JP2022143818A - Driving support method and driving support device - Google Patents

Abstract

To provide a driving support method and a driving support device that can keep steering maneuvering while accelerating under control.SOLUTION: When making a right or left turn at an intersection C, prior to entering the intersection C, a driving support device obtains information on risks that may impede the travel of an own vehicle V1 on the road on which the own vehicle V1 will travel after turning right or left at the intersection C, and automatically controls the travel of the own vehicle V1 so that it enters a lane of the road in question where not risk exists in a section Za up to predetermined distance from the intersection C, or where the risk in the section Za is less than predetermined value.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present invention relates to a vehicle driving support method and a driving support device.

Set the recommended driving lane based on the lane information of the road link connecting the two intersections and the guidance route information at the intersection, and acquire and acquire the road condition information that represents the road conditions that change with the presence of parked vehicles. There is known a route guidance system that changes a set recommended driving lane based on road condition information (Patent Document 1).

Japanese Patent Application Laid-Open No. 2006-184005

In the above-mentioned route guidance system, when guiding the driving route of the own vehicle, the own vehicle runs along the lane closest to the road shoulder (the left lane if the vehicle is traveling on the left side). must enter the left lane. At this time, if there is a parked vehicle in the left lane immediately after the vehicle turns left, the vehicle encounters the parked vehicle before accelerating sufficiently after turning left. It is necessary to steer while accelerating to avoid the parked vehicle. Steering maneuvers that are performed along with such acceleration have the problem of increasing changes in the behavior of the vehicle.

A problem to be solved by the present invention is to provide a driving support method and a driving support device that can suppress steering operation while accelerating.

The present invention obtains information on the risk of impeding the travel of a vehicle on a road on which the vehicle travels after turning right or left at the intersection before entering the intersection when turning right or left at the intersection, By autonomously controlling the traveling of the own vehicle so as to enter a lane in which there is no risk in a section up to a predetermined distance from the intersection, or a lane in which the risk is less than a predetermined value, among the lanes of the road. solve the problem.

ADVANTAGE OF THE INVENTION According to this invention, it can suppress performing steering operation while accelerating.

1 is a block diagram showing a driving support system including a driving support method and a driving support device of the present invention; FIG. FIG. 2 is a plan view showing an example of a driving scene in which autonomous control is executed by the driving support system shown in FIG. 1; 2 is a flow chart showing an example of an information processing procedure in the driving support system of FIG. 1;

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings.

[Configuration of driving support system]
FIG. 1 is a block diagram showing a driving support system 20 according to the invention. As shown in FIG. 1, the driving support system 20 includes an imaging device 1, a distance measuring device 2, map information 3, a vehicle position detecting device 4, a navigation device 5, a vehicle control device 6, a communication device 7, and a driving support device. 8. The devices included in the driving support system 20 are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other.

The imaging device 1 is a device for recognizing objects around the own vehicle from images, and is, for example, a camera having an imaging element such as a CCD, an ultrasonic camera, an infrared camera, or the like. A plurality of imaging devices 1 can be provided in one vehicle, and can be arranged, for example, in the front grill portion of the vehicle, under the left and right door mirrors, and in the vicinity of the rear bumper. This can reduce blind spots when recognizing objects around the vehicle.

Range finder 2 is a device for calculating the relative distance and relative speed between a vehicle and an object. Radar equipment, such as sonic radar, or sonar. A plurality of distance measuring devices 2 can be provided in one vehicle, and can be arranged, for example, in the front, right side, left side, and rear of the vehicle. Accordingly, it is possible to accurately calculate the relative distance and relative speed of the vehicle to surrounding objects.

Objects detected by the imaging device 1 and the distance measuring device 2 include road lane boundaries, center lines, road markings, median strips, guardrails, curbs, side walls of highways, road markings, traffic lights, pedestrian crossings, and construction work. Sites, accident sites, traffic restrictions, and the like. Objects also include obstacles that may affect the travel of the own vehicle, such as automobiles other than the own vehicle (other vehicles), motorcycles, bicycles, and pedestrians. The detection results of the imaging device 1 and the distance measuring device 2 are acquired by the driving support device 8 at predetermined time intervals.

Further, the detection results of the imaging device 1 and the distance measuring device 2 can be integrated or synthesized by the driving support device 8, thereby supplementing insufficient information of the detected object. For example, the driving support device 8 detects the target position based on the position of the vehicle and the relative position (distance and direction) of the vehicle and the object, which are acquired by the vehicle position detection device 4 to be described later. It can calculate the position information of objects. The calculated positional information of the object is integrated with the detection results of the imaging device 1 and the distance measuring device 2 and a plurality of pieces of information such as the map information 3 in the driving support device 8, and is combined with the environmental information around the own vehicle. Become. Also, using the detection results of the imaging device 1 and the distance measuring device 2 and the map information 3, it is possible to recognize objects around the own vehicle and predict their movements.

The map information 3 is information used for generating a travel route and/or for travel control, and includes road information, facility information, and attribute information thereof. Road information and road attribute information include road width, road curvature radius, road shoulder structures, road traffic regulations (speed limit, lane change availability), road junctions and junctions, increase/decrease in number of lanes, Information such as the location of the fall is included. The map information 3 of the present embodiment is high-definition map information that can grasp the movement trajectory for each lane, and 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, up/down lane information, lane identification information, connection destination lane information, and the like are included.

The road/lane boundary information in the high-definition map information is information that indicates the boundary between the road on which the vehicle is traveling and other roads. The road on which the vehicle travels is a road on which the vehicle travels, and the shape of the road is not particularly limited. The boundaries exist on the left and right with respect to the traveling direction of the host vehicle, and the form is not particularly limited. Boundaries include road markings, road structures, etc. Road markings include lane boundaries, center lines, etc. Road structures include medians, guardrails, curbs, tunnels, highway sidewalls, etc. be At a point such as an intersection where the road boundary cannot be clearly specified, the road boundary is set in advance. This boundary is fictitious and is not an actual pavement marking or road structure.

The map information 3 is stored in a readable state in a recording medium provided in the driving support device 8, an in-vehicle device, or a server on a network. The driving support device 8 acquires the map information 3 as needed.

The own vehicle position detection device 4 is a positioning system for detecting the current position of the own vehicle, and is not particularly limited, and a known system can be used. The own vehicle position detection device 4 calculates the current position of the own vehicle from, for example, radio waves received from GPS (Global Positioning System) satellites, signals received from beacons installed on roads, and the like. In addition, the vehicle position detection device 4 estimates the current position of the vehicle from the vehicle speed information obtained from the vehicle speed sensor and the acceleration information obtained from the acceleration sensor and the gyro sensor, and compares the estimated current position with the map information 3. The current position of the own vehicle may be calculated by

The navigation device 5 refers to the map information 3 and calculates a driving route from the current position of the vehicle detected by the vehicle position detection device 4 to the destination set by the driver in the map information 3. . The navigation device 5 uses the road information and facility information of the map information 3 to search for a route for the vehicle to reach the destination from the current position. A plurality of routes may exist depending on the search conditions. The travel route includes at least information about the road on which the vehicle travels, the lane in which the vehicle travels, and the travel direction of the vehicle, and is displayed linearly, for example. The travel route calculated by the navigation device 5 is output to the travel support device 8 .

The vehicle control device 6 is an in-vehicle computer such as an ECU (Electronic Control Unit), and electronically controls in-vehicle equipment that governs running of the vehicle. The vehicle control device 6 includes a vehicle speed control device 61 that controls the running speed of the vehicle, and a steering control device 62 that controls the steering operation of the vehicle. The vehicle speed control device 61 and the steering control device 62 autonomously control the operations of these drive device and steering device according to control signals input from the driving support device 8 . As a result, the own vehicle can autonomously travel along the set travel route.

The driving devices controlled by the vehicle speed control device 61 include an electric motor and/or an internal combustion engine as a traveling driving source, a drive shaft for transmitting the output from these traveling driving sources to the drive wheels, a power transmission device including an automatic transmission, A driving device for controlling a power transmission device is included. A braking device controlled by the vehicle speed control device 61 is, for example, a braking device for braking wheels. A control signal corresponding to the set running speed is input from the driving support device 8 to the vehicle speed control device 61 . The vehicle speed control device 61 generates a signal for controlling these drive devices based on the control signal input from the driving support device 8, and transmits the signal to the drive device to autonomously control the traveling speed of the vehicle. to control.

On the other hand, the steering device controlled by the steering control device 62 includes a steering device that controls all steered wheels according to the steering angle of the steering wheel (so-called steering wheel), for example, a steering actuator such as a motor attached to the steering column shaft. be Based on the control signal input from the driving support device 8, the steering control device 62 obtains the detection results of the imaging device 1 and the distance measuring device 2, the map information 3, and the current position information obtained by the vehicle position detection device 4. At least one of them is used to autonomously control the operation of the steering device so that the vehicle travels while maintaining a predetermined lateral position (position in the left-right direction of the vehicle) with respect to the set travel route. .

Information necessary for autonomous control in the vehicle speed control device 61 and the steering control device 62, such as the running speed, acceleration, steering angle, and attitude of the own vehicle, is detected using various sensors provided in the vehicle control device 6. FIG. Various sensors include a vehicle speed sensor, an acceleration sensor, a gyro sensor, a steering angle sensor, an inertial measurement unit (IMU), and the like. The vehicle control device 6 outputs the detection results of these sensors to the driving support device 8 .

The communication device 7 is not particularly limited as long as it can communicate with other devices via beacons (for example, radio wave beacons, optical beacons) installed on the road, radio waves for broadcasting, the Internet, etc. A communication device can be used. The driving support device 8 acquires traffic information such as traffic congestion information, traffic regulation information, traffic accident information, and parking lot information from beacons installed on the road on which the vehicle is traveling via the communication device 7. can do. In addition, the driving support device 8 can also acquire traffic information by receiving multiplexed radio waves for FM broadcasting with the communication device 7 , and also transmit traffic information to a network server outside the driving support system 20 via the communication device 7 . You can also connect to get traffic information.

The driving support device 8 controls the driving of the own vehicle by controlling and cooperating with the devices included in the driving support system 20, and supports the driving of the own vehicle, especially after turning right or left at an intersection. It is a device. The driving support device 8 realizes driving support by the processor 9 . The processor 9 includes a ROM (Read Only Memory) 92 storing a program, and a CPU (Central Processing Unit) 91 which is an operation circuit for functioning as the driving support device 8 by executing the program stored in the ROM 92. and a RAM (Random Access Memory) 93 functioning as an accessible storage device.

Note that the driving support system 20 according to the present invention can be applied not only to driving by autonomous driving control but also to a navigation system that supports manual driving by a driver. Further, when the driving support system 20 is applied to the autonomous driving control of a vehicle, both the speed control and the steering control are autonomously controlled, and one of the speed control and the steering control is autonomously controlled and the other is manually controlled. can also be applied to

[Autonomous driving support part]
The program used in the driving support device 8 of the present embodiment includes an autonomous driving support unit 10 that is a functional block for realizing the driving support device 8 to support the driving of the host vehicle. The autonomous driving support unit 10 has a function of autonomously controlling the driving behavior of the own vehicle when turning right or left at an intersection. The running motion includes various running motions such as acceleration, deceleration, turning to the right or left, and the like, which are required from entering an intersection to leaving the intersection. As shown in FIG. 1 , the autonomous driving support unit 10 includes an acceleration section setting unit 11 , a travel obstruction risk acquisition unit 12 , another vehicle risk calculation unit 13 , a travel route generation unit 14 , and a travel operation control unit 15 . In FIG. 1, each part is extracted and shown for convenience.

The autonomous driving support unit 10 of the present embodiment supports autonomous driving in which the own vehicle turns left or right at an intersection in the driving scene shown in FIG. 2, for example. In the driving scene of FIG. 2, there are a road R1 extending in the vertical direction of the drawing and a road R2 extending in the horizontal direction of the drawing. ing. Roads R1 and R2 are left-hand traffic roads and are four-lane roads with two lanes in each direction. Lane L1 of road R1 allows a traveling vehicle to turn left at intersection C or go straight, and lane L2 allows a traveling vehicle to turn right at intersection C or go straight. A stop line S is provided at a portion of the road R1 where the vehicle enters the intersection C. As shown in FIG. On the other hand, the road R2 is provided with lanes L3 and L5 located on the left side in the running direction and lanes L4 and L6 located on the right side in the running direction.

In the driving scene shown in FIG. 2, the own vehicle V1 is autonomously driving in the position P1 of the lane L2 using the function of the driving support device 8, and reaches the destination Px along the route set by the navigation device 5. Let's assume you're heading. Since the host vehicle V1 travels along the set route, it is necessary to change lanes from lane L2 to lane L1, turn left at intersection C, and enter road R2. On the road R2, another vehicle V2 is parked on the shoulder of the lane L3. It is also assumed that another vehicle V3 is traveling in the intersection C and is about to turn right at the intersection C to enter the road R2. Functions performed by each functional block of the autonomous driving support unit 10 in driving support when the host vehicle V1 turns left at the intersection C will be described below.

The acceleration section setting unit 11 has a function of setting an acceleration section on the road on which the vehicle V1 travels after turning right or left at the intersection C when the vehicle V1 turns right or left at the intersection C. The road on which the vehicle V1 travels after turning right or left at the intersection C is the road that the vehicle V1 enters after exiting the intersection C. FIG. The road can be obtained by comparing the position information of the intersection C included in the map information 3 with the set travel route. That is, since the driving route generated by the navigation device 5 includes information about the road on which the vehicle is traveling and the driving direction of the vehicle, the driving direction of the vehicle changes at the position of the intersection C. In this case, the road on which the vehicle V1 travels after turning right or left at the intersection C is the road on which the vehicle V1 travels after the direction of travel is changed. In the driving scene of FIG. 2, the own vehicle V1 traveling at the position P1 turns left at the intersection C along the set route and enters the road R2 in order to go to the destination Px. The road on which the vehicle V1 travels after turning right or left on C is road R2.

The acceleration section is a section set within a predetermined distance from the intersection C on the road on which the vehicle V1 travels after turning left or right at the intersection C. FIG. The acceleration section is used when selecting the lane into which the vehicle V1 will enter after making a left or right turn at the intersection C on the road into which the vehicle V1 will enter. That is, when the set acceleration section has a travel hindrance risk and/or another vehicle risk, which will be described later, the lane on which the vehicle V1 enters after making a right or left turn at the intersection C may be placed in the acceleration section. A lane in which no risk exists or a lane in which a risk of a predetermined value or less exists in an acceleration section is selected and entered.

The predetermined distance when setting the acceleration section is the distance until the vehicle V1 reaches a running speed that does not cause a large change in the behavior of the vehicle V1 and does not give the occupant a sense of discomfort when the steering is autonomously performed. Distance. For example, the distance from when the own vehicle V1 turns right or left at the intersection C until it reaches a set speed is set as the predetermined distance. The set speed is, for example, the speed limit of the road on which the vehicle V1 enters after turning right or left, or the traveling speed of the preceding vehicle of the vehicle V1. In the driving scene shown in FIG. 2, the driving speed of the own vehicle V1 is defined as the driving distance D necessary to reach the speed limit of the road R2. R2 is set.

In place of this, after the own vehicle V1 makes a right or left turn at the intersection C, the travel speed necessary for avoiding obstacles corresponding to the travel impediment risk is set within a distance from when the vehicle V1 reaches the set speed. The distance obtained by adding the distance may be set as the predetermined distance. The travel distance required to avoid the obstacle corresponding to the travel obstruction risk is, for example, the distance traveled by the host vehicle V1 while executing the steering maneuver required to avoid contact with the obstacle. is. Note that the acceleration when accelerating to a set speed after exiting the intersection C is not particularly limited, and may be a predetermined acceleration or a variable acceleration.

The travel impediment risk acquisition unit 12 acquires information on the risk of impeding travel of the vehicle V1 (hereinafter also referred to as "travel impediment risk") on the road on which the vehicle V1 travels after turning right or left at the intersection C. have a function. The travel impediment risk is a risk caused by an obstacle that must be avoided in order for the vehicle V1 to continue traveling when it is present in the lane in which the vehicle V1 is traveling. For example, when the own vehicle V1 performs a running operation to avoid the obstacle, the degree of change in the behavior of the own vehicle V1, the degree of risk of the own vehicle V1 coming into contact with another obstacle, and the degree of autonomous driving are determined. It is the rate at which the operation is canceled and switched to the operation by the driver. Such obstacles include automobiles, two-wheeled vehicles, bicycles, pedestrians, and other objects that restrict travel (such as construction sections).

The travel obstruction risk is calculated according to how much the obstacle obstructs the travel of the own vehicle V1. In other words, an obstacle that exists in the lane for a long time and obstructs the running of the vehicle V1 is calculated to have a high running obstruction risk, and temporarily exists in the lane and temporarily obstructs the running of the vehicle V1. A low travel obstruction risk is calculated for an obstacle, and a lower travel obstruction risk is calculated for an obstacle that obstructs traffic flow in a lane and an obstacle that partially obstructs traffic flow in a lane. The running impediment risk is expressed as a numerical value (for example, a positive value), where a larger value indicates a higher risk and a smaller value indicates a lower risk. That is, the larger the value of the travel inhibition risk, the more likely it is that the vehicle V1 will be prevented from traveling, and the smaller the value, the less likely it is that the vehicle V1 will be inhibited from traveling. Here, the closer the obstacle is located to the intersection C and the closer the location of the risk is to the intersection C, the higher the travel obstruction risk can be calculated. This is because the closer the obstacle is to the intersection C, the shorter the travel distance for performing a running action to avoid the obstacle, and the more difficult the obstacle is to avoid.

For example, if the obstacle is a parked vehicle, a construction section, or the like, it will remain in the lane for a long time and hinder the travel of the own vehicle V1, so the travel hindrance risk is calculated to be high. If the obstacle is a vehicle waiting to turn left or right, or a stopped bus or taxi, the vehicle is currently stopped but will move over time and will no longer interfere with the running of the own vehicle V1. Compared to construction sections, etc., the risk of obstruction to driving is calculated to be low. If the obstacle is a congested train traveling at a low speed, it is possible to continue traveling at a low speed. Compared to other vehicles, stopped buses and taxis, the risk of impeding driving is calculated to be low. If the obstacle is a pedestrian, a bicycle, a two-wheeled vehicle, or the like walking in the lane, there is a possibility that the own vehicle V1 can continue traveling by avoiding it in the lateral direction. , the risk of hindrance to driving is calculated to be low.

In the driving scene of FIG. 2, another vehicle V2 is parked on the shoulder of lane L3 of road R2. The parked vehicle remains in the lane for a long time and obstructs the running of the own vehicle V1. Therefore, the running obstruction risk caused by the other vehicle V2 is calculated as a high value. In FIG. 2, the driving obstruction risk Xa hatched in the darkest color indicating that the risk is high is arranged at the position corresponding to the parking position of the other vehicle V2 in the lane L3.

The travel impediment risk acquisition unit 12 uses the communication device 7 to acquire travel impediment risk information from a device external to the travel support system 20 . For example, receive signals emitted from optical beacons, radio beacons, etc. installed on the road, and / or radio waves for multiplexed FM broadcasting, and determine the risk of driving from the information transmitted by these signals and radio waves. get. Instead of or in addition to this, the travel impediment risk acquisition unit 12 may acquire travel impediment risk information from a network server outside the travel support system 20 via the communication device 7 . Further, the travel impediment risk acquisition unit 12 uses the communication device 7 to acquire traffic information around the own vehicle V1 from a device external to the travel support system 20, and uses the acquired traffic information to calculate the travel impediment risk. You may For example, the communication device 7 acquires road traffic information provided by a road traffic information communication system (VICS (registered trademark)) via beacons and multiplexed radio waves for FM broadcasting, and the acquired road traffic information may be used to calculate the running inhibition risk.

Here, the value of the travel impediment risk may be calculated to be higher as the time elapsed since the travel impediment risk information is acquired is shorter. This is because the shorter the time that has passed since the information about the travel obstruction risk was acquired, that is, the newer the acquired information, the higher the probability that an obstacle that hinders the travel of the host vehicle V1 exists. Moreover, when the acquired information is new, the travel inhibition risk may be calculated using only the latest information among the acquired information. This is because it is possible to more accurately calculate the travel impediment risk by using only the information with the highest accuracy regarding the obstacles that impede travel of the host vehicle V1. Furthermore, when calculating the travel obstruction risk using only the latest information among the acquired information, if there is at least one other vehicle obstructing the travel of the own vehicle V1 as an obstacle, the other vehicle Calculate the driving obstruction risk so as to avoid the lane where there is This is to reliably avoid other vehicles that are highly likely to exist.

On the other hand, for information for which a predetermined period of time has elapsed since acquisition, the travel impediment risk calculated using the information may be set to zero. In other words, the information obtained after a predetermined period of time has passed does not need to be used in the calculation of the risk of obstructing the vehicle V1 because the accuracy of the obstacles obstructing the vehicle V1 is lowered. The predetermined time is, for example, the average time until the traffic jam waiting for a left or right turn is cleared, or the time from when the information about the risk of driving impediment is acquired until the own vehicle V1 encounters an obstacle corresponding to the risk. Prediction time. Also, the predetermined time may be the difference between the time when the information on the risk of driving impediment was acquired and the current time. In this case, there is no need to predict the time until the own vehicle V1 encounters an obstacle corresponding to the risk.

The acquisition or calculation of the travel impediment risk by the function of the travel impediment risk acquisition unit 12 is performed before the own vehicle V1 enters the intersection C. This is for grasping the travel obstruction risk before the host vehicle V1 enters the intersection C. Before the own vehicle V1 enters the intersection C means, for example, until the own vehicle V1 reaches the stop line S, until the own vehicle V1 enters a right turn or left turn exclusive lane, and the own vehicle V1 turns on the direction indicator. until a travel route is set by the navigation device 5, or until the vehicle reaches a position about 10 to 50 m before the fork in the right-turn or left-turn exclusive lane.

In addition, the traveling obstruction risk acquisition unit 12 accumulates the positions and classifications of obstacles detected by the imaging device 1 and the distance measuring device 2 during traveling in a storage unit (not shown), and uses the accumulated data to Inhibition risk may be calculated. In particular, the travel impediment risk acquisition unit 12 cannot acquire travel impediment risk information from equipment external to the driving support system 20, and as information acquired from the external device, only relatively old information that has passed a predetermined period of time is used. If it is not possible, it calculates the running impediment risk from the accumulated data. As a result, even when information on the risk of travel impediment cannot be acquired from an external device, the risk of travel impediment can be considered.

In the storage unit, the positions and classifications of obstacles detected by the imaging device 1 and the distance measuring device 2 are recorded for each run. Obstacles are classified, for example, according to how much they impede the travel of own vehicle V1, and a risk value is determined for each classification. The classification is the same as the classification in the information acquired from the device external to the driving support system 20 described above. When calculating the risk of impeding travel from the data accumulated in the storage unit, the risk of impeding travel is calculated by multiplying the risk value corresponding to the classification by the probability of encountering an obstacle corresponding to the risk. The encounter probability is a probability indicating how many times an obstacle has been encountered out of the total number of travels. Therefore, even when calculated from the data accumulated in the storage unit, the risk of impeding driving is expressed as a numerical value (for example, a positive value), where a larger value indicates a higher risk, and a smaller value indicates a lower risk. show. That is, the larger the value, the higher the probability that the vehicle V1 will be hindered from traveling, and the lower the value, the lower the probability that the travel will be hindered.

The travel impediment risk calculated from the data accumulated in the storage unit may be set to 0 until a predetermined time elapses after information on the travel impediment risk is obtained from a device external to the driving support system 20 . That is, while relatively new information can be acquired from an external device, it is not necessary to use the travel impediment risk calculated from the data accumulated in the storage unit. Further, when calculating the travel obstruction risk from the data accumulated in the storage unit, only when there are two or more other vehicles obstructing the travel of the own vehicle V1 as obstacles, the lane in which the other vehicles are present is selected. Calculate the running obstruction risk so as to avoid it. This is to prevent the occurrence of unnecessary avoidance of other vehicles with low probability of existing.

The other vehicle risk calculation unit 13 has a function of detecting other vehicles traveling around the own vehicle V1 and determining whether or not the own vehicle V1 obstructs traveling of the detected other vehicle. In particular, when the own vehicle V1 enters a lane in which the acceleration section Za does not have a travel impediment risk Xa, or a lane in which the travel impediment risk Xa of a predetermined value or less exists in the acceleration section Za, the detected other vehicle travels automatically. It has a function of determining whether or not it is obstructed by the vehicle V1. The other vehicles traveling around the own vehicle V1 include vehicles preceding and following the own vehicle V1, other vehicles running parallel to the own vehicle V1, and other vehicles turning right or left at the intersection C, and the like. An imaging device 1 and a distance measuring device 2 are used to detect these other vehicles. For example, by integrating the image data acquired by the imaging device 1 and the relative distance to the object acquired by the distance measuring device 2 by the driving support device 8, other vehicles traveling around the own vehicle V1 can be detected. To detect. In the driving scene of FIG. 2, the other vehicle V3 traveling in the intersection C is detected as another vehicle traveling around the own vehicle V1.

In order to determine whether or not the own vehicle V1 impedes the traveling of the detected other vehicle, for example, a lane in which there is no travel impediment risk Xa in the acceleration zone Za, or a travel impediment risk Xa of a predetermined value or less in the acceleration zone Za When the own vehicle V1 enters the lane where the vehicle V1 is present, it is estimated how the relative distance between the own vehicle V1 and other vehicles traveling around the own vehicle V1 changes over time. Then, after estimating the time change of the relative distance, the other vehicle detected by the function of the other vehicle risk calculation unit 13 is divided into a vehicle whose relative distance from the own vehicle V1 decreases over time, a vehicle whose relative distance does not change or a vehicle whose relative distance does not change over time. categorized into those that increase with For other vehicles classified as having a smaller relative distance to the own vehicle V1 over time, it is determined that the own vehicle V1 obstructs the travel of the other vehicle. On the other hand, it is determined that the vehicle V1 does not hinder the travel of the other vehicle classified as having a relative distance from the own vehicle V1 that does not change or increases over time.

In the driving scene of FIG. 2, the other vehicle V3 is about to turn right at the intersection C while facing the own vehicle V1 and enter the road R2. The other vehicle risk calculation unit 13 detects the position and running state of the other vehicle V3 using the imaging device 1 and the distance measuring device 2, and determines how the relative distance between the own vehicle V1 and the other vehicle V3 changes over time. Guess what to do. For example, the image data obtained by the imaging device 1 indicates that the turn indicator on the right side of the traveling direction of the other vehicle V3 is lit, and the relative distance obtained by the distance measuring device 2 indicates that the other vehicle V3 is stopped. If this is detected, the other vehicle risk calculation unit 13 stops the other vehicle V3 in the intersection C until the own vehicle V1 turns left at the intersection C, and waits for the completion of the left turn of the own vehicle V1. It is determined that In this case, assuming that the own vehicle V1 enters the lane L4 in which the travel impediment risk Xa does not exist in the acceleration zone Za, the other vehicle V3 is stopped, so the relative distance between the own vehicle V1 and the other vehicle V3 is It can be assumed that it does not change over time or that it increases over time. Therefore, the other vehicle risk calculation unit 13 classifies the other vehicle V3 so that the relative distance to the own vehicle V1 does not change or increases with time, and determines that the own vehicle V1 does not hinder the traveling of the other vehicle V3.

In this way, when the vehicle V1 is turning left at the intersection C, if there is an oncoming vehicle turning right into the intersection C, the vehicle V1 will enter the road in the lane other than the leftmost lane. A risk caused by the other vehicle V3 (hereinafter also referred to as "other vehicle risk") may be placed in at least one lane. Also, when the vehicle V1 turns left at the intersection C and there is a following vehicle turning left into the intersection C, the lane of the road into which the vehicle V1 enters is changed so that the vehicle V1 has priority. Among the lanes, at least one lane other than the rightmost lane may be allocated with the other vehicle risk attributed to the other vehicle that is the following vehicle. In the driving scene of FIG. 2, the other vehicle risk Ya caused by the other vehicle V3, which is an oncoming right-turning vehicle, is placed in the lane L4 located on the right side in the driving direction on the road R2 on which the own vehicle V1 is entering. As a result, it is possible to prevent the vehicle from unnecessarily approaching an oncoming right-turning vehicle when turning left.

The other vehicle risk is calculated according to the classification of the other vehicle, and the other vehicle classified as having a smaller relative distance to the own vehicle V1 over time is calculated to have a higher other vehicle risk. A low other-vehicle risk is calculated for other vehicles classified as having a relative distance that does not change or increases over time. Other vehicle risk is expressed as a numerical value (eg, positive value), where a larger value indicates a higher risk and a smaller value indicates a lower risk. That is, the larger the value of the other vehicle risk, the easier it is for the own vehicle V1 to impede the other vehicle, and the smaller the value, the less likely it is for the own vehicle V1 to impede the other vehicle. The other-vehicle risk Ya in FIG. 2 is hatched in the second darkest color, which indicates that the other-vehicle risk Ya is lower than the travel impediment risk Xa. Note that the other vehicle risk calculation unit 13 is not an essential component of the driving support device 8, and may be provided as necessary.

Of the lanes of the road on which the host vehicle V1 travels after turning left or right at the intersection C, the travel route generation unit 14 selects a lane in which there is no travel hindrance risk or other vehicle risk in the acceleration section, or a lane in which the acceleration section does not have a travel hindrance risk or another vehicle risk. It has a function of generating a travel route for the own vehicle V1 so as to enter a lane in which there is an obstacle risk and/or another vehicle risk. The travel obstruction risk being equal to or less than a predetermined value means, for example, an obstacle that temporarily exists in the lane and temporarily impedes the travel of the own vehicle V1, or an obstacle that hinders the flow of traffic in the lane. , or a risk resulting from an obstruction that partially impedes the flow of traffic in the lane. Further, the other vehicle risk being equal to or less than a predetermined value means, for example, that the other vehicle risk is a risk attributed to the other vehicle that is classified such that the relative distance to the host vehicle V1 does not change or increases over time. .

When generating the route, the travel route generation unit 14 uses the vehicle position detection device 4 to detect the current position of the vehicle V1, and selects the acceleration lane among the lanes of the road on which the vehicle V1 travels after turning left or right at the intersection C. A lane in which there is no travel impediment risk and other vehicle risk in the section, or a lane in which the travel impediment risk and/or other vehicle risk of a predetermined value or less exists in the acceleration section is selected. Then, the surrounding environment is recognized by the imaging device 1 and the distance measuring device 2, and the travel route for entering the selected lane from the detected current position in the detected surrounding environment using the map information 3. to generate

In the driving scene of FIG. 2, the driving route generator 14 uses the vehicle position detection device 4 to detect a position P1, which is the current position of the vehicle V1. In addition, the travel route generation unit 14 selects the lane L4 in which the other vehicle risk Ya caused by the other vehicle V3 exists in the acceleration section Za as the lane of the road on which the vehicle V1 travels after turning left or right at the intersection C. The other vehicle V3 is classified as having a constant relative distance from the own vehicle V1. Then, the imaging device 1 and the distance measuring device 2 recognize the surrounding environment, and the map information 3 is used to generate the traveling trajectories T1 and T2 for entering the lane L4 from the position P1.

In addition, the travel route generation unit 14 provides information about the risk of obstructing the travel of the vehicle V1 on the route that the vehicle V1 travels from the intersection C at which the vehicle V1 made a right or left turn to the next intersection where the vehicle V1 enters. can be obtained. Then, using the acquired information, the vehicle V1 can be accelerated to the set speed without turning, and when traveling from the intersection C to the next intersection, there is no risk of hindering the traveling. It is possible to generate a travel route in which the vehicle V1 enters the lane in which the change in the behavior of the own vehicle V1 due to avoidance of the corresponding obstacle is the smallest. As a result, it is possible to generate a travel route that considers the risk of obstruction to travel between intersections.

The travel operation control unit 15 has a function of autonomously causing the own vehicle V1 to travel along the travel route generated by the travel route generation unit 14 . The traveling operation control unit 15 uses the vehicle control device 6 to autonomously control the traveling speed by the vehicle speed control device 61 and the steering operation by the steering control device 62 . In the driving scene of FIG. 2, the driving motion control unit 15 causes the own vehicle V1 to travel from the position P1 to the position P2 along the traveling locus T1 generated by the driving route generating unit 14, and the stop line in the lane L1. Stop in front of S. Next, the vehicle travels from the position P2 to the position P3 along the travel locus T2 and enters the lane L4 of the road R2. At this time, the control of the vehicle speed and steering necessary for the lane change from the lane L2 to the lane L1 and the left turn at the intersection C is performed autonomously. This eliminates the need to change lanes from lane L3 to lane L4 while accelerating in the acceleration zone Za after turning left at the intersection C, and suppresses steering while accelerating.

So far, the case where the own vehicle V1 turns left at the intersection C has been described, but even when the own vehicle V1 makes a right turn at the intersection C, the driving assistance device 8 can perform similar driving assistance. For example, in the driving scene of FIG. 2, it is assumed that the own vehicle V1 is heading for the destination Py along the route set by the navigation device 5. FIG. Since the own vehicle V1 travels along the set route, it is necessary to turn right at the intersection C and enter the road R2. A construction section Q exists in the lane L6 on the road R2. Further, it is assumed that another vehicle V4 is traveling in the intersection C, and the other vehicle V4 is about to turn left at the intersection C to enter the road R2.

In this case, the acceleration section setting unit 11 sets the travel distance D necessary to reach the speed limit of the road R2 on the road R2, which the vehicle V1 enters after turning right at the intersection C, as the predetermined distance, and sets the smallest distance. Acceleration zones Zb hatched in color are set. Next, the travel impediment risk acquisition unit 12 calculates the travel impediment risk from the information acquired via the communication device 7, and displays the darkest color indicating that the risk is high at the position corresponding to the construction section Q in the lane L6. , the hatched running hindrance risk Xb is arranged.

Next, the other vehicle risk calculation unit 13 detects another vehicle V4 traveling in the intersection C as another vehicle traveling around the own vehicle V1. The other vehicle V4 is a left-turning vehicle on the opposite side of the own vehicle V1, and in the driving scene of FIG. Assuming that it can be detected, it is estimated that the relative distance between the own vehicle V1 and the other vehicle V4 will decrease over time when the own vehicle V1 enters the lane L5 in which the travel impeding risk Xb does not exist in the acceleration zone Zb. Therefore, the other vehicle risk calculation unit 13 classifies the other vehicle V4 as having a smaller relative distance to the own vehicle V1 over time, and determines that the own vehicle V1 hinders the traveling of the other vehicle V4.

In this way, when the vehicle V1 turns right at the intersection C, and there is an oncoming vehicle turning left into the intersection C, the lane other than the rightmost lane of the road on which the vehicle V1 is entering is detected. The other vehicle risk attributed to the other vehicle V4 may be arranged in at least one lane. Further, when the own vehicle V1 turns right at the intersection C and there is a following vehicle turning right into the intersection C, the lane of the road into which the own vehicle V1 enters is changed in order to give priority to the running of the own vehicle. Of these, at least one lane other than the leftmost lane may be assigned the other vehicle risk attributed to the following vehicle. In the driving scene of FIG. 2, the other vehicle risk Yb caused by the other vehicle V4, which is an oncoming left-turning vehicle, is placed in the lane L5 located on the left side of the traveling direction on the road R2 on which the host vehicle V1 is entering. As a result, it is possible to prevent the vehicle from unnecessarily approaching an oncoming left-turning vehicle when turning right. The other-vehicle risk Yb in FIG. 2 is hatched in the darkest color, which indicates that the other-vehicle risk Yb has a value at least equal to or greater than the travel hindrance risk Xb. This is because the traveling of the other vehicle V4, which is the oncoming left-turning vehicle, has priority over the traveling of the host vehicle V1.

Next, the travel route generator 14 uses the vehicle position detection device 4 to detect a position P1, which is the current position of the vehicle V1. In addition, the travel route generation unit 14 selects the lane L6 in which the travel impediment risk Xb caused by the construction section Q exists in the acceleration section Zb as the lane on which the vehicle V1 travels after turning right or left at the intersection C. Although the travel impediment risk Xb and the other vehicle risk Yb have the same value, the determination result indicates that if the vehicle V1 enters the lane L5 other than the lane L6 in which the travel impediment risk Xb exists in the acceleration zone Zb, the vehicle V1 will overtake the other vehicle V4. Known to hinder movement. Therefore, in this case, the lane L6 is selected in order to prevent the vehicle V1 from obstructing the other vehicle V4. The travel route generation unit 14 generates travel trajectories T3 and T4 for entering the lane L6 from the position P1. Then, the traveling motion control unit 15 autonomously causes the own vehicle V1 to travel along the traveling trajectories T3 and T4 generated by the traveling route generation unit 14 .

Also, when the traffic light at intersection C switches to a stop signal, enter a lane in which there is no risk of impeding travel or risk of other vehicles in the acceleration section, or a lane in which there is a risk of travel impediment or other vehicle risk below a predetermined value in the acceleration section. If there is another vehicle that is driving, enter a lane other than a lane in which there is no risk of impeding travel or risk of other vehicles in the acceleration section, or a lane in which there is a risk of impeding travel or other vehicle risk below a predetermined value in the acceleration section. In addition, the autonomous driving of the own vehicle V1 is supported. When calculating the other-vehicle risk attributed to the other vehicle, the other-vehicle risk may be calculated at a higher value than at other times when the signal of the traffic light is switched to a stop signal. For example, when the traffic light at intersection C switches to a stop signal and there are oncoming right-turning vehicles or oncoming left-turning vehicles, the risk of other vehicles caused by these oncoming vehicles is increased. When the signal of the traffic light switches to a stop signal, there is a high possibility that other vehicles entering Intersection C will interfere with driving. Contact with other vehicles such as vehicles entering the intersection C can be avoided.

[Processing of driving support system]
With reference to FIG. 3, the processing when the driving support device 8 supports autonomous driving of the own vehicle V1 turning left or right at the intersection C will be described. FIG. 3 is an example of a flowchart showing information processing in the driving support system 20 of FIG. The processing described below is executed at predetermined time intervals by the processor 9 of the driving support device 8 .

Each step of the flowchart is processed by the driving support device 8 and executed using devices and functional blocks included in the driving support system 20 . Further, the following description assumes that the host vehicle V1 is autonomously traveling along a set route under the autonomous control of the driving support device 8, the traveling speed is controlled by the vehicle speed control device 61, and the steering operation is the steering control. Assume that it is controlled by device 62 .

First, in step S<b>1 , the driving support device 8 uses the function of the acceleration section setting unit 11 to set an acceleration section on the road into which the vehicle V<b>1 enters after turning left or right. In the subsequent step S2, the function of the travel impediment risk acquisition unit 12 acquires the travel impediment risk. Then, in step S3, the acquired travel hindrance hindrance risk is arranged in the set acceleration zone.

Next, in step S<b>4 , the driving support device 8 detects other vehicles around the own vehicle V<b>1 using the function of the other vehicle risk calculation section 13 . The imaging device 1 and the distance measuring device 2 are used for the detection. In the subsequent step S5, it is determined whether or not the detected relative distance between the other vehicle and the own vehicle V1 becomes smaller over time. For this determination, the running motion of the other vehicle (for example, turn-on of the blinker) detected by the imaging device 1, the running speed of the other vehicle detected by the distance measuring device 2, and the like are used. If it is determined that the detected relative distance between the other vehicle and the host vehicle V1 does not change or increases over time, the process proceeds to step S8.

On the other hand, if it is determined that the detected relative distance between the other vehicle and the own vehicle V1 becomes smaller with the lapse of time, the process proceeds to step S6. In step S<b>6 , the driving support device 8 uses the function of the other vehicle risk calculator 13 to calculate the other vehicle risk according to the classification of the other vehicle. Then, in step S7, the calculated other vehicle risk is arranged in the set acceleration section. Note that steps S5 to S7 are not essential steps, and can be provided as required.

Next, the driving support device 8 uses the function of the driving route generation unit 14 to select a lane to enter on the road on which the vehicle is traveling after turning left or right. Specifically, a lane in which there is no travel impediment risk and other vehicle risk in the acceleration section, or a lane in which the travel impediment risk and/or other vehicle risk of a predetermined value or less exists in the acceleration section is selected. In the subsequent step S9, the function of the travel route generator 14 is used to generate a travel route for entering the selected lane. Then, in step S10, the function of the running motion control unit 15 autonomously controls the running motion of the host vehicle V1 so as to run along the running route generated by the running route generating unit 14. FIG.

[Embodiment of the present invention]
As described above, according to the vehicle travel support method and support device of the present embodiment, when autonomously controlling the travel of a vehicle that turns right or left at intersection C, before entering intersection C, the vehicle turns right at intersection C. Alternatively, information on the risk of hindering the vehicle V1 from traveling on the road on which the vehicle V1 is traveling after turning left is acquired, and the risk is detected in the section Z up to a predetermined distance from the intersection C among the lanes of the road. The vehicle V1 is autonomously controlled so as to enter a non-existent lane or a lane in which the risk of the section Z is equal to or less than a predetermined value. As a result, it is possible to suppress the steering operation for avoiding obstacles while accelerating, and it is possible to suppress a large change in the behavior of the own vehicle V1, thereby suppressing the sense of discomfort given to the occupants. can be done. In addition, in order to secure a distance for avoiding contact between the vehicle V1 and an obstacle corresponding to the risk of impeding travel, the occurrence of a situation in which the vehicle V1 stops in the acceleration zone Z can be suppressed.

Further, according to the vehicle driving support method and support device of the present embodiment, the predetermined distance is the distance from when the host vehicle V1 turns right or left at the intersection C until it reaches a set speed. is. As a result, the travel distance required for the vehicle V1 to accelerate after leaving the intersection C can be reflected in the acceleration zone Z.

Further, according to the vehicle driving support method and support device of the present embodiment, the predetermined distance is the distance from when the host vehicle V1 turns right or left at the intersection C until it reaches a set speed. and the distance required to avoid the obstacle corresponding to the risk. As a result, the travel distance required for the vehicle V1 to accelerate after leaving the intersection C and the travel distance required for avoiding obstacles can be reflected in the acceleration zone Z.

Further, according to the vehicle driving support method and support device of the present embodiment, the closer the risk position is to the intersection C, the higher the risk value is calculated. As a result, the closer the obstacle is to the intersection C, the shorter the travel distance for performing the traveling action to avoid the obstacle, and the difficulty of avoiding the obstacle can be reflected in the selection of the lane to enter.

Further, according to the vehicle driving support method and support device of the present embodiment, the risk value is calculated to be higher as the time elapsed after the information is acquired is shorter. As a result, it is possible to select a lane to enter after turning right or left using highly accurate information about the position of the obstacle.

Further, according to the vehicle driving support method and support device of the present embodiment, another vehicle traveling around the own vehicle V1 is detected, and the lane in which the risk does not exist in the section Z or the predetermined value is detected in the section Z. When the own vehicle V1 enters a lane in which the following risks exist, it is determined whether the own vehicle V1 impedes the other vehicle from traveling, and it is determined that the own vehicle V1 impedes the other vehicle from traveling. In this case, the vehicle V1 travels such that the vehicle V1 enters a lane other than the lane in which the risk does not exist in the section Z or the lane in which the risk of a predetermined value or less exists in the section Z. autonomously control the As a result, it is possible to suppress the occurrence of a situation in which the travel of other vehicles entering the intersection C is impeded by the travel of the own vehicle V1. .

Further, according to the vehicle driving support method and support device of the present embodiment, when the own vehicle V1 turns left and there is an oncoming vehicle V3 turning right into the intersection C, the lane of the road is changed. Place the risk in at least one lane other than the leftmost lane. As a result, the occurrence of a situation in which the traveling of the oncoming right-turning vehicle is impeded by the traveling of the host vehicle V1 can be suppressed.

Further, according to the vehicle driving support method and support device of the present embodiment, when the own vehicle V1 turns right and there is an oncoming vehicle V4 entering the intersection C by turning left, the lane of the road is changed. Place the risk in at least one lane other than the rightmost lane. As a result, the occurrence of a situation in which the traveling of the oncoming left-turning vehicle is impeded by the traveling of the host vehicle V1 can be suppressed.

Further, according to the vehicle driving support method and support device of the present embodiment, the information about the risk of impeding the driving of the vehicle V1 on the route from the intersection C to the next intersection to be entered is obtained. When the own vehicle V1 can accelerate to a set speed without steering and travels from the intersection C to the next intersection to enter, the own vehicle accompanies avoidance of obstacles corresponding to the risk. The vehicle V1 is autonomously controlled so that the vehicle V1 enters the lane in which the change in the behavior of the vehicle V1 is the smallest. As a result, it is possible to generate a travel route that considers the risk of obstruction to travel between intersections.

DESCRIPTION OF SYMBOLS 20... Driving assistance system 1... Imaging device 2... Ranging device 3... Map information 4... Own vehicle position detection device 5... Navigation device 6... Vehicle control device 61... Vehicle speed control device 62... Steering control device 7... Communication device 8... Driving support device 9... Processor 91... CPU
92 ROM
93 RAM
DESCRIPTION OF SYMBOLS 10... Autonomous driving support part 11... Acceleration section setting part 12... Driving hindrance risk acquisition part 13... Other vehicle risk calculation part 14... Driving route generation part 15... Driving operation control part C... Intersection D... Before reaching speed limit Necessary travel distances L1, L2, L3, L4, L5, L6... lanes P1, P2, P3, P4, P5... position of own vehicle Px, Py... destination Q... construction section R1, R2... road S... stop line V1 Own vehicle V2, V3, V4 Other vehicles T1, T2, T3, T4 Travel locus Xa, Xb Travel hindrance risk Ya, Yb Other vehicle risk Za, Zb Acceleration section

Claims (10)

In a driving support method for autonomously controlling the driving of a vehicle turning right or left at an intersection,
Before entering the intersection, acquire information on the risk of hindering the vehicle from traveling on the road on which the vehicle travels after turning right or left at the intersection;
Autonomous control of travel of the own vehicle so as to enter a lane in which the risk does not exist in a section up to a predetermined distance from the intersection, or a lane in which the risk is equal to or less than a predetermined value in the section of the lanes of the road. , a vehicle driving support method. 2. The method according to claim 1, wherein the predetermined distance is the distance from when the host vehicle makes a right or left turn at the intersection until it reaches a set speed. The predetermined distance is the distance from when the host vehicle makes a right or left turn at the intersection until it reaches a set speed, plus the travel distance required to avoid obstacles corresponding to the risk. 2. The method of claim 1, wherein the distance is The method according to any one of claims 1 to 3, wherein the closer the position where the risk exists is to the intersection, the higher the risk value is calculated. The method according to any one of claims 1 to 4, wherein the shorter the time that has passed since the acquisition of the information, the higher the calculated risk value. Detects other vehicles traveling around the vehicle,
Determining whether or not the own vehicle will hinder the other vehicle from traveling when the own vehicle enters a lane in which the risk does not exist in the section or a lane in which the risk of a predetermined value or less exists in the section. ,
When it is determined that the own vehicle impedes the traveling of the other vehicle, the own vehicle moves in a lane other than the lane in which the risk does not exist in the section or the lane in which the risk equal to or less than a predetermined value exists in the section. 6. The method according to any one of claims 1 to 5, wherein the driving of the own vehicle is autonomously controlled so as to enter. 7. When the own vehicle turns left and there is an oncoming vehicle turning right into the intersection, the risk is placed in at least one lane other than the leftmost lane among the lanes of the road. The method described in . 7. When the own vehicle turns right and there is an oncoming vehicle turning left into the intersection, the risk is placed in at least one lane other than the rightmost lane among the lanes of the road. The method described in . Acquiring information on the risk of hindering the vehicle from traveling on the route from the intersection to the intersection to be entered next,
When the own vehicle can accelerate to a set speed without steering, and when the own vehicle travels from the intersection to the next intersection, the behavior of the own vehicle changes due to avoidance of obstacles corresponding to the risk. 9. The method according to any one of claims 1 to 8, wherein the running of the own vehicle is autonomously controlled so that the own vehicle enters the smallest lane. In a driving support device equipped with a processor that autonomously controls the driving of a vehicle turning right or left at an intersection,
The processor
Before entering the intersection, acquire information on the risk of hindering the vehicle from traveling on the road on which the vehicle travels after turning right or left at the intersection;
Autonomous control of travel of the own vehicle so as to enter a lane in which the risk does not exist in a section up to a predetermined distance from the intersection, or a lane in which the risk is equal to or less than a predetermined value in the section of the lanes of the road. , a vehicle driving support device.

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