JP2021011167A - Driving control method and driving control device - Google Patents

Abstract

To control timing of starting control of avoiding an obstacle depending on a situation where the obstacle is detected, and calculate an avoidance-trajectory on which the avoidance control is started at appropriate timing.SOLUTION: A processor 10 is configured to: determine whether or not an obstacle VP exists in front of an own vehicle V1 on a lane on which the own vehicle V1 is travelling on the basis of detected information by a sensor 1; when determining that the obstacle VP exists in front of the own vehicle V1 on the lane on which the own vehicle is travelling, set a first position P1 with a first distance Lth1 toward a direction in which the own vehicle exists from the obstacle VP; set a second position P2 with a second distance Lth2 toward a direction in which the own vehicle V1 exists from the obstacle VP on the basis of a vehicle speed of the own vehicle V1; and output a driving control command in which a starting position StP at which avoidance control is started, on the basis of a result of the determination of whether the second position P2 exists at the own vehicle V1 side or at the obstacle VP side with respect to the first position P1.SELECTED DRAWING: Figure 1

Description

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

Assuming a situation where there are risks on both sides of the own vehicle, the first risk level existing on the left side of the own vehicle and the second risk level existing on the right side of the own vehicle are calculated, and the own vehicle's own risk level is calculated based on the first risk level. A first control threshold is set on the left, a second control threshold is set on the right of the own vehicle based on the second risk, and a first control threshold or a second is set based on the first and second risk. A technique for changing a control threshold value is known (Patent Document 1).

JP-A-2010-70069

In the conventional technology, there is no disclosure about changing the obstacle avoidance method according to the timing when an obstacle such as a parked vehicle is detected. Therefore, after the obstacle is detected, regardless of the timing when the obstacle is detected. , When the lane change is started from an arbitrary position in front of the own vehicle and the obstacle detection timing is delayed, the avoidance control with a margin cannot be performed and the obstacle is detected. There is a disadvantage that the timing of avoiding obstacles may be missed depending on the situation.

The problem to be solved by the present invention is to determine an operation control method and an operation control device that determine the timing of starting obstacle avoidance control according to the situation in which an obstacle is detected and start the avoidance control at an appropriate timing. Is to provide.

In the present invention, when an obstacle is detected in front of the own vehicle, the first position of the first distance from the detected obstacle toward the own vehicle is set, and the second distance from the own vehicle toward the obstacle is set. The second position of is set based on the vehicle speed of the own vehicle, and the obstacle is set according to the determination result of whether the second position is on the own vehicle side or the obstacle side with respect to the first position. The above problem is solved by setting a start position for starting avoidance control for avoidance.

According to the present invention, the own vehicle related to the obstacle is based on the positional relationship between the first position set based on the position of the obstacle and the second position set based on the current position of the own vehicle and the vehicle speed. Since the start position of the avoidance control is set according to the situation, it is possible to execute the appropriate avoidance control regardless of the timing when the obstacle is detected. As a result, it is possible to suppress the loss of the opportunity to avoid obstacles and to prevent the own vehicle from making unnecessary stops.

It is a block block diagram of the operation control system which concerns on this embodiment. It is a flowchart for demonstrating the processing procedure of the operation control system which concerns on this Embodiment. It is a flowchart which shows the processing procedure of avoidance control which concerns on 1st Embodiment. It is a figure for demonstrating the 2nd distance. FIG. 1 is a diagram for explaining a method of setting a start position according to the first embodiment. FIG. 2 is a diagram for explaining a method of setting a start position according to the first embodiment. FIG. 3 is a diagram for explaining a method of setting a start position according to the first embodiment. It is a figure for demonstrating the setting method of the start position which concerns on 2nd Embodiment. It is a figure for demonstrating the calculation method of the avoidance locus which concerns on 3rd Embodiment.

<First Embodiment>
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the vehicle driving control device according to the embodiment of the present invention is applied to a driving control system mounted on the vehicle will be described as an example. The embodiment of the operation control device of the present embodiment is not limited, and can be applied to a mobile terminal device capable of exchanging information with a vehicle controller. The operation control device, the operation control system, and the mobile terminal device are all computers for operation control that execute arithmetic processing.

FIG. 1 is a diagram showing a block configuration of the operation control system 1000. The operation control system 1000 of the present embodiment includes an operation control device 100 and a vehicle controller 200. The operation control device 100 of the present embodiment has a communication device 111, and the vehicle controller 200 also has a communication device (not shown), and both devices exchange information with each other by wired communication or wireless communication.

The operation control system 1000 operates the sensor 1, the navigation device 2, the map information 3 stored in the readable recording medium, the vehicle information detection device 4, the environment recognition device 5, the object recognition device 6, and the operation. It includes a control device 100 and a vehicle controller 200. Each device is connected by a CAN (Controller Area Network) or other in-vehicle LAN to exchange information with each other.

The sensor 1 detects information on the traveling environment including the presence of obstacles around the own vehicle (all around the front, side, and rear). The sensor 1 includes a camera. The camera of this embodiment is a camera including an image sensor such as a CCD. The camera of the present embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the target vehicle existing around the own vehicle. The camera is a device for recognizing environmental information around the own vehicle, and includes not only an image sensor but also an ultrasonic camera, an infrared camera, and the like. The sensor 1 includes a distance measuring sensor. The distance measuring sensor calculates the relative distance and relative speed between the own vehicle and the object. The information of the object detected by the distance measuring sensor is output to the processor 10. As the distance measuring sensor, a laser radar, a millimeter wave radar or the like (LRF or the like), a LiDAR (light detection and ranging) unit, an ultrasonic radar or the like known at the time of filing can be used. As the sensor 1, one or a plurality of cameras and distance measuring sensors can be adopted. The sensor 1 of the present embodiment has a sensor fusion function that complements by integrating or synthesizing a plurality of different sensor information such as the detection information of the camera and the detection information of the distance measuring sensor to obtain the environmental information around the own vehicle. .. This sensor fusion function may be incorporated into the environment recognition device 5, the object recognition device 6, or other controller or logic.

Objects include lane boundaries, centerlines, road signs, medians, guardrails, curbs, highway side walls, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and traffic restrictions. The objects include automobiles (other vehicles) other than the own vehicle, motorcycles, bicycles, and pedestrians. Objects include obstacles. Obstacles are objects that affect the running of the own vehicle. The sensor 1 detects at least information about obstacles.

The navigation device 2 refers to the map information 3 and calculates a traveling lane / route from the current position detected by the own vehicle information detection device 4 to the destination. The traveling lane is the lane in which the own vehicle V1 travels or the traveling lane. The travel route information includes travel lane / lane identification information. The travel route includes information that identifies the road, direction (up / down), and lane on which the vehicle travels.

The map information 3 is stored in a readable state on a recording medium provided in the operation control device 100, the in-vehicle device, or the server device. The map information 3 is used for route calculation and / or operation control. The map information 3 includes road information, facility information, and their attribute information. Road information and road attribute information include road width, radius of curvature, shoulder structure, road traffic regulations (speed limit, lane changeability), road confluences, branch points, lane increase / decrease positions, etc. Contains information. The map information 3 of the present embodiment is so-called high-definition map information. According to the high-definition map information, the movement locus for each lane can be grasped. High-definition map information includes two-dimensional position information and / or three-dimensional position information at each map coordinate, road / lane boundary information at each map coordinate, road attribute information, lane up / down information, lane identification information, and connection destination. Includes lane information.

The own vehicle information detection device 4 acquires detection information regarding the state of the own vehicle. The state of the own vehicle includes the current position, speed, acceleration, attitude, and vehicle performance of the own vehicle. These may be acquired from the vehicle controller 200 of the own vehicle, or may be acquired from each sensor of the own vehicle. The own vehicle information detection device 4 acquires the current position of the own vehicle based on the information acquired from the GPS (Global Positioning System) unit, the gyro sensor, and the odometry of the own vehicle. The own vehicle information detection device 4 acquires the speed / acceleration of the own vehicle from the vehicle speed sensor of the own vehicle. The own vehicle information detection device 4 acquires the attitude data of the own vehicle from the inertial measurement unit (IMU) of the own vehicle.

The environment recognition device 5 recognizes the position information acquired by the sensor 1, the object recognition information obtained from the image information around the own vehicle and the distance measurement information, and the information on the environment constructed based on the map information. The environment recognition device 5 generates environmental information around the own vehicle by integrating a plurality of pieces of information. The object recognition device 6 predicts the recognition and movement of an object around the own vehicle by using the image information and the distance measurement information around the own vehicle acquired by the sensor 1 using the map information 3.

The vehicle controller 200 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls a drive mechanism 210 that controls the driving of the vehicle. The vehicle controller 200 controls a drive device, a braking device, and a steering device included in the drive mechanism to drive the own vehicle according to a target route.
The drive mechanism includes an electric motor and / or an internal combustion engine that is a traveling drive source, a power transmission device including a drive shaft and an automatic transmission that transmit the output from these traveling drive sources to the drive wheels, and a drive that controls the power transmission device. The device and a braking device for braking the wheels are included. The vehicle controller 200 generates each control signal of these drive mechanisms based on the input signal by the accelerator operation and the brake operation and the control signal acquired from the vehicle controller 200 or the operation control device 100, and performs operation control including acceleration / deceleration of the vehicle. Let it run. By sending control information to the drive mechanism 210, driving control including acceleration / deceleration of the vehicle can be automatically performed.

The vehicle controller 200 uses one or more of the lane information stored in the map information 3, the information recognized by the environment recognition device 5, and the information acquired by the object recognition device 6, and the vehicle owns the vehicle on the travel route ( The steering device is controlled so as to travel while maintaining a predetermined lateral position with respect to the locus). The traveling route in the present specification is a route corresponding to the trajectory on which the own vehicle travels, and can be identified for each road, up / down of the road, and lane of the road. The steering device includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device executes steering control of the vehicle based on the control signal acquired from the vehicle controller 200 or the input signal by the steering operation of the driver.

Hereinafter, the operation control device 100 of the present embodiment will be described. The driving control device 100 executes control to support the running of the own vehicle by controlling the driving of the own vehicle.

As shown in FIG. 1, the operation control device 100 of this embodiment includes a processor 10.
The processor 10 serves as an operation circuit that functions as an operation control device 100 by executing a ROM (Read Only Memory) 12 in which a program for executing operation control of the own vehicle is stored and a program stored in the ROM 12. It is a computer including a CPU (Central Processing Unit) 11 and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 of the present embodiment executes each function by the cooperation of the software for realizing the above functions and the above-mentioned hardware. The processor 10 includes an output device 110 including a communication device 111, and sends various output or input commands, information read permission or information provision commands to the vehicle controller 200 and each configuration 2-6. The processor 10 exchanges information with the sensor 1, each of the above-described configurations 2-6, and the vehicle controller 200.

The processor 10 includes a destination setting function 120, a route planning function 130, an operation planning function 140, an operable zone calculation function 150, a route calculation function 160, and a driving behavior control function 170. The processor 10 of the present embodiment executes each function in cooperation with the software for realizing each of the above functions or executing each process and the above-mentioned hardware.

The contents of the control procedure for realizing each function of the processor 10 will be described with reference to FIG.
In step 1 of FIG. 2, the destination setting function 120 of the processor 10 executes a process of acquiring the current position of the own vehicle based on the detection result of the own vehicle information detection device 4, and in step S2, the purpose of the own vehicle. Execute the process of setting the ground. The destination may be input by the user or may be predicted. In step 3, the route planning function acquires various detection information including the map information 3. In step S4, the route planning function 130 sets a travel route for the destination set by the destination setting function 120. The route planning function 130 sets a traveling route by using the information obtained from the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information. The route planning function 130 sets the road on which the vehicle travels, but is not limited to the road, and sets the lane in which the own vehicle travels on the road. In step S5, the driving planning function 140 executes a process of planning the driving behavior of the own vehicle at each point on the route. The driving plan defines driving behavior such as progress (GO) and stop (No-GO) at each point. For example, when turning right at an intersection, it is determined whether or not to stop at the position of the stop line, and the progress of a vehicle in the oncoming lane is determined. In step 6, in order to execute the driving action planned in step 5, the operable zone calculation function 150 uses the information obtained from the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information. It is used to execute a process of calculating a travelable area around the own vehicle. In step 7, the driving behavior control function 170 executes a process of calculating the traveling locus on which the own vehicle travels. In addition, the driving behavior control function 170 determines the target speed / deceleration, the target acceleration / deceleration, and their profiles when traveling along the traveling locus.

The determined target speed / deceleration and target acceleration / deceleration are fed back to the calculation process of the traveling locus, and the traveling locus is generated so as to suppress the behavior of the vehicle and the movement (behavior) felt by the occupants of the vehicle. It may be. The determined running locus is fed back to the process of calculating the target speed / deceleration and the target acceleration / deceleration, and the target speed / deceleration and the target acceleration / deceleration are suppressed so as to suppress the behavior of the vehicle and the movement (behavior) felt by the occupants of the vehicle. The speed may be calculated. In step 8, the process of making a driving plan for driving the calculated traveling locus on the own vehicle is executed. Then, in step 9, the output device 110 of the processor 10 outputs the control command based on the operation plan and the command value in the control command to the vehicle controller 200 via the communication device 111, and operates the drive mechanism 210 which is various actuators. ..

The vehicle controller 200 inputs a vertical force and a lateral force that control the traveling position of the own vehicle V1 based on the command value from the processor 10. According to these inputs, the behavior of the vehicle body and the behavior of the wheels are controlled so that the own vehicle follows the target travel path and travels autonomously. Based on these controls, at least one of the drive actuator and the braking actuator of the vehicle body drive mechanism 210 operates autonomously as needed, and autonomous driving control to the destination is executed. Of course, the drive mechanism 210 can also be operated according to the command value based on the manual operation.

When it is determined that an obstacle exists in front of the own vehicle, the operation control device 100 of the present embodiment sets the first position of the first distance from the obstacle toward the own vehicle, and the obstacle from the own vehicle. The second position of the second distance toward the direction of the object is set based on the vehicle speed, and depending on the judgment result of whether the second position is on the own vehicle side or the obstacle side of the first position. Then, the process of setting the start position for starting the obstacle avoidance control is performed.

The processor 10 acquires detection information about an obstacle existing in front of the own vehicle from the sensor 1, and causes the own vehicle to execute avoidance control for avoiding the obstacle. In the avoidance control in the present embodiment, by letting the own vehicle travel on the avoidance locus, the vehicle overtakes the obstacle and moves forward while maintaining a predetermined margin between the vehicle and the obstacle (a state in which the approach is avoided). The avoidance locus constitutes a part of the traveling path in the driving control. The traveling route may be a route including a steering locus that turns the own vehicle connected to the avoidance locus before or after the avoidance locus, or may be a route including another avoidance route after the avoidance route. .. The detection information includes not only the information acquired via the sensor 1 but also the information acquired via the communication device 111.

The processor 10 determines whether or not there is an obstacle VP in front of the own vehicle V1 in the lane in which the own vehicle V1 travels based on the detection information of the sensor 1, and the obstacle VP is in front of the own vehicle V1. The setting process of the start position of the avoidance control of the present embodiment is executed in the existing scene, that is, at the timing when the obstacle VP to be avoided is detected. In the present embodiment, the start position is calculated according to the timing when the obstacle VP in front is detected. Depending on the environment that the own vehicle V1 encounters while driving, the obstacle VP may be detected at an early stage, the detection range may be narrowed by a shield, or the detection environment may be poor due to the environment such as the weather. The detection of obstacle VP may be delayed.

The processor 10 of the present embodiment sets the first position with respect to the obstacle VP. The first distance of the present embodiment is set based on the vehicle speed of the own vehicle V1. The first distance can be positioned as the minimum distance for the own vehicle V1 to avoid the obstacle VP. The first distance can also be set in advance based on the braking performance of the own vehicle V1 and the like. The second distance is set to a second position based on the current position of the own vehicle. The second distance is set based on the vehicle speed of the own vehicle V1. The second distance can be positioned as a so-called forward gaze distance point distance, which will be described later.

The processor 10 determines the positional relationship of the second position with respect to the first position, and calculates an appropriate start position. According to the present embodiment, an appropriate start position for starting the avoidance control is calculated and avoided in both the case where the obstacle VP is detected early and the case where the detection of the obstacle VP is delayed. Control can be started at an appropriate time. That is, the start position calculated in the present embodiment indicates the timing to start the avoidance control calculated according to the obstacle detection timing. The driving control command including the calculated start position is output to the vehicle controller 200.

FIG. 3 is a flowchart showing the control procedure of the avoidance control described above. This control procedure is a control procedure for the processor 10 shown in FIG. 2, which is executed following step S6 in FIG. FIG. 4 is a diagram for explaining a second position and a second distance. 5A and 5B are diagrams for explaining the control procedure of the present embodiment.

The processor 10 acquires the detection information ahead of the traveling direction of the traveling path (hereinafter, also simply referred to as “traveling path”) on which the own vehicle V1 travels from the sensor 1 (step S101).
FIG. 5A shows an example of the situation determined based on the acquired detection information. Based on the detection information of the sensor 1, the processor 10 determines whether or not there is an obstacle VP in the lane in which the own vehicle V1 travels in front of the traveling direction of the own vehicle V1 (X direction in the figure). To do. The processor 10 exists in front of the traveling lane of the own vehicle V1 and identifies an obstacle VP to be avoided (step S102). The processor 10 acquires the detection information about the identified obstacle VP.

In step S103, the processor 10 sets the first position and the second position. The first position is a position based on the detection position of the obstacle VP, and the second position is a position based on the current position of the own vehicle V1. Further, if necessary, the processor 10 sets the third position. The third position is related to the steering performance of the own vehicle V1, and is related to the current position of the own vehicle V1 and the position where the own vehicle V1 starts avoidance control.

As shown in FIG. 5B, the processor 10 is directed from the obstacle VP toward the direction in which the own vehicle V1 exists, that is, in the direction opposite to the traveling direction of the traveling path of the own vehicle V1, based on the detection information of the sensor 1. The first position P1 of the first distance Lth1 is set along the middle-X direction. The first position P1 is a group of positions having a common value on the X-axis in the figure (X = P1). The first distance Lth1 is the minimum distance (minimum avoidance) at which the own vehicle V1 can start steering and avoid the other vehicle VP in the avoidance control in which the own vehicle V1 avoids the other vehicle VP which is an obstacle VP. Possible distance).

The first distance Lth1 may be set according to the vehicle speed of the own vehicle V1. When the vehicle speed of the own vehicle V1 is relatively high, the first distance Lth1 is a relatively long distance. When the vehicle speed of the own vehicle V1 is relatively low, the first distance Lth1 is a relatively short distance. The first distance Lth1 is a distance required for the own vehicle V1 to avoid the other vehicle VP. The first distance Lth1 is a position where the own vehicle V1 should start steering in order to avoid another vehicle VP. The first distance Lth1 is set based on the steering performance of the own vehicle V1, the minimum radius of curvature, or the allowable upper limit value of the lateral acceleration generated in the own vehicle V1. The minimum radius of curvature of the own vehicle V1 is the radius drawn by the center of the ground contact surface of the outer ring when the steering wheel is turned to the full (maximum), and corresponds to the turning ability (performance) of the own vehicle V1. It can be obtained by using the length of the wheelbase of the own vehicle V1 and the maximum turning angle of the outer front wheel. It is preferable that the first distance Lth1 is set according to the vehicle performance and stored in the vehicle controller 200.

The first distance Lth1 can be determined in consideration of the environment of the traveling road. For example, the first distance Lth1 may be determined according to the radius of curvature of the road of the traveling route of the own vehicle V1. The smaller the radius of curvature of the road (the tighter the curve), the longer the first distance Lth1 is set. The first distance Lth1 may be determined according to the road width of the lane LN01 in which the own vehicle V1 travels. The smaller the road width of the traveling lane LN01, the longer the first distance Lth1 is set. The first distance Lth1 may be determined according to the distance between the obstacle VP and the road shoulder. The first distance Lth1 may be set longer as the distance between the obstacle VP and the road shoulder increases, that is, as the obstacle VP stops closer to the center side of the lane.
Further, the first distance Lth1 may be determined in consideration of the vehicle width of the other vehicle VP to be avoided detected by the sensor 1 and the length of the vehicle body. This is because the first distance Lth1 required to avoid this differs depending on the width and length of the other vehicle VP and the road width of the same road (margin of the area where the vehicle can travel when avoiding).

The processor 10 calculates the second position P2 based on the vehicle speed of the own vehicle V1. The processor 10 acquires the vehicle speed of the own vehicle V1 from the own vehicle information detection device 4, calculates the second distance Lth2 based on the vehicle speed of the own vehicle V1, and from the own vehicle V1 the obstacle VP side (traveling direction of the traveling route). The second position P2 is set at the position of the second distance Lth2 toward (downstream side of), that is, along the X direction in the figure. The second position P2 is a group of positions having a common value on the X axis in the figure (X = P2). The second distance Lth2 corresponds to the distance from the position of the own vehicle V1 to the position where the driver of the own vehicle V1 gazes in front (front gaze point) (so-called forward gaze point distance).

Further, the second distance Lth2 can be said to be the distance between the own vehicle V1 and the other vehicle VP, in which the own vehicle V1 can be expected to execute avoidance control capable of avoiding the other vehicle VP with a gentle movement trajectory.

In general, the higher the vehicle speed, the farther the occupant looks at, and the lower the vehicle speed, the closer the occupant tends to look. From the viewpoint that avoidance control is preferably performed according to the viewpoint / attention of the occupant, the processor 10 sets a longer second distance Lth2 (forward gaze distance) as the vehicle speed of the own vehicle V1 increases. The lower the vehicle speed of the own vehicle V1, the shorter the second distance Lth2 (forward gaze distance) is set.

The second distance Lth2 is an area in which the occupants of the own vehicle V1 can easily recognize the driving environment ahead. Although not particularly limited, the second distance Lth2 can be set so as to increase as the vehicle speed (V [km / s]) of the own vehicle V1 increases. This relationship may be defined by a proportional relationship or by other increasing functions. The ROM 12 of the processor 10 stores a map that defines the relationship between the vehicle speed V and the second distance Lth2. The processor 10 acquires information on the vehicle speed V from the own vehicle information detection device 4, and calculates the second distance Lth2 according to the vehicle speed V with reference to the map.

The second distance Lth2 is preferably determined in consideration of the time required to respond to the command of the own vehicle V1. The required response time is the time from the input of the command by the driving operation to the operation. For example, the required reaction time is the time from the input of the steering command to the change of the lateral position of the vehicle. The reaction required time is the time obtained by adding the time required for drive control, the time required for communication, the time until the command is executed, and the like. This makes it possible to set the second distance Lth2 in consideration of vehicle performance.

FIG. 4 shows an example of the second position P2 set according to the distance X ahead from the front end of the own vehicle V1. The distance to the second position P2 shown in FIG. 4 is the distance Lth2. In this example, the distance Lth2 may correspond to the forward gazing point distance, and the second position P2 may correspond to the forward gazing point.

Hereinafter, another aspect regarding the "start position" will be described.
As described above, the start position for starting the lateral position control for avoiding the obstacle VP may be defined as an absolute position defined by the position coordinate values, but the control set with reference to the own vehicle V1. It may be defined as a relative position set with reference to a position, for example, a position of the own vehicle V1 such as a position separated from the own vehicle V1 by a predetermined distance.

In the present embodiment, the start position for starting the avoidance control of the obstacle VP can be the control target position where the command value in the avoidance control is set. The control target position can be set based on the spatiotemporal coordinates on the control of the traveling own vehicle V1. In the avoidance control, the traveling position of the own vehicle V1 can be tracked by a control command executed from the current position. That is, the existence / passage timing and the existence position of the own vehicle V1 at a certain control target position are specified, and a new control command is executed at the control target position.

In FIG. 4 described above, the second position P2 has been described. The second position P2 sets the control amount at the position where the own vehicle V1 exists at a future timing (during forward traveling or the position in front of the own vehicle V1) in consideration of the control delay of the vehicle control and the control responsiveness. It is (one of) the control target position for the operation. Since the control target position with respect to the position of the own vehicle V1 depends on the distance traveled by the own vehicle V1 in the time until the command value is output and the control actually starts to be executed (control starts to work), the vehicle speed of the own vehicle V1 The higher the value, the larger the relative position (relative distance) with respect to the own vehicle V1, and the position is set at a position separated from the own vehicle V1. For example, when the control is activated from a predetermined set position (absolute position / coordinate definition position), the higher the vehicle speed of the own vehicle V1, the command value from a position separated from the predetermined set position. It is necessary to output, and the lower the vehicle speed, the closer the command value can be output to the determined set position. This is because it takes time to transmit and execute the command. Generally, the second position P2 uses a forward gazing point that changes depending on the vehicle speed, but the second position P2 according to the present embodiment is not necessarily limited to the forward gazing point.

In the example shown in FIG. 4, the control target positions CT0 to CT6 (n) as the control position can be set with reference to the position of the own vehicle V1. A command value in avoidance control is set in association with each control target position CTn. If the avoidance control is one control group, the control target position CT0 at which the lateral position control is started is the start position Stp among the control target positions CTn. If the obstacle VP can be detected at an early stage, the control target position CT0 as the start position Stp can be set to the second position P2.
By setting the start position Stp as the control target position CTn which is relatively determined according to the change in the position of the own vehicle V1 as in the present embodiment, the output, reception, or execution of the driving control command is delayed. Can be suppressed, and the continuity of operation control commands can be ensured. As a result, the avoidance control to be executed can be started in a timely manner, and a smooth (appropriately continuous) driving operation can be executed.

Further, in the operation control method of the present embodiment, when the second position P2 is closer to the own vehicle V1 than the first position P1, the processor 10 is started by setting the start position at the second position P2. Control as a position Control can be executed based on the target position. If the control target position as the start position is the so-called forward gazing point position, smooth avoidance control can be executed.

Further, in the operation control method of the present embodiment, the second position is the case where the processor 10 sets the start position Stp at the second position P2 and sets the start position Stp at the second position P2. When it is determined that the position P2 exists on the obstacle VP side of the first position P1, the second position P2 is changed to the own vehicle V1 side. Explaining again with reference to FIG. 4, the second position P2 is the first position in the case where the start position Stp is set at the second position P2 and the start position Stp is set at the second position P2. If it is determined that the obstacle VP is closer to the obstacle VP than P1', the second position P2 is changed to the own vehicle V1 side. That is, the start position Stp set in the second position P2 shifts to the own vehicle V1 side.

In this way, when the control target position as the start position Stp for starting the avoidance control is shifted to the own vehicle V1 side (front), the control target position before the change can be set to the second position P2 (start position Stp). The command value changes discretely (discontinuously) (the command value of the steering amount becomes large), but the position before the change (the position closer to the own vehicle V1 than the second position P2), that is, the obstacle Since the avoidance control is executed so as to start the change of the lateral position at a position away from the VP, the obstacle VP can be reliably avoided.

The processor 10 sets the third position P3 as needed, as shown in FIG. 5B. The processor 10 of the present embodiment sets the third position P3 of the third distance Lth3 from the own vehicle V1 in the direction in which the obstacle VP exists from the own vehicle V1 based on the steering performance of the own vehicle V1. The third position P3 is a group of positions having a common value on the X-axis in the figure (X = P3). The third distance Lth3 is the minimum distance until the steering operation is started (minimum avoidance start distance). The third distance Lth3 is determined based on the responsiveness of the steering mechanism (steering device), the steering angle limit, and the yaw characteristics allowed in the vehicle. The third distance Lth3 is a limiter for the steering operation, and is a distance according to the time required to reach the steering of the maximum steering angle. The third distance Lth3 is determined based on a preset steering angle limit of the steering mechanism of the own vehicle V1. Since the start position of the avoidance control is set using the third distance Lth3 according to the steering performance of the own vehicle V1, the avoidance control can be executed according to the steering performance. The third distance Lth3 sets the start position of avoidance control using the third distance Lth3 according to the tolerance of the lateral acceleration of the own vehicle V1 determined based on the lateral acceleration limit of the own vehicle V1 set in advance. Therefore, avoidance control can be executed according to the steering performance.

The processor 10 calculates an avoidance route for avoiding the obstacle VP and devises avoidance control (step S104).
First, avoidance control based on the positional relationship between the first point P1 and the second point P2 will be described with reference to FIG. 5A. In the processor 10, for example, the second position P2 as the forward gazing point is the upstream portion UR of the own vehicle V1 side (upstream side along the traveling path of the own vehicle) with respect to the first position P1 as the minimum avoidable distance. Or belongs to the downstream part DR of the obstacle VP side (downstream side along the traveling path of the own vehicle V1) which is the direction opposite to the side where the own vehicle V1 exists (X direction in the figure). Is determined (step S105). Based on the result of the determination, the processor 10 sets the start position StP for starting the avoidance control for avoiding the obstacle VP. When the presence of the obstacle VP is detected, the upstream portion UR is relatively located on the side where the own vehicle V1 exists (running) with reference to the traveling direction (X direction in the figure) of the own vehicle V1. It is the upstream side in the traveling direction of the route), and the downstream portion DR is the position on the side where the obstacle VP is relatively present (the downstream side in the traveling direction of the traveling route).

In the driving control method of the present embodiment, the positional relationship between the first position P1 set based on the position of the obstacle VP and the second position P2 set based on the current position of the own vehicle V1 and the vehicle speed is set. Based on this, the situation regarding the obstacle VP is determined, and the start position of the avoidance control according to the situation is set. Avoidance control is started on the side where the own vehicle V1 exists (upstream portion in the traveling direction of the traveling route) from the first position P1 and on the obstacle VP side (region closer to the obstacle VP) than the second position P2. That is, if the lateral position can be changed at a position farther from the own vehicle V1 than the second position P2 and before the first position P1, the own vehicle V1 can move the obstacle VP by a smooth avoidance trajectory. It can be avoided. On the other hand, when the avoidance control is started on the obstacle VP side (downstream side) of the first position P1, that is, when the lateral position is changed, the own vehicle V1 has a smoother avoidance trajectory as compared with the above scene. Obstacle VP cannot be avoided.
The start position of avoidance control is on the obstacle VP side (downstream side in the traveling direction of the traveling path) from the first position P1, and the farther the start position is from the first position P1, the closer the start position is to the obstacle VP. It will be. When the avoidance control is started after approaching the obstacle VP, the steering amount and the change amount of the steering amount in the avoidance control become large, and the smoothness of the avoidance locus is lost. If the steering amount and the change amount of the steering amount in the avoidance control become larger, the avoidance locus may become discontinuous. The driving control commands associated with each point on the avoidance trajectory may also be discontinuous. If the avoidance locus with a large amount of change or discontinuity is moved, the vehicle behavior of the own vehicle V1 cannot be maintained in a stable state.
On the other hand, if the priority of the stability of the vehicle behavior of the own vehicle V1 is raised and a high target value is set for the smoothness of the avoidance trajectory (when a low upper limit limit value is set for the steering amount / steering change amount), avoidance control is performed. The scenes that can be executed are limited, and the opportunity to avoid the obstacle VP is lost, and the own vehicle V1 may be forced to stop.

From the viewpoint of avoiding with a smooth avoidance locus, it is desirable that priority is given to starting avoidance control between the first position P1 and the second position P2, but a smooth avoidance locus is an essential condition for avoidance control. Then, there is a high possibility of losing the opportunity to avoid the obstacle VP. The inability to avoid the obstacle VP means that the vehicle V1 cannot move (change lane) to the lane where the obstacle VP exists, which may lead to the possibility of losing the opportunity to turn left or right from that lane. In some cases, the own vehicle V1 has no choice but to stop.

If the obstacle VP in front can always be detected at an early stage, the avoidance control can be started from the ideal start position.
However, the field of view in front of the own vehicle V1 is not always open (the detection environment in front is good), and the performance of the sensor 1 is not always exhibited. Further, the positional relationship between the own vehicle V1 and the obstacle VP changes from moment to moment, and the behavior of the obstacle VP does not follow the prediction. In addition, the detection of the obstacle VP may be delayed depending on the traffic condition, the road condition, and the positional relationship with the other obstacle VP. In such a case, it may not be possible to start the avoidance control at the ideal start position. In the actual situation, even if the avoidance of the obstacle VP is abandoned, the vehicle moves on a smooth avoidance trajectory, or the steering amount or its change is a little large, and even if the stability of the vehicle behavior is impaired, the obstacle VP is avoided. You need to decide whether to prioritize.

The driving control method of the present embodiment determines the real-time situation detected in the actual traffic by the following processing, and sets the optimum avoidance control start position according to the determination result. The detection status of the obstacle VP by the sensor 1 differs depending on the detection environment, and even the same sensor 1 cannot always detect the obstacle VP at the same separation distance. In the present embodiment, a method for examining avoidance control suitable for the situation at the time when the obstacle VP is detected is proposed in consideration of such a difference in the detection situation.

In step S105 of FIG. 3, the processor 10 determines whether or not the second position P2 belongs to the downstream portion DR. If the second position P2 does not belong to the downstream portion DR, the processor 10 proceeds to step S106. In step S106, as shown in FIG. 5A, when the second position P2 belongs to the upstream portion UR, the processor 10 sets the avoidance control start position StP between the first position P1 and the second position P2. ..

When the second position P2 belongs to the upstream portion UR, avoidance control is started early, an avoidance locus in which the steering change amount is less than a predetermined amount can be calculated, and smooth lateral position change control (lane change control). Is done. According to the present embodiment, the start position StP of avoidance control is set between the first position P1 and the second position P2 according to the positional relationship between the first position P1 and the second position P2, and a smooth lateral position is set. Avoidance control can be executed by changing the position.

On the other hand, if it is determined in step S105 that the second position P2 belongs to the downstream partial DR, the process proceeds to step S107. As shown in FIG. 5B, when the second position P2 belongs to the downstream portion DR of the first position P1, the processor 10 starts at a position (-X direction in the figure) closer to the own vehicle V1 than the second position P2. The positions StP1 and StP2 are set. When the second position P2 belongs to the downstream portion DR of the first position P1, the own vehicle V1 starts steering and the other vehicle VP is in the avoidance control for avoiding the other vehicle VP where the own vehicle V1 is an obstacle VP. This is a state in which the second point P2 belongs between the minimum (necessary for avoidance) first distance Lth1 (minimum avoidable distance) capable of avoiding the above and the other vehicle VP. The second point P2 is a point existing at a position of the second distance Lth2 from the own vehicle V1 which is considered to be easy for the occupants of the own vehicle V1 to recognize the driving environment in consideration of the speed of the own vehicle V1. That is, the position where the occupant can easily recognize the driving environment (forward gaze point) is within the range up to the minimum first distance Lth1 required for the own vehicle V1 to avoid the other vehicle VP (minimum avoidable distance). It is in a state of overlapping with the range). It can also be evaluated that the position where the occupant is likely to recognize the driving environment (forward gaze point) is too close to the obstacle VP. In such a case, the start positions StP1 and StP2 are set even on the upstream side of the second position P2 (own vehicle V1 side).

Preferably, as shown in FIG. 5B, the processor 10 sets the start position StP1 at the first position P1 when the second position P2 belongs to the downstream portion DR (step S108). In the situation of FIG. 5B, the first position P1 is located on the own vehicle V1 side (upstream side of the traveling path) with respect to the second position P2. In such a case, the avoidance control is started at the first position P1 existing in the minimum first distance Lth1 (minimum avoidable distance) at which the own vehicle V1 can start steering and avoid the other vehicle VP. It is preferable to do so.

The start positions StP1 and StP1 calculated in step S107 or S108 are closer to the obstacle VP than the start position StP calculated in step S106. A second avoidance trajectory in which the start positions StP1 and StP1 are used as starting points, the lateral position is moved to the side of the obstacle VP, the obstacle VP is overtaken, the lateral position is moved again, and the vehicle moves in front of the obstacle VP. Is larger in the amount of change in the lateral position and the amount of change in the steering amount than the first avoidance locus calculated with the start position StP calculated in step S106 as the starting point. Further, the first avoidance locus is a relatively smooth locus, but the second avoidance locus may not be a continuous locus due to a large amount of change in the lateral position. In the second avoidance locus, the amount of change in the lateral position is preferably less than a predetermined value.

When the start position StP is determined in step S107 or S108, the process proceeds to step S109.

In step S109, the processor 10 starts avoidance control from the start position StP to determine whether the obstacle VP can be avoided or the avoidance locus can be calculated. The processor 10 starts changing the lateral position from the start position StP, and the own vehicle V1 moves based on a preset minimum radius of curvature (minimum turning radius) and an upper limit value of the allowable lateral acceleration generated in the own vehicle V1. It is determined whether or not an avoidance trajectory that passes beside the obstacle VP and moves in front of the obstacle VP can be calculated. The avoidance trajectory changes lanes from the start position StP of the lane LN01 in which the own vehicle V1 is traveling to the adjacent lane LN02, and passes by the side of the obstacle VP. At this stage, it may be determined that the obstacle VP avoidance control is completed. Specifically, when the rear end (X value in the figure) of the own vehicle V1 exceeds the rear end (X value in the figure) of the other vehicle VP in the traveling direction of the own vehicle V1 (X direction in the figure). It may be determined that the own vehicle V1 has avoided the obstacle VP. If the route to the destination of the own vehicle V1 is a route that turns left from the lane LN01, the movement until the own vehicle V1 changes lanes to the lane LN02 again and is located in front of the obstacle VP can be used as avoidance control. Good.

If the avoidance locus cannot be calculated in step S109, the process proceeds to step S113 and deceleration operation is executed. When the own vehicle V1 decelerates, the positions of the first position P1, the second position P2, and the third position P3 can be changed. This is because the steering upper limit value and the like change depending on the speed. If the positional relationship between the first position P1 and the second position P2 and the positional relationship between the first to third positions (P1, P2, P3) change, the determination result regarding the situation regarding the obstacle VP may change. After the deceleration of the own vehicle V1, the processes after step S105 are executed again, and the avoidance control is performed based on the new first position P1 and second position P2, or the first to third positions (P1-P3). Try to run. If it is determined that avoidance is unavoidable in step S109 again, the process proceeds to step S114, and it is determined that the avoidance control cannot be executed. In step S115, the processor sends out to the vehicle controller 200 that the avoidance control cannot be executed, and further outputs to that effect to the information presenting device to the occupants.

In the following step S110, the processor 10 refers to the driving performance and the braking performance of the own vehicle V1 and confirms that the own vehicle V1 can move according to the avoidance locus. Can the processor 10 move the own vehicle V1 on the avoidance trajectory at the target speed and the target posture without exceeding the steering angle limit and the lateral acceleration limit of the own vehicle V1 and without being disturbed by another obstacle VP? Please simulate. If it is determined that the avoidance is possible, the process proceeds to step S111. In step S111, the processor 10 calculates an avoidance locus including the start position StP1 and sends it to the vehicle controller 200. The vehicle controller 200 executes the processes after step S8 in FIG.

The vehicle controller 200 executes the processes after step S8 in FIG. By starting the avoidance control at the start position StP1 on the first position P1, the avoidance control can be started while maintaining the longest first distance Lth1.

According to the driving control method of the present embodiment described above, it is possible to execute the avoidance control in consideration of the balance between the maintenance of the stability of the vehicle behavior and the execution of the avoidance control of the obstacle VP. The avoidance control is started at the second position P2 or the obstacle VP side (downstream side of the traveling path), and the second position P2 or it is prioritized to move the own vehicle V1 according to the smooth avoidance trajectory. When the avoidance control cannot be started on the obstacle VP side (downstream side of the traveling route), the setting policy of the start position is changed and the control that prioritizes avoiding the obstacle VP over the stability of the vehicle behavior is executed. To do.

Avoidance control that starts avoidance control on the obstacle VP side (downstream side of the traveling path) rather than the second position P2 to make the own vehicle V1 travel on a smooth avoidance trajectory, and avoidance that prioritizes avoiding the obstacle VP. Since the lane can be changed by switching the control, it is possible to execute the avoidance control suitable for the recognition status of the sensor 1 of the own vehicle V1 and the traveling status of the obstacle VP.
In the present embodiment, the obstacle VP is set by setting the start position StP that starts the avoidance control of the obstacle VP at an appropriate timing based on the determination result of the positional relationship between the first position P1 and the second position P2. The start position StP of avoidance control can be appropriately set while suppressing the loss of the opportunity to avoid.

Here, the start position StP of the avoidance control is a change in the lateral position of the own vehicle V1 on the upstream side (-X side in the figure) of the traveling path from the obstacle VP in the steering control for passing the side of the obstacle VP. It can be the first point where (steering amount) exceeds a predetermined value. In this example, overtaking of the obstacle VP involves changing lanes from lane LN01 to lane LN02, so that the start position StP of the lateral position change control at the time of overtaking is from lane LN01 where the obstacle VP exists to its adjacent lane LN02. It may be defined as the starting position of the lane change to. According to the driving control method of the present embodiment, the optimum start position of avoidance control can be set according to the real-time situation detected in the actual traffic.

Hereinafter, a method of setting the start position of avoidance control in consideration of the third position P3 will be described based on steps S112 and S113 of FIG.
In step S105, if the second position P2 belongs to the downstream partial DR of the first position P1, the process proceeds to step S112, and the position of the third position P3 is examined. In step S112, the processor 10 determines whether or not the third position P3 belongs to the upstream portion UR of the first position P1.

As shown in FIG. 5B, when the third position P3 belongs to the upstream portion UR of the first position P1, the process proceeds to step S108, and the start position StP1 is set at the first position P1. Even if the second position P2 belongs to the range of the first distance Lth1, the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation is started, belongs to the range of the first distance Lth1. If not, the non-smooth avoidance trajectory is accepted and the execution of avoidance control is prioritized. As a result, it is possible to execute avoidance control to the extent possible while responding to the situation.

On the other hand, in step S112, when the third position P3 does not belong to the upstream portion UR of the first position P1, that is, when the third position P3 belongs to the downstream portion DR of the first position P1 as shown in FIG. 5C. Goes to step S113. In step S113, the processor 10 outputs a control command for decelerating the own vehicle V1 to the vehicle controller 200. The second position P2 belongs to the range of the first distance Lth1, and the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation is started, belongs to the range of the first distance Lth1. In that case, the own vehicle V1 is decelerated without executing unreasonable avoidance control. As described above, the positional relationship between the first to third positions is changed by the deceleration of the own vehicle V1, the processes after step S105 are executed again, and the propriety of avoidance control is re-determined in step S114. If it is determined that the avoidance control is impossible, the execution of the avoidance control for avoiding the obstacle VP is abandoned. The own vehicle V1 is stopped depending on the situation. Although it is temporary, the own vehicle V1 has failed to avoid the obstacle VP. As a result, it is possible to determine whether or not the avoidance control can be executed while responding to the situation, and to execute the avoidance control to the extent possible.

As shown in FIG. 5C, when the third position P3 belongs to the downstream portion DR of the first position P1, it is output that avoidance control is impossible. The avoidance control stop command may be output to the vehicle controller 200, the occupant or the operator may be notified that the avoidance control is stopped, or the evasion control may be stopped as a cause for the deceleration operation. May be notified to. In the situation shown in FIG. 5C, when determining whether or not the avoidance control can be executed, the distance between the own vehicle V1 and the obstacle VP is close. The behavior of the vehicle in such a situation is likely to be accompanied by sudden changes. By notifying the occupant or the operator in advance that the own vehicle V1 cannot execute the avoidance control, that is, the obstacle VP cannot be evaded by autonomous driving, it is possible to prevent the occupant from being anxious.

<Second Embodiment>
The present embodiment is characterized in that a process of executing the process in consideration of the existence of an obstacle Ob other than the obstacle VP is performed. Since the other avoidance control is common to the first embodiment, the description of the specification and the description of the drawings described in the first embodiment are incorporated in the second embodiment.

In the present embodiment, when another obstacle Ob that affects the traveling of the own vehicle V1 is detected, the processor 10 sets the start position StPA to the own vehicle V1 side (upstream side of the traveling path). It is set by shifting to the start position StPB. The processor 10 compares the predicted moving position of the own vehicle V1 with the predicted moving position of the other obstacle Ob, and determines whether or not the other obstacle Ob affects the traveling of the own vehicle V1.
FIG. 6 shows an example of a scene in which another obstacle Ob affects the running of the own vehicle V1. As shown in FIG. 6, when the obstacle Ob exists in the vicinity of the avoidance locus RT, the own vehicle V1 may not be able to move on the avoidance locus RT. For example, when the obstacle Ob shown in FIG. 6 decelerates or the relative speed is slow, the own vehicle V1 may not be able to move on the avoidance trajectory RT.

When another obstacle Ob that affects the running of the own vehicle V1 traveling on the avoidance trajectory to avoid the obstacle VP is detected, the process of changing the lateral position (lane change) in the avoidance control is promptly started. To do. Preferably, the processor 10 sets the start position StPB to the second position P2. While the own vehicle V1 is approaching the obstacle VP, it is possible to avoid being unable to change the lateral position (lane change) due to another obstacle Ob. It is possible to prevent the own vehicle V1 from stopping behind the obstacle VP without being able to change lanes.

Further, the processor 10 shifts the start position StP to a position closer to the own vehicle V1 by a larger shift amount as the distance between the own vehicle V1 and the obstacle VP becomes longer. As a result, the farther the vehicle V1 is from the obstacle VP, the farther the vehicle is from the obstacle VP, the more the lateral position change (lane change) is started. As a result, the avoidance locus RT for avoiding the obstacle VP can be made smooth (so that the amount of change in the lateral position is less than a predetermined value).

<Third Embodiment>
This embodiment is characterized by a method of calculating an avoidance trajectory that avoids an obstacle VP. Since the other avoidance controls are common to the first and second embodiments, the description of the specification and the description of the drawings described in the first and second embodiments are incorporated in the third embodiment.

When another obstacle VP that affects the running of the own vehicle V1 is detected, the processor 10 sets the end position Ed at which the avoidance control for avoiding the obstacle VP is terminated as an obstacle, as shown in FIG. Set to the side of the VP (Y direction in the figure), and the position where the radius of curvature of the avoidance path RT from the start position StP to the end position Ed is equal to or greater than a predetermined value (the curve has a gentleness equal to or greater than a predetermined value) Set the start position StP. The end point of the lane change is set on the side of the obstacle VP such as a parked vehicle, and the radius of curvature of the route becomes a predetermined value or more (the curve has a gentleness of a predetermined value or more) from the end point of the current position of the own vehicle V1. The avoidance trajectory leading to the lateral position is calculated, and the position at that point is set as the start position StP. When the own vehicle V1 avoids the obstacle VP, first, the end position Ed is set on the side of the obstacle VP, and the radius of curvature of the locus extending from the end position Ed becomes a predetermined value or more (the curve is gentler than the predetermined value). The avoidance locus (with), which is predicted to be the current position of the own vehicle V1 at the start of avoidance control, is set as the start position StP, and the avoidance locus from the start position StP to the end position Ed is calculated.

As a result, the vehicle posture of the own vehicle V1 is within a predetermined range, and avoidance control including lane change that does not deteriorate the riding comfort of the occupant can be executed. Since the end position is on the side of the obstacle VP to be avoided, the own vehicle V1 moves so as to travel on the avoidance trajectory to avoid the obstacle VP, that is, for the purpose of avoiding the obstacle VP. Therefore, since the occupant understands the cause of action of the own vehicle V1, the occupant can be relieved to drive the own vehicle V1.

Since the operation control device 100 of the embodiment of the present invention is configured and operates as described above, it has the following effects.

[1] In the operation control method of the present embodiment, when the present invention determines that an obstacle VP exists in front of the own vehicle V1, the detected obstacle VP moves toward the direction in which the own vehicle V1 exists. The first position of the first distance is set, the second position of the second distance from the own vehicle V1 toward the obstacle VP is set based on the vehicle speed, and the second position is the own vehicle with respect to the first position. The start position for starting the avoidance control of the obstacle VP is set based on the determination result of whether the obstacle VP exists on the V1 side or the obstacle VP side.
Based on the positional relationship between the first position P1 and the second position P2, the situation of the own vehicle V1 with respect to the obstacle VP is determined, and the start position StP of the avoidance control according to the situation is set, so that the vehicle depends on the situation. Avoidance control can be performed in consideration of the balance between the stability of behavior and the execution of avoidance control of obstacle VP.
According to the driving control method of the present embodiment, the stability of the vehicle behavior and the avoidance of the obstacle VP are both when the obstacle VP can be detected at an early timing and when the detection timing of the obstacle VP is delayed. The start position StP of avoidance control can be set in consideration of the balance with the execution of control. Therefore, it is possible to suppress the loss of the opportunity to avoid the obstacle VP, and it is possible to prevent the own vehicle V1 from making an unnecessary stop in the driving behavior of the own vehicle V1. Further, it is possible to execute the avoidance control in consideration of the balance between the stability of the vehicle behavior and the execution of the avoidance control of the obstacle VP depending on the situation.

[2] In the operation control method of the present embodiment, the start position can be a control target position in which a command value in avoidance control is set. The start position for starting the lateral position control for avoiding the obstacle VP may be defined as an absolute position defined by the position coordinate values, but is based on the own vehicle V1 as in the control target position of the present embodiment. The control position set as, for example, a relative position set with reference to the position of the own vehicle V1 such as a position separated from the own vehicle V1 by a predetermined distance may be used.
By setting the start position as a control target position that is relatively determined according to a change in the position of the own vehicle V1, it is possible to suppress a delay in the output, reception, or execution of the operation control command, and the operation control The continuity of orders can be guaranteed. As a result, the avoidance control to be executed can be started in a timely manner, and a smooth (appropriately continuous) driving operation can be executed.

[3] In the operation control method of the present embodiment, when the second position P2 is closer to the vehicle V1 than the first position P1, the processor 10 sets the start position at the second position P2. The control command can be executed based on the control target position as the start position. If the control target position as the start position is the so-called forward gazing point position, smooth avoidance control can be executed.

[4] In the operation control method of the present embodiment, the processor 10 is in the case where the start position is set in the second position P2, and the second position in the situation where the start position is set in the second position P2. When it is determined that P2 exists on the obstacle VP side of the first position P1, the second position P2 is changed to the own vehicle V1 side.
Since the control target position as the start position for starting the avoidance control is shifted to the own vehicle V1 side (front), the initial command value at the second position P2, which is the control target position before the change, is discrete (discontinuous). ), But the avoidance control is executed so as to start the change of the lateral position at the position before the second position P2, so that the obstacle VP can be surely avoided.

[5] In the operation control method of the present embodiment, when the second position P2 belongs to the downstream portion UR, the start position StP is set at a position closer to the vehicle V1 side (upstream side of the traveling path) than the second position P2. Set.
By setting the start position StP that starts the avoidance control of the obstacle VP at an appropriate timing based on the determination result of the positional relationship between the first position P1 and the second position P2, there is an opportunity to avoid the obstacle VP. The start position StP of avoidance control can be appropriately set while suppressing loss.

[6] In the operation control method of the present embodiment, when the second position P2 belongs to the downstream portion DR, the start position StP is set at the first position P1. The avoidance control is started at the first position P1 existing in the minimum first distance Lth1 (minimum avoidable distance) at which the own vehicle V1 can start steering and avoid the other vehicle VP. The first distance Lth1 from the obstacle VP to the first position P1 can be set to be the longest.

[7] In the operation control method of the present embodiment, the third position P3 of the third distance Lth3 from the own vehicle V1 is set from the own vehicle V1 toward the obstacle VP based on the steering performance of the own vehicle V1. Then, when the second position P2 belongs to the downstream portion DR and the third position P3 belongs to the upstream portion UR of the first position P1, the start position StP1 is set at the first position P1.
Even if the second position P2 belongs to the range of the first distance Lth1, the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation is started, belongs to the range of the first distance Lth1. If not, the non-smooth avoidance trajectory is accepted and the execution of avoidance control is prioritized. As a result, it is possible to execute avoidance control to the extent possible while depending on the situation.

[8] In the operation control method of the present embodiment, when the third position P3 belongs to the downstream partial DR, an operation plan for decelerating the own vehicle V1 is formulated. The second position P2 belongs to the range of the first distance Lth1, and the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation is started, belongs to the range of the first distance Lth1. In that case, the situation is changed by decelerating without executing unreasonable avoidance control. The first position P1 and the second position P2, or the first to third positions (P1-P3) can be changed by the deceleration control of the own vehicle V1. As each position changes, the mutual positional relationship may also change. Depending on the positional relationship after the change, the environment may be such that avoidance control can be executed. As a result, it is possible to determine whether or not the avoidance control can be executed while responding to the situation, and to execute the avoidance control to the extent possible.

[9] In the operation control method of the present embodiment, when the third position P3 belongs to the downstream portion DR of the first position P1, it is output that avoidance control is impossible. The avoidance control stop command may be output to the vehicle controller 200, or the occupant or the operator is notified that the avoidance control is stopped. When determining whether or not the avoidance control can be executed, the distance between the own vehicle V1 and the obstacle VP is close. The behavior of the vehicle in such a situation is likely to be accompanied by sudden changes. By notifying the occupant or the operator in advance that the own vehicle V1 cannot execute the avoidance control, that is, the obstacle VP cannot be evaded by autonomous driving, it is possible to prevent the occupant from being anxious.

[10] In the operation control method of the present embodiment, the third distance Lth3 is determined based on the steering angle limit of the steering mechanism of the own vehicle V1 set in advance. Since the start position StP of the avoidance control is set using the third distance Lth3 according to the steering performance of the own vehicle V1, the avoidance control according to the steering performance can be executed.

[11] In the operation control method of the present embodiment, the third distance Lth3 is the third distance Lth3 according to the tolerance of the lateral acceleration of the own vehicle V1 determined based on the lateral acceleration limit of the own vehicle V1 set in advance. Since the start position StP of avoidance control is set using the distance Lth3, avoidance control can be executed according to the steering performance.

[12] In the operation control method of the present embodiment, when the second position P2 belongs to the upstream portion UR, the start position StP is set between the first position P1 and the second position P2. If there is a margin, avoidance control can be executed with a smooth horizontal position change.

[13] In the operation control method of the present embodiment, when another obstacle VP that affects the traveling of the own vehicle V1 is detected, the start position StP is set to the upstream side of the own vehicle V1 side 8 traveling path). Set by shifting to the position. While the own vehicle V1 is approaching the obstacle VP, it is possible to avoid being unable to change the lateral position (lane change) due to another obstacle Ob. It is possible to avoid stopping behind the obstacle VP without being able to change lanes.

[14] In the operation control method of the present embodiment, the longer the distance between the own vehicle V1 and the obstacle VP is, the larger the shift amount is, and the start position StP is shifted to a position closer to the own vehicle V1. As a result, the farther the vehicle V1 is from the obstacle VP, the farther the vehicle is from the obstacle VP, the more the lateral position change (lane change) is started. As a result, the avoidance locus RT for avoiding the obstacle VP can be made smooth (so that the amount of change in the lateral position is less than a predetermined value).

[15] In the operation control method of the present embodiment, the end position Ed for ending the avoidance control for avoiding the obstacle VP is set to the side of the obstacle VP, and the curvature of the avoidance path from the start position StP to the end position Ed. The start position is set at a position where a locus with a radius of a predetermined value or more (the curve has a gentleness of a predetermined value or more) can be drawn. As a result, the vehicle posture of the own vehicle V1 is within a predetermined range, and avoidance control including lane change that does not deteriorate the riding comfort of the occupant can be executed. Since the end position is on the side of the obstacle VP to be avoided, the own vehicle V1 moves so as to travel on an avoidance trajectory that avoids the obstacle VP, that is, for the purpose of avoiding the obstacle VP. Therefore, since the occupant understands the cause of action of the own vehicle V1, the occupant can be relieved to drive the own vehicle V1.

[16] In the operation control method of the present embodiment, the second distance Lth2 is determined based on the required response time to the command of the own vehicle V1. The second distance Lth2 can be set in consideration of vehicle performance.

[17] In the operation control method of the present embodiment, the operation control device 100 has the same operation as the above-mentioned operation control method, and has the same effect.

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

1000 ... Operation control system 1 ... Sensor 2 ... Navigation device 3 ... Map information 4 ... Own vehicle information detection device 5 ... Environment recognition device 6 ... Object recognition device 100 ... Operation control device 10 ... Processor 11 ... CPU
12 ... ROM
13 ... RAM
120 ... Destination setting function 130 ... Route planning function 140 ... Driving planning function 150 ... Driving zone calculation function 160 ... Route calculation function 170 ... Driving behavior control function 110 ... Output device 111 ... Communication device 200 ... Vehicle controller 210 ... Drive mechanism

Claims (17)

A driving control method for controlling the driving of the own vehicle, which is used in a driving control device including a sensor and a processor.
The processor
Based on the detection information of the sensor, it is determined whether or not there is an obstacle in front of the own vehicle in the lane in which the own vehicle travels.
When it is determined that an obstacle exists in front of the own vehicle in the lane in which the own vehicle travels,
Set the first position of the first distance from the obstacle toward the own vehicle,
Based on the vehicle speed of the own vehicle, the second position of the second distance from the own vehicle toward the obstacle is set.
It is determined whether the second position exists on the own vehicle side or the obstacle side with respect to the first position.
Based on the result of the determination, the start position for starting the avoidance control for avoiding the obstacle is set.
An operation control method for outputting an operation control command including the start position. The operation control method according to claim 1, wherein the start position is a control target position in which a command value in the avoidance control is set. The processor
The driving control method according to claim 1 or 2, wherein when the second position is closer to the own vehicle than the first position, the start position is set at the second position. The processor
When the start position is set to the second position and it is determined that the second position exists on the obstacle side of the first position, the second position is changed to the own vehicle side. The operation control method according to any one of claims 1 to 3, wherein the operation control method is performed. The processor
The driving control method according to claim 1 or 2, wherein when the second position belongs to the obstacle side of the first position, the start position is set on the own vehicle side of the second position. The processor
The operation control method according to claim 1 or 2, wherein when the second position belongs to the obstacle side of the first position, the first position is set as the start position. The processor
Based on the steering performance of the own vehicle, a third position of a third distance from the own vehicle toward the obstacle is set.
When the second position belongs to the obstacle side with respect to the first position and the third position belongs to the own vehicle side with respect to the first position, the start at the first position. The operation control method according to any one of claims 1 to 6, wherein the position is set. The processor
Based on the steering performance of the own vehicle, a third position of a third distance from the own vehicle is set from the own vehicle toward the obstacle.
The operation control method according to any one of claims 1 to 6, wherein when the third position belongs to the obstacle side with respect to the first position, the operation plan for decelerating the own vehicle is drawn up. The processor
Based on the steering performance of the own vehicle, a third position of a third distance from the own vehicle is set from the own vehicle toward the obstacle.
The operation according to any one of claims 1 to 7, which outputs that the avoidance control cannot be executed when the third position belongs to the obstacle side with respect to the first position. Control method. The driving control method according to any one of claims 7 to 9, wherein the third distance is determined based on a preset steering angle limit of the steering mechanism of the own vehicle. The driving control method according to any one of claims 7 to 9, wherein the third distance is determined based on a preset lateral acceleration limit of the own vehicle. The processor
Any one of claims 1 to 11 for setting the start position between the first position and the second position when the second position belongs to the own vehicle side with respect to the first position. The operation control method described in the section. The processor
When other obstacles that affect the running of the own vehicle are detected,
The operation control method according to claim 12, wherein the start position is set by shifting to the own vehicle side. The processor
The driving control method according to claim 13, wherein the longer the distance between the own vehicle and the obstacle is, the larger the shift amount is to shift the start position in the direction in which the own vehicle exists. The processor
The end position at which the avoidance control ends is set to the side of the obstacle, and the start position is set at a position where a locus in which the radius of curvature of the avoidance path from the start position to the end position is equal to or greater than a predetermined value can be drawn. The operation control method according to any one of claims 12 to 14. The driving control method according to any one of claims 1 to 15, wherein the second distance is determined based on a time required for responding to a command of the own vehicle. Sensors that detect information about other vehicles around your vehicle,
A driving control device including a processor for controlling the operation of the own vehicle and controlling the operation of the own vehicle.
The processor
Based on the detection information of the sensor, it is determined whether or not there is an obstacle in front of the own vehicle in the lane in which the own vehicle travels.
When it is determined that an obstacle exists in front of the own vehicle in the lane in which the own vehicle travels,
Set the first position of the first distance from the obstacle toward the own vehicle,
Based on the vehicle speed of the own vehicle, the second position of the second distance from the own vehicle toward the obstacle is set.
It is determined whether the second position exists on the own vehicle side or the obstacle side with respect to the first position.
Based on the result of the determination, the start position for starting the avoidance control for avoiding the obstacle is set.
An operation control device that outputs an operation control command including the start position.

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