JP2020085749A - Driving assist system - Google Patents

Abstract

To provide a driving assist system device for proper crossing point area driving upon following up forward routes in a crossing point where a plurality of common lanes in turn-right and left advancement directions exist.SOLUTION: In a road section 340 to be designated respectively in a specific direction by a road mark and/or a road sign in any of a crosspoint exiting direction in an outflow part of a crosspoint 5 where there are a plurality of lanes common in a turn-left advancement direction and a crosspoint approaching direction in an inflow part of a crosspoint different from the crosspoint 5, a driving assist system 10 is configured to guide a moving body 50 on the basis of information on an inner-crosspoint passage schedule line linearly representing an area ought to pass in the crosspoint 5 for the moving body which, upon passing along the designation, passes any of a lane in contact with the outflow part of the crosspoint 5 enabling a passage with no need for a lane change, and a lane in contact with the inflow part of the crosspoint 5.SELECTED DRAWING: Figure 1

Description

The present invention relates to a processing device, a processing system, a processing method, a processing program, and/or data used for processing.

Patent Document 1 discloses a vehicle in which a storage unit stores a network at a lane level that defines a connection relationship between a specific lane at an inflow portion of a predetermined intersection and a specific lane at an outflow portion of the predetermined intersection as a network. A lane guidance system is disclosed.

JP, 2005-075398, A

An object of the present invention is to provide a driving support device effective for proper driving support.

A driving assistance system according to an aspect of the present invention is an intersection exit direction at an outflow portion of the predetermined intersection where there are a plurality of lanes having common exit and exit directions at the predetermined intersection at the inflow portion of the predetermined intersection Changing the lane when passing along the specified intersection in a road section in which both the intersection entry direction at the inflow section of another intersection and the intersection entry direction are designated by road signs and/or road markings, respectively. A region that should pass at the predetermined intersection for the moving body that passes through both the lane contacting the outflow portion of the predetermined intersection and the lane contacting the inflow portion of the predetermined intersection that can pass without requiring A storage unit that stores information about planned passage lines within an intersection that is represented by a line shape,
And a control unit for guiding the moving body based on the information on the planned passage line in the intersection.

The information of the planned intersection intersection line is in contact with the inflow portion of the predetermined intersection for each of the predetermined intersections in which there are a plurality of lanes in contact with the outflow portion of the predetermined intersection having the same exit direction at the other intersection. It may be stored such that the different planned passages in the intersection originating from one lane are provided in accordance with different lanes contacting the outflow portion of the predetermined intersection.

The information on the planned passage line in the intersection is for the moving body that runs so as to connect the lane contacting the outflow part and the lane contacting the inflow part of the predetermined intersection that does not conform to the exit direction specified at the other intersection. Information in which a passable area at the predetermined intersection is represented by a linear shape may also be stored in the storage unit by including it as a planned passage line at an intersection having a poor recommendation degree.

In the inflow section of the predetermined intersection, the control unit, for an intersection in which there are a plurality of lanes having a common entry/exit direction at the predetermined intersection, an exit direction at another intersection that passes after exiting the predetermined intersection. In consideration of the above, it is determined which one of the plurality of lanes in contact with the inflow portion of the predetermined intersection is suitable for traveling along the route of the moving body, and the area to be passed within the intersection of the intersection. May be specified by the planned traffic line in the intersection that is represented by a line shape.

It is a schematic diagram which shows the structure of a driving assistance system. It is a schematic diagram which shows the content of map data. It is one application example of information of a lane section. It is one application example of the information of the planned passage line in the intersection. It is an example of application of information about planned lane lines within a lane section/intersection. It is a flow chart which illustrates a lane section and a planned passage line selection procedure in an intersection. It is a flow chart which illustrates a lane section and a planned passage line selection procedure in an intersection. It is an example of application of information about planned lane lines within a lane section/intersection. It is an example of application of information about planned lane lines within a lane section/intersection. It is a flow chart which illustrates a lane section and a planned passage line selection procedure in an intersection. It is one application example of the information on the planned lane section/intersection traffic line. It is a flow chart which illustrates a lane section and a planned passage line selection procedure in an intersection. It is one application example of the information on the planned lane section/intersection traffic line. It is a flow chart which illustrates a lane section and a planned passage line selection procedure in an intersection. It is an example of application of information about planned lane lines within a lane section/intersection. It is an example of a road to which information about planned lane lines within a lane section/intersection is applied.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same elements or elements having the same function will be denoted by the same reference symbols, without redundant description.

A. First embodiment:
A1. System configuration:
The driving support system 10 illustrated in FIG. 1 is a system that executes driving support and/or automatic driving of the moving body 50 as an example of driving support of the moving body 50 (for example, an automobile). The driving support system 10 includes a control unit 60 mounted on the moving body 50 and a server 20 connected to the driving support device 100 via the network line NW.

For example, the server 200 has a storage unit 30. The storage unit 30 stores a map database 32 for driving support. As shown in FIG. 2, the map database 32 includes logical network information 322 and lane network information 324.

The server control unit of the server 20 uses, as the route search, data in a map database stored in a storage unit described later and data representing a road in a range (from the present position to the destination) of the moving body 50 in a network. Use it to determine the cost of driving on the road.

The logical network information 322 is information used for route search at the link level to the destination. The logical network information 322 is information composed of a plurality of nodes 231 associated with a predetermined point and a link 232 connecting the nodes 231 to each other, and the route indicated by the series of nodes 231 and links 232 is the road 3 It corresponds to. In the following description, a route at the logical network level (route shown by a series of nodes 231 and links 232) is called a “logical route”. The lane network information 240 is information obtained by subdividing a logical route into lane levels of roads, and includes road lane data. For example, the lane network information 240 includes, as lane data, data on a plurality of lane sections (hereinafter, referred to as “lane section data 250”) that are continuous along each lane 31, 32, 33, and 34 and each lane section data 250. Lane attribute information 260 (not shown). The lane network information 240 is associated with the logical network information 230.

As illustrated in FIG. 3, the lane section data 250 includes information related to the lane ID, the coordinate point sequence, the entry side lane ID, the exit side lane ID, the lane length, the curvature, and the like. The information related to the lane ID is an ID unique to the lane section. The information on the coordinate point sequence is a data sequence in which coordinate data of points forming a lane section are arranged in order, and indicates a line along the lane. The information on the approach side lane ID is the ID of another lane section that is continuous with the starting point of the lane section. The information on the exit side lane ID is the ID of another lane section that is continuous with the end point of the lane section. The information on the lane length is the length from the start point to the end point of the lane section. The information on the curvature is information on the amount of the curve of the road in units of individual lane sections. The information on the curvature is given for each required lane section.

As illustrated in FIG. 4, in the present embodiment, the planned intersection line data 251 has the same data structure as the lane section data 250. The lane section data 250 and the scheduled traffic line data 251 within the intersection constitute the lane network information 240. (Hereinafter, the set of the lane section data 250 applicable to individual intersections and the planned intra-intersection traffic line data 251 may be referred to as “intersection data set 300.”) The lane section data 250 and the planned intra-intersection traffic line The data 251 may have cost information (not shown) as attribute information.

FIG. 5 is an intersection having two lanes in which at least one of the intersection inflow portions is marked with a road marking indicating the direction of right turn as a traffic section according to the traveling direction, and lane section data and the intersection applied to the intersection. It is a schematic diagram which illustrates the scheduled internal line data 251. The intersection 5 illustrated in FIG. 5 is provided at the intersection of the four road sections 310, 320, 330, 340.

Each of the road sections 310, 320, 330, and 340 shown in FIG. 5 includes a lane for entering the intersection 5 as an intersection inflow portion and a lane for exiting from the intersection 5 as an intersection outflow portion. Regarding the road section 310, the lanes 311 to 314 are lanes at the intersection inflow portion, and the lane on the opposite side of the lane 314 across the center line is the lane at the intersection outflow portion of the intersection 5, but the lane divisions are Not shown in FIG.

At the intersection 5, at the intersection inflow portion in the road section 310, the traffic division according to the traveling direction is as follows. That is, at the intersection inflow portion of the intersection 5, in the road section 310, the leftmost lane 311, the second lane 312 from the left, the second lane 313 from the right, and the rightmost lane. There are four lanes, 314. Among these, regarding the lane 311, the traveling direction at the intersection 5 is left turn and straight ahead as a traffic division designation according to the road traffic regulations applied to vehicles passing through the lane. As for the lane 312, the traveling direction at the intersection 5 is only straight ahead. Looking at the lanes 313 and 314, the traveling direction at the intersection 5 is only right turn.

Regarding the road section 340, there are three lanes, namely, a lane 341 located on the leftmost side, a lane 342 located in the middle (second from the left) and a lane 343 located on the rightmost side at the intersection outflow portion of the intersection 5. Then, at the intersection inflow portion of another intersection (hereinafter referred to as “intersection 6” for convenience) where the road section 340 contacts on the side opposite to the intersection 5, regarding each lane when viewed from the traveling direction passing through the intersection 5. The following are the traffic categories according to the direction of travel. That is, regarding the lane 341, the traveling direction at the intersection 6 is only left turn. As for the lane 342, the traveling direction at the intersection 6 is only straight ahead. As for the lane 343, the traveling direction at the intersection 6 is only right turn.

A vehicle that travels through the intersection 5 so as to connect any one of the plurality of lanes included in the road section 310 that contacts the intersection 5 and one of the plurality of lanes included in the road section 340 that contacts the intersection 5 described above. In the same manner as the lane section data for the road section 310 and the road section 340, a lane section is horizontally divided into areas that will pass through in an intersection area such as the intersection 5 (hereinafter referred to as “intersection running area”). If the data structure is the same as the lane data representing the converted lanes and is represented by a curved or straight line shape, processing related to driving modes such as steering/acceleration/deceleration control when the vehicle passes through an intersection such as the intersection 5 is performed. -Since the lane connection relationship between different road sections before and after the intersection is represented as a line shape-Since it can be performed in the same way as the processing using lane data, the processing capacity can be improved while reducing the storage capacity in the storage unit. Can be realized.

The intersection data set 300 applicable to the traffic environment as shown in FIG. 5 is, as an example, a lane section data 250 for each road section and data on the traveling area in the intersection, which is one road section across the intersection. It includes planned intra-intersection traffic line data 251 that crosses the same intersection as any of the lanes at the intersection inflow portion and connects to any of the lanes at the intersection outflow portion in the other road section. Explaining in detail using the example of FIG. 5, the lane section data 250 represents data representing the lanes 311, 312, 313, 314 in the road section 310 and the lanes 341, 342, 343 in the road section 340, respectively. Data including the data, which represents the planned internal traffic line 251 connecting the lane 313 and the lane 341, and the planned internal traffic line 002 connecting the lane 314 and the lane 342. The data includes data representing the planned passage line 003 within the intersection connecting the lane 314 and the lane 343.

Here, in the traffic environment as shown in FIG. 5, in the intersection area of the intersection 5, the planned intra-intersection traffic lines 001, 002, 003 are the lanes 313 and 341, respectively. Since the vehicle 314 and the lane 342 are arranged so as to connect the lane 314 and the lane 343, the following effects can be obtained.

For the lane 341 that belongs to the road section 340 and is located on the leftmost side of the intersection outflow portion of the intersection 5, the traveling direction at the intersection 6 is only left turn. This is because the lane 341 is provided with road markings indicating the traveling direction of the left turn as shown in FIG. As will be described later in detail, for a vehicle planning to turn left at the intersection 6, the lane 341 should be selected in the road section 340. Then, for a vehicle scheduled to travel in the road section 340 without changing lanes, it is desirable that the intersection 5 travels so as to reach the lane 341 which is in contact with the intersection outflow portion of the intersection 5 when the intersection 5 exits. .. For this reason, it is necessary to select the lane 313 as the lane of the road section 310 that is in contact with the intersection inflow portion of the intersection 5.

In FIG. 5, as described above, in the vicinity of the intersection 5, a vehicle scheduled to travel on the lane 341 at the intersection outflow portion of the road section 340 and to travel on the lane 313 at the intersection inflow portion of the road section 310, A planned travel line 001 within the intersection, which is a traveling area within the intersection when the vehicle travels through the intersection 5 so as to connect the lane 341 and the lane 313, is represented by a solid line.

Similarly, in FIG. 5, in the intersection area of the intersection 5, a planned intra-intersection traffic line 002 and a planned intra-intersection traffic path 003 are represented by solid lines. The planned traffic line 002 within the intersection is such that a vehicle scheduled to travel on the lane 342 at the intersection outflow portion of the intersection 5 and a vehicle scheduled to travel on the lane 314 at the intersection inflow portion of the intersection 5 connects the lane 342 and the lane 314. The traveling area in the intersection when passing through the intersection 5 is represented by a line shape. The planned traffic line 003 within the intersection is such that a vehicle scheduled to travel on the lane 343 at the intersection outflow portion of the intersection 5 and a vehicle scheduled to travel on the lane 314 at the intersection inflow portion of the intersection 5 connects the lane 343 and the lane 314. The traveling area in the intersection when passing through the intersection 5 is represented by a line shape.

Here, regarding the road section 340 and the road section 310, at the intersection inflow portion of the intersection 5, only the planned passage 001 within the intersection is set to be connected to the lane 313, and the planned passage 002 within the intersection and the planned passage inside the intersection. The reason why the line 003 is set to connect to the lane 314 will be described with respect to the planned intra-intersection traffic line 001 and then with respect to the planned intra-intersection traffic line 002,003.

The road section 340 is a road section that is in contact with the intersection 5 and the intersection 6 (see FIG. 16) at the ends of the sections. Among the plurality of lanes 341, 342, and 343 in this road section 340, it is the lane 341 in which the traveling direction is restricted to only turn left when entering or leaving the intersection 6. For the lane 342, the direction of travel is restricted to go straight when the exit of the intersection 6 occurs, and for the lane 343, the direction of travel is restricted to turn right when the exit of the intersection 6 occurs. For this reason, it is essential for a vehicle planning a route that makes a left turn as the entry/exit direction at the intersection 6 to pass through the lane 341 at the inflow portion of the intersection 6. Then, at the stage of the route design as the passage mode of the intersection 5, if the route design that suppresses the lane change which is not urgently required in the road section 340 is realized, congestion is reduced by smoothing the traffic flow, and the environmental load is reduced. Effects such as reduction are expected. For this reason, it is necessary to obtain a traffic pattern of the intersection 5 that meets the request for lane change suppression in the road section 340 after exiting the intersection 5. On the other hand, regarding the traffic patterns in the area inside the intersection 5 of the intersection 5, it is necessary to meet the demand for realizing an efficient and safe traffic pattern for the individual vehicle in a form adapted to the intersection structure of the intersection 5.

Then, among the plurality of lanes provided in a specific road section, such as the intersection 5 shown in FIG. 5, which have the same approach direction to the intersection at the intersection inflow portion, the lane in which the traveling direction at the intersection is a right turn is illustrated. At least two intersections such as the lane 313 and the lane 314 in FIG. 5, in the road section after exiting the intersection, turn left at the next intersection in the traveling direction (intersection 6, see FIG. 16, the same applies below). The planned passage line 001 within the intersection is set in such a manner as to connect the lane 341 as a lane suitable for entering and leaving the road and the lane 313 at the intersection inflow portion.

This is to select the lane 341 as the lane to be reached when exiting the intersection 5 in order to request the lane change suppression from the viewpoint of smoothing the traffic flow in the road section after exiting the intersection such as the intersection 5, as described above. Based on the premise that a route design at the lane level of the outflow portion of the intersection will be performed, steering/acceleration/deceleration control will be performed in the relative comparison between the lane 313 and the lane 314 when passing through the area within the intersection itself of the intersection 5. Although the route design is performed by selecting the lane 313 as the lane of the intersection inflow part, it is possible to meet the demand for realizing an efficient and safe mode of traffic in the area within the intersection. This is because the planned intra-intersection traffic line 001 is inevitably determined as the planned intra-intersection traffic line that connects the lane 313 and the lane 341 respectively selected by such route design.

Here, it is realized by selecting a request for lane change suppression from the viewpoint of smoothing traffic flow in a road section after exiting an intersection such as the intersection 5 as a connecting lane at the outflow portion of the intersection 5 of the lane 341. In the case of setting a planned passage line in the intersection, which does not allow either or both of the above and the selection of the lane of the intersection inflow portion where steering/acceleration/deceleration is easy for individual vehicles as the traffic pattern of the intersection 5. In contrast to this, the validity of the determination of the planned passage line 001 in the intersection in the above route design is demonstrated.

In FIG. 5, in addition to the planned intra-intersection traffic lines 001, 002 and 003, broken lines 004, 005 and 006 are drawn to represent possible intra-intersection travel areas in a linear shape. Of these, first of all, regarding 004 and 005, for a vehicle planning to turn right at intersection 5 and enter/exit through intersection entry/exit road section 340, turn left at intersection 6 when entering/exiting intersection 5 The lanes 342 and 343 are selected as the lanes to pass through. If any of these lanes 342 and 343 is selected when exiting the intersection 5, in order to enter or exit the intersection 6 by turning left, it is necessary to change the lane to reach the lane 341 in the road section 340.

When the planned intra-intersection traffic line 004 is selected, at the intersection inflow portion of the cross-road 5, the traffic enters from the lane 313 to the cross-road 5, so at this stage, even if there is no difference with the intra-intersection traffic line 001, At the intersection outflow portion, the vehicle will be in the lane 342. Therefore, when entering or leaving the intersection 6 by turning left, it is necessary to change the lane to the lane 341 in the road section 340. Here, it is obvious that the selection of the planned intra-intersection traffic line 004 is unreasonable as a route design when compared with the intra-intersection traffic line 001. Further, when comparing the lane 341, the lane 342, and the lane 343, the regulation regarding the traveling direction is only left turn, only straight travel, and only right turn for each lane, so that the traffic on the lane 341 in the road section 340 is smooth. In order to secure the traffic flow, it is necessary to avoid preparing the planned intra-intersection traffic line 004 as a planned intra-intersection traffic line that coexists with the intra-intersection scheduled traffic line 001.

When the planned intra-intersection traffic line 005 at the intersection 5 is selected, it is necessary to change the lanes for two lanes in the road section 340, and accordingly, the traffic flow in the road section 340 is obstructed. Even if it is assumed that a vehicle passing through the lane 314 at a point before the intersection inflow portion of the intersection 5 starts the route design in the road section 310, one step from the lane 314 to the lane 313 in the road section 310. If you change the lane only, you will pass through the lane 313 at the intersection inflow portion of the intersection 5, and from the lane 313 to the lane 341 through the planned in-intersection traffic line 001, turn right at the intersection 5 and turn left at the intersection 6. Compared with the case of selecting the most reasonable lane above, in the road section 340, the lane change from the lane 343 to the lane 342 and from the lane 342 to the lane 341 is performed in two stages, so that it is necessary for the individual vehicle. The passage form of the road sections 310 and 340 is unreasonable. Further, from the viewpoint of the traffic flow near the intersection 5, the route design of the lane 314→the planned intersection lane 005→the lane 343 is selected, which induces the behavior of the vehicle that changes the lane in two steps in the road section 340. In comparison with the setting of the planned intra-intersection traffic line 005, it is sufficient to change the lane from the lane 314 to 313 only one step in the road section 310, and the route design of the lane 313 → the planned intra-intersection traffic line 001 → the lane 341 is selected. It is clear that the scheduled passage line 001 inside the intersection contributes to smooth traffic flow. In addition, for a vehicle that originally travels in the lane 313 in the road section 310, it is rational to design a route that sequentially passes through the lane 313, the planned intra-intersection traffic line 001, and then the lane 341, and smooth the traffic flow. It is clearer that it contributes to.

Next, the validity of the route design for the planned passage lines 002 and 003 within the intersection for sequentially entering and leaving the intersection 5 and the intersection 6 in a predetermined traveling direction will be demonstrated.

For vehicles that are planning to turn right at intersection 5 to enter and leave, and go straight through intersection 6 to reach the destination, as route design, among the lanes in road section 310 before entering intersection 5, lanes 313 and 314 are used. And are lane-level route candidates, and in the road section 340 after exiting the intersection 5, the lane 342 is a lane-level route candidate. In this lane 342, the traveling direction at the intersection designated by the road marking matches the traveling direction at each of the intersections 5 and 6 planned by the vehicle heading for the destination.

Then, here, the planned in-intersection traffic line 002, which represents the in-intersection running area in a linear shape, which flows into the in-intersection area from the lane 314 and travels so as to connect to the lane 342 at the intersection outflow section, This is an efficient and safe driving route for a vehicle that suppresses the lane change in the subsequent road section 340 and makes a right turn at the intersection 5 and goes straight at the intersection 6. According to the above-mentioned viewpoint, for a vehicle planning to make a right turn at the intersection 5 and make a right turn at the intersection 6 to enter/exit, an efficient and safe driving mode should be adopted as a right turn at the intersection 5. As a lane-level route that fulfills both demands for realizing lane change in the road section after exiting the intersection 5, the lane 314 is taken at the intersection inflow portion of the intersection 5 and is used as an intra-intersection running line. Will take 003 in FIG. 5 and take the lane 343 at the intersection outflow part of the intersection 5.

Returning to FIG. 1, the mobile body 50 includes a communication unit 52, an input unit 54, an output unit 56, a position acquisition unit 58, a control unit 60, and an operation control unit.

The input unit 54 is, for example, a keypad or the like, and acquires information input by the user. The output unit 56 is, for example, a liquid crystal monitor or the like, and outputs and displays information to the user. The input unit and the output unit may be integrated, as in a so-called touch panel.

The position acquisition unit 58 includes a receiver for signals from satellites related to a satellite positioning system such as GPS (Global Positioning System) and receives satellite signals. Along with this, an in-vehicle camera that acquires image information around the vehicle 2 may be provided. Further, a millimeter wave radar that acquires information on objects around the vehicle 2 may be provided.

The control unit 60 interlocks with an operation control unit 68, which will be described later, to perform driving assistance and/or automatic driving of the moving body 50. The driving support and/or the automatic driving is at least the position of the own vehicle before entering the intersection 5, the information regarding the approach/exit directions at the intersection 5, and the individual intersection data set 300, that is, the lane for each road section. This includes setting the planned intra-intersection traffic line that the mobile unit 50 should actually take based on the section data 250 and the intra-intersection scheduled travel line data 251. For example, the control unit 60 has a position specifying unit 62, a route setting unit 64, and a control information output unit 66 as a functional configuration (hereinafter, referred to as “functional module”).

The position specifying unit 62 specifies the current position of the moving body 50 based on the information acquired by the position acquisition unit 58. The route setting means 64 is based on the information about the destination set by the user using the input unit 54 and the information about the route obtained by the server control unit of the server 20 obtained via the vehicle communication unit 52. The actual route to be taken by the mobile unit 50 that matches the current position of 50 and the destination is set. The control information output unit 66 calculates information on steering/acceleration/deceleration required for the moving body 50 to travel according to the route set by the route setting unit 64, and provides it to the operation control unit 68.

The position specifying unit 62 further acquires map data of the planned traveling range of the mobile body 50 from the map database 32 of the server 20 via the communication unit 52. The map data of the planned travel range of the mobile unit 50 acquired here includes, for example, a part of the logical network information 322 and a part of the lane network information 240 stored in the storage unit 30 of the server 20. Then, map matching is performed based on the information about the current position of the mobile unit 50 and the map data.

The route setting means 64 is a lane-level route from the destination to the current position based on the lane information corresponding to the current position of the mobile unit 50 and the lane information closest to the destination of the mobile unit 50. To set. For example, the traveling lane setting unit 117 determines the lane to be taken at the outflow portion of the intersection 5 based on the entry/exit direction of the intersection 6 and obtains the information on the lane to be taken at the outflow portion of the intersection 5 and the inflow portion of the intersection 5. Based on the information on the power lane, the planned passage line within the intersection within the intersection area of the intersection 50, which is the nearest intersection of the moving body 50, is set.

The control information output unit 66 calculates, for example, information on steering/acceleration/deceleration to be taken for entering/leaving the nearest intersection set by the route setting unit 64, and provides the operation control unit 68 with the information.

Further, the control information output means 66, which will be described later, when it is necessary to change the lane before the latest intersection, the control information output means 66 is set by the route setting means 64 from the lane corresponding to the current position of the moving body 50. Information regarding steering/acceleration/deceleration for changing lanes to an appropriate lane is calculated at an intersection inflow portion of an intersection, and the operation control unit 68 is provided with the information.

Based on the information obtained from the control information output unit 66, the operation control unit 68 is not shown so as to cause the moving body 50 to travel along the specific route set by the route setting unit 64 which should be the lane level. It controls the accelerator actuator, brake actuator, and steering actuator.

The driving support system 10 described above is composed of one or more computers. The server 20 is composed of one or more computers. The driving support device 100 exchanges information between the mobile body 50 and the server 20 via the network line NW, and implements a driving support procedure as follows. It should be noted that the manner of holding the various data described above is an example, and for example, the map database 32 may be held on the side of the moving body 50, or a part thereof may be held on the side of the moving body 50. Part or all of the above-described route search and the like may be performed on the mobile body 50 side. You may implement|achieve as one driving assistance system including a route search.

A2. Driving assistance and/or automated driving procedures:
Next, as an example of the driving support method, a setting procedure of the planned driving lane executed by the driving support system 10 will be illustrated. FIG. 6 is a flowchart showing a procedure for setting a planned lane that the driving support system 10 executes until the moving body 50, which is scheduled to turn right into the intersection 5 and reaches the intersection 5, reaches the intersection inflow portion of the intersection 5. is there.

As shown in FIG. 6, the driving support system 10 first executes step S01. In step S01, the own vehicle position of the moving body 50 is specified by using the information acquired by the position acquiring unit 58 by the position specifying means 62, and the lane in which the moving body 50 is traveling is specified based on the specified own vehicle position. To do. In step S01, for example, the Dijkstra's algorithm is applied using the lane network information 240 without using the logical network information 230, and the intersection of interest (intersection 5 in the example of FIG. It is executed after the lane level route search up to the road section ahead in the traveling direction is completed by the same as the nearest intersection described later).

In step S02, the nearest intersection (nearest intersection) that should be noted on the way to the destination is obtained from the current position of the moving body 50, and the approach/exit direction at the nearest intersection (travel direction at the nearest intersection) is obtained. A planned intra-intersection traffic line that is selected as an optimal intra-intersection traffic line that meets the regulations and is selected as the optimum route in the lane level route search is selected as the selected intra-intersection traffic line. After such selection is made, the process proceeds to the next step S03.

In step S03, the route setting means 64 determines that the moving body 50 is currently the lane of the intersection inflow section (hereinafter, referred to as “inflow section arrival lane”) that is directly connected to the selected planned in-intersection traffic line obtained in step S02. It is determined whether or not there is an extended relationship with the lane in progress (that is, the former lane is the same as the latter lane, or the former lane is on an extension of the latter lane). When the lane reaching the inflow section and the lane in which the moving body 50 is currently traveling are not in a stretched relationship, it is necessary to change the lane before entering the nearest intersection in order to pass through the planned planned passage within the selected intersection. The determination is made (step S03: YES), and the process proceeds to step S04. When the lane reaching the inflow section and the lane in which the moving body 50 is currently traveling are extended, it is not necessary to change the lane before entering the nearest intersection in order to pass through the planned planned passage within the selected intersection ( Step S03: NO) is determined, and the process proceeds to Step S05 as the next step. The following processing procedure is executed as a processing procedure for guiding the moving body 50.

When it is determined in step S03 that the lane change is necessary before entering the nearest intersection (step S03: YES), the driving support system 10 next executes step S04. If it is determined that a lane change is necessary before entering the nearest intersection, for example, because an emergency vehicle is approaching on the road between the intersections, the moving body must change lanes to the adjacent lane. This is the case, for example, when the lane on the optimum route of the lane level obtained in advance is not being run even if the priority running of the emergency vehicle is realized. In step S04, the route setting means 64 sets a transition route from the lane currently in progress to another lane by the moving body 50 for lane change necessary for reaching the inflow lane before the intersection inflow lane. To do. In the example of FIG. 5, for example, since the planned traffic line in the selected intersection obtained in step S02 is 001 in FIG. 5, the lane reaching the inflow section is 313 in FIG. Is 314 in FIG. 5, the traveling lane setting unit 64 sets a transition route from the lane 314 to the lane 313 at a position before the intersection inflow portion of the road section 310. In this way, it becomes possible to travel along the optimum route after passing through the nearest intersection, triggered by the approach to the nearest intersection.

When it is determined in step S03 that the lane change is not necessary before entering the nearest intersection (step S03: NO), the driving support system 10 executes step S05 without executing step S04. That is, in step S05, the route setting means 64 selects a lane as the vehicle on which the moving body 50 is traveling in the current lane in which the moving body 50 is traveling or an extension of the current lane.

Through the steps so far, information on the transition route obtained in step S04 or the lane selected in step S05, information on the planned passage line in the selected intersection obtained in step S02, and the intersection outflow portion of the nearest intersection The lane information is obtained as the lane-level route as the most correct information along the traveling direction of the nearest intersection and the intersection ahead of it. For this reason, the control information output means 66 obtains the information necessary for performing operation control such as steering/acceleration/deceleration of the moving body from the route setting means 64 depending on the above, and provides the information to the operation control section. To process.

A3. Effects of this embodiment:
As described above, the driving support system 10 includes the lane network information 240 (consisting of the lane section data 250 and the intra-intersection scheduled travel line data 251) applicable to the intersection 5 as shown in FIG. Lane reaching the intersection inflow section based on information about the lane at the intersection inflow section of the intersection 5, information about expected passage lines in the intersection, lane information at the intersection outflow section, and information about the current position of the moving body 50 A route setting means 64 is provided for selecting and setting an expected passage line in the intersection and a lane at the intersection outflow portion in the intersection region as a lane level route.

According to this driving support system, an intersection having a structure in which a plurality of lanes in which the traveling direction for the right turn or the left turn at the intersection inflow portion is designated exists in the same direction at the intersection like the intersection 5 shown in FIG. After exiting, it is possible to design a route to smoothly reach the lane that matches the moving direction of the moving body at the intersection ahead, and smooth the traffic until the moving body reaches the destination. And safe passage at the intersection of mobiles can be realized. Therefore, it is effective for proper driving support at an intersection as shown in FIG.

A4. Modification 1 of the first embodiment
A modified example of the first embodiment will be described below with reference to FIG. This modification is obtained in advance when a route is searched from the destination at the lane level, and then a route that is partially different from the route searched during the movement is run, and in other cases. It can be used to design a lane-level route that can reach the rest of the searched lane-level optimal route from the current position of the vehicle, given information about the lane-level optimal route. ..

The execution timing and details of step S01 are as described above. Next, the driving support system 10 obtains the nearest intersection in step S02 in the same manner as in the above case. Then, one scheduled passage line within the intersection that satisfies the regulations regarding the approach/exit directions at the latest intersection (direction of travel at the latest intersection) is selected as the scheduled passage line within the candidate intersection. Here, when there are a plurality of planned passages within the intersection that satisfy the regulation regarding the traveling direction at the nearest intersection, one of them is provisionally selected as the planned planned passage within the intersection, and the process proceeds to the next step S03. To do.

In order to determine whether or not the planned passage line in the candidate intersection selected in step S02 is suitable for the route design of the moving body 50 when passing through the intersection 5 in FIG. 5, the driving support system 10 Execute step S03. In step S03, the route setting means 64 causes the intersection in the road section ahead of the target intersection in the traveling direction to be located ahead of the lane-nearest intersection in the traveling direction toward the destination (for example, in the example of the arrangement of the intersections in FIG. 16). , The intersection 6) when the nearest intersection is the intersection 5) is determined by using the route information obtained in advance before the execution of step S01, and the progress obtained based on the determination result. It is determined whether the lane satisfying the regulation regarding the direction and the lane at the outflow portion of the nearest intersection have a connection relationship that does not require lane change in the road section after leaving the nearest intersection. Here, when there is an extended relationship with the lane that should be taken at the intersection inflow section at the intersection located ahead of the nearest intersection in the traveling direction as seen from the lane at the intersection outflow section of the nearest intersection that passes through the planned planned passage in the candidate intersection. (That is, when the two lanes are the same or the latter lane exists on the extension line of the former lane), the planned passage within the candidate intersection has a connection relationship that does not require any lane change thereafter ( Step S03: YES) is determined. On the other hand, if it is not in the extended relationship, it is determined that the planned passage line in the candidate intersection has a connection relationship that requires a lane change ahead (step S03: NO). In addition, when it is determined that there is a connection relationship that requires a lane change after that, the running line in the candidate intersection connected to the lane of the intersection outflow portion at the nearest intersection is not suitable for the route design of the moving body 50. It will be.

In step S03, when it is determined that the planned passage line in the candidate intersection has a connection relationship requiring lane change in the road section after exiting the intersection (step S03: NO), the driving support system 10 returns to step S02. And select a planned passage line at a different candidate intersection. Here, by replacing the incoming lane reaching the inflow section with a different one, a planned passage line in the candidate intersection different from the specific planned passage line in the candidate intersection determined not to satisfy the determination in step S03 is selected. Then, the selection of the planned passage line in the candidate intersection is repeated until YES is obtained in step S03. Such processing can be executed by applying the Dijkstra algorithm using the lane network information 240 as an example.

In step S03, when it is determined that the planned passage in the candidate intersection does not have the connection relationship requiring the lane change in the road section after exiting the intersection (step S03: YES), the driving support system 10 schedules the passage in the candidate intersection. The line is treated as a planned traffic line within the intersection, and step S04 is executed. In step S04, the route setting means 64 determines that the lane of the intersection inflow section (incoming section arrival lane) directly connected to the selected planned passage in the intersection obtained in step S03 is the lane in which the moving body 50 is currently proceeding. It is determined whether or not there is a stretched relationship (that is, the former lane is the same as the latter lane, or the former lane is on an extension of the latter lane). When the lane reaching the inflow section and the lane in which the moving body 50 is currently traveling are not in a stretched relationship, it is necessary to change the lane before entering the nearest intersection in order to pass through the planned planned passage within the selected intersection. The determination is made (step S04: YES), and the process proceeds to step S05. When the lane reaching the inflow section and the lane in which the moving body 50 is currently traveling are extended, it is not necessary to change the lane before entering the nearest intersection in order to pass through the planned planned passage within the selected intersection ( Step S04: NO) is determined, and the process proceeds to Step S06 as the next step. The following processing procedure is executed as a processing procedure for guiding the moving body 50.

When it is determined in step S04 that the lane change is necessary before entering the nearest intersection (step S04: YES), the driving support system 10 next executes step S05. In step S05, the route setting means 64 sets a transition route from the lane currently in progress to the other lane by the moving body 50 for changing the lane necessary to reach the inflow arriving lane before the intersection inflow lane. To do. In the example of FIG. 5, for example, since the planned traffic line in the selected intersection obtained in step S03 is 001 in FIG. 5, the lane reaching the inflow section is 313 in FIG. Is 314 in FIG. 5, the traveling lane setting unit 64 sets a transition route from the lane 314 to the lane 313 at a position before the intersection inflow portion of the road section 310.

When it is determined in step S04 that the lane change is not necessary before entering the nearest intersection (step S04: NO), the driving assistance system 10 executes step S06 without executing step S05. That is, in step S06, the route setting means 64 selects a lane as the one on which the moving body 50 is traveling in the current lane in which the moving body 50 is traveling or an extension of the current lane.

Through the steps up to this point, information about the transition route obtained in step S05 or the lane selected in step S06, information about the planned passage line in the selected intersection obtained in step S03, and the intersection outflow portion of the nearest intersection The lane information is obtained as the lane-level route as the most correct information along the traveling direction of the nearest intersection and the intersection ahead of it. For this reason, the control information output means 66 obtains the information necessary for performing operation control such as steering/acceleration/deceleration of the moving body from the route setting means 64 depending on the above, and provides the information to the operation control section. To process.

A5. Modification 2 of the first embodiment:
FIG. 8 is an example of an intersection to which the intersection data set applicable in FIG. 5 can be similarly applied. At the intersection shown in FIG. 8, like the intersection shown in FIG. 5, there are two lanes that can make a right turn as the entry/exit direction of the intersection at the intersection inflow portion of the road section 310, and the intersection outflow portion seen from these two lanes is present. It is common in that there are three lanes. However, in FIG. 5, for each of the three lanes at the intersection outflow portion, the lane 341 is restricted to the left turn only, the lane 342 is restricted to the straight travel only, and the lane 343 is restricted to the right turn only in the traveling direction of the next intersection. However, FIG. 8 is different in that the lane 343 is restricted only to go straight in the traveling direction of the next intersection. Since the other points are the same as the intersection 5 in FIG. 5, the same symbols are used here as in FIG.

Even at an intersection such as that shown in FIG. 8, the moving body 50, which turns left at the next intersection and enters/exits, reaches the intersection inflow portion in the lane 313, and in the area inside the intersection, travels along the planned passage 001 in the intersection, Similarly, at the intersection outflow portion, reaching the lane 341 contributes to smooth traffic flow and efficiency and safety of operation of individual vehicles. As in the case of FIG. 5, it is reasonable to go through the planned in-intersection traffic line 002 to reach the in-intersection planned traffic line 342 from the lane 314. However, the selection of the lane that passes through the lane 314 in the road section 310 and travels in the lane 343 in the road section 340 through the planned passage 003 within the intersection is inevitably selected as compared with the case of FIG. Not a thing. This is because it is possible for an individual vehicle that is going to go straight at the next intersection, to select the lane that passes through the lane 314 and reaches the lane 342 via the planned in-intersection traffic line 002 as described above.

However, from the viewpoint of facilitating the flow of traffic, it is premised that the right lane 314 is taken as the intersection entry/exit direction in the road section 310, and the lane 342 different from the lane 342 is different from the lane 342 at the intersection outflow portion of the intersection. In order to reach the lane 343, it is desirable to prepare in advance the data on the planned passage line 003 within the intersection. In addition, having the data of the planned passage line 003 within the intersection in this way allows the intersection data set 300 to cover both the case of the intersection 5 and the case of the intersection shown in FIG. 8 as much as possible. It can be justified also because it is rational as a method of preparing data.

A6. Modification 3 of the first embodiment:
FIG. 9 is an example of an intersection to which the intersection data set applicable in FIG. 5 can be similarly applied. Similar to the intersection 5 of FIG. 5, the intersection 5 of FIG. 9 has two lanes in which a right turn can be taken as the entry/exit direction of the intersection at the intersection inflow portion of the road section 310, and the intersection seen from these two lanes It is common in that there are three lanes at the outflow part. However, at the intersection 5 in FIG. 5, for each of the three lanes at the intersection outflow portion, the lane 341 is restricted to the left turn only in the traveling direction of the next intersection, the lane 342 is restricted to the straight travel only, and the lane 343 is the right turn only. Whereas the restriction is applied, FIG. 9 is different in that both the lane 341 and the lane 342 are restricted so that the traveling direction at the next intersection is only a left turn, and the lane 343 is restricted only to go straight in the traveling direction at the next intersection. . Further, for the reason described below, the planned intra-intersection traffic line connecting the lane 342 in the road section 340 and the lane 313 in the road section 310 is indicated by a solid line as the intra-intersection scheduled traffic line 002, and accordingly, the lane 342 and the lane 314. The line shape connecting (and unlike FIG. 5 and FIG. 8) is shown as a broken line 004. Since the other points are the same as the intersection 5 in FIG. 5, the same symbols are used here as in FIG.

As described above, the intersection data set 300 applied to the intersection 5 in FIG. 5 and the intersection 5 in FIG. 8 has the planned intra-intersection traffic line data 001 to 003. The contents are the same, including the connection with the lane of the road section 340, but in the case of FIG. 9, as the planned intra-intersection traffic line data 251 forming the intersection data set 300. , Data indicating the planned passage line 001 in the intersection connecting the lane 313 and the lane 341, data representing the planned passage line 002 in the intersection connecting the lane 313 and the lane 342, inside the intersection connecting the lane 314 and the lane 343 The contents include data representing the planned passage line 003. Here, the reason why the data representing the planned intra-intersection traffic line 002 that connects the lane 313 and the lane 342 is required as the intra-intersection planned traffic line data 251 and the application method thereof will be described.

The road section when entering the intersection 5 from the road section 310 and exiting the intersection 5 is roughly classified into two lanes that turn left, that is, lanes, in relation to the restriction on the traveling direction at the intersection ahead of the vehicle traveling direction. 341 and a lane 342 and a lane that goes straight, that is, a lane 343. Then, it is sufficient that two planned traffic lines within the intersection for connecting the road section 310 and the road section 340 in lane units are the planned planned traffic line 001 and the planned planned traffic line 003 in FIG. Also seems to. However, the reason for preparing the in-intersection scheduled travel line 002 for the intersection 5 in FIG. 9 is not the two planned in-intersection scheduled travel lines.

If it is assumed that only the planned passage line 001 within the intersection and the planned passage line 003 within the intersection are connected to the road section 310 and the road section 340 at the intersection 5 of FIG. Regardless of the vehicle planning to proceed in a straight direction, for a vehicle attempting to enter or exit at the next intersection by turning left, the lane 341 is the only lane to reach at the exit of the intersection 5 in the road section 340. Since the vehicle has been selected, all the vehicles that are scheduled to turn left at the next intersection to enter or leave will travel in the lane 341. On the other hand, in order to avoid the concentration of vehicles on the lane 341 and to ensure a smooth flow of traffic, the lane 342 in the road section 340 is the same as the planned intra-intersection passage line 001, and the right section of the road section 310 is dedicated to the right turn. It is necessary to be able to run at the intersection outflow portion of the intersection 5 from the lane through the planned passage within the intersection. In this way, a planned intra-intersection traffic line 002 is prepared in advance as a planned intra-intersection traffic line connecting the right-turn-only lane of the road section 310 and the lane 342 of the road section 340. By using the intersection data set 300 in which the scheduled passage line 002 within the intersection is maintained in this way, it is planned that among the vehicles that enter or leave the intersection 5 by turning right, the intersection ahead of that will enter or leave by turning left. It becomes possible for the vehicle to take a traffic mode that does not obstruct the flow of traffic in the road section 340.

B. Second embodiment:
B1. System configuration:
The system configuration of this embodiment is the same as the system configuration of the first embodiment. Therefore, it is applicable to both the intersections shown in FIG. 5 and the intersections shown in FIGS. 8 and 9.

B2. Driving assistance and/or automated driving procedures:
As shown in FIG. 10, the present embodiment differs from the first embodiment in the processing procedure. Therefore, a processing procedure using the intersection data set 300 applicable to the intersection shown in FIG. 5 will be described below.

As a premise that the flow shown in FIG. 10 is executed, the route search means 26 of the server 20 uses the logical network information 322 stored in the storage unit to set the logical network level from the origin to the destination. It is assumed that the route search has been executed.

The driving support system 10 starts the following processing on the way of the route searched at the logical network level and before reaching the intersection of interest.
After starting the process, first, through step S01 of identifying the current position of the moving body 50 and the lane in which the moving body 50 is traveling, the procedure is the same as that of the first embodiment up to the point of selecting the planned passage line in the candidate intersection. is there. Moreover, the processing content of step S02 is the same as that of the modification 1 of 1st Embodiment.

In step S03, the route search result at the presumed logical network level, specifically, the route search result, is planned when the vehicle passes through the specified planned passage in the intersection, which is the planned planned passage in the intersection in step S02. A determination is made as to whether or not it matches or contradicts the traveling direction of straight/right/left turn at the next intersection as a result of the combination of the link and the node. This determination will be described in detail using the example of the intersection in FIG.

Now, as a result of the route search at the logical network level, for the mobile unit 50 that is planning to enter the intersection 5 from the road section 310 and reach the road section 340, turn right at the intersection 5 to enter and exit, and then to the road section 340. It is assumed that the optimum route is to reach the destination by crossing another road section by turning left at the intersection ahead of the road section 340 to enter and exit. When such a link and a route at the node level are given, it is assumed that the planned intra-intersection traffic line 003 is selected as the planned intra-traffic traffic line in step S02. However, if this planned intra-intersection traffic line is adopted, the lane arriving at the intersection outflow part of the intersection 5 is the lane 343, and if the vehicle continues to run in the lane 343, right turn restrictions will be applied at the intersections ahead. Therefore, the vehicle will turn right at the intersection ahead of it and enter or exit, which is inconsistent with the result of the route search obtained at the logical network level. In other words, as long as the vehicle stays in the lane 343, it turns right and exits at the next intersection, which necessitates a route change to the original route planned to turn left at the next intersection. Therefore, it is determined that NO is determined as the determination in step S03 of whether or not the planned intra-intersection traffic line 003 is the planned planned intra-intersection traffic line without changing the route. Therefore, the process returns to step S02 and another intersection is planned. Starting from setting the planned internal traffic line as the planned internal traffic line at the candidate intersection, the procedure will be repeated.

Now, if the intra-intersection scheduled transit line 001 is selected as the intra-intersection scheduled transit line in FIG. 5 in step S02, since it matches with the route search result at the logical network level in step S03, Since it is not necessary to change the route regarding the progress of the next intersection, the route does not need to be changed (step S03: YES), and the process proceeds to the next step S04.

In step S04, it is determined whether or not the planned planned passage line in the candidate intersection selected in step S02 and affirmatively determined in step S03 is suitable for the route design of the moving body 50. Specifically, in step S04, the route setting means 64 reads the information about the lane in the road section ahead of the target intersection in the traveling direction from the intersection data set 300, of which the target intersection, that is, the nearest intersection to the destination. After exiting the nearest intersection, the lane that determines the direction of travel at an intersection that is located ahead of the direction of travel and the lane that meets the restrictions on the direction of travel obtained from the result of the judgment and the lane at the outflow point of the nearest intersection It is determined whether or not the road section has a connection relationship that does not require lane change. Here, similar to the first modification of the first embodiment, the intersection inflow portion at the intersection located ahead of the latest intersection in the traveling direction should be taken as seen from the lane at the intersection outflow portion of the latest intersection passing through the planned passage line in the candidate intersection. If the lane is in an extended relationship (that is, the two lanes are the same or the latter lane exists on an extension of the former lane), the planned lane within the candidate intersection is changed after that. Is determined to be a connection relationship that does not require (step S04: YES). On the other hand, when it is not in the extended relationship, it is determined that the planned passage line in the candidate intersection has a connection relationship that requires a lane change ahead (step S04: NO).

If the determination in step S04 is NO, the process returns to step S02, and another scheduled passage line in the intersection is set as the planned scheduled passage line in the candidate intersection, and the process is restarted. On the other hand, if the determination is YES in step S04, the process proceeds to step S05 as the next step. Since step S05 and subsequent steps have the same contents as the procedure of step S03 and subsequent steps of the first embodiment (step S04 and subsequent steps in Modification 1 of the first embodiment), description thereof will be omitted.

C. Third embodiment:
C1. System configuration:
The system configuration of this embodiment is the same as the system configuration of the first embodiment, except for the intersection data set 300 described in detail below. Therefore, it is applicable to both the intersections shown in FIG. 5 and the intersections shown in FIGS. 8 and 9.

FIG. 11 is a schematic view of an intersection data set 300 different from that of the first embodiment, and also illustrates an intersection traffic environment to which the intersection data set 300 is applicable.

The intersection data set 300 of the present embodiment includes road section data 250 and scheduled intra-intersection scheduled line data 251 for the intersection 8 in which the road sections 710 and 720 intersect with the road sections 730 and 740. In the case of FIG. 11, the road section data 250 has the same contents as in the case of FIG. 5 in the first embodiment. However, with regard to the planned intra-intersection traffic line data 251, in the first embodiment, what is indicated by a broken line instead of a solid line is not utilized as the planned intra-intersection traffic line data. It is possible to use it in the driving support system 10 after the data related to the planned passage within the intersection indicated by the dashed line is set to have a lower recommended degree of use than the data related to the planned passage within the intersection indicated by It is characterized by being set. Here, the planned passage line in the intersection indicated by broken lines, that is, the data representing the planned passage lines in the intersection 040, 050, 060 are the planned passage lines in the intersection indicated by 010, 020. It is defined in the lane attribute information 260 (not shown) that the recommended degree of use is lower than the data of 030. The method of definition here may be an appropriate method such as inputting a numerical value that allows relative comparison.

Here, for example, the following can be given as the meanings of preparing the planned intersection traffic line data that is less recommended for use and making it available in the driving support system 10. That is, as shown in FIG. 11, when an obstacle object (including another moving object) is present in front of the moving object 50, the moving object is decided to take a route to avoid the obstacle object. For 50, the way of entering and exiting the intersection is the best way to drive in the intersection area from the viewpoint of optimal lane level route design by passing through the planned running line in the intersection where the degree of recommendation is low. However, it may be possible to take an optimal lane level route after passing through the intersection area.

C2. Driving assistance and/or automated driving procedures:
Next, the intra-intersection traffic route representing the intra-intersection scheduled traffic line 040.050.060, which is said to be inferior to the above-mentioned recommended degree of use to the intra-intersection scheduled traffic line 010.020.030 A process performed by the driving support system 10 by applying the intersection data set 300 including schedule line data will be described.

As a premise, in the case of the present embodiment, it is detected that an on-road obstacle exists on the road in front of the moving body 50 by inter-vehicle communication or a sensor group installed in the moving body 50 (not shown). The listed process starts. First, also in the present embodiment, in step S10, the current position of the moving body 50 and the lane in which the moving body 50 is traveling are specified. The processing content of step S10 is the same as the processing content of step S01 of the first and second embodiments. In the example of FIG. 11, the moving body 50 (the second vehicle from the top in FIG. 11) is traveling in the road section 710, and it is planned to turn right at the intersection 8 to enter or leave. Then, as shown in FIG. 11, another vehicle diagonally illustrated is present in front of the moving body 50 in the traveling direction so as to prevent the moving body 50 from traveling straight. The other vehicle has stopped traveling for some reason and is a road obstacle when viewed from the moving body 50.

Then, the processing procedure in step S20 is illustrated. As shown in FIG. 11, a road obstacle exists ahead of the lane 713 in the traveling direction as viewed from the moving body 50. Here, the route setting means 64 sets the planned in-intersection traffic line 010 directly connected to the lane 713 at the intersection inflow portion of the intersection 8 as a planned intra-intersection traffic line (step S20). Here, it is assumed that the mobile unit 50 plans to enter/exit the intersection 8 in FIG. 11 by turning right and enter/exit by turning left at the next intersection.

Next, in step S30, the route setting means 64 refers to the logical network data 230 of the road section after exiting the nearest intersection, that is, the road section 740 in the example of FIG. Specifically, it refers to how the link length of the road section 740 is described on the logical network. When the link length is a value equal to or longer than the predetermined length (step S03: YES), it is not the planned crossing line 010 within the crossing which is the planned crossing line within the crossing that is set to be impossible in the preceding step S20. The process proceeds to step S50 using the data related to the scheduled passage line in the intersection, which is highly recommended for use. The conditions used for the determination in step S30 include not only the link length of the road section but also whether or not the road section has a lane paint that prohibits lane change between lanes. Can be mentioned.

On the other hand, when the determination is NO in step S30, the process proceeds to step S040. This is because the road section that reaches the inflow section of the nearest intersection through the planned passage line in the intersection and connects to it has a sufficient link length like the road section 740 of FIG. If the distance between the intersection and the link is less than a predetermined value, changing the lane in such a short road section will hinder the flow of traffic and prevent the moving body 50 from moving to another vehicle. It can be said that this is an algorithmic process based on the value judgment that it should be suppressed, because it may cause a situation in which the driver may be forced to drive in between. That is, unlike the cases of the first and second embodiments, from the viewpoint of suppressing difficult lane changes on a short road section (road section 740 of FIG. 11), the first embodiment of the traffic pattern of the intersection 8 will be described. The second embodiment is less recommended as a planned passage line within the intersection in the area of the intersection 8 because it gives up the pursuit of conformity to the requirements for safety and efficiency of individual vehicles. In the present embodiment, the maximum priority is given to the compatibility with the request to reach the lane that does not cause a lane change in the next road section by passing through the intersection 5 also using the planned traffic lines within the intersection. This is the basic viewpoint in the algorithm. From this point of view, in step S40, the route setting means 64, unlike the first and second embodiments, will also be described later with respect to the scheduled passage line in the intersection where the recommended degree of use is set to be relatively low. It is designed so that it can be used for processing after being read from the map database so that it can be selected as a planned passage line in a candidate intersection.

Then, in step S50-including the planned intra-intersection traffic line that was set to have a low recommendation degree in step S040-any of the planned intra-intersection traffic lines of the nearest intersection other than those set as unusable in step S20 Select one and use it as the planned traffic line at the candidate intersection.

Next, in step S60, the moving object 50 travels through the intersection 8 using the planned traffic line in the candidate intersection to reach the lane at the intersection outflow portion, and the intersection ahead of the road section including the lane at the intersection outflow portion. Based on the information on the regulations relating to the entry/exit directions, it is determined whether or not the lane at the intersection outflow portion of the nearest intersection connected from the planned traffic line in the candidate intersection requires a lane change in the traveling direction ahead. Since the determination here is the same as the determination method of step S03 of the first embodiment or the determination method of step S04 of the second embodiment, the description thereof will be omitted. The determination in step S60 does not require lane change. That is, if the determination is YES, the process proceeds to the next step S070, but if the determination in step S60 requires lane change, that is, if the determination is NO, the process returns to the previous step S50 to select a different planned passage line in the intersection. You will have to start over from the place you select as the planned passage line at the intersection.

If the determination in step S60 is YES, the determination process in step S70 is performed, but the process here is the same as step S03 in the first embodiment and step S05 in the second embodiment. The processing after step S70 is also the same as the processing after step S04 of the first embodiment. However, the outline thereof will be described below based on the examples of FIGS. 11 and 13.

In the example of FIG. 11, the moving body 50 is located on the lane 713 following the vehicle that is diagonally stopped and is an obstacle on the road. Here, it is assumed that the road section 740 is a road section in which the link length is equal to or shorter than a predetermined length, or lane paint that prohibits lane change between lanes is laid. In this case, in the processing up to step S60, as a result of making the intra-intersection scheduled travel line 010 unusable, a lane that does not require lane change in the road section after exiting the intersection 8 reaches the intersection outflow portion of the intersection 8. Therefore, it is possible to use the data related to the scheduled traffic line in the intersection with a low recommended degree of use, and as a result of being processed as the scheduled traffic line in the candidate intersection, the lane 714 in the road section 710 is set as the lane at the intersection inflow portion of the intersection 8. Further, the arrival lane at the intersection outflow portion of the intersection 8 is set as the lane 741, and the planned intra-intersection traffic line 060 is set as the selected planned intra-intersection traffic line as the intra-intersection scheduled traffic line connecting these lanes. However, the lane 714 connected to the planned traffic line 060 within the selected intersection is not the same as the lane in which the mobile body 50 is currently traveling, nor is it a lane that is an extension of the lane. Therefore, in such a case, it is determined by the determination in step S70 shown in the flowchart of FIG. 12 that the lane needs to be changed before entering the nearest intersection (step S70: YES), and the processing in step S80, That is, a guidance process for changing the lane from the lane 713 in which the moving body 50 is traveling to the lane 714 is performed at a point before the intersection inflow portion of the intersection 8 which is the nearest intersection.

On the other hand, in the example of FIG. 13, it is common that there is a road obstacle ahead of the moving body 50 in the traveling direction and the road obstacle is above the lane 713, but in the case of FIG. The moving body 50 is moving in the lane 714. In this case, if the flow shown in FIG. 12 is applied, the processing common to the example of FIG. 11 is performed until step S60, but it is determined whether or not a lane change is required before entering the nearest intersection. Since the determination is NO in step S70, the process proceeds to step S90 without performing guidance for the process of changing lanes in step S80, and the lane 714 in which the vehicle is currently running is driven as it is. 8 reaches the intersection inflow portion, passes through the in-intersection scheduled passage line 060, and reaches the lane 741 at the intersection 8 outflow portion. Then, in step S100, the process of continuously traveling on the lane 741 in the road section 740 is performed.

C3. Effects of this embodiment:
In the present embodiment, the data of the scheduled passage line in the intersection with a low recommended degree of use is processed as the planned passage line in the candidate intersection in the passage of the latest intersection, so that the individual vehicles can pass safely and efficiently at the latest intersection. It becomes possible to control the individual vehicle with emphasis on realizing smooth traffic flow in the road section ahead of the nearest intersection rather than realizing the aspect. Further, in the present embodiment, as shown in FIGS. 11 and 13, in response to a sudden event that a road obstacle exists in front of the route of the moving body, the nearest intersection which should be selected as the originally best method is selected. When it becomes impossible to use the scheduled traffic line in the intersection as a passage mode, it is possible to realize the traffic using the scheduled traffic line in the intersection as the next best measure.

D. Fourth Embodiment:
D1. System configuration:
The system configuration of this embodiment is the same as the system configuration of the third embodiment. Therefore, it is applicable to any of the intersection 5 as shown in FIGS. 5 and 8 to 9, the intersection 8 as shown in FIG. 11 and the intersection 9 as shown in FIG.

FIG. 15 is a schematic diagram showing a case where the present embodiment is applied to an intersection 9 having the same road structure as the intersection 9 shown in FIG. 13 to which the third embodiment is applied, and an intersection data set 300 used here. Has the same contents as the data set of the third embodiment.

In FIG. 15, the moving body 713 runs along the scheduled passage 010 within the intersection that connects the lane 713 of the road section 710 and the lane 741 of the road section 740. There is a vehicle running in the intersection driving area recorded in the intersection data set 300 in the diagonally right direction of the mobile unit 50 as data corresponding to the planned traffic line 060 in the intersection. The vehicle does not have a support or automatic driving function, and the driver operates the vehicle by himself/herself.

As described above, both a moving body having a driving support or automatic driving function and a vehicle that does not have a driving support or automatic driving function as in the past and is driven by human recognition, judgment, and operation are used. When coexisting on a road, the latter vehicle in which a driving operation is performed by a human cannot realize a driving mode that contributes to smooth and efficient smoothing of traffic flow like the moving body 50 using the driving support system 10. There is. The specific example is the situation shown in FIG.

The intersection data set 300 applied to the intersection 9 in FIG. 15 includes the planned passage line data 010.020.030 in the intersection with a relatively high recommended degree and the planned passage line data 040 in the intersection with a relatively low recommended degree.・050 and 060 are included as scheduled passage line data within the intersection. Here, if all the moving bodies using the road are moving bodies having the driving support system 10 like the moving body 50, the entry/exit of the intersection 9 as shown in FIG. If you plan to turn left at an intersection ahead, use the planned passage 010 within the intersection, and if you plan to go straight at the intersection ahead, use the planned passage within the intersection 020 If you plan to make a right turn at an intersection ahead of you in the direction of travel, you should use the planned passage 030 inside the intersection, so only the routes that can safely and efficiently drive the intersection 9 and contribute to smooth traffic flow are used. , As a whole, optimal transportation should be realized.

However, in a vehicle driven by humans performing recognition, judgment, and operation, some or all of the cognitive process, judgment process, and operation process may be erroneous, and as shown in FIG. In addition, in the case of a moving body equipped with the driving support system 10, it often happens that the vehicle moves in and out of an intersection after passing through an in-intersection traveling area that does not pass as an in-intersection traveling area.

Therefore, it is necessary for the driving support system 10 to be able to cope with the unreasonable way of driving a human as described above, which may be encountered on the road. As described above, a vehicle driven by a human who is trying to drive on an intra-intersection driving line that is not highly recommended for use in an intra-intersection area has an error in part or all of the driver's recognition, judgment, and operation processes. Since there is a high probability that such a vehicle will be driven by such a human being, unlike other moving bodies equipped with the driving support system 10, the vehicle is driven so as to interrupt the route as seen from the moving body 50. However, it may become a threat to the mobile unit 50.

Therefore, the moving body 50 sets an intra-intersection traffic area corresponding to intra-intersection traffic line data such as the intra-intersection traffic line 060 having a low recommended degree of use as an area for detecting an object by a sensor group (not shown). A flow for enabling such processing will be described next.

D2. Driving assistance and/or automated driving procedures:
The moving body 50 starts the process shown in FIG. 14 before the intersection inflow portion of the nearest intersection. First, also in the present embodiment, in step S001, the current position of the moving body 50 and the lane in which the moving body 50 is traveling are specified.

Next, as a step S002, a planned passage line in the candidate intersection at the latest intersection is selected. This selection is made in the same manner as step S02 of the first embodiment.

Next, the route setting means 64 reads out the intersection data set 300, and regarding the lanes of the road sections to which the planned planned traffic lines in the candidate intersections connected as described above connect at the intersection outflow portion, the same road section at the intersection inflow portion It is determined whether or not there is a connection relationship in which the other lane of the road is connected to another planned traffic line in the intersection (step S003).

Regarding the lanes of the road section to which the selected planned in-intersection traffic line connects at the intersection outflow part, connect the other lanes of the same road section at the inflow part of the intersection to the other planned in-intersection traffic lines. The case where it is determined to have (step S003: YES) will be specifically described with reference to the example of FIG. In FIG. 15, the moving body 50 has already entered the area inside the intersection 9 of the intersection 9, but as described above, the processing starting from step S001 is performed before the intersection inflow portion. Excluding such differences, the traffic environment shown in FIG. 15 will be described. When the moving body 50 selects the planned planned travel line 010 within the candidate intersection at the lane 713 of the road section 710, the planned planned travel line 010 within the candidate intersection is displayed. The lane in the road section 740, which comes into contact with the intersection outflow portion after that, is 741. The lane 741 is also connected to the planned intra-intersection traffic line 060, which has a relatively low recommendation level. Needless to say, the planned passage line 060 within the intersection is a lane that is in contact with the lane 714 in the road section 710 as the lane at the intersection inflow portion. In this case, step S003 is determined as YES.

If YES is obtained in step S003, the process proceeds to step S004. Here, as shown in FIG. 15, the moving body 50 is provided in preparation for the possibility that another vehicle (particularly a vehicle operated by a human being) may enter the vehicle in such a way as to cut into the same lane of the intersection outflow portion of the nearest intersection. , An intersection which is represented by data of an expected passage line within the intersection which is a planned passage line within the intersection that also reaches the intersection outflow portion where the mobile body 50 is scheduled to reach by operating a sensor group (not shown) Information for sending a command to the sensor group is generated from the control information output means 66 so that the inner traveling area can be detected as a detection area for detecting the presence or absence of an obstacle on the road, which is similar to the area in front of the moving body 50 in the traveling direction. , To the control information output means 66.

If the determination in step S003 is NO, then the process transitions to step S005. Different from FIG. 15, for example, it is determined NO in step S003, unlike in FIG. 15, there are two lanes designated to enter/exit the intersection by a right turn at the intersection inflow part, and also exit at the intersection outflow part by a right turn. This is the case where an intersection having a structure in which two lanes for the same also exist is the latest intersection. In this case, humans are handled in such a manner that the lane at the intersection inflow section and the lane at the intersection outflow section are treated so as to be connected, such as a right turn with a large turning radius of the curve and a right turn with a small turning radius of the curve. Since it is expected that the vehicle will be driven, unlike the case where the determination of YES is made in step S003 described above, the vehicle 50 driven by a human interrupts the moving body 50 when the vehicle reaches the intersection outflow portion, and the same lane at the intersection outflow portion It is unlikely that the situation will reach Therefore, in step S005, the presence of a road obstacle on the path of the moving body 50 may be processed as if it exists in front of the moving body 50, and the region ahead of the moving body 50 in the traveling direction of the sensor group is obstructed on the road. Information for sending a command to the sensor group is generated from the control information output means 66 and transmitted to the control information output means 66 so that it can be detected as a detection area of the presence or absence of an object.

D3. Effects of this embodiment:
In the present embodiment, by using the data of the planned passage line in the intersection, which has a low recommended degree of use, as the processing target, another vehicle moves like an obstacle on the road when leaving the intersection having the structure shown in FIG. An effect is expected that the moving body 50 can easily take an action for avoiding an accident by warning in advance of an event that the vehicle behaves as if it behaves ahead of the path.

Aspects described in all or part of the above embodiments are appropriate control of a moving object, improvement of processing speed, improvement of processing accuracy, improvement of usability, improvement of functions using data, or provision of appropriate functions. Providing appropriate data, programs, recording media, devices and/or systems, and data for improving other functions or providing appropriate functions, reducing the capacity of data and/or programs, miniaturizing devices and/or systems, etc. , Reduction of production/manufacturing costs of programs, devices or systems, facilitation of production/manufacturing, reduction of production/manufacturing time, etc., optimization of production/manufacturing of data, programs, recording media, devices and/or systems Solve one problem.

5, 8, 9,... Intersection, 10... Driving support system, 31, 32, 33, 34... Lane in road region, 62... Position specifying means, 64... Route setting means, 66 Control information output means, 001, 002, 003 , 004, 005, 006, 010, 020, 030, 040, 050, 060... Scheduled traffic lines within the intersection, 240... Lane network information, 310, 320, 330, 340... Road section that intersects with others at the intersection, 311 , 312, 313, 314... Lanes directly connected to the intersection inflow portion in the road section 310, 341, 342, 343, 344... Lanes directly connected to the intersection outflow portion in the road section 340, 711, 712, 713, 714... Road Lanes directly connected to the intersection inflow section 710, 741, 742, 743,... Lanes directly connected to the intersection outflow section in the road section 740.

Claims (4)

A driving support system for supporting driving of a mobile body,
In the inflow part of the predetermined intersection, there are a plurality of lanes having the same approach and exit directions at the predetermined intersection. At the outflow part of the intersection and the exit direction of the intersection at the outflow part of the predetermined intersection, and at the outflow part of the intersection different from the predetermined intersection. In a road section in which each of the exit directions of the intersection is designated in a specific direction by a road sign and/or a road marking, the moving body can pass in the designated direction without changing the lane. As described above, the inside of the intersection is planned to connect between the lane contacting the outflow portion of the predetermined intersection and the lane contacting the inflow portion of the predetermined intersection, which is a linear shape of the area to be passed at the predetermined intersection. A storage unit that stores line information,
A control unit that guides the moving body based on the information about the planned passage line in the intersection,
Driving assistance system having. The driving support system according to claim 1, wherein
The information on the planned passage line in the intersection is the predetermined intersection which is in contact with a plurality of lanes having the same exit direction at the other intersection, the moving body is from the one lane in contact with the inflow portion of the predetermined intersection. A driving assistance system, which is provided so as to be able to move to the plurality of lanes that are in contact with the outflow portion of the predetermined intersection along the branched scheduled passage lines in the intersection. The driving support system according to claim 1 or 2, wherein
Passing at the predetermined intersection so that the moving body can pass so as to connect the outflow lane and the inflow lane of the predetermined intersection that do not match the planned exit direction at the other intersection. A driving support system, characterized in that information indicating possible areas in a line shape is stored in a storage unit by including it in the information of the planned passage at the intersection as the planned passage inside the intersection having a poor recommendation degree. The system for supporting driving according to any one of claims 1 to 3,
For the intersection where there are a plurality of lanes having a common entry/exit direction at the predetermined intersection at the inflow portion of the predetermined intersection, the control unit exits at the other intersection that passes after exiting the predetermined intersection. Based on the direction, it is determined which one of the plurality of lanes at the inflow portion of the predetermined intersection is suitable for traveling along the route of the moving body, and the planned passage line in the intersection is specified. Support system.