JP2024003676A - Driving control device and driving control method - Google Patents

Abstract

To provide a driving control device which easily secures a track selection width of another vehicle.SOLUTION: A processing device 10 as a driving control device controls driving of a host vehicle HV. The processing device 10 includes: a cross point detection part 12 for detecting a cross point PI which is a cross point between a host traveling road RH where the host vehicle HV currently travels and a cross road RC crossing the host traveling road RH and should stop the host vehicle HV before entering a central point PIC of the cross point; and a stop position setting part 13 for setting a stop position of the host vehicle HV before entering the central part PIC according to the shape of the cross point PI.SELECTED DRAWING: Figure 5

Description

The disclosure herein relates to a technique for controlling a vehicle planning to enter an intersection.

Patent Document 1 discloses that when there is another vehicle intruding from an intersecting road into the road on which the host vehicle is traveling by making a right or left turn, the stop position is set closer than when there is no other vehicle. By setting these stopping positions, the trajectory selection range for approaching vehicles is not narrowed.

JP 2021-125024 Publication

However, with the technology of Patent Document 1, there is a concern that the trajectory selection range for other vehicles will be narrowed if another vehicle enters an intersection while the host vehicle is stopped at a stop position. .

One of the objects of the disclosure of this specification is to provide a driving control device and a driving control method that can easily secure a trajectory selection range for other vehicles.

One of the aspects disclosed herein is a driving control device that controls the driving of a host vehicle (HV),
The host vehicle is stopped before entering the intersection center (PIC) at an intersection between the host road (RH) on which the host vehicle is currently traveling and a crossroad (RC) that intersects the host road. an intersection detection unit (12) that detects an intersection (PI) to be
The host vehicle includes a stop position setting unit (13) that sets a stop position for the host vehicle before entering the center according to the shape of the intersection.

Another disclosed aspect is a driving control method executed by at least one processor (11b) for controlling the driving of a host vehicle (HV), comprising:
The host vehicle is stopped before entering the intersection center (PIC) at an intersection between the host road (RH) on which the host vehicle is currently traveling and a crossroad (RC) that intersects the host road. detecting an intersection (PI) that should be
and setting a stopping position of the host vehicle before entering the center according to the shape of the intersection.

According to these aspects, the stopping position is set according to the shape of the intersection, so that even if the host vehicle enters the intersection before the host vehicle stops, other vehicles enter the intersection after the host vehicle stops. It is also possible to realize an appropriate stopping position even when the vehicle is moving. Therefore, the trajectory selection range for other vehicles can be easily secured.

Note that the reference numerals in parentheses included in the claims etc. exemplarily indicate correspondence with parts of the embodiment described later, and are not intended to limit the technical scope.

1 is a block diagram showing a schematic configuration of an operating system. FIG. 2 is a block diagram for explaining the functions of a processing device. A diagram explaining a road structure. A diagram explaining a road structure. 5 is a flowchart illustrating an example of processing by the driving system.

One embodiment will be described based on the drawings.

(First embodiment)
A driving system 1 according to the first embodiment shown in FIG. 1 realizes functions related to driving a vehicle. Part or all of the driving system 1 is mounted on the host vehicle HV. The vehicle targeted for processing by the driving system 1 is the host vehicle HV. The host vehicle HV corresponds to the own vehicle.

The host vehicle HV may be capable of achieving automatic driving level 3 or higher. Driving is divided into levels depending on the range of all dynamic driving tasks (DDT) performed by the driver. The automatic driving level is defined in, for example, SAE J3016. At levels 0-2, the driver performs some or all of the DDT. Levels 0 to 2 may be classified as so-called manual operation. Level 0 indicates that driving is not automated. Level 1 indicates that the driving system 1 supports the driver. Level 2 indicates that driving is partially automated.

At level 3 and above, the driving system 1 performs the entire DDT while engaged. Levels 3 to 5 may be classified as so-called automatic driving. Level 3 indicates that driving is conditionally automated. Level 4 indicates that driving is highly automated. Level 5 indicates that driving is fully automated.

The driving system 1 includes a plurality of sensors 20, a communication device 21, a map database (hereinafter referred to as map DB) 22, a plurality of movement actuators 23, a plurality of HMI devices 24, one or more processing devices 10, and the like.

The plurality of sensors 20 detect targets existing around the host vehicle HV. The sensor 20 is, for example, a camera, LiDAR (Light Detection and Ranging/Laser imaging Detection and Ranging), laser radar, millimeter wave radar, ultrasonic sonar, imaging radar, or the like. The sensor 20 is capable of detecting targets in detection areas corresponding to the front, front side, side, rear side, rear, etc. of the vehicle.

The communication device 21 acquires communication data that can be used in the driving system 1 through wireless communication. The communication device 21 may be a GNSS receiver that receives a positioning signal from a GNSS (global navigation satellite system) satellite existing in the external environment of the host vehicle HV. The communication device 21 may be a DSRC (dedicated short range communications) communication device, a cellular V2X (C-V2X) communication device, or the like. The communication device 21 transmits and receives communication signals to and from an information center 90 such as another vehicle OVC or a map server existing in the external environment of the host vehicle HV.

The map DB 22 is a database that stores map data that can be used in the driving system 1. The map DB 22 is configured to include at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium. The map DB 22 may include a database of a navigation unit that navigates the travel route of the host vehicle HV to its destination. The map DB 22 may include a database of high-precision maps that have a high level of accuracy and are mainly used for autonomous driving purposes.

The map DB 22 can acquire and store the latest map data through communication with an information center 90 such as a map server via the communication device 21. The map data may include shape data of intersections.

The plurality of motion actuators 23 can control vehicle motion based on a control signal based on a driver's operation or a control signal from the processing device 10. The motion actuator 23 includes a motion actuator that drives the host vehicle HV, a motion actuator that brakes the host vehicle HV, and a motion actuator that steers the host vehicle HV.

The motion actuator 23 that drives the host vehicle HV is, for example, a power train of at least one of an internal combustion engine and a drive motor. The motion actuator 23 that brakes the host vehicle HV is, for example, a brake actuator. The motion actuator 23 that steers the host vehicle HV is, for example, a steering wheel.

The HMI device 24 is an information presentation device including a user interface 24b that presents information such as visual information, auditory information, skin sensation information, etc. to the occupants of the host vehicle HV, including the driver. The HMI device 24 that presents visual information is, for example, a graphic meter, a combination meter, a navigation unit, a CID (center information display), a HUD (head-up display), an illumination unit, or the like. The HMI device 24 that presents auditory information is, for example, a speaker, a buzzer, or the like. The HMI device 24 that presents skin sensation information is, for example, a steering wheel vibration unit, a driver seat vibration unit, a steering wheel reaction force unit, an accelerator pedal reaction force unit, a brake pedal reaction force unit, an air conditioning unit, etc. .

The HMI device 24 further includes a communication interface 24a. The communication interface 24a may include at least one type of circuit for wireless communication with other devices or systems via the in-vehicle network and a terminal for wired communication.

The processing device 10 has a function of controlling the driving of the host vehicle HV, and functions as a driving control device. The processing device 10 may further have a function of controlling an HMI and function as an HMI control device. The processing device 10 includes at least one dedicated computer 11 . The processing device 10 may realize the operation control function and the HMI function by combining a plurality of dedicated computers 11.

The dedicated computer 11 constituting the processing device 10 may include at least one memory 11a and at least one processor 11b. The memory 11a is at least one type of non-transitional physical storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium, for non-temporarily storing programs, data, etc. that can be read by the processor 11b. good. Furthermore, a rewritable volatile storage medium such as a RAM (Random Access Memory) may be provided as the memory 11a. The processor 11b includes, as a core, at least one type of, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU.

Further, the dedicated computer 11 constituting the processing device 10 may be an SoC (System on a Chip) in which the memory 11a, the processor 11b, and the interface are integrated into one chip. The processing device 10 may include an SoC as a component of the dedicated computer 11.

As shown in FIG. 2, the processing device 10 includes an intersection detection section 12, a stop position setting section 13, a motion control section 14, and an HMI output section 15 as functional blocks realized by at least one processor 11b that executes a program. The configuration includes

The intersection detection unit 12 detects a specific intersection PI based on map data in the map DB 22. In addition to the map data, the intersection detection unit 12 may further refer to target information detected by the sensor 20 and information acquired through V2X communication. Here, in this embodiment, in order to explain a specific intersection PI, the road structure will be defined as follows using FIG. 3.

The host driving road RH is the road on which the host vehicle HV is currently driving. The lane on which the host vehicle HV is traveling on the host traveling road RH is the host traveling lane LH1. On the host travel road RH, the lane in which the vehicle is required to travel in the opposite direction to the host travel lane LH1 is the host oncoming lane LH2. For example, a marking line is provided between the host driving lane LH1 and the host oncoming lane LH2.

The intersecting road RC is a road that, when the host vehicle HV continues traveling along the host road RH, will intersect with the host road RH at the intersection PI. Among the intersecting roads RC, lanes that can be entered into the host oncoming lane LH2 by turning right or left at the intersection are accessible lanes LC.

A right or left turn is a right turn or a left turn. In particular, in the scene of FIG. 3 showing a road structure for left-hand traffic, consideration should be given to dealing with a large vehicle LV that turns left from the accessible lane LC and enters the host oncoming lane LH2. In a road structure for left-hand traffic, the left and right sides are reversed, so consideration should be given to dealing with large vehicles LV that turn right from the accessible lane LC and enter the host oncoming lane LH2.

Among the lanes connected to the intersection PI, lanes that can enter the center PIC of the intersection PI may each have a stop line SL. According to laws such as the Road Traffic Act, vehicles entering an intersection PI may be required to temporarily stop before the stop line SL. A traffic light TSL may be provided at the intersection PI. According to the Road Traffic Act, while the traffic light TSL is displaying a stop signal, vehicles entering the intersection PI may be required to stop before the stop line SL. In the following description, stop includes temporary stop.

The intersection detection unit 12 detects an intersection PI that the host vehicle HV plans to enter if it continues traveling on the host road RH, mainly from map data. Then, the intersection detection unit 12 determines whether or not it is necessary for the host vehicle HV to stop at the intersection PI that it plans to enter before entering the center PIC of the intersection PI.

For example, if sensor information reveals that the traffic light TSL is displaying a stop signal, the intersection detection unit 12 determines that the host vehicle HV needs to stop before entering the center PIC. Further, for example, when the intersecting road RC is a priority road and a temporary stop is required before the stop line SL provided at the intersection PI, the intersection detection unit 12 detects that the host vehicle HV It is determined that it is necessary to stop before the stop line SL.

When detecting an intersection where the host vehicle HV needs to stop, the intersection detection unit 12 notifies the movement control unit 14 and the stop position setting unit 13 of the existence of the intersection PI. Furthermore, when the intersection detection section 12 detects an intersection that requires the host vehicle HV to stop, it may request the motion control section 14 to decelerate the host vehicle HV. Furthermore, when the intersection detection section 12 detects an intersection where the host vehicle HV needs to stop, it may request the stop position setting section 13 to set the stop position of the host vehicle HV.

The stop position setting unit 13 acquires detailed road information and, based on the information, sets the stop position of the host vehicle HV before the host vehicle HV enters the center PIC of the intersection PI. The detailed road information may be obtained from map data, target information detected by the sensor 20, or information obtained through V2X communication. The detailed road information may include information on the intersection PI and information on roads around the intersection PI.

The information on the intersection PI may include the shape of the intersection PI. The shape of the intersection PI may include a difference road angle RA. As shown in FIG. 3, the difference road angle RA is the angle formed by the host road RH and the cross road RC at the intersection PI. More specifically, the difference road angle RA used to determine the stopping position is the host oncoming lane LH2, and when the host vehicle attempts to turn left or right into the host oncoming lane LH2 from the intersecting road RC, the host traveling lane LH1 will be on the outside of the curve. The approachable lane LC may be at an angle to the host driving lane LH1 side. Here, the outside of the curve means the opposite side of the inside when the side where the center of curvature is located is the inside of the curve in the curved trajectory of the vehicle that turns right or left from the intersection road RC and enters the host oncoming lane LH2. do.

Further, the shape of the intersection PI may include the number of roads connected to the intersection PI, and the shape of a T-junction, a five-way intersection, an overpass, and the like. Furthermore, the shape of the intersection PI may include a line pattern shape such as a guide band.

The detailed road information may include information such as the number of lanes of the host road RH and the cross road RC, direction signs, and the like. The detailed road information may include the road width WR of the host road RH, as shown in FIG. The information on the road width WR of the host travel road RH may include information on the road width of the host travel lane LH1 and information on the road width of the host oncoming lane LH2. In particular, the road width WR of the host road RH may be the width of the connection portion with the intersection PI or the stop line SL portion.

The detailed road information may include information regarding the presence or absence of a large vehicle LV that has entered or is scheduled to enter the intersection PI, based on the detection result of the sensor 20 or the like. The large vehicle LV may mean a vehicle such as a truck whose vehicle length is equal to or greater than the threshold value TL, that is, a vehicle whose vehicle length is long. Here, the length of a vehicle that is a combination of a towing vehicle such as a trailer and a power vehicle indicates the entire length including the towing vehicle and the power vehicle. The threshold value TL may be a value set in advance based on whether turning right or left is easy or difficult.

The detailed road information may include the driving frequency of the large vehicle LV at the intersection PI. The driving frequency may be obtained by learning from the past driving history of the host vehicle HV. The driving frequency may be estimated from the characteristics of the area of the intersection PI. For example, in an area where there are many facilities such as factories and warehouses where large vehicles LV enter and exit, it can be estimated that the vehicle frequency is high. The driving frequency may be obtained by acquiring information analyzed as big data from the information center 90.

The stop position setting unit 13 sets the stop position of the host vehicle HV according to the shape of the intersection PI. The stop position setting unit 13 further sets the stop position of the host vehicle HV in accordance with the frequency of travel of the large vehicle LV at the intersection PI. The stop position setting unit 13 sets the stop position of the host vehicle HV depending on whether a large vehicle LV that has entered or is scheduled to enter the intersection PI actually exists.

Here, if the stop line SL exists before the intersection PI, the stop position is set as a relative position with respect to the stop line SL. The stop position setting unit 13 may selectively set the stop position from the first stop position SP1 and the second stop position SP2. Here, the first stop position SP1 is a stop position where the front end of the host vehicle HV is aligned with the stop line SL (see FIG. 3). The second stop position SP2 is a stop position before the stop line SL and a distance D from the stop line SL (see FIG. 4). The distance D may be a fixed value set in advance, or may be a value calculated each time from the shape of the intersection PI.

The distance D is determined by calculating, for example, how much the virtual vehicle AV is likely to bulge toward the host driving lane LH1 side when turning right or left, and then determining the distance that will result in a stopping position that avoids overlapping with the trajectory of the virtual vehicle AV. It is sufficient if it is set to . The virtual vehicle AV is assumed to be a large vehicle LV that turns left from the accessible lane LC and enters the host oncoming lane LH2.

Specifically, the distance D is set by a geometric calculation method using the shape of the intersection PI, the road width WR of the host road RH, the vehicle length of the virtual vehicle AV, the minimum turning radius of the virtual vehicle AV, etc. may be done. Specifically, the setting of this distance D may be performed by a simulation using map data or the like.

Furthermore, calculations regarding the virtual vehicle AV may not be used to set the distance D. A table in which distances to be set are associated with the road width WR and the road difference angle RA may be prepared in advance, and the distance D may be set by referring to the table. The table is stored in the memory 11a, for example.

On the other hand, if the stop line SL does not exist or if the stop line SL cannot be detected due to snowfall, etc., the stop position can be determined as a relative position with respect to the center PIC of the intersection PI, or as an absolute position based on latitude and longitude, etc. It may be set as a position. In this case as well, the stopping position is set at a position that does not overlap with the trajectory of the virtual vehicle AV by calculating the extent to which the virtual vehicle AV is likely to bulge toward the host driving lane LH1 when making a right or left turn. Bye. The stop position when the stop line SL does not exist or cannot be detected is preferably a position where the front end of the host vehicle HV is outside the intersection with the cross road RC. Further, if the actual stop line SL does not exist or cannot be detected, the stop position setting unit 13 sets the virtual stop line SL at the connection between the host travel lane LH1 and the intersection PI, and A stop position may be set as a relative position with respect to SL.

Further, the stop position setting unit 13 provides the result of setting the stop position of the host vehicle HV to the motion control unit 14 and the HMI output unit 15.

The motion control section 14 controls the motion actuator 23 to decelerate and stop the host vehicle HV based on information or requests provided from the intersection detection section 12 and the stop position setting section 13.

The HMI output unit 15 outputs a signal requesting the HMI device 24 to present information when the stop position is set to the second stop position SP2. Based on a request from the HMI output unit 15, the HMI device 24 presents information regarding the stop position of the host vehicle HV to the driver or the occupants including the driver. For example, information regarding the stop position of the host vehicle HV may be displayed by a virtual image on the HUD, or may be presented by sound emitted from a speaker.

The information regarding the stop position of the host vehicle HV may include, for example, the fact that the second stop position SP2 has been set. For example, by presenting the fact that the second embodiment is set before the host vehicle HV stops, it is possible to reduce the sense of discomfort when the host vehicle HV stops at the second stop position SP2.

The information regarding the stop position of the host vehicle HV may include, for example, the reason for setting the second stop position SP2. By presenting the reasons, it is possible to increase the driver's understanding and sense of satisfaction regarding the driving control.

Next, an example of a vehicle control method by the processing device 10 will be explained using the flowchart of FIG. The series of processes in steps S1 to S12 may be executed mainly by at least one processor 11b included in the processing device 10 so that the functions of the processing device 10 are realized.

In S1, the intersection detection unit 12 detects an intersection PI where the host vehicle HV needs to stop. After processing S1, the process advances to S2.

In S2, the motion control unit 14 starts decelerating the host vehicle HV toward a stop before the stop line SL in response to the input from the intersection detection unit 12. After the processing in S2, the process advances to S3.

In S3, the stop position setting unit 13 acquires detailed road information. After the processing in S3, the process advances to S4.

In S4, the stop position setting unit 13 determines whether the road width WR of the host traveling road RH is less than or equal to the threshold value TW. The threshold value TW may be a value set in advance based on whether it is easy or difficult for the large vehicle LV to turn right or left. If an affirmative determination is made in S4, the process advances to S5. If a negative determination is made in S4, the process advances to S9. That is, if the road width WR is sufficiently large, even a large vehicle LV is unlikely to protrude into the host travel lane LH1, so the stopping position is set without considering the large vehicle LV.

In S5, the stop position setting unit 13 determines whether the road difference angle RA is equal to or greater than a threshold value A. If an affirmative determination is made in S5, the process advances to S6. If a negative determination is made in S5, the process advances to S9.

In S6, the stop position setting unit 13 determines whether the road difference angle RA is equal to or greater than a threshold value B. If an affirmative determination is made in S6, the process advances to S10. If a negative determination is made in S6, the process advances to S7.

Here, the threshold values A and B will be explained. The threshold values A and B may be preset values based on whether it is easy or difficult for the large vehicle LV to turn right or left. The threshold value A is set, for example, to a value of 270 degrees or less, preferably in the range of 260 to 270 degrees. Threshold B is set to a larger value than threshold A. Threshold B is set to a value of 290 or more. An intersection PI with a road difference angle RA equal to or greater than the threshold B requires an extremely small turning radius for a large vehicle LV when attempting to turn from the accessible lane LC to the host oncoming lane LH2 as shown in FIG. 5, for example. It may be an intersection where

In S7, the stop position setting unit 13 determines whether it has been detected that a vehicle with a vehicle length equal to or greater than the threshold value TL has entered or is scheduled to enter the intersection PI. If an affirmative determination is made in S7, the process advances to S10. If a negative determination is made in S7, the process advances to S8.

In S8, the stop position setting unit 13 determines whether the intersection PI into which the host vehicle HV enters is an intersection where vehicles having a vehicle length threshold TL or more frequently travel. If an affirmative determination is made in S8, the process advances to S10. If a negative determination is made in S8, the process advances to S9.

In S9, the stop position setting unit 13 sets the stop position of the host vehicle HV to the first stop position SP1 close to the stop line SL. After processing in S9, the process advances to S12.

In S10, the stop position setting unit 13 sets the stop position of the host vehicle HV to a second stop position SP2 that is away from the stop line SL. After processing in S10, the process advances to S11.

In S11, the HMI device 24 presents information regarding the stop position of the host vehicle HV through the user interface 24b in response to the input from the stop position setting unit 13 to the communication interface 24a. The information presentation here is, for example, a display. After processing in S11, the process advances to S12.

In S12, the motion control unit 14 stops the host vehicle HV at the stop position set by the stop position setting unit 13 in response to the input from the stop position setting unit 13. The series of processes ends with the process of S12.

In this way, when the road difference angle RA is less than or equal to the threshold value A, there is little need to select a trajectory that protrudes into the host travel lane LH1 in which the host vehicle HV travels, even if the vehicle is a large vehicle LV. Therefore, the stop position is set to the first stop position SP1 without determining other conditions (see S5 to S9). When the road difference angle RA is equal to or greater than the threshold value B, it is extremely necessary for the large vehicle LV to select a trajectory that protrudes into the host travel lane LH1 in which the host vehicle HV travels. Therefore, the stop position is set to the second stop position SP2 without determining other conditions (see S6 to S10). When the difference road angle RA is larger than the threshold value A and smaller than the threshold value B, the stop position is comprehensively determined including other conditions, as in S7 and S8.

In this way, when interference with the trajectory of another vehicle turning left or right at an intersection is expected, the second stop position SP2 is set. On the other hand, if no interference is expected, the first stop position SP1 should be set. This is because the advantage of stopping the host vehicle HV at the first stop position SP1 is that the visibility of the intersection PI from the host vehicle HV is improved. Further, a disadvantage of stopping the host vehicle HV at the second stop position SP2 is that there is less space in the host travel lane LH1 for vehicles following the host vehicle HV to stop, which may have an adverse effect on traffic flow.

The first embodiment described above will be summarized below. According to the first embodiment, since the stopping position is set according to the shape of the intersection PI, even for other vehicles that enter the intersection PI before the host vehicle HV stops, the stop position is set at the intersection PI after the host vehicle HV stops. It is also possible to realize an appropriate stopping position for other vehicles entering the PI. Therefore, the trajectory selection range for other vehicles can be easily secured.

Also, by setting the stop position according to the difference road angle RA, the host vehicle HV is stopped at a position where it is unlikely to interfere with other vehicles that turn left or right at the intersection PI from the cross road RC and enter the host road RH. This can be easily achieved. Further, by setting the stop position in consideration of the traveling frequency of the large vehicle LV, the validity of the set stop position can be increased.

Further, by selecting the first stop position SP1 and the second stop position SP2 as relative positions with respect to the stop line SL, the stop position setting process is simplified and the processing load can be reduced.

Furthermore, by assuming the trajectories of the virtual vehicle AV and the virtual vehicle AV, and setting the stop position at a position that avoids overlapping with the trajectories, interference between the host vehicle HV and other vehicles can be avoided with high precision.

(Other embodiments)
Although one embodiment has been described above, the present disclosure is not to be construed as being limited to this embodiment, and can be applied to various embodiments without departing from the gist of the present disclosure.

Specifically, the detailed road information may be acquired at the same time as the information for the intersection detection unit 12 to detect the intersection PI.

The stop position setting unit 13 may determine the stop position based only on the road shape such as the road difference angle RA and the road width WR, without considering the detection result of the large vehicle LV or the traveling frequency of the large vehicle LV.

Further, the stop position setting unit 13 may temporarily set the stop position based only on the shape of the intersection before the host vehicle HV reaches the intersection PI. Thereafter, when the host vehicle HV approaches the intersection PI and the sensor 20 can detect the intersection PI, the stop position setting unit 13 sets the temporarily set stop position according to the local sensor information. You may modify it.

The stop position setting unit 13 may set a horizontal stop position in addition to a vertical stop position with respect to the stop line SL. For example, the stop position setting unit 13 may set the stop position closer to the sidewalk on the opposite side of the host oncoming lane LH2 in order to avoid overlap with the trajectory of the large vehicle LV.

Further, the functions of the intersection detection section 12 and the stop position setting section 13 may be realized by a driving control model including a trained neural network.

In addition, the stop position setting unit 13 is configured to set intersections connected to roads with multiple lanes on one side, intersections connected to roads including right-turn lanes or left-turn lanes, T-junctions, multi-division roads, and grade crossings to some extent. Various intersection PIs, such as intersections including intersections, may be processed.

The processing device 10 may have only an HMI control function without an operation control function. In this case, the stop position setting unit 13 may be configured to set a recommended stop position recommended to the driver of the host vehicle HV. The HMI output unit 15 requests the HMI device 24 to present a recommended stop position according to the setting result of the stop position setting unit 13. Then, the HMI device 24 presents a recommended stopping position to the driver in response to a request from the HMI output unit 15. In this case, the processing device 10 may be applied to a host vehicle HV with an automatic driving level of 2 or lower.

The control unit and techniques described in this disclosure may be implemented by a special purpose computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented with dedicated hardware logic circuits. Alternatively, the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

(Disclosure of technical ideas)
This specification discloses multiple technical ideas described in multiple sections listed below. Some sections may be written in a multiple dependent form, in which subsequent sections alternatively cite preceding sections. The terms written in these multiple dependent forms define multiple technical ideas.

<Technical philosophy 1>
An operation control device that controls the operation of a host vehicle (HV),
An intersection between a host road (RH) on which the host vehicle is currently traveling and a cross road (RC) that intersects the host road, and before entering the center of the intersection (PIC), the host vehicle an intersection detection unit (12) that detects an intersection (PI) at which a vehicle should be stopped;
A driving control device comprising: a stop position setting unit (13) that sets a stop position of the host vehicle before entering the center according to the shape of the intersection.

<Technical philosophy 2>
The driving control device according to technical idea 1, wherein the shape of the intersection includes a road difference angle (RA) that is an angle between the host road and the intersecting road.

<Technical philosophy 3>
According to technical concept 2, the stop position setting unit sets the stop position at a position farther from the intersection when the difference road angle is equal to or greater than a preset threshold value than when it is smaller than the threshold value. operation control device.

<Technical philosophy 4>
The stop position setting section includes:
Obtaining information on the frequency of travel of large vehicles (LV) at the intersection;
The driving control device according to any one of technical ideas 1 to 3, wherein the stopping position is set depending on the shape of the intersection and the frequency of travel of the large vehicle.

<Technical philosophy 5>
According to technical idea 4, the stop position setting unit sets the stop position at a position farther from the intersection when it is estimated that the intersection is a frequently traveled intersection than when it is not estimated. The operation control device described.

<Technical philosophy 6>
According to any one of technical ideas 1 to 5, the stop position is a stop position relative to a stop line (SL) installed at the intersection or virtually set by the host vehicle. Operation control device.

<Technical philosophy 7>
The stop position setting unit selects a first stop position (SP1) in which the front end of the host vehicle is aligned with the stop line, and a second stop position (SP2) in which a predetermined distance is left from the stop line. The operation control device according to technical idea 6.

<Technical philosophy 8>
The stop position setting section includes:
Assuming that a virtual vehicle (AV) turns left or right at the intersection and enters a host oncoming lane (LH2) in the opposite direction to the host lane (LH1) in which the host vehicle travels on the host travel road,
Using the shape of the intersection, assume a trajectory in which the virtual vehicle bulges toward the host travel lane when turning left or right,
The operation control device according to any one of technical ideas 1 to 7, wherein the stop position is set at a position that avoids overlapping with the trajectory.

<Technical philosophy 9>
The present invention further includes an HMI output unit (15) that outputs a request signal requesting the HMI device (24) to present the reason for setting the stop position to the driver of the host vehicle. The operation control device according to any one of Ideas 1 to 8.

<Technical Thought 10>
A driving control method executed by at least one processor (11b) for controlling the driving of a host vehicle (HV), the method comprising:
An intersection between a host road (RH) on which the host vehicle is currently traveling and a cross road (RC) that intersects the host road, and before entering the center of the intersection (PIC), the host vehicle Detecting an intersection (PI) at which a vehicle should be stopped;
A driving control method comprising: setting a stopping position of the host vehicle before entering the center according to a shape of the intersection.

10: Processing device (driving control device), 12: Intersection detection section, 13: Stop position setting section, HV: Host vehicle, RH: Host traveling road, RC: Intersection road, PI: Intersection, PIC: Center of intersection

Claims (10)

An operation control device that controls the operation of a host vehicle (HV),
An intersection between a host road (RH) on which the host vehicle is currently traveling and a cross road (RC) that intersects the host road, and before entering the center of the intersection (PIC), the host vehicle an intersection detection unit (12) that detects an intersection (PI) at which a vehicle should be stopped;
A driving control device comprising: a stop position setting unit (13) that sets a stop position of the host vehicle before entering the center according to the shape of the intersection. The driving control device according to claim 1, wherein the shape of the intersection includes a road difference angle (RA) that is an angle between the host road and the intersecting road. The stop position setting unit sets the stop position at a position farther from the intersection when the difference road angle is greater than or equal to a preset threshold than when it is smaller than the threshold. Operation control device. The stop position setting section includes:
Obtaining information on the frequency of travel of large vehicles (LV) at the intersection;
The driving control device according to any one of claims 1 to 3, wherein the stopping position is set depending on the shape of the intersection and the frequency of travel of the large vehicle. 5. The stop position setting unit sets the stop position at a position farther from the intersection when the intersection is estimated to be a frequently traveled intersection than when the intersection is not estimated. operation control device. The driving control device according to claim 1, wherein the stop position is a stop position relative to a stop line (SL) installed at the intersection or virtually set by the host vehicle. The stop position setting unit selects a first stop position (SP1) in which the front end of the host vehicle is aligned with the stop line, and a second stop position (SP2) in which a predetermined distance is left from the stop line. The operation control device according to claim 6. The stop position setting section includes:
Assuming that a virtual vehicle (AV) turns left or right at the intersection and enters a host oncoming lane (LH2) in the opposite direction to the host lane (LH1) in which the host vehicle travels on the host travel road,
Using the shape of the intersection, assume a trajectory in which the virtual vehicle bulges toward the host travel lane when turning left or right,
The operation control device according to claim 1, wherein the stop position is set at a position that avoids overlapping with the trajectory. Claim further comprising: an HMI output unit (15) that outputs a request signal requesting the HMI device (24) to present the reason for setting the stop position to the driver of the host vehicle. 1. The operation control device according to 1. A driving control method executed by at least one processor (11b) for controlling the driving of a host vehicle (HV), the method comprising:
An intersection between a host road (RH) on which the host vehicle is currently traveling and a cross road (RC) that intersects the host road, and before entering the center of the intersection (PIC), the host vehicle Detecting an intersection (PI) at which a vehicle should be stopped;
A driving control method comprising: setting a stopping position of the host vehicle before entering the center according to a shape of the intersection.

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