the predetermined time of the difference between the completion timing of returning to the traveling lane LX1 (timing T3 in FIG. 2C) and the start timing of starting moving to the traveling lane LX1 as the approaching degree of the oncoming vehicle CV to the own vehicle OV increases. It is set to be long, and a second avoidance route RT2 including the second music point Q2 is calculated.

  The processor 11 of the traveling route calculation device 100 of the present embodiment can calculate points to pass in the future and timing to pass each point from the current position information and the speed information. After avoiding the obstacle, the processor 11 calculates, as the completion timing, a timing at which the vehicle travels at a position substantially at the center of the lateral position of the traveling lane LX1. A start timing for returning to the traveling lane LX1 a timing that is a predetermined time before this timing is calculated. The start timing is the timing when the vehicle passes through the second music point Q2 (see FIG. 3B). The predetermined time can be set in advance. Of course, it is premised to avoid an obstacle (parked vehicle PV), so the second curved point Q2 passing at the start timing is set at a position where the obstacle existing area does not interfere with the own vehicle OV existing area. Is done.

  Since the start timing TQ2 (see FIG. 3B) for passing through the second curved point Q2 on the upstream side of the second avoidance route is set as the degree of approach is higher, the speed of departure from the opposing lane LX2 can be increased. The occupant's feeling of anxiety can be reduced. Further, as the approaching degree becomes higher, the start timing TQ2 is set to the upstream side, so that the section PT along the linear shape of the traveling lane can be shortened. This makes it possible to shorten the time for traveling in a state of directly facing the oncoming vehicle CV when avoiding an obstacle, according to the degree of approach. In a state in which the occupant tends to feel uneasy, the section PT in which the occupant runs facing the oncoming vehicle CV can be shortened, so that the occupant's anxiety can be reduced.

The travel route calculated by the travel route calculation device 100 is used for an operation control process of the operation control device 300. The driving control device 300 moves the own vehicle OV on the traveling route calculated by the traveling route calculation device 100.
The driving control device 300 drives the own vehicle OV according to a traveling route including the second avoidance route RT2 in a passing scene passing between the parked vehicle PV and the oncoming vehicle CV. The second avoidance route RT2 compares the second curved point Q2 that changes the traveling direction of the own vehicle OV to return to the traveling lane LX1 in the passing scene with the first avoidance route RT1 in a scene other than the passing scene. Shift upstream. The operation control device 300 causes the own vehicle OV to execute a behavior of returning to the traveling lane LX1 earlier based on the second avoidance route RT2. Therefore, the occupant of the own vehicle OV can recognize at an early timing that the own vehicle OV moves to the traveling lane LX1. It is possible to prevent the occupant from feeling uneasy because he cannot predict when to return to the driving lane LX1. The anxiety of the occupant can be reduced. In addition, since the distance and time required to travel while facing the oncoming vehicle CV can be shortened, the anxiety of the occupant of the host vehicle OV can be reduced. Similarly, anxiety of the occupant of the oncoming vehicle CV can be reduced.

  The processing procedure of the operation control system 1 of the present embodiment will be described based on the flowchart of FIG. The outline of the processing in each step is as described above. Here, the flow of the processing will be mainly described.

  First, in step S1, the processor 11 acquires the vehicle information of the own vehicle OV to be controlled. The vehicle information includes information on the driving of the own vehicle OV such as the current position, traveling direction, speed, acceleration, braking amount, steering amount, steering speed, steering acceleration, and the like, specification information of the own vehicle OV, performance of the own vehicle OV. Contains information. The vehicle information is obtained from the vehicle-mounted device 200.

  In step S2, the processor 11 acquires detection information. The information includes the presence or absence of an object, the position of the object, the moving direction of the object, the speed of the object, the moving acceleration of the object, and the attribute of the object. The detection information can be obtained from the vehicle-mounted device 200 including the detection device 230, the vehicle sensor 260, and the navigation device 220. The processor 11 acquires traveling environment information ahead of the host vehicle OV1 regarding an object encountered by the host vehicle OV1 based on the detection information. The information includes the positional relationship between the moving vehicle OV1 and the target, the encounter time, the encounter direction, TTC, THW, and the like. Information indicating when, where (position coordinates), and how the own vehicle OV encounters the target object (including crossing, passing, overtaking, overtaking, avoiding, avoiding, etc.). The traveling environment information is one or a plurality of pieces of detection information, or information of a combination thereof.

  In step S3, the processor 11 detects an obstacle ahead of the traveling lane LX1 in which the host vehicle OV travels. The obstacle includes a parked vehicle PV, a motorcycle, a pedestrian, a person, a road structure, and a construction site (access restricted area) parked on the shoulder of the traveling lane. After detecting an obstacle ahead in step S3, the process may proceed to step S5. If the oncoming vehicle CV cannot be detected in step S4, the process may proceed to step S5.

  In step S4, the processor 11 travels in the opposing lane LX2 in which the vehicle travels in the direction opposite to the traveling lane LX1 in which the host vehicle OV travels. The oncoming vehicle CV traveling on the traveling lane LX2 approaches the host vehicle OV.

  In step S5, the processor 11 predicts a relative temporal position between the host vehicle OV and the parked vehicle PV. The relative position may be TTC / THW of an obstacle including the parked vehicle PV with respect to the host vehicle OV, or may be an evaluation value using TTC / THW of each target object of the oncoming vehicle CV with respect to the host vehicle OV1. .

  In step S <b> 6, the processor 11 predicts a “passing scene” in which the vehicle passes while avoiding the parked vehicle PV and passes while avoiding the oncoming vehicle CV. In the passing scene, the host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV. If an obstacle and an oncoming vehicle CV are detected within a predetermined range based on the position of the host vehicle OV, it is determined that the scene is a passing scene.

When the “passing scene” is predicted, the process proceeds to step S7, and the second avoidance route RT2 is calculated. On the other hand, when the “passing scene” is not predicted, the process proceeds to step S8, and the first avoidance route RT1 is calculated.
The first avoidance route RT1 is a route for avoiding an obstacle that is calculated when only an obstacle including the parked vehicle PV is detected in a predetermined range based on the position of the host vehicle OV. The second avoidance route RT2 is calculated when an obstacle including the parked vehicle PV and the oncoming vehicle CV are detected in a predetermined range based on the position of the host vehicle OV, and is used to avoid the obstacle and the oncoming vehicle. It is a route.

  In step S9, the processor 11 selects one of the traveling route including the first avoidance route RT1 and the traveling route including the second avoidance route RT2. When it is determined that the scene is a passing scene, the traveling route including the second avoidance route RT2 is adopted. When it is determined that the scene is not the passing scene, the traveling route including the first avoiding route RT1 is adopted. .

  In step S7, the processor 11 calculates a traveling route including the second avoidance route RT2. The subroutine of this process will be described with reference to the flowchart of FIG.

  In step S101 of FIG. 5, the processor 11 detects an obstacle including the parked vehicle PV existing in the travel lane LX1 within a predetermined range based on the position of the host vehicle OV, and determines a relative distance between the obstacle and the obstacle. Calculate TTC / THW. In step S102, the processor 11 calculates a traveling route including a first avoidance route RT1 for avoiding an obstacle (parked vehicle PV) based on the relative distance to the obstacle and TTC / THW.

  In step S103, the processor 11 detects an oncoming vehicle CV that is within a predetermined range based on the position of the host vehicle OV and exists in the oncoming lane LX2, and calculates a relative distance to the oncoming vehicle CV and TTC / THW. . In step S104, the processor 11 determines whether a passing scene occurs. This processing is common to step S6 in FIG. If no passing scene occurs, the process proceeds to step S9, and a traveling route is determined. This process is common to step S9 in FIG.

  In step S105, the processor 11 calculates a traveling route including the second avoidance route RT2 in a passing scene passing between the obstacle (parked vehicle PV) and the oncoming vehicle CV. The second avoidance route RT2 may be obtained by correcting the first avoidance route RT1 calculated in step S102.

  In step S106, the processor 11 sets the second curved point on the second avoidance route RT2 to a position where the position of the first curved point on the first avoidance route RT1 is shifted to the upstream side of the route. The first curved point Q1 (see FIG. 3A) is a point where the traveling direction of the first avoidance route RT1 is changed in order to guide the host vehicle OV from the side of the obstacle to the traveling lane LX1. The second curved point Q2 (see FIG. 3B) is a point at which the traveling direction of the host vehicle OV is changed on the second avoidance route RT2 to guide the host vehicle OV from the side of the obstacle to the driving lane LX1.

In step S107, the processor 11 sets the following elements relating to the mode of the second music point Q2. These points can be set in advance. The following factors can be set according to the grade of the vehicle performance of the host vehicle OV (such as the level of control response capability). The following elements may be set for each link and stored in the map information 222 in consideration of the width of the road on which the vehicle is traveling.
(A1) At the second curved point Q2, the slope Dg of the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A in the traveling direction with respect to the linear RDL of the traveling lane LX1 (see FIG. 3B).
(A2) Curvature radius at the second curved point.
(A3) Distance from obstacle to second music point.
(A4) The distance of the section PT along the linear RDL of the traveling lane LX1.

  In step S108, the processor 11 calculates the degree of approach of the oncoming vehicle CV to the own vehicle OV. The degree of proximity can be expressed using distance, TTC, THW, and the like.

In step S109, the processor 11 changes the mode regarding the second music point Q2 set in step S107. Specifically, the mode of the second music point Q2 is changed as described below, as the approaching degree increases.
(B1) At the second curved point Q2, the slope Dg (see FIG. 3B) of the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A in the traveling direction with respect to the linear RDL of the traveling lane LX1 is enlarged. I do.
(B2) The radius of curvature at the second curved point is increased.
(B3) Shorten the distance from the obstacle to the second music point.
(B4) The distance of the section PT along the linear RDL of the traveling lane LX1 is shortened.
The above description is referred to for the function and effect.

  Returning to the flowchart of FIG. 4, in step S9, the processor 11 determines a traveling route. When the second avoidance route RT2 has been calculated, the traveling route including the second avoidance route RT2 is determined as the traveling route serving as the reference for the driving control. If the second avoidance route RT2 has not been calculated, a travel route including the first avoidance route RT1 is determined as a travel route serving as a reference for driving control.

  In step S11, the processor 11 sets a target speed at each point on the travel route. A steering amount and a target route are set according to the route, and an operation plan for moving the traveling route to the destination to the own vehicle is prepared.

  In the following step S12, an operation control command is generated based on the planned operation plan. The processor 11 moves the vehicle V1 over the target X coordinate value based on the actual X coordinate value of the host vehicle V1 (X axis is the vehicle width direction), the target X coordinate value corresponding to the current position, and the feedback gain. A target control value related to a steering angle, a steering angular velocity, and the like necessary for moving the target is calculated.

  In step S13, the processor 11 outputs an operation control command. Specifically, the processor 11 outputs the target control value to the on-vehicle device 200. The vehicle V1 travels on a target route defined by the target lateral position. The processor 11 calculates a target X coordinate value along the route (the X axis is the traveling direction of the vehicle). The processor 11 compares the current X coordinate value of the vehicle V1, the vehicle speed and acceleration / deceleration at the current position with the target X coordinate value corresponding to the current X coordinate value and the vehicle speed and acceleration / deceleration at the target X coordinate value. Based on this, a feedback gain for the X coordinate value is calculated. The processor 11 calculates a target control value for the X coordinate value based on the vehicle speed and acceleration / deceleration according to the target X coordinate value and a feedback gain of the X coordinate value. The target control value refers to the operation of a drive mechanism for realizing the acceleration / deceleration and the vehicle speed according to the target X coordinate value (including the operation of an internal combustion engine in an engine vehicle and the operation of an electric motor in an electric vehicle system). (Including the torque distribution between the internal combustion engine and the electric motor in a hybrid vehicle) and the brake operation.

  In step S14, the processor 11 causes the vehicle controller 210 to execute an operation control command. The vehicle controller 210 executes steering control and drive control, and causes the host vehicle to travel on a target route defined by the target X coordinate value and the target Y coordinate value. The process is repeated each time the target X coordinate value is acquired, and the control value with the designated coordinate value is executed by the vehicle-mounted device 200.

  Proceeding to step S15, the vehicle controller 210 executes an operation control command according to a command from the processor 11 until the vehicle reaches the destination.

  The traveling route calculation method and the traveling route calculation device 100 according to the embodiment of the present invention are configured and operated as described above, and have the following effects.

[1] The traveling route calculation method according to the present embodiment uses the traveling lane from the side of the obstacle when only an obstacle (parking vehicle PV or the like) is detected in a predetermined range based on the position of the host vehicle OV. A first avoidance route RT1 for avoiding an obstacle, including a first curved point Q1 for changing the traveling direction of the own vehicle to guide the vehicle, is calculated, and the obstacle is located within a predetermined range based on the position of the own vehicle OV. When an oncoming vehicle is detected, an obstacle (including a second curved point Q2 that changes the traveling direction of the host vehicle OV to guide the vehicle from the side of the obstacle (the parked vehicle PV or the like) to the traveling lane LX1 ( A second avoidance route RT2 for avoiding the parking vehicle PV) and the oncoming vehicle CV is calculated so that the second curved point Q2 is located upstream of the first curved point Q1 along the traveling direction of the host vehicle OV. Then, the second avoidance route RT2 is calculated.
According to the present embodiment, when the host vehicle OV passes between the parked vehicle PV and the oncoming vehicle CV while traveling while avoiding the parked vehicle PV which is an obstacle in front of the travel lane LX1, the travel was performed. It is possible to calculate a second avoidance route RT2 in which the second curved point Q2 serving as a steering point for guiding the vehicle OV to the lane LX1 is shifted upstream (opposite to the traveling direction). According to the traveling route calculation method of the present embodiment, traveling that avoids obstacles (parking vehicle PV or the like) existing in front of the traveling lane LX1 of the own vehicle OV and reduces anxiety of the occupant when passing the oncoming vehicle CV. The route can be calculated. Since the host vehicle OV moves along the second avoidance route RT2, the host vehicle OV can be turned toward the traveling lane LX1 at a relatively early stage after avoiding the parked vehicle PV. Thus, the distance and time required to travel while facing the oncoming vehicle CV can be shortened, so that the occupants of the host vehicle OV can be less anxious. Similarly, anxiety of the occupant of the oncoming vehicle CV can be reduced. Also, by changing the traveling direction of the host vehicle OV relatively early from the avoidance of the parked vehicle PV, it is possible to make the occupant of the host vehicle OV predict that the host vehicle OV is going (returning) to the traveling lane LX1. it can. Thereby, it is possible to prevent the occupant from feeling uneasy because it is not possible to predict when to return to the driving lane LX1.

[2] In the calculation process of the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the second avoidance route on the upstream side in the traveling direction of the host vehicle OV at the second curved point Q2 of the second avoidance route RT2. The downstream second avoidance route RT2B connected to the RT2A calculates a second avoidance route RT2 having an inclination toward the obstacle with respect to the linear RDL of the traveling lane LX1. At the second curved point Q2, the downstream second avoidance route RT2B connected to the upstream second avoidance route RT2A is inclined with respect to the linear RDL of the traveling lane toward the parking vehicle PV which is an obstacle. The second avoidance route RT may be calculated so as to be in contact.
At the second curved point Q2, the second avoidance route RT2B may be calculated such that the downstream second avoidance route RT2B intersects the linear RDL of the traveling lane with a vertex. At the second curved point Q2 shifted to the upstream side, the downstream second avoidance path RT2B connected to the upstream second avoidance path RT2A is connected with an inclination to the linear RDL of the row lane. The occupant can recognize that the host vehicle OV does not go straight ahead at an early stage but turns and returns to the traveling lane LX1. When the host vehicle OV passes through the second curved point Q2, the occupant recognizes that the host vehicle OV returns to the traveling lane LX1 from avoiding the parking vehicle PV because the host vehicle OV turns to the parking vehicle PV side. The occupant can predict that the state of facing the oncoming vehicle CV will end, and can feel relieved.

[3] In the calculation process of the second avoidance route RT2 according to the travel route calculation method of the present embodiment, the position of the obstacle is within a predetermined distance from the travel position of the own vehicle OV based on the traveling direction of the own vehicle OV. A second music point Q2 is set in the avoidance area ES.
By specifying the avoidance area ES in which the position of an obstacle such as the parked vehicle PV is within a predetermined distance from the travel position of the host vehicle OV based on the traveling direction of the host vehicle OV, the host vehicle OV and the parked vehicle PV can be identified. It is possible to accurately determine the position / area where the avoidance situation of passing through the oncoming vehicle CV is formed. Since the second music point Q2 is set in the avoidance area ES, it is possible to change the traveling direction of the host vehicle OV in the avoidance situation of passing through.

[4] In the process of calculating the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the position of the obstacle and the position of the oncoming vehicle CV are determined based on the traveling direction of the own vehicle OV. The approaching degree of the oncoming vehicle to the host vehicle OV in the avoidance area ES within a predetermined distance from the traveling position is calculated. In a scene where the host vehicle OV passes between the obstacle and the oncoming vehicle CV, the second avoidance route RT is calculated according to the degree of approach. RT2 can be calculated. Since the degree of approach can be continuously obtained for the own vehicle OV traveling on the traveling route, it is possible to calculate the continuous second avoidance route RT2 according to the change of the occupant's uneasiness.

[5] In the process of calculating the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the second avoidance is such that the closer the oncoming vehicle CV is to the own vehicle OV, the larger the radius of curvature at the second curved point Q2 is. The route RT2 is calculated. As the degree of approach is higher, the downstream second avoidance path RT2B connected at the second curved point Q2 can be a linear path.
The route that returns to the original traveling lane LX1 after avoiding the parked vehicle PV is a straight route. The occupant tends to more easily predict the time required to return to the original traveling lane LX1 when traveling on a straight route than traveling on a route with a small radius of curvature. From the viewpoint of the occupant, it is easy to predict the timing of returning to the original traveling lane LX1 after avoiding the parked vehicle PV, and the occupant's feeling of anxiety can be reduced. If the downstream second avoidance path RT2B connected at the second curved point Q2 is a straight path, the inflection point of the second curved point Q2 is likely to have a vertex. Although the movement is not smooth, the occupant can recognize that the vehicle has behaved toward the original traveling lane LX1. Accordingly, it is possible to grasp from the vehicle behavior that the vehicle is to return to the original traveling lane LX1 after avoiding the parked vehicle PV, so that the occupant's feeling of anxiety can be reduced.

[6] In the calculation process of the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the higher the approaching distance of the oncoming vehicle CV to the own vehicle OV, the more the second avoidance route on the upstream side at the second turning point RT2. A second avoidance route RT2 that has a large angle Dg with respect to the alignment of the traveling lane LX1 is calculated by the downstream second avoidance route RT2B connected to the RT2A.
The higher the degree of approach, the larger the turn (turn) at the time of transition to the second avoidance path RT2B on the downstream side connected at the second music point Q2. As the angle Dg formed by the second avoidance route RT2B with respect to the linear RDL of the traveling lane increases, the traveling direction of the host vehicle OV at the second curved point Q2 for avoiding the parked vehicle PV and returning to the original traveling lane LX1. Change amount becomes large. It is easier for the occupant to predict that the own vehicle OV returns to the original traveling lane LX1 when passing through the second curved point Q2 where the angle Dg is large than when passing through the second curved point Q2 where the angle Dg is small. There is. From the viewpoint of the occupant, it is easy to predict the timing of returning to the original traveling lane LX1 after avoiding the parked vehicle PV, and the occupant's feeling of anxiety can be reduced.
In addition, when the angle Dg at the second curved point Q2 is increased, the steering is performed with a large steering amount, so that the vehicle does not move smoothly, but the occupant recognizes that the vehicle has behaved toward the original traveling lane LX1. Can be. Accordingly, it is possible to grasp from the vehicle behavior that the vehicle is to return to the original traveling lane LX1 after avoiding the parked vehicle PV, so that the occupant's feeling of anxiety can be reduced. In the present embodiment, the angle Dg increases as the degree of approach increases. By increasing the angle Dg, the moving speed in the lateral direction with respect to the speed of the host vehicle OV can be increased. By increasing the moving speed in the lateral direction, the speed of departure from the oncoming lane LX2 can be increased, so that the occupant's anxiety can be reduced.

[7] In the calculation process of the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the closer the oncoming vehicle CV is to the own vehicle OV, the more the obstacle based on the traveling direction of the own vehicle OV becomes. A second avoidance route RT2 having a short distance to the second music point is calculated.
As the degree of approach is higher, the second curved point Q2 is set at a position closer to the obstacle, so that the speed of departure from the opposing lane LX2 can be increased, and thus the anxiety of the occupant can be reduced.

[8] In the calculation process of the second avoidance route RT2 according to the travel route calculation method of the present embodiment, the closer the oncoming vehicle CV to the own vehicle OV, the longer the distance of the section PT along the linear RDL of the travel lane LX1. The short second avoidance route RT2 is calculated.
By shortening the section PT along the alignment of the traveling lane, it is possible to shorten the traveling time in a state of directly facing the oncoming vehicle CV when avoiding an obstacle. In a state where the degree of approach is high, that is, in a state where the occupant has a high tendency to feel anxiety, the section PT that runs while facing the oncoming vehicle CV can be shortened, so that the occupant's anxiety can be reduced.

[9] In the calculation process of the second avoidance route RT2 according to the travel route calculation method of the present embodiment, based on the relative speed of the host vehicle OV with respect to the obstacle, the completion timing T3 that passes through the obstacle and returns to the traveling lane LX1 ( 3B), and calculates a timing that is a predetermined time before the completion timing T3 as a start timing TQ2 to start moving to the traveling lane LX1, and finds a point at which the vehicle OV passes at the start timing TQ2 in the second song. Let it be point Q2.
By using the completion timing T3 for returning to the traveling lane LX1 as a reference, the first curve point may be used when the parked vehicle PV is a long vehicle such as a truck or when a plurality of parked vehicles PV are connected. Even in a scene where it is difficult to determine the position of the second curved point Q2 from the relative relationship with the position of Q1, the start timing for starting movement to the traveling lane LX1 is determined, and the start timing of the movement at the start timing TQ2 is determined. Two music points Q2 can be calculated.

[10] In the calculation process of the second avoidance route RT2 according to the traveling route calculation method of the present embodiment, the completion timing (T3: FIG. 2C) and the start timing (the The predetermined time of the difference from the two music points Q2 is set to be longer.
Since the start timing TQ2 (see FIG. 3B) for passing through the second curved point Q2 on the upstream side of the second avoidance route is set as the degree of approach is higher, the speed of departure from the opposing lane LX2 can be increased. The occupant's feeling of anxiety can be reduced. Further, as the approaching degree becomes higher, the start timing TQ2 is set to the upstream side, so that the section PT along the linear shape of the traveling lane can be shortened. This makes it possible to shorten the time for traveling in a state of directly facing the oncoming vehicle CV when avoiding an obstacle, according to the degree of approach. In a state in which the occupant tends to feel uneasy, the section PT in which the occupant runs facing the oncoming vehicle CV can be shortened, so that the occupant's anxiety can be reduced.

[11] The driving control method of the present embodiment causes the host vehicle OV to travel on the traveling route including the second avoidance route RT2 calculated by the above-described traveling route calculation method using the driving control device 300.
The driving control processor 311 executes a control process of causing the host vehicle OV to travel along a traveling route including the second avoidance route RT2.
The driving control device 300 drives the own vehicle OV according to a traveling route including the second avoidance route RT2 in a passing scene passing between the parked vehicle PV and the oncoming vehicle CV. The second avoidance route RT2 compares the second curved point Q2 that changes the traveling direction of the own vehicle OV to return to the traveling lane LX1 in the passing scene with the first avoidance route RT1 in a scene other than the passing scene. Shift upstream. The operation control device 300 causes the own vehicle OV to execute a behavior of returning to the traveling lane LX1 earlier based on the second avoidance route RT2. Therefore, the occupant of the own vehicle OV can recognize at an early timing that the own vehicle OV moves to the traveling lane LX1. It is possible to prevent the occupant from feeling uneasy because he cannot predict when to return to the driving lane LX1. The anxiety of the occupant can be reduced. In addition, since the distance and time required to travel while facing the oncoming vehicle CV can be shortened, the anxiety of the occupant of the host vehicle OV can be reduced. Similarly, anxiety of the occupant of the oncoming vehicle CV can be reduced.

[12] The travel route calculation device 100 of the present embodiment has the same operation and effect as the above-described travel route calculation method.

  The embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Driving control system 100 ... Traveling route calculation device 10 ... Control device 11 ... Processor 20 ... Output device 30 ... Communication device 200 ... In-vehicle device 210 ... Vehicle controller 220 ... Navigation device 221 ... Position detection device 222 ... Map information 223 ... Road Information 224 Traffic information 230 Detection device 231 Camera 232 Radar device 240 Lane keeping device 241 Camera 242 Road information 250 Output device 251 Display 252 Speaker 260 Vehicle sensor 261 Steering angle sensor 262 Vehicle speed sensor 263 Attitude sensor 270 Driving device 271 Brake device 280 Steering device 300 Operation control device 310 Control device 320 Output device 330 Communication device

Claims (12)

A travel route calculation method executed by a processor of a travel route calculation device that calculates a route on which the own vehicle travels,
The processor comprises:
Using a sensor, obtain detection information of an obstacle existing in front of the traveling lane of the vehicle,
Using the sensor, obtains detection information of an oncoming vehicle approaching the own vehicle in an oncoming lane adjacent to the traveling lane,
When only the obstacle is detected in a predetermined range based on the position of the host vehicle, a first avoidance path for avoiding the obstacle is calculated,
When the obstacle and the oncoming vehicle are detected in a predetermined range based on the position of the host vehicle, a second avoidance path that avoids the obstacle and the oncoming vehicle is calculated,
In the second avoidance route, a second curved point of the second avoidance route, which changes the traveling direction of the own vehicle to guide the own vehicle from the side of the obstacle to the traveling lane, is the first curved point. In order to guide the own vehicle from the side of the obstacle to the traveling lane on the avoidance route, the traveling of the own vehicle is more advanced than the first curved point of the first avoidance route that changes the traveling direction of the own vehicle. Driving route calculation method located on the upstream side along the direction. In the calculation process of the second avoidance route,
The processor comprises:
At the second turning point of the second avoidance path, the second avoidance path on the downstream side connected to the second avoidance path on the upstream side in the traveling direction of the host vehicle is the second avoidance path with respect to the alignment of the traveling lane. The traveling route calculation method according to claim 1, wherein the second avoidance route having an inclination in a direction in which an obstacle exists is calculated. In the calculation process of the second avoidance route,
The processor comprises:
3. The vehicle according to claim 1, wherein the second curved point is set in an avoidance area in which a position of the obstacle is within a predetermined distance from a traveling position of the host vehicle with respect to the traveling direction of the host vehicle. 4. Driving route calculation method. In the calculation process of the second avoidance route,
The processor comprises:
Calculating the degree of approach of the oncoming vehicle to the own vehicle,
The travel route calculation method according to any one of claims 1 to 3, wherein the second avoidance route is calculated based on the approach degree. In the calculation process of the second avoidance route,
The processor comprises:
The travel route calculation method according to claim 4, wherein the second avoidance route having a larger radius of curvature at the second curved point is calculated as the degree of approach of the oncoming vehicle to the own vehicle is higher. In the calculation process of the second avoidance route,
The processor comprises:
As the degree of approach of the oncoming vehicle with respect to the host vehicle increases, the downstream second avoidance path connected to the upstream second avoidance path at the second curved point is shifted with respect to the alignment of the traveling lane. The travel route calculation method according to claim 4, wherein the second avoidance route having a large angle is calculated. In the calculation process of the second avoidance route,
The processor comprises:
The second avoidance route that calculates a shorter distance from the obstacle to the second curved point based on the traveling direction of the own vehicle as the degree of approach of the oncoming vehicle to the own vehicle is higher. 5. The travel route calculation method according to 4. In the calculation process of the second avoidance route,
The processor comprises:
5. The travel route calculation method according to claim 4, wherein the second avoidance route is calculated such that the closer the oncoming vehicle approaches the own vehicle, the shorter the distance of a section along the linear shape of the travel lane. In the calculation process of the second avoidance route,
The processor comprises:
Based on the relative speed of the host vehicle with respect to the obstacle, calculate a completion timing to return to the traveling lane past the obstacle,
A timing that is a predetermined time before the completion timing is calculated as a start timing to start moving to the traveling lane,
Calculating a point at which the vehicle passes at the start timing as the second curved point;
The travel route calculation method according to claim 1, wherein the second avoidance route including the second curved point is calculated. In the calculation process of the second avoidance route,
The processor comprises:
Calculating the degree of approach of the oncoming vehicle to the own vehicle,
The higher the proximity is, the longer the predetermined time of the difference between the completion timing and the start timing is set,
The travel route calculation method according to claim 9, wherein the second avoidance route including the second curved point is calculated. An operation control executed by an operation control processor of an operation control device that causes the own vehicle to run a travel route including the second avoidance route calculated by the travel route calculation method according to any one of claims 1 to 10. The method
The operation control processor,
A process of acquiring the second avoidance route;
A control process for causing the host vehicle to travel along the travel route including the second avoidance route. A traveling route calculation device including a sensor that detects a situation around the own vehicle and a processor that calculates a traveling route for driving the own vehicle,
The processor comprises:
Using the sensor, obtains detection information of an obstacle existing in front of the traveling lane of the vehicle,
Using the sensor, the detection information of the oncoming vehicle approaching the own vehicle of the oncoming lane adjacent to the running lane is obtained,
When only the obstacle is detected in a predetermined range based on the position of the host vehicle, a first avoidance path for avoiding the obstacle is calculated,
When the obstacle and the oncoming vehicle are detected in a predetermined range based on the position of the host vehicle, a second avoidance path that avoids the obstacle and the oncoming vehicle is calculated,
In the second avoidance route, a second curved point that changes a traveling direction of the host vehicle to guide the vehicle from the side of the obstacle to the traveling lane is:
In the first avoidance path, the first avoidance path is located on the upstream side along the traveling direction of the host vehicle from a first curved point that changes the traveling direction of the host vehicle to guide the vehicle from the side of the obstacle to the traveling lane. Travel route calculation device.

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