JP2021126958A - Travel control device, vehicle, travel control method, and program - Google Patents

Abstract

To control travel and stop of own vehicle according to a shape and a peripheral situation of a stopping prohibition area.SOLUTION: There is provided a travel control device. Acquisition means acquires information on a stopping prohibition area in front of an own vehicle. Determination means determines whether or not there exists a stoppable area where the own vehicle can be stopped in front of the stopping prohibition area. Stopping control means stops the own vehicle in the stoppable area when there is the stoppable area, and stops the own vehicle in front of the stopping prohibition area when there exists no stoppable area. When other vehicle existing in a second lane different from a first lane where the own vehicle travels among a plurality of travel lanes performs operation of entering into the first lane, in the case in which the stopping prohibition areas exist across the plurality of travel lanes, the stopping control means stops the own vehicle in front of the stopping prohibition area even when there exists the stoppable area.SELECTED DRAWING: Figure 4

Description

The present invention relates to a travel control device, a vehicle, a travel control method and a program.

In areas such as railroad crossings, intersections, and areas where public vehicles are prioritized, there may be areas where vehicles are prohibited from stopping. In Patent Document 1, when there is a stop-prohibited area in front of the own vehicle and it is determined that there is a space in front of the stop-prohibited area for the own vehicle to enter, the patent document 1 guides the own vehicle to enter the stop-prohibited area. The vehicle control device to be used is disclosed.

Japanese Unexamined Patent Publication No. 2007-09472

In the above-mentioned prior art, the driver is instructed whether or not the own vehicle can enter the stop-prohibited area based on the positional relationship between the vehicle in front and the stop-prohibited area. However, there are various shapes in the stop prohibition area, and it is desired to control the traveling of the own vehicle according to the shape and the surrounding conditions.

An object of the present invention is to provide a technique for controlling the running and stopping of the own vehicle according to the shape of the stop prohibition area and the surrounding conditions.

According to one aspect of the invention
An acquisition method for acquiring information on the prohibited area in front of the own vehicle, and
A determination means for determining whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area, and
When there is a stoptable area, the own vehicle is stopped in the stoptable area, and when there is no stoptable area, the own vehicle is stopped in front of the stop prohibition area. ,
The stop control means exists in a second lane different from the first lane in which the own vehicle travels among the plurality of traveling lanes when the stopping prohibited area exists over a plurality of traveling lanes. When the vehicle performs an operation for entering the first lane, the own vehicle is stopped in front of the stop prohibition area even if the stoppable area exists.
A travel control device characterized by this is provided.

According to the present invention, it is possible to control the running and stopping of the own vehicle according to the shape of the stop prohibition area and the surrounding conditions.

The block diagram of the vehicle control device which concerns on one Embodiment. The figure which shows typically the roadway where the stop prohibition area is provided, and the vehicle traveling on this roadway. The flowchart which shows the processing example of ECU. The flowchart which shows the processing example of ECU. (A) and (b) are schematic views showing an example of a stop position when a vehicle stops in front of a stop prohibition area.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configuration will be given the same reference number, and duplicated explanations will be omitted.

<First Embodiment>
FIG. 1 is a block diagram of a vehicle control device according to an embodiment of the present invention, and controls the vehicle 1. In FIG. 1, the outline of the vehicle 1 is shown in a plan view and a side view. Vehicle 1 is, for example, a sedan-type four-wheeled passenger car. In the following description, the left and right sides are based on the state in which the vehicle 1 faces the forward direction.

The control device of FIG. 1 includes a control unit 2. The control unit 2 includes a plurality of ECUs 20 to 29 that are communicably connected by an in-vehicle network. Each ECU includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Further, each ECU may be provided with a dedicated integrated circuit such as an ASIC for executing processing by each ECU instead of these.

Hereinafter, the functions and the like that each ECU 20 to 29 is in charge of will be described. The number of ECUs and the functions in charge can be appropriately designed, and can be subdivided or integrated from the present embodiment.

The ECU 20 executes control related to the automatic driving of the vehicle 1. In automatic driving, at least one of steering of the vehicle 1 and acceleration / deceleration is automatically controlled. In the control example described later, the ECU 20 executes stop control of the vehicle 1 by automatically controlling at least the acceleration / deceleration of the vehicle 1. As described above, when viewed from a certain aspect, the ECU 20 functions as a travel control device for the vehicle 1.

The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism for steering the front wheels in response to a driver's driving operation (steering operation) with respect to the steering wheel 31. Further, the electric power steering device 3 includes a motor that assists the steering operation or exerts a driving force for automatically steering the front wheels, a sensor that detects the steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to an instruction from the ECU 20 to control the traveling direction of the vehicle 1.

The ECUs 22 and 23 control the detection units 41 to 43 for detecting the surrounding conditions of the vehicle and process the information processing of the detection results. The detection unit 41 is a camera that photographs the front of the vehicle 1 (hereinafter, may be referred to as a camera 41), and in the case of the present embodiment, it is attached to the vehicle interior side of the front window at the front of the roof of the vehicle 1. Be done. By analyzing the image taken by the camera 41, it is possible to extract the outline of the target and the lane marking line (white line or the like) on the road.

The detection unit 42 is a Light Detection and Ranging (LIDAR) (hereinafter, may be referred to as a lidar 42), detects a target around the vehicle 1, and measures the distance from the target. Or something. In the case of the present embodiment, five riders 42 are provided, one in each corner of the front portion of the vehicle 1, one in the center of the rear portion, and one on each side of the rear portion. The detection unit 43 is a millimeter-wave radar (hereinafter, may be referred to as a radar 43), detects a target around the vehicle 1, and measures a distance from the target. In the case of the present embodiment, five radars 43 are provided, one in the center of the front portion of the vehicle 1, one in each corner of the front portion, and one in each corner of the rear portion.

The ECU 22 controls one of the cameras 41 and each rider 42, and processes information processing of the detection result. The ECU 23 controls the other camera 41 and each radar 43, and processes information processing of the detection result. By equipping two sets of devices that detect the surrounding conditions of the vehicle, the reliability of the detection results can be improved, and by equipping different types of detection units such as cameras, riders, and radar, the surrounding environment of the vehicle can be analyzed. Can be done in multiple ways.

The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and processes the detection result or the communication result. The gyro sensor 5 detects the rotational movement of the vehicle 1. The course of the vehicle 1 can be determined from the detection result of the gyro sensor 5, the wheel speed, and the like. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c wirelessly communicates with a server that provides map information and traffic information, and acquires such information. The ECU 24 can access the map information database 24a built in the storage device, and the ECU 24 searches for a route from the current location to the destination.

The ECU 25 includes a communication device 25a for vehicle-to-vehicle communication. The communication device 25a wirelessly communicates with other vehicles in the vicinity and exchanges information between the vehicles.

The ECU 26 controls the power plant 6. The power plant 6 is a mechanism that outputs a driving force for rotating the driving wheels of the vehicle 1, and includes, for example, an engine and a transmission. The ECU 26 controls the engine output in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, the vehicle speed detected by the vehicle speed sensor 7c, or the like. The shift stage of the transmission is switched based on the information of. When the operating state of the vehicle 1 is automatic operation, the ECU 26 automatically controls the power plant 6 in response to an instruction from the ECU 20 to control acceleration / deceleration of the vehicle 1.

The ECU 27 controls a lighting device (head light, tail light, etc.) including a direction indicator 8 (winker). In the case of the example of FIG. 1, the direction indicator 8 is provided on the front portion, the door mirror, and the rear portion of the vehicle 1.

The ECU 28 controls the input / output device 9. The input / output device 9 outputs information to the driver and accepts input of information from the driver. The voice output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying an image. The display device 92 is arranged in front of the driver's seat, for example, and constitutes an instrument panel or the like. In addition, although voice and display are illustrated here, information may be notified by vibration or light. In addition, information may be transmitted by combining a plurality of voices, displays, vibrations, and lights. Further, the combination may be different or the notification mode may be different depending on the level of information to be notified (for example, the degree of urgency).
The input device 93 is a group of switches that are arranged at a position that can be operated by the driver and give instructions to the vehicle 1, but a voice input device may also be included.

The ECU 29 controls the braking device 10 and the parking brake (not shown). The brake device 10 is, for example, a disc brake device, which is provided on each wheel of the vehicle 1 and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. The ECU 29 controls the operation of the brake device 10 in response to the driver's driving operation (brake operation) detected by the operation detection sensor 7b provided on the brake pedal 7B, for example. When the operating state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the brake device 10 in response to an instruction from the ECU 20 to control deceleration and stop of the vehicle 1. The braking device 10 and the parking brake can also be operated to maintain the stopped state of the vehicle 1. Further, when the transmission of the power plant 6 is provided with a parking lock mechanism, this can be operated to maintain the stopped state of the vehicle 1.

<Explanation of parking prohibited areas>
FIG. 2 is a diagram schematically showing a roadway provided with a stop prohibition area and a vehicle traveling on the roadway. FIG. 2 shows the area in front of the intersection of a three-lane roadway on each side. This lane includes a traveling lane L1 adjacent to the oncoming lane, a traveling lane L2 in the center of the three lanes, and a traveling lane L3 outside the lane. FIG. 2 shows a state in which the own vehicle 1 is traveling in the traveling lane L1, the other vehicle 98 is stopped in front of the vehicle 1, and the other vehicle 99 is stopped in the traveling lane L3. In the present embodiment, the other vehicle 99 is a bus (hereinafter, referred to as a bus 99). FIG. 2 shows a state in which the bus 99 is stopped at the bus stop BS. After the bus 99 starts, the bus 99 changes lanes to the traveling lane L1 through the traveling route P1 and turns right at the intersection. Further, the roadway is provided with a stop prohibition area A1 straddling the traveling lanes L1 to L3.

The stop prohibition area A1 is an area where the vehicle is prohibited from stopping. In the present embodiment, a stop prohibition area A1 straddling the traveling lanes L1 to L3 is provided in order to secure a traveling route P1 when the bus 99 stopped at the bus stop BS in front of the intersection makes a right turn at the intersection. That is, in this example, the general vehicle is prohibited from stopping in the stop prohibition area A1, and the bus 99 is prioritized in the stop prohibition area A1. Other examples of stop-prohibited areas include railroad crossings, fire stations, police stations, and the like.

As in the situation shown in FIG. 2, when there is a stop-prohibited area A1 in front of the vehicle 1 and a stop-prohibited area A2 further in front of the vehicle 1, the vehicle 1 passes through the stop-prohibited area A1 and stops in the stop-prohibited area A2. It is conceivable to do. However, when the vehicle 1 is passing over the stop prohibition area A1 in order to stop in the stoptable area A2, the bus 99 may change lanes to the traveling lane L1 while traveling on the traveling route P1. .. In this case, the vehicle 1 may interfere with the running of the bus 99, or the vehicle 1 may have to stop in the stop prohibition area A1 as a result of giving priority to the running of the bus 99. Therefore, in the present embodiment, the ECU 20 controls the traveling and stopping of the vehicle 1 according to the shape of the vehicle stop prohibition region and the surrounding conditions by the following processing.

<Processing example of ECU 20>
FIG. 3 is a flowchart showing a processing example of the ECU 20, showing an example of processing when the vehicle 1 is stopped. The process of FIG. 3 is realized, for example, by the processor of the ECU 20 executing a program stored in the ECU 20. Alternatively, dedicated hardware (eg, a circuit) may perform at least part of each step.

In S1, the ECU 20 acquires information on a stop-prohibited area in front of the vehicle 1 which is its own vehicle. In one embodiment, the ECU 20 acquires information such as the presence / absence of a stop prohibited area on the road and its shape by analyzing the image taken by the camera 41. In the example of FIG. 2, the ECU 20 acquires that there is a stop prohibition area A1 in front of the vehicle 1 and its shape. The ECU 20 provides information on whether the stop prohibition region A1 extends not only to the travel lane L1 in which the vehicle 1 travels, but also to the travel lane L2 and the travel lane L3 different from the travel lane L1, and the shape of the stop prohibition region A1. Information such as can also be obtained.

In S2, the ECU 20 proceeds to S3 if there is a stop prohibition area in front of the own vehicle, and proceeds to S5 if there is no stop prohibition area in front of the own vehicle, based on the information acquired in S1. In the example of FIG. 2, since there is a stop prohibition area A1 in front of the vehicle 1, the ECU 20 proceeds to the process of S3.

In S3, the ECU 20 determines whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area. In one embodiment, the ECU 20 makes a determination based on the shape of the vehicle stop prohibition area acquired by the image taken by the camera 41, the distance to the vehicle in front acquired by the detection results of the rider 42, the radar 43, and the like. In the example of FIG. 2, the ECU 20 determines that the stoptable area A2 exists between the other vehicle 98 and the stop prohibition area A1 in front of the stop prohibition area A1.

In S4, the ECU 20 performs stop control when there is a stop prohibition area in front of the ECU 20 and ends the flowchart. Details of this step will be described later.

In S5, the ECU 20 stops the vehicle 1 in the stoptable area and ends the flowchart. That is, when proceeding to S5, there is no stop prohibition area in front of the vehicle 1. Therefore, the ECU 20 stops the vehicle 1 in a region where the vehicle can be stopped due to the vehicle in front, the stop line, or the like.

FIG. 4 is a flowchart showing a processing example of the ECU 20, showing a specific processing example of S4.

In S401, based on the determination result of S3, the ECU 20 proceeds to S402 if there is a stoptable area in front of the stop prohibition area, and proceeds to S404 if there is no stoptable area in front of the stop prohibition area. In the example of FIG. 2, the ECU 20 proceeds to S402 because there is a stoptable area A2 in front of the stop prohibition area A1.

In S402, based on the information acquired in S1, the ECU 20 proceeds to S403 if the stop prohibition area exists across a plurality of traveling lanes, and S405 if the stop prohibition area does not exist across a plurality of traveling lanes. Proceed to. In the example of FIG. 2, the ECU 20 proceeds to S403 because the stop prohibition area A1 straddles a plurality of traveling lanes L1 to L3.

In S403, the ECU 20 confirms whether or not there is an operation for the other vehicle to enter the traveling lane of the own vehicle, and if there is an operation, proceeds to S404, and if there is no operation, proceeds to S405. In the example of FIG. 2, the bus 99 enters the traveling lane L1 through the traveling path P1, but if the bus 99 is performing an operation for entering the traveling lane L1, the ECU 20 proceeds to S404.

In one embodiment, the ECU 20 determines whether or not the bus 99, which is another vehicle, is operating to enter the traveling lane L1 of the vehicle 1, which is the own vehicle, based on the operation of the direction indicator of the bus 99. You may go. The ECU 20 can confirm whether or not the direction indicator of the bus 99 is operating based on the captured image of the camera 41. When executing S403, the ECU 20 may determine that the bus 99 is performing an operation of entering the traveling lane L1 when the right turn signal is lit. Further, even if the ECU 20 determines that the bus 99 is not operating to enter the traveling lane L1 when the bus 99 is stopped without turning on the turn signal due to waiting for passengers to get on and off at the time of executing S403. good.

Further, the determination as to whether or not the bus 99 is performing the operation of entering the traveling lane L1 of the vehicle 1 may be performed based on the moving speed, acceleration, or the like in the vehicle width direction of the bus 99. For example, the ECU 20 determines that the bus 99 enters the traveling lane L1 of the vehicle 1 when the moving speed of the bus 99 to the right in the traveling direction is equal to or higher than the threshold value based on the detection results of the detection units 41 to 43. You may.

In S404, the ECU 20 stops the vehicle 1 in front of the stop prohibition area. In one embodiment, the ECU 20 stops the vehicle 1 in the area A3 in front of the stop prohibition area A1. In FIG. 2, when another vehicle (not shown) is stopped in the stoptable area A2, the vehicle 1 cannot stop in front of the stop prohibition area (S401: No), so that the ECU 20 puts the vehicle 1 in the area A3. Stop the car. Further, even when the stoptable area A2 exists in front of the stop prohibition area A1 (S401: Yes), when the bus 99 performs an operation for entering the traveling lane L1 of the vehicle 1 (S403: Yes). Yes), the ECU 20 stops the vehicle 1 in the area A3. As a result, the movement of public vehicles such as the bus 99 can be prioritized. Therefore, the bus 99 can travel in the stop prohibition area A1 to change lanes and stop in the stoppable area A2 in front of the bus 99.

In S405, the ECU 20 stops the own vehicle in front of the stop prohibition area. In FIG. 2, the ECU 20 stops the vehicle 1 in the stoptable area A2. When the bus 99 is not operating to enter the traveling lane L1 (S403: No), the progress of the bus 99 even if the vehicle 1 passes through the stop prohibition area A1 and enters the stoptable area A2. Less likely to get in the way. Therefore, in such a case, the vehicle 1 can proceed further forward by stopping in the stoptable area A2 in front of the stop prohibition area A1.

5 (a) and 5 (b) are schematic views showing an example of a stop position when the vehicle 1 stops in front of the stop prohibition area A1. In the present embodiment, the boundary B1 between the stop prohibition area A1 and the area in front of the stop prohibition area A1 in the traveling lane L1 is provided obliquely with respect to the vehicle width direction. In other words, in the traveling lane L1, the position in the front-rear direction of the boundary of the stop prohibition area A1 differs depending on the position in the width direction.

In one embodiment, as shown in FIG. 5A, the ECU 20 offsets the position of the vehicle 1 in the vehicle width direction to the side where the front end B1a of the diagonal boundary B1 exists. You may stop the car. More specifically, the vehicle 1 is stopped in a state where the center line CV passing through the center in the width direction of the vehicle 1 is offset toward the end B1a side from the center line CL passing through the center in the width direction of the traveling lane L1. May be good. As a result, the ECU 20 can move the vehicle 1 further forward within a range that does not enter the stop prohibition area A1 and then stop the vehicle. In one embodiment, the ECU 20 stops the vehicle 1 at a position where the front end 1a of the vehicle 1 is located in front of the frontmost position B1b of the diagonal boundary B1 and the vehicle 1 does not enter the stop prohibition area A1. I can let you. In other words, the ECU 20 may stop the vehicle 1 so that the front end 1a is located ahead of the line B1c that passes through the position B1b and extends in the vehicle width direction.

On the other hand, in one embodiment, as shown in FIG. 5B, the ECU 20 may stop the vehicle 1 in front of the position B1b. In other words, the ECU 20 may stop the vehicle 1 on the front side of the line B1c that passes through the position B1b and extends in the vehicle width direction. As a result, the vehicle 1 can stop with a margin in the parking prohibited area. Furthermore, when the bus 99 starts after the vehicle 1 has stopped and passes through the travel path P1 of FIG. 2, it is possible to reduce the possibility that the vehicle 1 interferes with the travel of the bus 99. can.

As described above, according to the present embodiment, when the stop prohibition area A1 exists across a plurality of traveling lanes L1 to L3, the bus 99 that has performed an operation for entering the traveling lane L1. Prioritize lane changes and stops. Therefore, it is possible to control the traveling of the own vehicle according to the shape of the stop prohibition area and the surrounding conditions.

In the above embodiment, the traveling lane L1 of the own vehicle 1 and the traveling lane L3 of the bus 99 which is another vehicle are not adjacent to each other and sandwich the traveling lane L2, but the other vehicle is the traveling lane of the own vehicle. The ECU 20 can execute the above process even when the vehicle is traveling in a lane adjacent to the vehicle. Further, the ECU 20 can execute the above process not only in the case of three lanes on one side shown in the above embodiment but also in the case of two lanes on one side or four or more lanes on one side. Further, depending on the shape of the stop prohibition area and the surrounding conditions, the configuration according to the above embodiment can be executed even when the own vehicle is in the lane outside the roadway and another vehicle is in the lane on the center side of the vehicle. be.

<Summary of Embodiment>
The embodiment discloses at least the following travel control device, vehicle, travel control method and program.

1. 1. The travel control device (for example, 20) of the above embodiment is
An acquisition means (for example, S1) for acquiring information about a no-stop area (for example, A1) in front of the own vehicle (for example, 1), and
A determination means (for example, S2) for determining whether or not there is a stoptable area (for example, A2) in which the own vehicle can stop in front of the stop prohibition area, and
A stop control means (for example, S3) that stops the own vehicle in the stoptable area when there is a stoptable area, and stops the own vehicle in front of the stop prohibition area when there is no stoptable area. And with
When the stop prohibition area exists over a plurality of traveling lanes (for example, S402), the vehicle stop control means includes the first lane (for example, L1) in which the own vehicle travels among the plurality of traveling lanes. When another vehicle (for example, 99) existing in a different second lane (for example, L3) performs an operation for entering the first lane (for example, S403), even if the stoptable area exists. The own vehicle is stopped in front of the stop prohibition area (for example, S404).

According to this embodiment, when the stop prohibition area exists over a plurality of lanes, priority is given to changing lanes and stopping of another vehicle that has performed an operation for entering the first lane. Therefore, it is possible to control the running and stopping of the own vehicle according to the shape of the stop prohibition area and the surrounding conditions.

2. According to the above embodiment, the stop control means determines whether or not the other vehicle has performed an operation for entering the first lane based on the operation of the direction indicator of the other vehicle.

According to this embodiment, the stop control of the own vehicle can be performed based on the operation of the direction indicator of the other vehicle.

3. 3. According to the above embodiment, the other vehicle is a vehicle in which traveling is prioritized in the parking prohibited area.

According to this embodiment, it is possible to prioritize lane change and stop of a vehicle in which traveling is prioritized in a stop prohibition area.

4. According to the above embodiment, when the own vehicle is stopped in front of the stop prohibition area, the stop control means is a boundary between the stop prohibition area and the area in front of the stop prohibition area in the first lane. When (for example, B1) is provided diagonally with respect to the vehicle width direction, the own vehicle is offset in the vehicle width direction to the side where the front end (for example, B1a) of the diagonal boundary is located. And stop.

According to this embodiment, the position in the width direction of the own vehicle can be offset to a position in the width direction in which the own vehicle can be stopped in front of the stop prohibition area and within a range that does not enter the area.

5. According to the above embodiment, when the own vehicle is stopped in front of the stop prohibition region, the stop control means has the front end (for example, 1a) of the own vehicle at the most of the diagonal boundary in the first lane. The own vehicle is stopped at a position located in front of the front side position (for example, B1a) and at a position where the own vehicle does not enter the stop prohibition area.

According to this embodiment, the own vehicle can be stopped in front of the stop prohibition area and within a range that does not enter the area.

6. According to the above embodiment, when the own vehicle is stopped in front of the stop prohibition area, the boundary (for example, B1) between the stop prohibition area and the area in front of the stop prohibition area in the first lane is a vehicle. When the vehicle is provided diagonally with respect to the width direction, the own vehicle is stopped in front of the position (for example, B1a) on the foremost side of the boundary in the first lane in the traveling direction.

According to this embodiment, the vehicle can be stopped with a margin in the parking prohibited area.

7. The vehicle of the above embodiment (for example, 1) is described in the above 1. Or 6. It has any of the following travel control devices.

According to this embodiment, a vehicle that can be stopped according to the shape of the parking prohibited area and the surrounding conditions is provided.

8. The traveling control method of the above embodiment is
An acquisition process (for example, S1) for acquiring information about a no-stop area (for example, A1) in front of the own vehicle (for example, 1), and
A determination step (for example, S2) for determining whether or not there is a stoptable area (for example, A2) in which the own vehicle can stop in front of the stop prohibition area.
A stop control step (for example, S3) in which the own vehicle is stopped in the stoppable area when there is a stoptable area, and the own vehicle is stopped before the stop prohibition area when there is no stoptable area (for example, S3). And, including
In the stop control step, when the stop prohibition area exists over a plurality of traveling lanes, the second lane different from the first lane (for example, L1) in which the own vehicle travels among the plurality of traveling lanes. When another vehicle (for example, 99) existing in (for example, L3) performs an operation for entering the first lane (for example, S403), the stop-prohibited area is present even if the stop-possible area exists. The own vehicle is stopped in front of.

According to this embodiment, a traveling control method capable of stopping the own vehicle according to the shape of the stop prohibition area and the surrounding conditions is provided.

9. The program of the above embodiment
The computer of the driving control device,
Acquisition means for acquiring information on the prohibited area in front of the own vehicle,
A determination means for determining whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area.
If there is a stoptable area, the own vehicle is stopped in the stoptable area, and if there is no stoptable area, the own vehicle is stopped in front of the stop prohibition area as each means of the stop control means. Make it work,
When the stop prohibition area exists over a plurality of traveling lanes, the vehicle stop control means has a second lane different from the first lane (for example, L1) in which the own vehicle travels among the plurality of traveling lanes. When another vehicle (for example, 99) existing in (for example, L3) performs an operation for entering the first lane (for example, S403), the stop-prohibited area is present even if the stop-possible area exists. Stop the own vehicle in front of (for example, S404),

According to this embodiment, a program capable of stopping the own vehicle according to the shape of the no-stop area and the surrounding conditions is provided.

The invention is not limited to the above-described embodiment, and various modifications and changes can be made within the scope of the gist of the invention.

1 vehicle, 2 control unit, 20 ECU

Claims (9)

An acquisition method for acquiring information on the prohibited area in front of the own vehicle, and
A determination means for determining whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area, and
When there is a stoptable area, the own vehicle is stopped in the stoptable area, and when there is no stoptable area, the own vehicle is stopped in front of the stop prohibition area. ,
The stop control means exists in a second lane different from the first lane in which the own vehicle travels among the plurality of traveling lanes when the stopping prohibition area exists over a plurality of traveling lanes. When the vehicle performs an operation for entering the first lane, the own vehicle is stopped in front of the stop prohibition area even if the stoppable area exists.
A traveling control device characterized by the fact that. The first aspect of claim 1, wherein the vehicle stop control means determines whether or not the other vehicle has performed an operation for entering the first lane based on the operation of the direction indicator of the other vehicle. Driving control device. The travel control device according to claim 1 or 2, wherein the other vehicle is a vehicle in which travel is prioritized in the parking prohibited area. In the stop control means, when the own vehicle is stopped in front of the stop prohibited area, the boundary between the stop prohibited area and the area on the front side of the stop prohibited area in the first lane is relative to the vehicle width direction. Any of claims 1 to 3, wherein when the vehicle is provided diagonally, the own vehicle is offset in the vehicle width direction and stopped on the side where the front end of the diagonal boundary is located. The travel control device according to item 1. When the own vehicle is stopped in front of the stop prohibition area, the stop control means is located so that the front end of the own vehicle is located in front of the frontmost position of the diagonal boundary in the first lane. The travel control device according to claim 4, further comprising stopping the own vehicle at a position where the own vehicle does not enter the stop prohibition area. In the stop control means, when the own vehicle is stopped in front of the stop prohibited area, the boundary between the stop prohibited area and the area on the front side of the stop prohibited area in the first lane is relative to the vehicle width direction. Any one of claims 1 to 3, characterized in that the own vehicle is stopped in front of the position on the foremost side of the boundary in the first lane in the traveling direction when the vehicle is provided at an angle. The travel control device according to. A vehicle having the travel control device according to any one of claims 1 to 6. The acquisition process to acquire information about the no-stop area in front of the own vehicle,
A determination step of determining whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area, and a determination step.
Includes a stop control step of stopping the own vehicle in the stoppable area when there is a stoptable area, and stopping the own vehicle in front of the stop prohibition area when there is no stoptable area. ,
The stop control step exists in a second lane different from the first lane in which the own vehicle travels among the plurality of traveling lanes when the stopping prohibited area exists over a plurality of traveling lanes. When the vehicle performs an operation for entering the first lane, the own vehicle is stopped in front of the stop prohibition area even if the stoppable area exists.
A driving control method characterized by that. The computer of the driving control device,
Acquisition means for acquiring information on the prohibited area in front of the own vehicle,
A determination means for determining whether or not there is a stoptable area in which the own vehicle can stop in front of the stop prohibition area.
If there is a stoptable area, the own vehicle is stopped in the stoptable area, and if there is no stoptable area, the own vehicle is stopped in front of the stop prohibition area as each means of the stop control means. Make it work,
The stop control means exists in a second lane different from the first lane in which the own vehicle travels among the plurality of traveling lanes when the stopping prohibition area exists over a plurality of traveling lanes. When the vehicle performs an operation for entering the first lane, the own vehicle is stopped in front of the stop prohibition area even if the stoppable area exists.
A program characterized by that.

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