JP2024010509A - Travel support method and travel support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel support method and a travel support apparatus, which are capable of preventing a distance by which an own vehicle travels on an opposite lane from increasing in a case where the own vehicle travels on the opposite lane for avoiding an obstacle on a traveling lane.

SOLUTION: A method includes: adding, for each lane, to an opposite lane a node corresponding to a position of a node of an own lane including a starting point node and an end point node of a travel prohibited area where an obstacle on the own lane is positioned by using map information described by a node and a link of a travel area sectioned by the node; selecting, as a first passing node, a node of the opposite lane corresponding to the starting point node; selecting, as a second passing node, a node of the opposite lane corresponding to the end point node; finishing a lane change of the own vehicle from the own lane to the opposite lane in the first passing node; and controlling the own vehicle to travel along a travel track for starting a lane change from the opposite lane to the own lane in the second passing node.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

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

Using a high-precision map that describes lanes in terms of link connections, we determine which lanes are recommended for the vehicle to drive among the lanes on the road that includes the planned driving route, and identify recommended lane candidates and each candidate. A technique is known that outputs the priority of (Patent Document 1).

International Publication No. 2019/198481

A high-precision map has a node set for each lane, and is described by the link connection relationship defined by the node. Therefore, on a road with one lane in each direction, the location of the node and the section of the link are There are different things. Therefore, in a scene where the section of the link where an obstacle is located in the forward lane is set as a no-drive zone, and the own vehicle is traveling on the oncoming lane to avoid the no-no-go zone, the section where the vehicle is traveling on the oncoming lane is the oncoming lane. Patent Document 1 has the following problem when setting according to the position of the node. In other words, the position of the node in the oncoming lane may be different from the position of the node corresponding to the no-drive section on the oncoming lane, so for example, the length between the nodes where the travel section is set defines the no-drive zone. If the length is longer than the distance between the nodes, there is a problem in that the distance traveled by the host vehicle on the oncoming lane becomes longer.

The problem to be solved by the present invention is to prevent the distance that the own vehicle travels on the oncoming lane from increasing when the own vehicle runs on the oncoming lane in order to avoid obstacles in the lane in which it is traveling. An object of the present invention is to provide a support method and a driving support device.

In the present invention, a node is set for each lane, and using map information described by links of driving areas divided by nodes, a driving area where an obstacle on the own lane is located is set as a driving prohibited area. Add the node corresponding to the position of the node of the own lane, including the start point node and end point node of the prohibited area, to the oncoming lane adjacent to the own lane, and select the node of the oncoming lane corresponding to the position of the start point node as the first passing node. Then, the node of the oncoming lane corresponding to the position of the end point node is selected as the second passing node, and the own vehicle completes the lane change from the own lane to the oncoming lane at the first passing node, and changes to the oncoming lane at the second passing node. The above-mentioned problem is solved by calculating the travel trajectory at which the vehicle starts changing lanes from the vehicle to the own lane, and controlling the travel of the own vehicle along the travel trajectory.

According to the present invention, when the host vehicle travels on the oncoming lane in order to avoid an obstacle in the traveling lane, it is possible to prevent the distance the host vehicle travels on the oncoming lane from increasing.

1 is a diagram showing an example of the configuration of a driving support system according to an embodiment. FIG. 3 is a diagram showing an example of a scene in which the driving support method according to the present embodiment is executed. FIG. 7 is a diagram illustrating a sharing result when a sharing process is executed to mutually share a node in the own lane and a node in the oncoming lane. It is a figure which shows the integration result when the integration process which integrates driving areas is performed. 3 is a flowchart showing a control flow for executing the driving support method according to the present embodiment.

An embodiment of a driving support device according to the present invention will be described based on the drawings. FIG. 1 is a block diagram showing a driving support system 10 including a driving support device according to the present invention. As shown in FIG. 1, the driving support system 10 includes a detection device 1, a map DB 2, an own vehicle information detection device 3, a navigation device 4, a vehicle control device 5, and a driving support device 6. The detection device 1 includes an imaging device 11 and a distance measuring device 12. The vehicle information detection device 3 includes a vehicle speed detection device 31, a steering angle detection device 32, and a vehicle position detection device 33. Vehicle control device 5 includes a vehicle speed control device 51 and a steering control device 52. The devices included in the driving support system 10 are connected via CAN or other in-vehicle LAN, and can exchange information with each other. The driving support system 10 according to the present invention can be applied not only to driving a vehicle under autonomous driving control, but also to supporting driving a vehicle manually by a driver.

The detection device 1 is a sensor for detecting objects around the host vehicle. Target objects include, for example, cars other than the own vehicle (other vehicles), motorcycles, bicycles, pedestrians, road lane boundaries, zebra zone flow zones, center lines, road signs, median strips, guardrails, and curbs. , highway sidewalls, road signs, traffic lights, crosswalks, construction sites, accident sites, and traffic restrictions. Objects also include obstacles that may affect the running of the own vehicle. The detection device 1 acquires the position, posture (orientation), and speed of a moving body.

The detection device 1 detects a target object using, for example, an imaging device 11 and/or a distance measuring device 12. The driving support device 6 acquires the detection results of the detection device 1 at predetermined time intervals. The imaging device 11 is a device that recognizes objects around the own vehicle using images, and is a camera or the like. A plurality of imaging devices 11 may be provided in one vehicle. The distance measuring device 12 is a device for calculating the relative distance and relative speed between the vehicle and the object, and is, for example, a laser radar. A plurality of distance measuring devices 12 may be provided in one vehicle.

The map DB 2 is a memory (storage medium) that stores high-precision map information including position information of various facilities and specific points, and is accessible from the driving support device 6. The high-precision map information stored in the map DB 2 is three-dimensional map data based on the road shape detected when driving on an actual road using a data acquisition vehicle. High-precision map information is map information that is used for automatic driving control or driving support control and includes more detailed information than map information for navigation. High-precision map information includes road information, lane boundary information, road attribute information, lane up/down information, lane identification information, destination lane information, facility information, and their attribute information, which are linked together as three-dimensional information. This is map information. The road information includes information such as road width, radius of curvature, road shoulder structures, road traffic regulations (speed limit, lane change permission), road merging points, branching points, and locations where the number of lanes increases or decreases. Note that the map DB2 may be provided in the driving support device 6.

The map DB2 also includes information on lane boundaries that indicate the boundaries between the lane in which the host vehicle travels and other lanes. Lane boundaries exist on the left and right sides of the vehicle's traveling direction. Examples of lane boundaries include road markings and road structures. The road markings are, for example, lane boundary lines and center lines. Further, the road structure is, for example, a median strip, a guardrail, a curb, a tunnel, or a side wall of a highway. Note that in the map DB2, fictitious travel boundaries are set in advance as lane boundaries at points where lane boundaries cannot be specified (for example, inside intersections).

The high-definition map includes information on a lane-by-lane basis. For example, a high-precision map has nodes set for each lane, and is described by links of driving areas divided by the nodes. A node is a reference point on a lane reference line (for example, a center line within a lane). Each lane is divided into a plurality of driving areas by nodes. That is, the running area is an area between nodes. The information on the node includes the identification number of the node, the position coordinates, the number of connected lane links, and the identification number of the connected lane link. The information on the driving area includes the identification number of the driving area, the width of the lane, the type of lane boundary line, the shape of the lane, the shape of the lane marking, and the shape of the lane reference line. Further, the high-precision map may include information on areas where driving is prohibited, such as areas where construction sites are located. Furthermore, since the high-precision map includes node and link information for each lane, it is possible to specify the lane in which the vehicle is traveling on the travel route. The high-precision map has coordinates that can represent positions in the lane extension direction and lane width direction.

In high-definition maps, nodes are set at points on the map where the static road environment changes, such as points where the road structure changes. Points where the structure of the road changes are, for example, branch points and junction points. For example, even if the road is composed of one lane in each direction, including the forward lane and the oncoming lane, the location of the branching point is different for each lane, so the forward lane and the oncoming lane can be distinguished by nodes. The location of the driving area may differ. Further, the distance of each driving area in the direction of travel of the vehicle may be different for each driving area. That is, the distance between nodes does not need to be a constant distance.

The own vehicle information detection device 3 is a device that detects information regarding the state of the own vehicle. The state of the own vehicle includes the traveling speed, acceleration, steering angle, position, attitude, etc. of the own vehicle. Vehicle speed detection device 31 detects traveling speed and acceleration. The steering angle detection device 32 detects a steering angle. The current position is calculated based on information acquired from the own vehicle position detection device 33. The own vehicle position detection device 33 is, for example, a positioning system including a GPS unit or the like. Posture is detected using an inertial measurement unit. Further, the own vehicle information detection device 3 may acquire the traveling speed and steering angle of the own vehicle from the vehicle control device 5. The driving support device 6 acquires the detection results of these devices via the in-vehicle LAN as necessary.

The navigation device 4 is a device that refers to the map DB 2 and calculates a driving route from the current position of the own vehicle detected by the own vehicle position detection device 33 of the own vehicle information detection device 3 to the destination set by the driver. be. The calculated driving route is output to the driving support device 6. The travel route is a linear line in which the road, direction (up/down), and lane on which the host vehicle travels are identified. The driving route includes information on driving lanes.

The vehicle control device 5 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls in-vehicle equipment that governs the running of the vehicle. The vehicle control device 5 includes a vehicle speed control device 51 that controls the traveling speed of the own vehicle, and a steering control device 52 that controls the steering operation of the own vehicle.

The vehicle speed control device 51 controls a driving device such as an electric motor and/or an internal combustion engine, an automatic transmission, etc., which are driving sources for traveling. The vehicle speed control device 51 autonomously controls the traveling speed of the vehicle based on a control signal input from the driving support device 6. A steering control device 52 controls a steering device. The steering control device 52 uses at least one of the detection results of the detection device 1, the map DB 2, and the own vehicle information acquired by the own vehicle information detection device 3, based on the control signal input from the driving support device 6. , controls 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 travel route.

The driving support device 6 is a device that controls the driving of the own vehicle by controlling and cooperating with the devices included in the driving support system 10, and particularly supports avoidance control to avoid obstacles on the own lane. . An obstacle is a stationary object that is located in the direction of travel of the host vehicle and obstructs the travel of the host vehicle. Examples of obstacles include parked vehicles and construction signboards.

In this embodiment, the driving support device 6 uses the processor 7 to realize avoidance control support. The processor 7 executes avoidance control of the host vehicle using an avoidance control function. From the high-precision map information stored in the map DB 2, the processor 7 acquires information including nodes in each lane of the road on which the host vehicle travels and driving areas divided by the nodes. The processor 7 generates a travel trajectory for avoiding obstacles based on the acquired information, and controls the travel of the own vehicle along the generated travel trajectory. For example, if it is necessary to change lanes to an adjacent lane in order to avoid an obstacle, the processor 7 selects a position to start changing lanes from nodes in the own lane, and selects a position to end lane changes from a node in the adjacent lane. , and controls the vehicle to change lanes along a travel trajectory that passes through the selected nodes. In this embodiment, regardless of whether avoidance control is being performed or not, if a lane change to an adjacent lane is required, a node at which the lane change ends is selected from the nodes of the adjacent lane.

Here, an example of a method for generating a travel trajectory using lane nodes and travel areas will be described using FIG. 2. FIG. 2 is a diagram illustrating an example of a scene in which a method of generating a travel trajectory using lane nodes and travel areas is executed. FIG. 2 shows a scene in which the own vehicle V1 is traveling on the own lane L1, and a parked vehicle V2 exists on the own lane L1 as an obstacle that prevents the own vehicle V1 from traveling. The road shown in FIG. 2 is a road with one lane on each side, and the adjacent lane adjacent to the own lane L1 is the oncoming lane L2. In FIG. 2, it is assumed that a vehicle traveling in the own lane L1 travels from the right side to the left side in the drawing, and a vehicle traveling in the oncoming lane L2 travels from the left side to the right side in the drawing.

In FIG. 2, the positions indicated by black circles, such as point N, are the positions of lane nodes, and the area between the lane nodes is the driving area. Since the position of the node is set for each lane, as shown in FIG. 2, even on the same road, the position of the node or driving area may be different between the own lane and the oncoming lane. Information on nodes and driving areas is obtained from high-definition maps. Then, the driving area where the parked vehicle V2 is located on the own lane is set as the driving prohibited area PA, and a driving trajectory AL that avoids the driving prohibited area PA is generated. The no-run area PA is an area divided by a start node NS and an end node NE.

The travel trajectory AL is a trajectory that passes through nodes N1, N2, N3, and N4 in order. In this embodiment, the host vehicle executes avoidance control consisting of three controls along the travel trajectory. The first control is to change lanes from the own lane to the oncoming lane to avoid obstacles, the second control is to drive on the side of the obstacle on the oncoming lane, and the third control is to change lanes from the own lane to the oncoming lane to avoid obstacles. is a lane change from the oncoming lane to the own lane in order to return to the own lane. In the first control, the driving support device 6 performs steering to move the lateral position of the own vehicle, which indicates the position of the own vehicle in the vehicle width direction, from a position in front of the obstacle in the traveling direction from a central position on the own lane in the avoidance direction. Execute control. Node N1 is set as the starting position for starting the first control. Node N2 is set as the end position at which the first control ends. In the second control, the driving support device 6 causes the own vehicle to travel along the traveling direction on the side of the obstacle. The second control starts at node N2 and ends at node N3. In the third control, the driving support device 6 executes steering control to return the lateral position of the own vehicle to the center position on the own lane. Node N3 is set as the starting position for starting the third control, and node N4 is set as the ending position for ending the third control.

In this embodiment, the start position and end position of the first control (the start position of the second control), the start position of the third control (the end position of the second control), and the end position are respectively nodes of the own lane. and the nodes of the oncoming lane. For example, the end position of the first control (the start position of the second control) is a node in the oncoming lane that is located in the opposite direction to the traveling direction of the own vehicle than the area corresponding to the no-run area on the oncoming lane. Among them, this is the node of the oncoming lane closest to the area. In addition, the start position of the third control (end position of the second control) is determined from among the nodes on the oncoming lane that are located in the traveling direction of the vehicle relative to the area corresponding to the no-run area on the oncoming lane. is the node of the oncoming lane closest to . That is, in FIG. 2, the node N2 is the end position of the first control, and the node N3 is the start position of the third control.

In FIG. 2, the host vehicle travels along the traveling direction of the host vehicle on the oncoming lane from node N2 to node N3, passing by the side of the no-run area PA. At this time, as shown in FIG. 2, if the positions of nodes N2 and N3 are far from the positions on the oncoming lane corresponding to the starting point node NS and the ending point node NE, respectively, the host vehicle V1 is traveling on the oncoming lane L2. The distance traveled becomes longer.

Therefore, the driving support device 6 according to the present embodiment generates a travel trajectory such that the distance traveled by the own vehicle on the oncoming lane is shortened by sharing the nodes of the own lane and the nodes of the oncoming lane. For example, in a driving scene as shown in FIG. 2, an example will be described in which a node in the own lane and a node in the oncoming lane are shared with each other. FIG. 3 is an example showing a sharing result in which nodes in the own lane and nodes in the oncoming lane are shared with each other. For example, as shown in FIG. 3, the driving support device 6 sets a node NE' at a position corresponding to the position of the node NE in the oncoming lane based on the position of the node NE in the own lane. Similarly, the driving support device 6 sets a node NS' in the oncoming lane at a position corresponding to the position of the node NS in the own lane, based on the position of the node NS in the own lane. That is, the positions of the nodes NE' and NS' corresponding to the nodes NE and NS, respectively, in the traveling direction of the own vehicle are the same as the positions of the nodes NE and NS in the traveling direction of the own vehicle, and the positions in the lane width direction are the same. is the node located on the center line of the oncoming lane.

As a result, for example, in FIG. 3, among the nodes of the oncoming lane that are located in the opposite direction to the traveling direction of the own vehicle than the area corresponding to the no-run area on the oncoming lane, the node of the oncoming lane that is closest to the area is the node NE', so the node NE' is set as the position at which the lane change from the oncoming lane L2 to the own lane L1 starts. That is, the own vehicle can change lanes to the own lane immediately after passing the side of the no-drive area PA. As described above, in the present embodiment, the driving support device 6 creates a travel trajectory that reduces the distance traveled by the own vehicle on the oncoming lane by sharing the nodes of the own lane and the nodes of the oncoming lane. generate. The details of the control will be explained below.

The processor 7 has a ROM 72 in which a program is stored, a CPU 71 which is an operating circuit for functioning as the driving support device 6, and a RAM 73 which functions as an accessible storage device by executing the program stored in the ROM 72. It is a computer equipped with The processor 7 according to the present embodiment executes each function through cooperation between software for realizing the above functions and the above hardware.

The processor 7 includes, as functional blocks, an own vehicle position estimation section 100, a driving boundary acquisition section 101, a surrounding object acquisition section 102, an obstacle determination section 103, an avoidance determination section 104, a node setting section 105, and a driving boundary acquisition section 101. It includes an area generation section 106, a travel trajectory generation section 107, and a vehicle control section 108. Note that in this embodiment, the functions of the processor 7 are divided into nine blocks and the functions of each functional block are explained, but the functions of the processor 9 do not necessarily have to be divided into ten blocks as long as each function can be realized. There isn't.

The own vehicle position estimating unit 100 estimates the position and orientation of the own vehicle on the map. The own vehicle position estimation unit 100 estimates the current position and orientation of the own vehicle on the map based on the map information acquired from the map DB 2 and the position and orientation acquired from the own vehicle information detection device 3.

The driving boundary acquisition unit 101 acquires lane information around the host vehicle. For example, the driving boundary acquisition unit 101 acquires lane information of the own lane in which the own vehicle is traveling and the oncoming lane adjacent to the own lane. The lane information includes the widthwise length of the lane. The driving boundary acquisition unit 101 acquires lane information around the own vehicle from the map DB 2 as the road structure around the own vehicle based on the position of the own vehicle.

Surrounding object acquisition section 102 acquires surrounding object information regarding objects around the own vehicle based on the detection information detected by detection device 1 . Surrounding object information includes the position, orientation, and speed of surrounding objects. For example, the surrounding object acquisition unit 102 obtains surrounding object information regarding objects located in the traveling direction of the vehicle's own lane. Further, the surrounding object acquisition unit 102 obtains position information of surrounding objects based on the current position information of the own vehicle and the relative position (distance and direction) between the own vehicle and the surrounding objects.

The obstacle determination unit 103 determines whether or not there is an obstacle that obstructs the travel of the own vehicle in the own lane, based on lane information and surrounding object information. For example, the obstacle determination unit 103 determines the position of the left and right boundaries of the own lane, the length of the own lane in the width direction, which is included in the lane information of the own lane, and the position of surrounding objects, which is included in the surrounding object information. , and the states of surrounding objects, it is determined whether there is an object on the own lane that satisfies the conditions described below. If there is an object on the own lane that satisfies the conditions described below, the obstacle determination unit 103 identifies the object as an obstacle and determines that there is an obstacle on the own lane. Furthermore, if there is no object that satisfies the conditions described below, the obstacle determining unit 103 determines that there is no obstacle in the vehicle's own lane.

The condition for determining the presence or absence of an obstacle is, for example, whether the following three conditions are satisfied. The first condition is that there is an object in the direction of travel of the vehicle's own lane, and the object is stationary.The second condition is that the vehicle must move to the side of the obstacle along the set travel route. The third condition is that your vehicle comes into contact with an obstacle when passing, or the distance between your vehicle and the obstacle is less than a predetermined distance. It means that it is closer to either of them by a predetermined value or more. Even if there is a stopped object in the traveling direction of the own lane and the own vehicle cannot travel on the own lane, the object may be a preceding vehicle waiting at a traffic light. By setting the condition that the object in a stopped state is leaning either left or right on the own lane, the obstacle determination unit 103 determines whether there is an obstacle on the own lane when the object is a parked vehicle. It is determined that there is.

Further, in the present embodiment, the obstacle determination unit 103 acquires information about the driving area in the traveling direction of the own vehicle on the own lane from the map DB 2, and determines whether a construction site or the like is located in the traveling direction of the own vehicle. If there is a prohibited area, it may be determined that there is an obstacle on the vehicle's own lane.

The avoidance determining unit 104 identifies the driving area where the obstacle is located as a driving prohibited area, and determines whether or not to avoid the driving prohibited area based on the lane information. When the obstacle determining unit 103 determines that there is an obstacle, the avoidance determining unit 104 uses the map information to identify the starting point node and the ending point node of the no-drive area, and moves between the own lane and the oncoming lane. It is determined whether or not the own vehicle should avoid the no-drive area depending on whether or not it is possible to pass through the area. The avoidance determination unit 104 determines whether it is possible to pass between the vehicle's own lane and the oncoming lane. For example, if the lane boundary between the own lane and the oncoming lane is a road surface marking that is physically passable, the avoidance determination unit 104 determines that the lane between the own lane and the oncoming lane is passable. . Lane boundaries based on road markings are, for example, lane boundary lines such as solid white lines, broken lines, and solid yellow lines. Furthermore, if the lane boundary between the own lane and the oncoming lane is a road structure that is physically impossible to pass, the avoidance determination unit 104 determines that the lane between the own lane and the oncoming lane is not passable. judge. Lane boundaries formed by road structures are, for example, lane separation markers such as median strips and rubber poles.

Furthermore, the avoidance determination unit 104 may determine whether or not to avoid an obstacle based on lane information and detection information. For example, if it is possible to pass between the own lane and the oncoming lane, the avoidance determination unit 104 determines whether or not there is an obstacle on the oncoming lane that obstructs avoidance control based on the detection information. do. The obstacle is, for example, a parked vehicle or an oncoming vehicle. The avoidance determination unit 104 determines whether or not there is an obstacle in the driving area of the oncoming lane located within the avoidance section. The avoidance section is, for example, a section of distance necessary to perform avoidance control to avoid a no-drive area. If there is no obstacle on the oncoming lane, the avoidance determination unit 104 determines that the obstacle on the own lane should be avoided. If there is an obstacle on the oncoming lane, the avoidance determination unit 104 determines that the obstacle on the own lane is not to be avoided.

The node setting unit 105 acquires node information about the traveling direction of the host vehicle included in the map information from the map DB2. The node information includes node information of the own lane and node information of the oncoming lane. At this time, since the position of each node included in the map information is set for each lane, the position of the node in the own lane and the position of the node in the oncoming lane in the traveling direction of the own vehicle may differ.

Further, the node setting unit 105 executes a sharing process in which the nodes of the own lane and the oncoming lane are shared with each other. The node setting unit 105 uses the map information to add a node corresponding to the position of the node set in the oncoming lane on the map to the own lane. The position of the node in the host lane that corresponds to the node in the oncoming lane in the traveling direction of the own vehicle is set to the same position as the position of the corresponding node in the opposite lane in the traveling direction of the host vehicle. Further, the position in the lane width direction of the node of the own lane corresponding to the node of the oncoming lane is set on the center line of the own lane.

Further, the node setting unit 105 uses the map information to add a node corresponding to the position of the node set in the own lane on the map to the oncoming lane. The position of the node in the oncoming lane that corresponds to the node in the own lane in the traveling direction of the own vehicle is set to the same position as the position of the corresponding node in the own lane in the traveling direction of the own vehicle. Furthermore, the position in the lane width direction of the node on the oncoming lane that corresponds to the node on the own lane is set on the center line of the oncoming lane. At this time, the nodes of the own lane added to the oncoming lane include the starting point node and the ending point node of the no-drive area on the own lane. In this way, by sharing the nodes of the own lane and the oncoming lane, the positions of the nodes of the own lane and the nodes of the oncoming lane can be aligned. Note that, in this embodiment, the nodes of the own lane and the nodes of the oncoming lane are not limited to being shared with each other, and the nodes of one lane may be added to the other lane.

Furthermore, in this embodiment, for example, when the own vehicle starts traveling to the destination, the nodes in the own lane and the nodes in the oncoming lane may be shared with each other over the entire driving route to the destination, or the nodes in the oncoming lane may be The nodes of the own lane and the nodes of the oncoming lane may be shared with each other, limited to the section of . By limiting the section in which nodes in the own lane and nodes in the oncoming lane are shared with each other, it is possible to prevent the amount of data from increasing. That is, by sharing the nodes of the own lane and the nodes of the oncoming lane, each lane can be subdivided, but the amount of data increases accordingly. Therefore, unnecessary segmentation can be suppressed and an increase in data amount can be suppressed.

The node setting unit 105 adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section where the own lane and the oncoming lane can pass, and adds a node corresponding to the position of the node set on the oncoming lane to the own lane. Add a node corresponding to the position of to the oncoming lane. For example, if the area between the own lane and the oncoming lane is a passable section in an avoidance section for avoiding an area in which the own lane cannot run, the node setting unit 105 sets Make lane nodes share with each other.

Further, the node setting unit 105 adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section of the driving area of the oncoming lane adjacent to the no-run area, and adds a node corresponding to the position of the node set on the oncoming lane to the own lane. A node corresponding to the position of the current node may be added to the oncoming lane. For example, in the driving scene shown in FIG. 2, two driving areas located between nodes N2 and N3 of the oncoming lane are driving areas of the oncoming lane adjacent to the no-running area PA. In the section between nodes N2 and N3, the node setting unit 105 causes the nodes of the own lane and the nodes of the oncoming lane to be shared with each other.

Further, when the number of lanes in the traveling direction of the own vehicle is one lane, the node setting unit 105 adds a node corresponding to the position of the node set in the oncoming lane to the own lane, and adds the node corresponding to the position of the node set in the own lane. Add a node corresponding to the position of the current node to the oncoming lane. For example, the node setting unit 105 acquires lane information in the direction in which the host vehicle is traveling, and determines whether the number of lanes in the direction of travel is one lane, such as on a road with one lane on each side. In a section, the nodes of the own lane and the nodes of the oncoming lane are shared with each other.

After the node setting unit 105 shares the nodes of the own lane and the nodes of the oncoming lane, the driving area generation unit 106 divides the lane into driving areas based on nodes for each lane including the added nodes. That is, the node setting unit 105 newly generates a driving area for each lane based on the nodes set for each lane after node sharing. For example, as shown in FIG. 3, the driving area generation unit 106 divides the oncoming lane based on the node NE' and node N3 newly added to the oncoming lane, and separates the oncoming lane between node NE' and node N3. The section in between will be created as a new driving area. In FIG. 3, the lane change of the own vehicle is executed within the driving area of the own lane and the oncoming lane in the section between node NE' and node N3.

The driving area generation unit 106 also deletes the deletion target node that satisfies a predetermined condition, thereby integrating two driving areas divided by the deletion target node into one driving area. For example, the condition for the node to be deleted is that it is located within a no-drive area and within a travel area of an oncoming lane corresponding to the no-travel area. After the nodes are added to the own lane and the oncoming lane by the sharing process, the driving area generation unit 106 determines whether there is a node to be deleted located within the no-travelable area or within the driving area of the oncoming lane corresponding to the no-travelable area. Determine whether If there is a deletion target node located within a travel-prohibited area and within a travel area of an oncoming lane corresponding to the travel-prohibited area, the driving area generation unit 106 deletes the deletion target node. Then, the driving area generation unit 106 divides the lanes into driving areas based on the nodes for each lane after deleting the deletion target nodes. As a result, the areas where the vehicle cannot run are integrated into one driving area, and the driving area of the opposite lane corresponding to the area where the vehicle cannot run is also integrated into one driving area.

For example, as shown in FIG. 3, the no-drive area PA is divided into a plurality of drive areas by adding a node N5' corresponding to the node N5. Further, the driving area PA' of the oncoming lane corresponding to the no-driving area PA is divided into a plurality of driving areas by the node N5. Therefore, the driving area generation unit 106 integrates the plurality of driving areas included in the driving prohibited area into one driving area, and integrates the plural driving areas included in the driving area of the oncoming lane corresponding to the driving prohibited area into one driving area. integrate into the area. That is, the driving area generation unit 106 deletes each node by deleting the node N5' that divides the no-travelable area PA and the node N5 that divides the driving area PA' of the oncoming lane corresponding to the no-travelable area. Each lane is divided into driving areas using the subsequent nodes for each lane. Since a node within a no-drive area does not become the end position or start position of a lane change, there is no need to set a node within a no-travel area. Therefore, by deleting unnecessary nodes and creating a driving area, the amount of data can be reduced.

In addition, the conditions for the node to be deleted are such that the node is located within a predetermined distance in the opposite direction to the traveling direction of the own vehicle from the starting point node of the driving prohibited area and the starting point node of the driving area of the oncoming lane corresponding to the driving prohibited area. That's true. After nodes are added to the own lane and the oncoming lane by the sharing process, the driving area generation unit 106 calculates the progress of the own vehicle from the starting point node of the driving prohibited area and the starting point node of the driving area of the opposite lane corresponding to the driving prohibited area. It is determined whether there is a deletion target node located within a predetermined distance in the opposite direction. The driving area generation unit 106 generates deletion targets that are located within a predetermined distance in the direction opposite to the traveling direction of the own vehicle from the starting point node of the driving prohibited area and the starting point node of the driving area of the oncoming lane corresponding to the driving prohibited area. If there is a node, delete the node to be deleted. Then, the driving area generation unit 106 divides the lanes into driving areas based on the nodes for each lane after deleting the deletion target nodes.

In addition, the conditions for the deletion target node are such that the deletion target node is located within a predetermined distance in the traveling direction of the own vehicle from the end point node of the driving prohibited area and the end point node of the driving area of the oncoming lane corresponding to the driving prohibited area. It is a certain thing. After the nodes are added to the own lane and the oncoming lane by the sharing process, the driving area generation unit 106 calculates the progress of the own vehicle from the end point node of the driving prohibited area and the ending point node of the driving area of the opposite lane corresponding to the driving prohibited area. It is determined whether there is a deletion target node located within a predetermined distance in the direction. When there is a node to be deleted located within a predetermined distance in the traveling direction of the own vehicle from the end node of the travel-prohibited area and the end-point node of the travel area of the oncoming lane corresponding to the travel-prohibited area, the travel area generation unit 106 To do this, delete the node to be deleted. Then, the driving area generation unit 106 divides the lanes into driving areas based on the nodes for each lane after deleting the deletion target nodes.

As a result, the two running areas that were divided by the deletion target node are integrated into one running area. The predetermined distance is a distance required to appropriately perform steering control for changing lanes, and is, for example, 15 m. That is, the predetermined distance is a distance necessary to prevent the steering control for changing lanes from becoming a sudden steering that impairs the comfort of the vehicle occupants. In this embodiment, since a lane change is performed between one node, if the distance between the nodes is less than or equal to a predetermined distance, steering control for lane change cannot be appropriately executed. Therefore, if there is a node that is a predetermined distance or more before a node that is a predetermined distance or less, the preceding node may be used as the section for changing lanes.

For example, in FIG. 3, if the distance in the traveling direction of the own vehicle in section D1 between node NS' and node N2 of the adjacent oncoming lane is less than a predetermined distance, the lane change is appropriately performed in section D1. cannot be executed. Therefore, in the node positions shown in FIG. 3, node NS' cannot be set as the end position of the lane change, and the section D2 between node N1 and node N2', which is located before section D1, cannot be set as the end position of the lane change. A lane change may be performed at In this case, the own vehicle will travel along the traveling direction in the section D1 on the oncoming lane, and the distance that the own vehicle will travel on the oncoming lane along the traveling direction will become long.

Therefore, the driving area generation unit 106 generates a node N2' located within a predetermined distance from the starting point node NS in the direction opposite to the traveling direction of the host vehicle, and a node NS' in the oncoming lane corresponding to the starting point node NS. The node N2 located within a predetermined distance in the direction opposite to the traveling direction of the host vehicle is deleted. Then, the driving area generation unit 106 divides each lane into driving areas based on the deleted node of each lane. As a result, the areas that were divided into two travel areas by the nodes N2 and N2' are integrated into one travel area.

Here, an example of the integration result of integrating driving areas will be explained using FIG. 4. FIG. 4 is a diagram illustrating the integration result after running area integration processing is performed on the running areas divided after node sharing as shown in FIG. 3. In FIG. 4, compared to FIG. 3, the nodes N5, N5', N2, and N2' are deleted, so that the driving areas that were divided by the respective nodes are integrated.

In the present embodiment, when the section of the driving area adjacent to the no-driving area does not have the distance necessary to appropriately execute the steering control for changing lanes, as shown in FIG. By integrating with the driving area, it is possible to secure the distance necessary to appropriately execute steering control for changing lanes in the driving area section adjacent to the driving area section. In addition, nodes set within the driving area of the oncoming lane corresponding to the no-drive area or the no-drive area will not be set as the start or end position of the lane change, so it is compatible with the no-drive area or the no-drive area. By integrating the driving areas of oncoming lanes into a single driving area, nodes unnecessary for avoidance control can be deleted and the amount of data can be reduced.

The traveling trajectory generation unit 107 generates a traveling trajectory in which the own vehicle finishes changing lanes from the own lane to the oncoming lane at the first passing node and starts changing lanes from the oncoming lane to the own lane at the second passing node. . The first passing node is a node on the oncoming lane, and is the position at which the lane change from the own lane to the oncoming lane (first control) for avoiding the no-drive area ends. That is, the own vehicle finishes changing lanes at the first passing node, and starts running on the oncoming lane along the traveling direction of the own vehicle (second control). Further, the second passing node is a node on the oncoming lane, and is a position where a lane change from the oncoming lane to the own lane after avoiding the no-drive area is started (third control). That is, the own vehicle ends the second control at the second passing node and starts changing lanes from the oncoming lane to the own lane (third control).

The travel trajectory generation unit 107 selects a node in the oncoming lane that is closest to the area, among nodes in the oncoming lane that are located in a direction opposite to the traveling direction of the own vehicle from an area corresponding to a no-drive area on the oncoming lane. Selected as one passing node. In addition, the driving trajectory generation unit 107 generates a second pass through a node in the oncoming lane that is closest to the area among the nodes in the oncoming lane that are located in the traveling direction of the own vehicle than the area corresponding to the area where driving is prohibited on the oncoming lane. Select as a node. As shown in FIG. 4, when selecting a first passing node and a second passing node after mutually sharing the nodes of the own lane and the nodes of the oncoming lane, the traveling trajectory generation unit 107 selects the starting point node A node NS' on the oncoming lane corresponding to the position of NS is selected as the first passing node, and a node NE' on the oncoming lane corresponding to the position of the end point node NE is selected as the second passing node.

Next, the travel trajectory generation unit 107 identifies an avoidance start node and an avoidance end node. The avoidance start node is a node in the own lane, and is the starting position of lane change from the own lane to the oncoming lane (first control) to avoid the no-drive area, and the avoidance end node is the node in the own lane. This node is the end position of the lane change from the oncoming lane to the own lane (third control) after avoiding the no-drive area. The traveling trajectory generation unit 107 starts avoiding the node in the own lane that is closest to the first passing node among the nodes in the own lane that are a predetermined distance away from the first passing node in the direction opposite to the traveling direction of the own vehicle. Select as a node. Furthermore, the traveling trajectory generation unit 107 selects, as the avoidance end node, a node in the lane closest to the second passing node among the nodes in the own lane that are a predetermined distance away from the second passing node in the traveling direction of the own vehicle. do. The predetermined distance is a distance required to appropriately perform steering control for changing lanes.

In this embodiment, the driving area generating section 107 is located in front of the driving area because the driving area section adjacent to the driving area generating section 106 is a predetermined distance or more due to the integration by the driving area generating section 106. The starting point node of the driving area where the vehicle cannot travel is selected as the avoidance start node, and the end point node of the driving area located behind the no-travelable area is selected as the avoidance end node. In the driving scene shown in FIG. 4, the driving area generation unit 106 selects node N1 as the avoidance start node, and selects node N3' as the avoidance end node.

After selecting the first passing node, the second passing node, the avoidance start node, and the avoidance end node, the traveling trajectory generation unit 107 causes the own vehicle to change lanes from the avoidance start node to the first pass node, and from the first pass node to the avoidance start node. A travel trajectory is generated in which the vehicle travels on the oncoming lane until the second passing node and changes lanes from the second passing node to the avoidance end node. As shown in FIG. 4, the traveling locus AL is a traveling locus that passes through the node N1, the node NS', the node NE', and the node N3'.

The vehicle control unit 108 controls the own vehicle so that the own vehicle executes avoidance control along the travel trajectory. That is, the vehicle control unit 108 controls the traveling of the own vehicle so that the lane change from the own lane to the oncoming lane in order to avoid the no-drive area starts at the avoidance start node and ends at the first passing node. The vehicle control unit 108 also controls the vehicle so that the lane change from the oncoming lane to the own lane in order to return to the own lane after avoiding the no-drive area starts at the second passing node and ends at the avoidance end node. Control driving. The vehicle control unit 108 calculates a target vehicle speed and a target steering angle for traveling along the set travel trajectory, and generates a control signal for driving the own vehicle based on the calculated target vehicle speed and target steering angle. The generated control signal is output to the vehicle control device 5.

Next, processing related to avoidance support control executed by the driving support device 6 will be explained. FIG. 3 is a flowchart showing a control flow for executing avoidance support control in the driving support device 6. When the host vehicle starts traveling, the processor 7 starts the control flow from step S1.

In step S1, the processor 7 acquires map information. The map information includes lane information and node information in the direction of travel of the host vehicle. The lane information includes lane information of the own lane and the oncoming lane. The node information includes node information of the own lane and the oncoming lane. In step S2, the processor 7 acquires surrounding object information. The surrounding object information includes information about objects located in the direction of travel of the own vehicle. In step S3, the processor 7 determines whether or not there is an obstacle on the own lane based on the lane information and surrounding object information. If it is determined that there is an obstacle on the vehicle's own lane, the processor 7 proceeds to step S4. If it is determined that there is no obstacle on the vehicle's own lane, the processor 7 returns to step S1 and repeats the control flow.

In step S4, the processor 7 determines whether the own vehicle avoids an obstacle. For example, the processor 7 determines that the own vehicle avoids the obstacle when it is possible to pass between the own lane and the oncoming lane. If it is determined that the host vehicle avoids the obstacle, the processor 7 proceeds to step S5. If it is determined that the host vehicle does not avoid the obstacle, the processor 7 ends the avoidance support control. In this embodiment, if the avoidance support control flow ends without being able to start the avoidance control, the travel control is switched to manual driving by the driver.

In step S5, the processor 7 specifies the driving area where the obstacle is located as a driving prohibited area. The processor 7 identifies the positions of the starting point node and the ending point node of the no-run area. In step S6, the processor 7 adds a node corresponding to the position of the node of the oncoming lane included in the map information to the own lane. In step S7, the processor 7 adds a node corresponding to the position of the node in the own lane included in the map information to the oncoming lane. In step S8, the processor 7 selects a transit node. The processor 7 selects, as a first passing node, a node in the oncoming lane that is closest to the area, among nodes in the oncoming lane that are located in a direction opposite to the traveling direction of the vehicle relative to an area corresponding to the no-run area on the oncoming lane. Selected as Furthermore, the processor 7 selects, as the second passing node, a node in the oncoming lane that is closest to the area, among the nodes in the oncoming lane that are located in the direction of travel of the own vehicle than the area corresponding to the area where driving is prohibited on the oncoming lane. do.

In step S9, the processor 7 selects an avoidance start node and an avoidance end node. In step S10, the processor 7 generates a travel trajectory. The processor 7 creates a travel trajectory in which a lane change from the own lane to the oncoming lane is executed from the avoidance start node to the first passing node, and a lane change is executed from the oncoming lane to the own lane from the second passing node to the avoidance end node. generate. In step S11, the processor 7 controls the running of the own vehicle. The processor 7 generates a control signal for causing the own vehicle to travel along a travel trajectory, and outputs the control signal to the vehicle control device 5. When the vehicle control device 5 receives the control signal, it controls the running of the own vehicle based on the control signal.

As described above, the present embodiment is a driving support method executed by a processor, in which a node is set for each lane, and the processor reads map information described by links of driving areas divided by the nodes. The area where the vehicle is running on its own lane where an obstacle that obstructs the vehicle's movement is located is defined as a no-drive area, and corresponds to the position of the nodes of the own lane, including the start and end nodes of the no-drive area. Add a node to the oncoming lane adjacent to the own lane, and if it is possible to pass between the own lane and the oncoming lane, select the node of the oncoming lane corresponding to the position of the start point node as the first passing node, and add the node to the oncoming lane adjacent to the own lane. The node in the oncoming lane corresponding to the node position is selected as the second passing node, the own vehicle completes the lane change from the own lane to the oncoming lane at the first passing node, and changes from the oncoming lane to the own lane at the second passing node. The system calculates the driving trajectory at which the lane change starts, and controls the vehicle's driving along the driving trajectory. Thereby, when the host vehicle travels on the oncoming lane in order to avoid an obstacle in the lane in which the host vehicle is traveling, it is possible to prevent the distance that the host vehicle travels on the oncoming lane from increasing.

In addition, in this embodiment, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section where the own lane and the oncoming lane can pass, and sets the node in the own lane. Add a node corresponding to the position of the node in the oncoming lane. As a result, node sharing is limited to sections where the own lane and the oncoming lane can pass, so it is possible to suppress an increase in the amount of data due to node sharing.

Furthermore, in the present embodiment, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section of the driving area of the oncoming lane adjacent to the no-run area, and sets the node in the own lane. Add a node corresponding to the position of the node in the oncoming lane. As a result, node sharing is limited to a section of the driving area of the oncoming lane adjacent to the no-drive area, so it is possible to suppress an increase in the amount of data due to node sharing.

Furthermore, in the present embodiment, when the number of lanes in the traveling direction of the own vehicle is one lane, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane, and sets the node in the own lane. Add a node corresponding to the position of the node in the oncoming lane. This limits the sharing of nodes to sections where it is necessary to cross into oncoming traffic, thereby suppressing an increase in the amount of data due to sharing of nodes.

Further, in this embodiment, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane, and after the node is added to the own lane and the oncoming lane, the processor If there is a node to be deleted that is located within the driving area of the oncoming lane that corresponds to the prohibited area, delete the node to be deleted, and divide the lane into driving areas based on the nodes for each lane after deleting the node to be deleted. do. This makes it possible to suppress an increase in the amount of data and simplify processing.

Further, in the present embodiment, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane, and after adding the node to the own lane and the oncoming lane, the processor adds the node to the starting point of the no-run area. If there is a deletion target node located within a predetermined distance in the direction opposite to the traveling direction of the own vehicle from the starting point node of the driving area of the oncoming lane corresponding to the no-drive area, the deletion target node is deleted. , after the node is added to the own lane and the oncoming lane, the node is located within a predetermined distance in the traveling direction of the own vehicle from the end node of the no-drive area and the end node of the travel area of the oncoming lane corresponding to the no-drive area. If there is a node to be deleted, the node to be deleted is deleted, and the lane is divided into driving areas based on the nodes for each lane after the node to be deleted is deleted. This makes it possible to bring the starting position of the vehicle into the oncoming lane closer to the no-drive area.

Note that the embodiments described above are described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiments is intended to include all design changes and equivalents that fall within the technical scope of the present invention.

6... Driving support device 7... Processor 100... Self-vehicle position estimation unit 101... Driving boundary acquisition unit 102... Surrounding object acquisition unit 103... Obstacle determination unit 104... Avoidance determination unit 105... Node setting unit 106... Driving area generation unit 107 ...Travel trajectory generation section 108...Vehicle control section

Claims (7)

A driving support method executed by a processor, the method comprising:
The processor includes:
A node is set for each lane, and obstacles that impede the travel of the own vehicle are located on the own lane in which the own vehicle is traveling, using map information described by links of driving areas divided by the nodes. Adding a node corresponding to the position of the node of the own lane including a starting point node and an end point node of the driving prohibited area to an oncoming lane adjacent to the own lane, with the driving area as a driving prohibited area,
If it is possible to pass between the own lane and the oncoming lane, select the node of the oncoming lane corresponding to the position of the starting point node as a first passing node, and select the node of the oncoming lane corresponding to the position of the ending point node. Select the node as the second passing node,
calculating a travel trajectory in which the own vehicle finishes changing lanes from the own lane to the oncoming lane at the first passing node and starts changing lanes from the oncoming lane to the own lane at the second passing node; ,
A driving support method for controlling the driving of the host vehicle along the driving trajectory. The processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section where the own lane and the oncoming lane can pass, and sets the node in the own lane. 2. The driving support method according to claim 1, further comprising adding a node corresponding to the position of the node in the oncoming lane to the oncoming lane. The processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane in a section of the driving area of the oncoming lane adjacent to the no-drive area, and sets the node on the own lane. 3. The driving support method according to claim 1, further comprising adding a node corresponding to the position of the node in the oncoming lane to the oncoming lane. When the number of lanes in the traveling direction of the own vehicle is one lane, the processor adds a node corresponding to the position of the node set in the oncoming lane to the own lane; 3. The driving support method according to claim 1, further comprising adding a node corresponding to the position of the node in the oncoming lane to the oncoming lane. The processor includes:
adding a node corresponding to the position of the node set in the oncoming lane to the own lane;
After the node is added to the own lane and the oncoming lane, if there is a node to be deleted located within the no-drive area and within the travel area of the oncoming lane corresponding to the no-drive area, the deletion is performed. Delete the target node,
The driving support method according to claim 1 or 2, wherein the lane is divided into driving areas based on the node for each lane after the deletion target node is deleted. The processor includes:
adding a node corresponding to the position of the node set in the oncoming lane to the own lane;
After the node is added to the own lane and the oncoming lane, the traveling direction of the own vehicle from the starting point node of the no-driving area and the starting point node of the traveling area of the oncoming lane corresponding to the no-driving area. If there is a deletion target node located within a predetermined distance in the opposite direction, delete the deletion target node,
After the node is added to the host lane and the oncoming lane, a predetermined node is added to the travel direction of the host vehicle from the end node of the travel prohibited area and the end node of the travel area of the oncoming lane corresponding to the travel prohibited area. If there is a deletion target node located within the distance range, delete the deletion target node,
The driving support method according to claim 1 or 2, wherein the lane is divided into driving areas based on the node for each lane after the deletion target node is deleted. A driving support device comprising a processor that controls driving of the own vehicle,
The processor includes:
A node is set for each lane, and obstacles that impede the travel of the own vehicle are located on the own lane in which the own vehicle is traveling, using map information described by links of driving areas divided by the nodes. Adding a node corresponding to the position of the node of the own lane including a start point node and an end point node of the drive prohibited area to an oncoming lane adjacent to the own lane, with the drive area as a drive prohibited area;
If it is possible to pass between the own lane and the oncoming lane, select the node of the oncoming lane corresponding to the position of the starting point node as a first passing node, and select the node of the oncoming lane corresponding to the position of the ending point node. Select the node as the second passing node,
Computing a travel trajectory in which the own vehicle finishes changing lanes from the own lane to the oncoming lane at the first passing node and starts changing lanes from the oncoming lane to the own lane at the second passing node. ,
A travel support device that controls travel of the own vehicle along the travel trajectory.