JP6327043B2 - Automatic driving support device, automatic driving support method and program - Google Patents

Description

  The present invention relates to an automatic driving support device, an automatic driving support method, and a program that support automatic driving.

In recent years, various proposals have been made regarding techniques for supporting driving of a vehicle by a driver.
For example, in the stop guidance device described in Patent Literature 1, the vehicle size of the vehicle at the current time is acquired from an information center by a mobile phone network or the like, and based on imaging signals received by road-to-vehicle communication from a plurality of roadside cameras. Get the size of the vehicle turning right or left. Select the larger size of both acquisition results. Then, the travel area of the right / left turn vehicle is estimated from the selected vehicle size and the intersection form acquired from the information center.

  Then, the stop guidance device calculates the distance L to the boundary of the travel area with respect to the stop line if the boundary of the travel area of the vehicle turning right or left is in front of the stop line of the intersection. Please stop in front of you. " Further, the vehicle is controlled to stop at a stop position in front by a distance L of the guided stop line by stop control means for controlling the brake device and the like.

JP 2009-157589 A

  However, in the stop guidance device described in Patent Document 1 described above, the position at which road-to-vehicle communication with a plurality of roadside cameras can be performed depends on the current position of the host vehicle and the position of the vehicle turning right and left. For this reason, depending on the timing of acquiring the position of the right / left turn vehicle, a large right / left turn vehicle may approach after the host vehicle stops at the stop line. In such a case, the vehicle informs the driver that switching from automatic driving to manual driving and interrupts the automatic driving, which may cause discomfort to the driver.

  Therefore, the present invention has been made to solve the above-described problems, and it is possible to continue automatic driving even when a large right-left turn vehicle approaches after the host vehicle stops at the stop line. An automatic driving support device, an automatic driving support method, and a program are provided.

In order to achieve the above object, the first automatic driving assistance device (2) according to the present invention determines whether or not to stop the own vehicle at the stop line when the stop line is detected during automatic driving. When it is determined that the host vehicle is to be stopped at the stop line via the vehicle stop determination means (41) and the host vehicle stop determination means, the stop line is determined based on the travel route of the oncoming vehicle turning right or left. The own vehicle position determination means (41) for determining whether the stopped own vehicle position hinders the traveling of the oncoming vehicle, and the own vehicle position stopped at the stop line via the own vehicle position determination means A movement control means (41) for controlling the host vehicle to move to a retreat location where the position on the driving path of the oncoming vehicle and the host vehicle position do not overlap when it is determined that the vehicle is prevented from traveling; The preceding vehicle stops in front of the host vehicle at the stop line When it is determined that the preceding vehicle stops in front of the host vehicle at the stop line via the preceding vehicle stop determining means and the preceding vehicle stop determining means, Based on the traveling route of the coming oncoming vehicle, the preceding vehicle position determining means (41) for determining whether the position where the preceding vehicle stops prevents the oncoming vehicle from traveling, and the preceding vehicle position determining means Reverse space determination means (41) for determining whether or not there is a reversible space behind the host vehicle when it is determined that the position where the preceding vehicle stops prevents the oncoming vehicle from turning right or left. ), And the movement control means determines the travel route of the oncoming vehicle and the type of the preceding vehicle when it is determined via the reverse space determination means that there is a reversible space behind the host vehicle. And based on The counter vehicle the preceding vehicle from a position on the travel route of retracting the retractable space for the free-vehicle so as to be retracted and controls so as to stop.
In order to achieve the above object, the second automatic driving support apparatus (2) according to the present invention determines whether or not to stop the own vehicle at the stop line when the stop line is detected during automatic driving. When it is determined that the host vehicle is to be stopped at the stop line via the vehicle stop determination means (41) and the host vehicle stop determination means, the stop line is determined based on the travel route of the oncoming vehicle turning right or left. The own vehicle position determination means (41) for determining whether the stopped own vehicle position hinders the traveling of the oncoming vehicle, and the own vehicle position stopped at the stop line via the own vehicle position determination means A movement control means (41) for controlling the host vehicle to move to a retreat location where the position on the driving path of the oncoming vehicle and the host vehicle position do not overlap when it is determined that the vehicle is prevented from traveling; Subsequent vehicles stop behind the vehicle at the stop line If the subsequent vehicle stop determining means (41) for determining whether or not the following vehicle stops at the rear of the host vehicle at the stop line via the subsequent vehicle stop determining means, Forward determining means (41) for determining whether or not the vehicle exists ahead of the stop line of the host vehicle, and the retreat location passes the stop line of the host vehicle through the forward determination means. If it is determined that the vehicle exists ahead of the vehicle, the movement control means controls the vehicle so that the vehicle moves forward into the evacuation site and stops before the oncoming vehicle passes the stop line. It is characterized by.

Further, a first automatic driving support method according to the present invention is an automatic driving support method executed by an automatic driving support device having a control unit, wherein the control unit executes a stop line during the automatic driving. When it is determined that the host vehicle is to be stopped at the stop line and the host vehicle stop determination step is to stop the host vehicle at the stop line, A host vehicle position determination step for determining whether or not the host vehicle position stopped at the stop line obstructs the driving of the oncoming vehicle based on a traveling path of the oncoming vehicle, and the host vehicle position determination step; When it is determined that the position of the host vehicle stopped at the stop line prevents the oncoming vehicle from traveling, the host vehicle is moved to a retreat location where the position of the oncoming vehicle and the position of the own vehicle do not overlap. a movement control step of controlling the said stop And determining whether the preceding vehicle stops in front of the host vehicle at the stop line through the preceding vehicle stop determining step and determining whether the preceding vehicle stops in front of the host vehicle. A preceding vehicle position determining step for determining whether or not the position where the preceding vehicle stops interferes with the traveling of the oncoming vehicle based on the traveling route of the oncoming vehicle turning right and left Retreat for determining whether or not there is a reversible space behind the host vehicle when it is determined through the determination step that the position where the preceding vehicle stops turns to prevent the oncoming vehicle from turning right or left. A space determination step, and when it is determined through the reverse space determination step that there is a reversible space behind the host vehicle, the travel route of the oncoming vehicle and the preceding vehicle are determined in the movement control step. of Based on a separate, and controls as the counter vehicle the preceding vehicle from a position on the travel path of the stops retracting the retractable space for the free-vehicle so as to be retracted.
Further, a second automatic driving support method according to the present invention is an automatic driving support method executed by an automatic driving support device having a control unit, wherein the control unit executes a stop line during the automatic driving. When it is determined that the host vehicle is to be stopped at the stop line and the host vehicle stop determination step is to stop the host vehicle at the stop line, A host vehicle position determination step for determining whether or not the host vehicle position stopped at the stop line obstructs the driving of the oncoming vehicle based on a traveling path of the oncoming vehicle, and the host vehicle position determination step; When it is determined that the position of the host vehicle stopped at the stop line prevents the oncoming vehicle from traveling, the host vehicle is moved to a retreat location where the position of the oncoming vehicle and the position of the own vehicle do not overlap. a movement control step of controlling the said stop And a subsequent vehicle stop determination step for determining whether or not a subsequent vehicle stops behind the host vehicle, and a determination that the subsequent vehicle stops behind the host vehicle at the stop line through the subsequent vehicle stop determination step. In this case, there is a forward determination step for determining whether or not the evacuation location is ahead of the host vehicle beyond the stop line, and the evacuation location is the vehicle through the forward determination step. When it is determined that the vehicle exists ahead of the stop line of the vehicle, in the movement control step, the host vehicle is advanced to the retreat location and stopped before the oncoming vehicle passes the stop line. It is characterized by controlling as follows.

In addition, the first program according to the present invention includes a host vehicle stop determination step for determining whether or not to stop the host vehicle at the stop line when the stop line is detected during automatic driving; When it is determined that the host vehicle is to be stopped at the stop line in the host vehicle stop determination step, the host vehicle position stopped at the stop line is based on the travel path of the oncoming vehicle turning left or right. A host vehicle position determination step for determining whether or not to block, and a travel route of the oncoming vehicle when it is determined that the host vehicle position stopped at the stop line in the host vehicle position determination step prevents the oncoming vehicle from traveling. A movement control step for controlling the host vehicle to move to a retreat location where the upper position and the host vehicle position do not overlap, and whether or not a preceding vehicle stops in front of the host vehicle at the stop line The preceding vehicle stop determination step, and The position where the preceding vehicle stops is determined based on the travel route of the oncoming vehicle turning left or right when it is determined that the preceding vehicle stops in front of the host vehicle at the stop line through the stop traveling determination step. A preceding vehicle position determination step for determining whether or not to prevent the oncoming vehicle from being obstructed, and a determination that the position where the preceding vehicle stops through the preceding vehicle position determination step prevents the oncoming vehicle from turning right or left. A backward space determination step for determining whether or not a backward space exists behind the host vehicle, and the backward space is located behind the host vehicle through the backward space determination step. If it is determined that the vehicle is present, the preceding vehicle can be retracted from a position on the traveling route of the oncoming vehicle based on the traveling route of the oncoming vehicle and the type of the preceding vehicle in the movement control step. The sea urchin the free-vehicle is retracted into retractable space is a program for controlling to stop.
In addition, the second program according to the present invention includes a host vehicle stop determination step for determining whether or not to stop the host vehicle at the stop line when the stop line is detected during automatic operation. When it is determined that the host vehicle is to be stopped at the stop line in the host vehicle stop determination step, the host vehicle position stopped at the stop line is based on the travel path of the oncoming vehicle turning left or right. A host vehicle position determination step for determining whether or not to block, and a travel route of the oncoming vehicle when it is determined that the host vehicle position stopped at the stop line in the host vehicle position determination step prevents the oncoming vehicle from traveling. A movement control step for controlling the host vehicle to move to a retreat location where the upper position and the host vehicle position do not overlap, and whether or not a subsequent vehicle stops behind the host vehicle at the stop line The subsequent vehicle stop determination step, and Whether it is determined that the evacuation site exists in front of the own vehicle beyond the stop line when it is determined that the following vehicle stops at the rear of the own vehicle on the stop line through the following vehicle stop determination step. Forward determination step, and when it is determined through the forward determination step that the evacuation location exists ahead of the stop line of the host vehicle, This is a program for controlling the host vehicle to advance into the evacuation site and stop before the vehicle passes the stop line .

In the first and second automatic driving assistance devices, automatic driving assistance methods, and programs having the above-described configuration, when it is determined that the own vehicle is to be stopped at the stop line during automatic driving, the own vehicle turns right and left. When it is determined that the vehicle is prevented from traveling, the host vehicle is moved to a retreat location where the position on the traveling route of the oncoming vehicle turning left and right does not overlap with the host vehicle position. As a result, even if a large oncoming vehicle turns right and left and approaches after the host vehicle stops at the intersection, the host vehicle can be moved to the evacuation place by automatic driving and the automatic driving can be continued. .
Further, according to the first automatic driving support apparatus having the above-described configuration, when the preceding vehicle stops in front of the host vehicle on the stop line, the position on the travel route of the oncoming vehicle and the type of the preceding vehicle are determined. Based on this, the host vehicle is retracted into a retractable space behind and stopped so that the preceding vehicle can be retracted from the position on the travel route of the oncoming vehicle. As a result, it is possible to monitor the situation in front of and behind the host vehicle and move by automatic driving into the retreatable space so as not to disturb the flow of traffic.
Further, according to the second automatic driving support apparatus having the above-described configuration, even when the succeeding vehicle is stopped behind the host vehicle, the evacuation place exists ahead of the stop line of the host vehicle. Stops before the oncoming vehicle passes the stop line by advancing the own vehicle into the retreat location. As a result, it is possible to monitor the situation in front of and behind the host vehicle and move to the retreat location by automatic driving so as not to disturb the flow of traffic.

It is a block diagram which shows an example of the structure regarding this invention in the own vehicle. It is a main flowchart which shows the "intersection stop assistance process" performed in a navigation apparatus. 3 is a sub-flowchart showing a sub-process of “stop determination process” in FIG. 2. 3 is a sub-flowchart showing a sub-process of “stop position correction process” in FIG. 2. FIG. 3 is a sub-flowchart showing a sub-process of “processing for handling a large vehicle during a stop” in FIG. 2. 6 is a sub-flowchart showing a sub-process of “automatic movement process” in FIG. 5. 6 is a sub-flowchart showing a sub-process of “re-correction process” in FIG. 5. FIG. 8 is a sub-flowchart showing a sub-process of the “re-correction distance calculation process” in FIG. 7. It is explanatory drawing which shows an example which the own vehicle reverses. It is explanatory drawing which shows an example when a preceding vehicle exists. It is explanatory drawing which shows an example in case a subsequent vehicle exists and there exists an evacuation place ahead. It is explanatory drawing which shows an example when a succeeding vehicle exists and there is no evacuation place ahead.

  Hereinafter, an automatic driving support device, an automatic driving support method, and a program according to the present invention will be described in detail with reference to the drawings based on an embodiment in which a navigation device is embodied.

[Schematic configuration of own vehicle]
A schematic configuration of the host vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the host vehicle 1 according to the present embodiment basically includes a navigation device 2 installed on the host vehicle 1 and a vehicle control ECU (Electronic Control Unit) 3.

  Here, the navigation device 2 is provided on the center console or panel surface of the interior of the host vehicle 1, and displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the host vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, a search for a plurality of routes to the destination and guidance according to the set guide route are displayed on the liquid crystal display 15 or This is performed using the speaker 16. The detailed configuration of the navigation device 2 will be described later.

  The vehicle control ECU 3 is an electronic control unit that controls the entire host vehicle 1. The vehicle control ECU 3 is connected to a navigation control unit 13 (to be described later) included in the navigation device 2. The vehicle control ECU 3 detects a vehicle-mounted display (vehicle-mounted LCD) 5 for displaying a speedometer, a human interface (HMI) 6, a front shooting camera 76A, a rear shooting camera 76B, a millimeter wave radar 77, and a vehicle speed. A vehicle speed sensor 51 and the like are connected.

  The vehicle control ECU 3 includes a CPU 71 as an arithmetic device and a control device, an internal storage device such as a RAM 72 used as a working memory when the CPU 71 performs various arithmetic processes, and a ROM 73 in which a control program and the like are recorded. Yes. Then, the CPU 71 creates an operation plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  The human interface 6 is provided with an automatic operation start button 61 for instructing the start of automatic operation. The driver can instruct the vehicle control ECU 3 to start automatic driving by pressing and pressing the automatic driving start button 61 on a toll road such as a national highway, an urban highway, and a general toll road. . Here, the automatic operation start button 61 is switched between ON and OFF every time the user presses it. When the automatic operation start button 61 is turned on, the automatic operation control is started. On the other hand, when the automatic operation start button 61 is turned off during the execution of the automatic operation control, the automatic operation control is ended and the operation is switched to the manual operation depending on the operation of the driver. .

  When an instruction to start automatic driving is input, the CPU 71 switches from automatic driving to a toll road exit (rampway), toll gate (interchange), etc. on the guidance route based on the driving plan. Set the interruption timing to switch to manual operation by. For example, the CPU 71 sets the interruption timing at a position 300 m before the exit of the toll road. Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and starts automatic operation until the interruption timing on the guide route.

  The front shooting camera 76A is attached in the vicinity of the rear mirror of the host vehicle 1, and is configured by a CCD camera or the like to capture the front of the host vehicle and outputs an image signal to the vehicle control ECU 3. The rear photographing camera 76B is attached to the rear end portion of the host vehicle 1, and is configured by a CCD camera or the like to photograph the rear of the host vehicle and outputs an image signal to the vehicle control ECU 3. The CPU 71 performs image processing on image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, and positions relative to the host vehicle 1 such as other vehicles existing around the host vehicle 1 and the size of the other vehicle. The presence or absence of a pedestrian or bicycle crossing the front of the vehicle is detected and output to the navigation device 2.

  Further, the CPU 71 performs image processing on image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects a space around the host vehicle 1, and outputs the detected space to the navigation device 2. Further, the CPU 71 performs image processing on the image signal input from the front photographing camera 76 </ b> A, and positions and color information (for example, hue and saturation) of the light emitter of the traffic light in front of the host vehicle 1. And HSV values and RGB values composed of brightness (Value)) are acquired and output to the navigation device 2. Further, the CPU 71 performs image processing on the image signal input from the front shooting camera 76A, detects a stop line, a stop sign, etc. on the front road surface by performing pattern matching, and outputs them to the navigation device 2. .

  The millimeter wave radar 77 is attached to the center position of the front end of the host vehicle 1 and the center position of the rear end of the host vehicle 1, and the distance to other vehicles existing around the front of the host vehicle and the rear of the host vehicle and The relative speed with respect to the vehicle 1 is detected, and the distance to the detected other vehicle and the relative speed data of the other vehicle existing in the vicinity with respect to the own vehicle 1 are output to the vehicle control ECU 3. The CPU 71 is based on the distance from the millimeter wave radar 77 to the other vehicle in the vicinity and the relative speed data of the other vehicle in the vicinity with respect to the own vehicle 1. The relative position and relative speed of the vehicle 1 with respect to the host vehicle 1 are detected and output to the navigation device 2.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation apparatus 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the host vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates with a speaker 16 that outputs voice guidance related to, etc., a road traffic information center (not shown), a map information distribution center (not shown), and the like via a mobile phone network, and the liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface was mounted | worn.

Instead of the touch panel 18, a remote controller, joystick, mouse, touch pad, etc. may be provided.
A vehicle speed sensor 51 is connected to the navigation control unit 13. In addition, the vehicle control ECU 3 is electrically connected to the navigation control unit 13, and the relative positional relationship and relative speed of other vehicles and pedestrians around the own vehicle 1 with respect to the own vehicle 1, the size of the other vehicle, the own vehicle It is configured to be able to acquire the position of the light emitter of the traffic light in front of the vehicle, color information, the position of the stop line, the presence or absence of a stop sign, the presence or absence of a pedestrian or bicycle crossing the front of the vehicle.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and includes the current position of the own vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  Further, the communication device 17 can receive the latest traffic information and weather information distributed from a probe center, a road traffic information center, and the like (not shown) at predetermined time intervals (for example, every five minutes). It is configured. The “traffic information” is, for example, detailed information related to traffic information such as travel time of each link, road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, building work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc. The communication device 17 is configured to be capable of two-way communication with a communication device mounted on a surrounding vehicle of the host vehicle 1.

  The data recording unit 12 reads an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25 stored in the hard disk, a predetermined program, etc. And a driver (not shown) for writing the data. The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like. The navigation map information 26 includes road markings such as center lines, roadside belts, pedestrian crossings, and stop lines displayed on roads in areas such as prefectural offices and government-designated cities (road marking information storage areas). Coordinate positions (for example, latitude and longitude) are stored.

  In addition, as node data, actual road junctions (including intersections, T-junctions, etc.), node coordinates (positions) set for each road according to the radius of curvature, etc. Elevation, node attribute indicating whether the node is a node corresponding to an intersection, etc., a connection link number list that is a list of link IDs that are identification numbers of links connected to the node, and a node of a node adjacent to the node via a link Data related to an adjacent node number list that is a list of numbers is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Presence / absence of median strip, link gradient, road width to which link belongs, number of lanes, legal speed, presence / absence of lane change prohibition line, coordinate position of both end points of lane change prohibition line (for example, latitude and longitude) The data representing the railroad crossings, etc. for the corner, the radius of curvature, the intersection, the T-junction, the entrance and the exit of the corner, etc. Data representing toll roads such as national roads, city expressways, general toll roads, and toll bridges are recorded.

  Furthermore, regarding toll roads, data relating to the toll road entrance and exit attachment roads (rampways), toll gates (interchanges), charges for each travel section, and the like are recorded. A toll road such as a national highway, a city highway, a car road, and a general toll road is referred to as a toll road. One-digit or two-digit national roads excluding toll roads, three-digit or more national roads, major local roads, prefectural roads, municipal roads, etc. are called general roads.

  In addition, as search data, data used for searching and displaying a route to a set destination is recorded, and costs for passing through a node (hereinafter referred to as node cost) and roads are configured. Cost data used for calculating a search cost including a link cost (hereinafter referred to as a link cost), route display data for displaying a guide route selected by the route search on a map of the liquid crystal display 15, and the like. It is configured. This link cost is data indicating the average travel time required to pass through the link, and is, for example, “3 (min)”.

The facility data includes hotel, amusement park, palace, hospital, gas station, parking lot, station, airport, ferry landing, interchange (IC), junction (JCT), service area, parking area (PA). POI names and addresses, telephone numbers, coordinate positions on the map (for example, latitude and longitude of the center position, entrance, exit, etc.), facility icons and landmarks that display the location of the facility on the map, etc. Are stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes. Further, the ROM 43 automatically stops at the intersection so as not to disturb the oncoming vehicle based on the driving route of the oncoming vehicle turning right or left at the intersection described later, and further after stopping at the intersection. A program such as “intersection stop support process” (see FIG. 2) for controlling the vehicle to move is stored.

  The operation unit 14 is operated when correcting the current position at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or when searching for information about facilities, etc. Consists of keys and multiple operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal method or the like that directly presses the screen of the liquid crystal display 15.

"Intersection stop support process"
Next, in the host vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2, and based on the traveling route of the oncoming vehicle turning left or right at the intersection, Based on FIG. 2 to FIG. 12, “intersection stop support process” that performs control so that the vehicle 1 automatically moves after stopping at the intersection so as not to hinder driving, and after stopping at the intersection. explain. Note that the program shown in the flowchart of FIG. 2 is, for example, 0.1% every predetermined time while continuing automatic driving when a signal indicating that automatic driving is started is input from the vehicle control ECU 3. This process is executed every second. Further, when the automatic driving start button 61 is pressed and turned on on a toll road or the like, the vehicle control ECU 3 starts an automatic driving and then sends an automatic driving start signal indicating that the automatic driving has started. Output to 2.

  As shown in FIG. 2, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 of the navigation device 2 acquires the vehicle position based on the detection result of the current location detection processing unit 11. Then, the CPU 41 acquires route information ahead of the host vehicle 1 in the traveling direction. For example, the CPU 41 acquires route information within 1 km from the navigation map information 26 along the guide route (scheduled travel route) from the vehicle position. Subsequently, the CPU 41 executes determination processing for determining whether or not an intersection exists on the guide route within a predetermined distance in front of the host vehicle, for example, on the guide route within about 200 m ahead of the host vehicle. And when it determines with an intersection not existing within the predetermined distance ahead of the own vehicle (S11: NO), CPU41 complete | finishes the said process.

  On the other hand, when it is determined that there is an intersection within a predetermined distance ahead of the host vehicle (S11: YES), the CPU 41 proceeds to the process of S12. In S12, the CPU 41 performs a sub-process (see FIG. 3) of “stop determination process” described later for determining whether or not to temporarily stop at the intersection, and then proceeds to the process of S13.

  Here, the sub-process of the “stop determination process” executed by the CPU 41 in S12 will be described with reference to FIG. As shown in FIG. 3, first, in S <b> 111, the CPU 41 executes determination processing for determining whether a traffic light is installed at an intersection existing within a predetermined distance ahead of the host vehicle based on the navigation map information 26. . If it is determined that a traffic light is installed at an intersection existing within a predetermined distance ahead of the host vehicle (S111: YES), the CPU 41 instructs the vehicle control ECU 3 in front of the host vehicle installed at the intersection. It is requested that the position, color information, etc. of the illuminant of the traffic light be acquired and output to the navigation device 2. Thereafter, the CPU 41 proceeds to the process of S112.

  In S112, when the position, color information, etc. of the light emitter of the traffic light in front of the host vehicle installed at the intersection is input from the vehicle control ECU 3, the CPU 41 determines the position, color information, etc. of the light emitter of this traffic light. A determination process for determining whether the signal is “red light” is executed. And when it determines with the said traffic signal being a "red signal" (S112: YES), CPU41 transfers to the process of S113.

  In S113, the CPU 41 determines whether or not the arrow signal of the traffic light is in the display state and the guide route is set to enter the direction of the arrow signal based on the position and color information of the light emitter of the traffic light. A determination process is performed to determine whether or not. When traveling with the so-called ACC (adaptive cruise control) function, the CPU 41 indicates that the arrow signal of the traffic light is in a display state from the position of the light emitter of the traffic light, color information, and the like, and It may be determined whether or not the winker operation is performed in the direction of the arrow signal.

  If it is determined that the arrow signal of the traffic signal is in the display state and the guide route is set to enter the direction of the arrow signal (S113: YES), the CPU 41 performs the process of S114. Migrate to In S114, the CPU 41 reads the temporary stop flag from the RAM 42, sets the temporary stop flag to OFF, stores it again in the RAM 42, and then proceeds to the process of S116. When the navigation device 2 is activated, the temporary stop flag is set to OFF and stored in the RAM 42.

  On the other hand, when it is determined from the position, color information, etc. of the light emitter of this traffic light that the arrow signal is not displayed or the guide route is set not to enter the direction of the arrow signal in the display state (S113: NO), CPU41 transfers to the process of S115. In S115, the CPU 41 reads the temporary stop flag from the RAM 42, sets the temporary stop flag to ON and stores it again in the RAM 42, and then proceeds to the process of S116.

  In S116, the CPU 41 executes a determination process for determining whether there is an obstacle in the traveling direction. Specifically, the CPU 41 requests the vehicle control ECU 3 to detect and output the presence or absence of a pedestrian or bicycle crossing the front of the vehicle. If the vehicle control ECU 3 receives detection information indicating that no pedestrians or bicycles crossing the front of the host vehicle are detected, the CPU 41 determines that there is no obstacle in the traveling direction (S116: NO), the sub-process of “stop determination process” is terminated, the process returns to the main flowchart, and the process proceeds to S13.

  On the other hand, when there is input of detection information indicating that a pedestrian or bicycle crossing the front of the host vehicle is detected from the vehicle control ECU 3, the CPU 41 determines that an obstacle exists in the traveling direction (S116: YES). ), And the process proceeds to S117. In S117, the CPU 41 reads the temporary stop flag from the RAM 42, sets the temporary stop flag to ON, and stores the temporary stop flag in the RAM 42 again. Thereafter, the CPU 41 ends the sub-process of “stop determination process”, returns to the main flowchart, and proceeds to the process of S13.

  On the other hand, if it is determined in S112 that the traffic light is not a “red signal” (S112: NO), the CPU 41 proceeds to S118. In S <b> 118, the CPU 41 executes a determination process for determining whether the signal is a “yellow signal” from the position of the light emitter of the traffic light, color information, and the like. And when it determines with the said traffic signal being a "yellow signal" (S118: YES), CPU41 transfers to the process of S119.

  In S119, the CPU 41 executes a determination process for determining whether there is a subsequent vehicle behind the host vehicle. Specifically, the CPU 41 requests the vehicle control ECU 3 to detect other vehicles behind the host vehicle. When another vehicle is present behind the host vehicle from the vehicle control ECU 3, that is, when information indicating that the following vehicle has been detected is input, the CPU 41 determines that there is a following vehicle behind the host vehicle (S119). : YES), the process after S114 is executed. On the other hand, if there is no other vehicle behind the host vehicle from the vehicle control ECU 3, that is, information indicating that the following vehicle is not detected, the CPU 41 determines that there is no following vehicle behind the host vehicle ( S119: NO), the processing after S115 is executed.

  On the other hand, when it is determined in S118 that the traffic signal is not a “yellow signal” (S118: NO), the CPU 41 proceeds to the process of S120. In S120, the CPU 41 executes a determination process for determining whether or not it is a “red blinking signal” from the position of the light emitter of the traffic light, color information, and the like. When it is determined that the traffic signal is a “red blinking signal” (S120: YES), the CPU 41 executes the processing from S115 onward. On the other hand, when it is determined that the traffic light is not a “red flashing signal” (S120: NO), the CPU 41 executes the processing after S114.

  On the other hand, if it is determined in S111 that no traffic signal is installed at an intersection existing within a predetermined distance ahead of the host vehicle (S111: NO), the CPU 41 proceeds to the process of S121. In S121, the CPU 41 executes a determination process for determining whether or not a temporary stop sign is installed at the intersection. Specifically, the vehicle control ECU 3 is requested to detect whether or not a stop sign is installed at the intersection through the front photographing camera 76A and to output it to the navigation device 2.

  When detection information indicating that a stop sign is not detected at an intersection existing within a predetermined distance ahead of the host vehicle is input from the vehicle control ECU 3, the CPU 41 determines that a stop sign is not installed at the intersection. It judges (S121: NO) and performs the process after said S114. On the other hand, when detection information indicating that a stop sign is detected at an intersection existing within a predetermined distance ahead of the host vehicle is input from the vehicle control ECU 3, the CPU 41 determines that a stop sign is installed at the intersection. It judges (S121: YES) and transfers to the process of S122.

  In S122, the CPU 41 executes a determination process for determining whether or not the host vehicle 1 is temporarily stopped. Specifically, the CPU 41 determines whether or not the vehicle control ECU 3 applies a hand brake (not shown) or steps on the brake pedal and the vehicle speed is zero, and then proceeds to the navigation device 2. Request output.

  When the determination result that the vehicle speed is zero is input from the vehicle control ECU 3 when the hand brake is applied or the brake pedal is depressed, the CPU 41 temporarily stops the host vehicle 1. (S122: YES), the process after S114 is executed. On the other hand, when the determination result that the hand brake is not applied and the brake pedal is not depressed is input from the vehicle control ECU 3, the CPU 41 determines that the host vehicle 1 is not temporarily stopped. (S122: NO), and the processing after S115 is executed.

  Subsequently, in S13, the CPU 41 reads a temporary stop flag from the RAM 42, and executes a determination process for determining whether or not the temporary stop flag is set to ON. And when it determines with the temporary stop flag being set to OFF (S13: NO), CPU41 transfers to the process of below-mentioned S19. On the other hand, if it is determined that the temporary stop flag is set to ON (S13: YES), the CPU 41 proceeds to the process of S14.

  In S14, the CPU 41 executes a determination process for determining whether or not the other vehicle makes a right or left turn. Specifically, the CPU 41 requests the vehicle control ECU 3 to detect and output the presence / absence of another vehicle turning left or right via the front photographing camera 76A. Further, the CPU 41 performs inter-vehicle communication with another vehicle via the communication device 17 and determines whether or not the other vehicle makes a right / left turn. In addition, for example, the CPU 41 performs road-to-vehicle communication via the communication device 17 and a roadside monitoring device including a roadside monitoring camera (not shown) disposed at the intersection, and obtains image information of other vehicles that turn right and left at the intersection. It is acquired, and it is determined based on this image information whether the other vehicle makes a right or left turn.

  And when it determines with another vehicle not turning right and left (S14: NO), CPU41 transfers to the process of S15. In S15, the CPU 41 requests the vehicle control ECU 3 to pause at a stop line (a white line indicating a stop) at an intersection ahead of the host vehicle, and then proceeds to a process of S18 described later. As a result, the vehicle control ECU 3 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and stops the host vehicle 1 at the intersection in front of the host vehicle on the guide route.

  On the other hand, if it is determined that the other vehicle is turning left or right (S14: YES), the CPU 41 proceeds to the process of S16. In S <b> 16, after executing the sub-process (see FIG. 4) of “stop position correction process”, which will be described later, the CPU 41 corrects the stop position at the intersection in consideration of the size of the other vehicle (an oncoming vehicle) turning left and right. , The process proceeds to S17.

  Here, the sub-process of the “stop position correction process” executed by the CPU 41 in S16 will be described with reference to FIG. As shown in FIG. 4, first, in S <b> 211, the CPU 41 obtains the size of the oncoming vehicle that turns right or left. Specifically, the CPU 41 requests the vehicle control ECU 3 to detect and output the size of the oncoming vehicle that turns right or left via the front camera 76A.

  Moreover, CPU41 acquires the information regarding the size of the said oncoming vehicle from the oncoming vehicle which turns the said intersection right and left via the communication apparatus 17 by vehicle-to-vehicle communication. Further, for example, the CPU 41 performs road-to-vehicle communication via the communication device 17 and a roadside monitoring device provided with a roadside monitoring camera (not shown) disposed at the intersection, and obtains image information of an oncoming vehicle that turns right and left at the intersection. get. And CPU41 acquires the size of the said oncoming vehicle based on the image information of the oncoming vehicle which turns right and left at the said intersection.

  In S212, the CPU 41 acquires the form of the intersection based on the navigation map information 26, and the travel of the oncoming vehicle is determined based on the size of the oncoming vehicle turning left and right and the form of the intersection acquired in S212. Guess the route. For example, as shown in FIG. 9, the CPU 41 estimates a travel route 83 in which the large oncoming vehicle 81 turns right and left at the intersection 82 from the size of the large oncoming vehicle 81 such as a truck and the form of the intersection 82. To do.

  Subsequently, in S213, the CPU 41 determines whether or not the host vehicle 1 is to be stopped on the traveling route of the oncoming vehicle that turns right or left when the host vehicle 1 stops at the stop line. Execute. Specifically, the CPU 41 estimates the travel area on the travel route of the oncoming vehicle turning right and left from the size of the oncoming vehicle turning right and left. Based on the navigation map information 26, the CPU 41 determines whether or not the position of the stop line of the travel lane on the guide route at the intersection overlaps the travel area of the oncoming vehicle.

  For example, as shown in FIG. 9, the CPU 41 estimates a travel area 85 on a travel route 83 of a large oncoming vehicle 81 that turns right or left. Then, the CPU 41 determines whether or not the position of the stop line 86 of the travel lane on the guidance route at the intersection 82 overlaps the travel area 85 based on the navigation map information 26.

  And when the own vehicle 1 stops on the stop line, when it is determined that the own vehicle 1 does not stop on the traveling route of the oncoming vehicle turning left or right, that is, the position of the stop line is the traveling area of the oncoming vehicle. If it is determined that they do not overlap (S213: NO), the CPU 41 proceeds to the process of S214. In S214, the CPU 41 sets the correction distance L1 from the stop line to the stop position to “0” and stores it in the RAM. That is, the CPU 41 stores the position of the stop line of the travel lane on the guide route at the intersection in the RAM 42 as the stop position at which the host vehicle 1 stops, and then ends the “stop position correction process”. The process returns to S17.

  On the other hand, when the host vehicle 1 stops at the stop line, when it is determined that the host vehicle 1 stops on the travel route of the oncoming vehicle turning left or right, that is, the position of the stop line is set in the travel area of the oncoming vehicle. If it is determined that they overlap (S213: YES), the CPU 41 proceeds to the process of S215. In S215, the CPU 41 calculates the distance from the stop line to the border on the near side of the traveling area of the oncoming vehicle, and further calculates the correction distance L1 obtained by adding the distance α that is expected to be safe to this distance. Is stored in the RAM 42 as the distance from the stop position to the stop position. Thereafter, the CPU 41 ends the “stop position correction process”, returns to the main flowchart, and proceeds to the process of S17.

  For example, as shown in FIG. 9, when the position of the stop line 86 of the travel lane on the guide route at the intersection 82 overlaps the travel area 85, the CPU 41 travels from the stop line 86 to the travel area of the oncoming vehicle 81. A correction distance L1 is calculated by adding a distance α (for example, a distance of about 3 m) for which safety is expected to the distance to the border on the near side of 85, and is stored in the RAM 42.

  Subsequently, in S17, the CPU 41 reads out the correction distance L1 stored in the RAM 42 in S16 from the RAM 42, and at a crossing ahead of the host vehicle, the correction distance L1 stored in the RAM 42 is positioned at the front side by the correction distance L1 from the stop line. Request to stop. As a result, when the position of the stop line overlaps the traveling area of the oncoming vehicle turning left or right, the vehicle control ECU 3 controls driving of an engine device, a brake device, an electric power steering, etc. (not shown), The host vehicle 1 is stopped at a position on the near side from the stop line by a correction distance L1.

Then, in S18, the CPU 41 performs a sub-process of “corresponding process to a large vehicle during stop”, which will be described later, corresponding to a large oncoming vehicle such as a bus or a truck that has turned right or left during the stop at the intersection (see FIG. 5). ), The process proceeds to S19.
Here, the sub-process of “responding to a large vehicle during a stop” executed by the CPU 41 in S18 will be described with reference to FIG.

  As shown in FIG. 5, first, in S311, the CPU 41 executes a determination process for determining whether a large oncoming vehicle such as a bus or a truck turns right or left. Specifically, the CPU 41 requests the vehicle control ECU 3 to detect and output the presence or absence of a large oncoming vehicle such as a bus or a truck that turns right or left via the front photographing camera 76A. Further, the CPU 41 performs inter-vehicle communication with other vehicles via the communication device 17, and determines whether a large oncoming vehicle such as a bus or a truck turns right or left.

  In addition, for example, the CPU 41 performs road-to-vehicle communication via a communication device 17 and a roadside monitoring device provided with a roadside monitoring camera (not shown) disposed at the intersection, and makes a large turn such as a bus or a truck that turns right and left at the intersection. Image information of the oncoming vehicle is acquired, and it is determined whether or not the large oncoming vehicle turns right or left based on this image information.

  And when it determines with large oncoming vehicles, such as a bus and a truck, not turning right and left (S311: NO), CPU41 transfers to the process of S315 mentioned later. On the other hand, when it is determined that a large oncoming vehicle such as a bus or truck is turning left or right (S311: YES), the CPU 41 proceeds to the process of S312. In S <b> 312, the CPU 41 executes the sub process of the “stop position correction process” executed in S <b> 16 for the large oncoming vehicle turning left or right. That is, the CPU 41 calculates the distance from the stop line to the front boundary of the traveling area of the large oncoming vehicle so as not to disturb the traveling route of the large oncoming vehicle turning right or left. Then, a correction distance L1 obtained by adding the distance α for which safety is expected is calculated and stored in the RAM 42.

  For example, as shown in FIG. 9, the CPU 41 estimates a travel route 83 in which the large oncoming vehicle 81 turns right and left at the intersection 82 from the size of the large oncoming vehicle 81 such as a truck and the form of the intersection 82. To do. Then, the CPU 41 estimates the travel area 85 on the travel route 83 of the large oncoming vehicle 81 turning right or left. Subsequently, based on the navigation map information 26, the CPU 41 determines whether or not the position of the stop line 86 of the travel lane on the guide route at the intersection 82 overlaps the travel area 85.

  Then, when the position of the stop line 86 of the travel lane on the guide route at the intersection 82 overlaps the travel area 85, the CPU 41 extends from the stop line 86 to the front boundary of the travel area 85 of the oncoming vehicle 81. A correction distance L1 obtained by adding a distance α (for example, a distance of about 3 m) for which safety is expected to the above distance is calculated and stored in the RAM 42.

Subsequently, in S313, the CPU 41 moves from the current stop position and stops again so as not to disturb the traveling of a large oncoming vehicle such as a bus or a truck turning right or left. After executing the process (see FIG. 6), the process proceeds to S314.
Here, the sub-process of the “automatic movement process” executed by the CPU 41 in S313 will be described with reference to FIG.

  As shown in FIG. 6, first, in S411, the CPU 41 detects the relative position of the other vehicle or the like existing around the host vehicle 1 with respect to the host vehicle 1 and the size of the other vehicle. Request output. And CPU41 memorize | stores the relative position with respect to the own vehicles 1, such as other vehicles which exist around the own vehicle 1 input from vehicle control ECU3, and the size of other vehicles in RAM42.

  Thereafter, the CPU 41 determines whether or not there is another vehicle behind the stopped own vehicle based on the relative position of the other vehicle or the like existing around the own vehicle 1 with respect to the own vehicle 1, that is, there is a following vehicle. A determination process for determining whether or not to perform is executed. If it is determined that there is no other vehicle behind the stopped own vehicle, that is, there is no following vehicle (S411: NO), the CPU 41 proceeds to the process of S412.

  In S412, the CPU 41 executes a determination process for determining whether or not there is another vehicle ahead of the stopped own vehicle, that is, whether or not a preceding vehicle exists. And when it determines with a preceding vehicle not existing (S412: NO), CPU41 transfers to the process of S417. In S417, the CPU 41 reads out the correction distance L1 stored in the RAM 42 in S312 from the RAM 42, and requests the vehicle control ECU 3 to move backward from the stop position where the vehicle is currently stopped by the correction distance L1 and stop.

  Thereafter, the CPU 41 ends the sub-process of the “automatic movement process”, returns to the sub-process of “responding to a large vehicle while stopped”, and proceeds to the process of S314. As a result, when the stop position of the host vehicle 1 overlaps the traveling area of a large oncoming vehicle turning left or right, the vehicle control ECU 3 drives an engine device, a brake device, an electric power steering, etc. (not shown). By controlling, the own vehicle 1 can be moved from the stop position where the vehicle 1 is currently stopped to the position on the near side by the correction distance L1 and stopped.

  For example, as shown in FIG. 9, when a large oncoming vehicle 81 such as a truck turns left, the CPU 41 reads the correction distance L1 stored in the RAM 42 in S312 from the RAM 42 and sends it to the vehicle control ECU 3. Then, a request is made to move backward by the correction distance L1 from the currently stopped stop position. As a result, the host vehicle 1 moves backward by the correction distance L1 from the stop line and stops, so that the host vehicle 1 is placed in the travel area 85 on the travel route 83 of the oncoming vehicle 81 so as not to disturb the travel of the large oncoming vehicle 81. Can be evacuated and stopped.

  On the other hand, if it is determined that there is a preceding vehicle (S412: YES), the CPU 41 requests the vehicle control ECU 3 to determine the type of the preceding vehicle and output it. The CPU 41 may request the vehicle control ECU 3 to output a photographed image of the front photographing camera 76A and determine the type of the preceding vehicle based on the photographed image.

  Subsequently, in S414, the CPU 41 executes a determination process for determining whether or not the type of the preceding vehicle is “two-wheeled vehicle”. If it is determined that the type of the preceding vehicle is “two-wheeled vehicle” (S414: YES), the CPU 41 ends the sub-process of the “automatic movement process” and returns to “to stop the large vehicle”. The process returns to the sub-process of “corresponding process” and proceeds to the process of S314. On the other hand, when it is determined that the type of the preceding vehicle is not “two-wheeled vehicle” (S414: NO), the CPU 41 proceeds to the process of S415.

  In S415, the CPU 41 executes the sub-process of the “previous vehicle stop position correction process” in which the stop position of the preceding vehicle at the intersection is corrected in consideration of the size of the large oncoming vehicle turning right or left, and then the above S417. Move on to processing. This “previous vehicle stop position correction process” is substantially the same process as the “stop position correction process” executed in S16, but the correction distance L1 calculated in S215 is calculated from the stop line where the preceding vehicle stops. This is the distance to the stop position. Accordingly, the CPU 41 stores the correction distance L1 in the RAM 42 as the correction distance L1 that moves backward from the position where the host vehicle 1 is currently stopped and stops, and then proceeds to the process of S417.

  For example, as shown in FIG. 10, the CPU 41 estimates a travel area 85 on a travel route 83 of a large oncoming vehicle 81 that turns right or left. Subsequently, based on the navigation map information 26, the CPU 41 determines whether or not the position of the stop line 86 of the travel lane on the guide route at the intersection 82 overlaps the travel area 85. Then, when the position of the stop line 86 of the travel lane on the guide route at the intersection 82 overlaps the travel area 85, the CPU 41 extends from the stop line 86 to the front boundary of the travel area 85 of the oncoming vehicle 81. A correction distance L1 obtained by adding a distance α (for example, a distance of about 3 m) for which safety is expected to the distance to the distance is calculated, and the correction distance at which the host vehicle 1 moves backward from the currently stopped position and stops. Stored in the RAM 42 as L1.

  Then, the CPU 41 reads the correction distance L1 from the RAM 42, and requests the vehicle control ECU 3 to move backward by the correction distance L1 from the stop position at which the vehicle control ECU 3 is stopped. As a result, the host vehicle 1 moves backward by the correction distance L1 from the stop position where the vehicle is currently stopped, so that the preceding vehicle 87 can also move backward and stop by the correction distance L1 from the stop position where the vehicle is currently stopped. It becomes possible. That is, the preceding vehicle 87 and the host vehicle 1 can be withdrawn from the traveling area 85 on the traveling route 83 of the oncoming vehicle 81 and stopped so as not to prevent the large oncoming vehicle 81 from traveling.

  On the other hand, when it is determined that there is another vehicle behind the own vehicle stopped in S411, that is, there is a following vehicle (S411: YES), the CPU 41 proceeds to the process of S416. In S <b> 416, the CPU 41 calculates the distance between the succeeding vehicle and the host vehicle 1 from the relative position of the following vehicle with respect to the host vehicle 1. Then, the CPU 41 reads the correction distance L1 stored in the RAM 42 in S312 from the RAM 42, and determines whether or not the distance between the succeeding vehicle and the host vehicle 1 is equal to or greater than the correction distance L1, that is, between the following vehicle and the host vehicle 1. A determination process is performed to determine whether or not there is a retreatable space (retreat location) having a correction distance L1 between them.

  When it is determined that the distance between the following vehicle and the host vehicle 1 is equal to or greater than the correction distance L1, that is, there is a reversible space of the correction distance L1 between the following vehicle and the host vehicle 1 (S416). : YES), the CPU 41 proceeds to the process of S417. Thereafter, after executing the process of S417, the CPU 41 ends the sub-process of the “automatic movement process”, returns to the sub-process of “responding to a large vehicle while stopped”, and proceeds to the process of S314. .

  As a result, when the stop position of the host vehicle 1 overlaps the traveling area of a large oncoming vehicle turning left or right, the vehicle control ECU 3 drives an engine device, a brake device, an electric power steering, etc. (not shown). By controlling, the own vehicle 1 can be moved backward from the stop position where the vehicle 1 is currently stopped to the position on the near side by the correction distance L1 and stopped.

  On the other hand, when it is determined that the distance between the following vehicle and the host vehicle 1 is less than the correction distance L1, that is, there is no reversible space of the correction distance L1 between the following vehicle and the host vehicle 1 (S416). : NO), CPU41 transfers to the process of S418. In S418, the CPU 41 determines, based on the navigation map information 26, a retreat space where the position on the travel route of the large oncoming vehicle turning left and right and the own vehicle position do not overlap in front of the stop line. A determination process for determining whether or not (location) exists is executed.

  If it is determined that there is a retreat space (retreat location) where the position on the travel route of the large oncoming vehicle turning right and left does not overlap with the own vehicle position ahead of the stop line (S418: YES), the CPU 41 proceeds to the process of S419. In S419, the CPU 41 executes the “stop determination process” executed in S12 again.

  Subsequently, in S420, the CPU 41 reads a temporary stop flag from the RAM 42, and executes a determination process for determining whether or not the temporary stop flag is set to OFF. If it is determined that the temporary stop flag is set to OFF (S420: YES), the CPU 41 proceeds to the process of S421. In S421, the CPU 41 requests the vehicle control ECU 3 to move to a retreat space that exists ahead of the stop line. As a result, the vehicle control ECU 3 controls the driving of an unillustrated engine device, brake device, electric power steering, etc., and moves the host vehicle 1 to a retreat space in front of the host vehicle and stops it.

  For example, as shown in FIG. 11, there is no reversible space of the correction distance L1 between the own vehicle 1 and the following vehicle 88, and a large oncoming vehicle 81 turning left ahead of the stop line 86. There is a retreat space (retreat location) 89 where the position on the travel route and the position of the vehicle do not overlap. In this state, the traffic light 82A in front of the vehicle at the intersection 82 and the traffic light 82B facing it turn green, and the traffic light 82D in front of the large oncoming vehicle 81 turning left and the traffic light 82C facing it turn red. In the case where it is detected, the CPU 41 determines that the temporary stop flag is set to OFF. As a result, the CPU 41 requests the vehicle control ECU 3 to move to the retreat space 89 that exists ahead of the stop line 86. As a result, the vehicle control ECU 3 controls the drive of an unillustrated engine device, brake device, electric power steering, etc., and moves the host vehicle 1 from the currently stopped position to the retreat space 89 ahead of the host vehicle. Is possible.

  Thereafter, in S422, the CPU 41 acquires the position of the vehicle that has moved to the evacuation space based on the detection result of the current location detection processing unit 11. Subsequently, the CPU 41 re-searches the route from the vehicle position to the destination, compares it with the original guidance route, and executes a determination process for determining whether or not the correction of the guidance route to the destination is necessary. . If it is determined that no correction of the guide route to the destination is necessary (S422: NO), the CPU 41 ends the sub-process of the “automatic movement process”, Returning to the sub-process of “corresponding process”, the process proceeds to S314.

  On the other hand, if it is determined that the guidance route to the destination needs to be corrected (S422: YES), the CPU 41 proceeds to the process of S423. In S423, the CPU 41 sets the route from the re-searched vehicle position to the destination as a new guide route, and then ends the sub-process of the “automatic movement process”. Returning to the sub-process of “corresponding process”, the process proceeds to S314.

  On the other hand, if it is determined in S418 that there is no retreat space (retreat location) where the position on the travel route of the large oncoming vehicle turning right and left does not overlap with the own vehicle position ahead of the stop line (S418) If it is determined that the temporary stop flag is set to ON in S420 (S420: NO), the CPU 41 proceeds to the process of S424.

  In S424, the CPU 41 determines that the vehicle 41 is in the roadside zone on the left side of the host vehicle 1 that is stopped based on the navigation map information 26 and the relative position of the other vehicle or the like existing around the host vehicle 1 with respect to the host vehicle 1. A determination process for determining whether an obstacle (such as another vehicle, a two-wheeled vehicle, a bicycle, or a pedestrian) exists on the left rear side of the vehicle is executed. That is, does the CPU 41 have a retreat space (retreat location) where the position on the travel route of the large oncoming vehicle turning right and left does not overlap with the position of the own vehicle on the left side of the own vehicle 1 that is stopped? A determination process for determining whether or not is executed.

  When it is determined that there is an obstacle on the left rear side of the host vehicle 1 that is stopped (S424: NO), the CPU 41 proceeds to the process of S425. In S425, the CPU 41 determines that it cannot move to the roadside band on the left side from the currently stopped position, reads the recorrected flag from the RAM 42, sets the recorrected flag to ON, and returns to the RAM 42 again. Remember. When the navigation device 2 is activated, the recorrected flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process of the “automatic movement process”, returns to the sub-process of “responding to a large vehicle while stopped”, and proceeds to the process of S314.

  On the other hand, when it is determined that there is no obstacle on the left rear side of the host vehicle 1 that is stopped (S424: YES), the CPU 41 proceeds to the process of S426. In S <b> 426, the CPU 41 requests the vehicle control ECU 3 to stop the vehicle control ECU 3 by approaching the left side roadside belt even if the vehicle lane is exceeded. Further, the CPU 41 reads a roadside flag from the RAM 42, sets the roadside flag to ON, and stores it again in the RAM 42. When the navigation device 2 is activated, the roadside flag is set to OFF and stored in the RAM 42. Thereafter, the CPU 41 ends the sub-process of the “automatic movement process”, returns to the sub-process of “responding to a large vehicle while stopped”, and proceeds to the process of S314.

  As a result, the vehicle control ECU 3 drives and controls an unillustrated engine device, brake device, electric power steering, etc., and stops the vehicle 1 from the stop position where the vehicle 1 is currently stopped to the roadside belt on the left side. It becomes possible to make it.

  For example, as shown in FIG. 12, there is no reversible space of the correction distance L1 between the own vehicle 1 and the following vehicle 88. There is no retreat space (retreat location) where the position on the travel route of the large oncoming vehicle 81 turning left and the own vehicle position does not overlap in front of the stop line 86, or a temporary stop flag is set. When it is set to ON, the CPU 41 executes a determination process for determining whether there is an obstacle (such as another vehicle, a two-wheeled vehicle, a bicycle, or a pedestrian) on the left rear side of the own vehicle. To do.

  If it is determined that there are no obstacles (other vehicles, two-wheeled vehicles, bicycles, pedestrians, etc.) on the left rear side of the host vehicle, the CPU 41 passes the lane to the vehicle control ECU 3. However, it is requested to stop by shifting the width to the retreat space 92 of the roadside belt 91 on the left side. As a result, the vehicle control ECU 3 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and moves from the stop position where the host vehicle 1 is currently stopped to the retreat space 92 of the roadside belt 91 on the left side. It can be moved.

Thereafter, as shown in FIG. 5, in S314, the CPU 41 does not interfere with the traveling of a large oncoming vehicle such as a bus or a truck turning right or left from the current stop position moved in S313. Then, after executing the sub-process (see FIG. 7) of the “re-correction process” that moves again and stops, the process proceeds to S315.
Here, the sub-process of the “recorrection process” executed by the CPU 41 in S314 will be described with reference to FIGS.

  As shown in FIG. 7, first, in S511, the CPU 41 executes a determination process for determining whether a large oncoming vehicle such as a bus or a truck that has turned right or left has passed the intersection. Specifically, the CPU 41 gives the vehicle control ECU 3 the distance and relative speed to the large oncoming vehicle existing around the vehicle by the front shooting camera 76A, the rear shooting camera 76B, and the millimeter wave radar 77. Request to detect and output.

  Thereafter, when the detection result that the distance from the host vehicle 1 to the large oncoming vehicle has increased and the relative speed of the large oncoming vehicle has increased from the vehicle control ECU 3, the CPU 41 It is determined that a large oncoming vehicle has passed the intersection. On the other hand, a detection result indicating that the distance from the host vehicle 1 to the large oncoming vehicle is reduced or the relative speed of the large oncoming vehicle is “0” is received from the vehicle control ECU 3. When it is input, the CPU 41 determines that the large oncoming vehicle cannot pass through the intersection.

  If it is determined that a large oncoming vehicle such as a bus or truck that has made a right or left turn has passed the intersection (S511: YES), the CPU 41 proceeds to the process of S512. In S512, the CPU 41 reads the re-corrected flag from the RAM 42, sets the re-corrected flag to OFF and stores it again in the RAM 42, and then ends the sub-processing of the “re-correction processing” The process returns to the sub-process of “corresponding to large vehicle in” and proceeds to the process of S315.

  On the other hand, if it is determined that a large oncoming vehicle such as a bus or a truck that has turned left and right cannot pass through the intersection (S511: NO), the CPU 41 proceeds to the process of S513. In S513, the CPU 41 reads out the recorrected flag from the RAM 42, and executes a determination process for determining whether or not the recorrected flag is set to OFF. If it is determined that the recorrected flag is set to ON (S513: NO), the CPU 41 proceeds to the process of S514.

  In S <b> 514, the CPU 41 notifies the driver that the automatic driving is to be canceled via the speaker 16 by voice. For example, the CPU 41 performs voice guidance through the speaker 16 as “automatic driving is canceled after 5 seconds”. At the same time, the CPU 41 outputs an “automatic driving cancellation instruction” that instructs the vehicle control ECU 3 to cancel the automatic driving and set the manual driving according to the operation of the driver. Thus, the CPU 71 of the vehicle control ECU 3 cancels the automatic driving and sets the driver to the manual driving 5 seconds after the “automatic driving cancellation instruction” is input.

  Thereafter, the CPU 41 reads the temporary stop flag and the roadside flag from the RAM 42, sets both flags to OFF and stores them again in the RAM 42, and then ends the “intersection stop support process”. Therefore, when the host vehicle 1 cannot be moved by automatic driving at the intersection so as not to hinder the traveling of a large oncoming vehicle, the automatic driving is canceled and the driver is switched to manual driving.

  On the other hand, if it is determined in S513 that the recorrected flag is set to OFF (S513: YES), the CPU 41 proceeds to the process of S515. In S515, the CPU 41 reads the recorrected flag from the RAM 42, sets the recorrected flag to ON, and stores it again in the RAM 42. Then, in S516, after executing the sub-process (see FIG. 8) of the “re-correction distance calculation process”, the CPU 41 calculates the re-correction distance L2 for moving the host vehicle 1 from the stop position where the vehicle 1 is currently stopped only once again. , The process proceeds to S517.

  Here, the sub-process of the “re-correction distance calculation process” executed by the CPU 41 in S516 will be described with reference to FIG. As shown in FIG. 8, first, in S <b> 611, the CPU 41 calculates the distance between the succeeding vehicle and the host vehicle 1 from the relative position of the succeeding vehicle with respect to the host vehicle 1 and stores it in the RAM 42. In addition, the CPU 41 determines that the vehicle is in the roadside zone on the left side of the stopped vehicle 1 based on the navigation map information 26 and the relative position of the other vehicle or the like existing around the vehicle 1 with respect to the vehicle 1. Each distance to the obstacle (excluding other vehicles, two-wheeled vehicles, bicycles, pedestrians, etc.) existing on the left rear and the road edge is calculated and stored in the RAM 42.

  Subsequently, in S612, the CPU 41 determines whether there is a space of 1 m or more behind the host vehicle 1, that is, whether there is a space of 1 m or more between the following vehicle and the host vehicle 1. The determination process to be executed is executed. And when it determines with the space of 1 m or more existing behind the own vehicle 1 (S612: YES), CPU41 transfers to the process of S613.

  In S613, the CPU 41 reads the correction distance L1 moved last time from the RAM 42, and when the space behind the host vehicle 1 is equal to or less than the correction distance L1, the distance from the host vehicle 1 to the following vehicle is set as the re-correction distance L2. To remember. When the space behind the host vehicle 1 is larger than the correction distance L1, the CPU 41 stores the correction distance L1 in the RAM 42 as the recorrection distance L2. Thereafter, the CPU 41 ends the sub-process of the “re-correction distance calculation process”, returns to the sub-process of the “re-correction process”, and proceeds to the process of S517.

  On the other hand, when it is determined that there is no space of 1 m or more behind the host vehicle 1 (S612: NO), the CPU 41 proceeds to the process of S614. In S <b> 614, the CPU 41 determines that the vehicle 41 is in the roadside zone on the left side of the host vehicle 1 that is stopped based on the navigation map information 26 and the relative position of the other vehicle or the like existing around the host vehicle 1 with respect to the host vehicle 1. A determination process for determining whether or not there is a space of 1 m or more on the left rear side of the vehicle is executed. When it is determined that there is a space of 1 m or more behind the left side of the own vehicle 1 in the roadside zone on the left side of the stopped own vehicle 1 (S614: YES), the CPU 41 proceeds to the process of S615.

  In S615, the CPU 41 reads the correction distance L1 from the RAM 42, and when the left rear space of the host vehicle is equal to or less than the correction distance L1 in the left side road zone of the own vehicle 1, the CPU 41 reads the correction distance L1 in the left side road side zone. The distance of the left rear space of the vehicle is stored in the RAM 42 as the recorrected distance L2. In addition, when the left rear space of the host vehicle in the roadside zone on the left side of the host vehicle 1 is larger than the correction distance L1, the CPU 41 stores the correction distance L1 in the RAM 42 as the recorrection distance L2. Thereafter, the CPU 41 ends the sub-process of the “re-correction distance calculation process”, returns to the sub-process of the “re-correction process”, and proceeds to the process of S517.

  On the other hand, if it is determined that there is no space of 1 m or more behind the left side of the vehicle in the roadside zone on the left side of the stopped vehicle 1 (S614: NO), the CPU 41 proceeds to the process of S616. . In S616, the CPU 41 stores in the RAM 42 the distance of the larger one of the space behind the host vehicle 1 and the left rear space of the host vehicle 1 in the left side roadside zone as the recorrected distance L2. To do. Thereafter, the CPU 41 ends the sub-process of the “re-correction distance calculation process”, returns to the sub-process of the “re-correction process”, and proceeds to the process of S517.

  Subsequently, as shown in FIG. 7, in S517, the CPU 41 reads the re-correction distance L2 from the RAM 42, and uses the re-correction distance L2 in place of the correction distance L1, and the sub-routine of the “automatic movement process” executed in S313. Execute the process. Thereafter, the CPU 41 ends the sub-process of the “re-correction process”, returns to the sub-process of “responding to a large vehicle while stopped”, and proceeds to the process of S315.

  Thereafter, as shown in FIG. 5, in S <b> 315, the CPU 41 executes the “stop determination process” executed in S <b> 12 again. Subsequently, in S316, the CPU 41 reads a temporary stop flag from the RAM 42, and executes a determination process for determining whether or not the temporary stop flag is set to OFF. If it is determined that the temporary stop flag is set to ON (S316: NO), the CPU 41 again executes the processes after S311. On the other hand, if it is determined that the temporary stop flag is set to OFF (S316: YES), the CPU 41 ends the sub-process of the “responding process to a large vehicle during stop”, and returns to the main flowchart. The process returns to S19.

  As shown in FIG. 2, in S <b> 19, the CPU 41 executes determination processing for determining whether or not the own vehicle 1 has been brought closer to the left side roadside belt. Specifically, the CPU 41 reads a roadside flag from the RAM 42 and executes a determination process for determining whether or not this roadside flag is set to ON. If it is determined that the host vehicle 1 is not shifted to the left side roadside belt, that is, the roadside flag is set to OFF (S19: NO), the CPU 41 proceeds to the process of S21 described later. Transition.

  On the other hand, when it is determined that the host vehicle 1 has been brought closer to the left side roadside band, that is, the roadside flag is set to ON (S19: YES), the CPU 41 proceeds to the process of S20. In S <b> 20, the CPU 41 acquires the own vehicle position that has been brought closer to the roadside band based on the detection result of the current location detection processing unit 11. Subsequently, the CPU 41 returns to the original guide route from the vehicle position and searches again for a route that reaches the destination, and sets it as a new guide route.

  In S21, the CPU 41 outputs the route data of the guide route from the current vehicle position to the destination, and requests the vehicle control ECU 3 to automatically travel on the guide route. Further, the CPU 41 reads the temporary stop flag and the roadside flag from the RAM 42, sets both flags to OFF and stores them again in the RAM 42, and then ends the processing. As a result, the vehicle control ECU 3 drives and controls an unillustrated engine device, brake device, electric power steering, etc., and passes the intersection along the guide route from the stop position where the host vehicle 1 is currently stopped by automatic operation. And control to reach the destination.

  As described above in detail, in the host vehicle 1 according to the present embodiment, the CPU 41 of the navigation device 2 determines that the host vehicle 1 is stopped at the intersection within a predetermined distance ahead of the host vehicle during the automatic driving. In this case, if it is determined that the host vehicle 1 is prevented from traveling by the oncoming vehicle turning right or left, the position on the driving route of the oncoming vehicle turning right or left and the position of the host vehicle do not overlap. The vehicle 1 is moved. As a result, even if a large oncoming vehicle turns right and left after the host vehicle 1 stops at an intersection, the host vehicle 1 can be moved to a retreat location by automatic driving, and automatic driving can be continued. It becomes.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. In the embodiment of the present invention, the vehicle control ECU 3 does not depend on the driver's operation to control all the operations of the accelerator operation, the brake operation, and the steering wheel operation, which are the operations related to the behavior of the vehicle among the operations of the vehicle. It has been described as automatic operation. However, the automatic driving that does not depend on the driver's operation means that the vehicle control ECU 3 controls at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the vehicle operations. Good. On the other hand, manual driving depending on the driver's operation has been described as a driver performing an accelerator operation, a brake operation, and a steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle.

  Moreover, although the embodiment which actualized the automatic driving assistance device according to the present invention has been described above, the automatic driving assistance device can also have the following configuration, and in that case, the following effects can be obtained.

For example, the first configuration is as follows.
When it is determined that the evacuation location exists behind the host vehicle, the rear determination unit determines whether or not the evacuation location exists behind the host vehicle. The movement control means controls the host vehicle to retreat to the retreat location and stop.
According to the automatic driving support apparatus having the above-described configuration, when the evacuation place exists behind the own vehicle, the own vehicle is moved back into the evacuation place by automatic driving and stopped. As a result, it is possible to monitor the situation behind the host vehicle and move to the retreat location by automatic driving so as not to disturb the flow of traffic.

The second configuration is as follows.
A preceding vehicle stop determining means for determining whether or not a preceding vehicle stops in front of the own vehicle at the stop line, and a preceding vehicle in front of the own vehicle at the stop line via the preceding vehicle stop determining means. Preceding vehicle position determination means for determining whether or not the position where the preceding vehicle stops prevents the oncoming vehicle from traveling based on the traveling route of the oncoming vehicle turning left or right when it is determined to stop; If it is determined via the preceding vehicle position determining means that the position where the preceding vehicle stops turns the oncoming vehicle turning right or left, it is determined whether or not there is a reversible space behind the host vehicle. If it is determined that there is a reversible space behind the host vehicle via the retreating space determining unit and the retreating space determining unit, the movement control unit determines whether the oncoming vehicle travel route and the preceding vehicle Type of Based on, and controls so that the counter vehicle the preceding vehicle from a position on the travel path of the stops retracting the retractable space for the free-vehicle so as to be retracted.
According to the automatic driving support device having the above configuration, when the preceding vehicle stops in front of the host vehicle at the stop line, the oncoming vehicle is determined based on the position on the travel route of the oncoming vehicle and the type of the preceding vehicle. The host vehicle is retracted and stopped in a reversible space existing behind so that the preceding vehicle can be retracted from the position on the travel route. As a result, it is possible to monitor the situation in front of and behind the host vehicle and move by automatic driving into the retreatable space so as not to disturb the flow of traffic.

The third configuration is as follows.
When the type of the preceding vehicle is a two-wheeled vehicle, the movement control means performs control so that the host vehicle is not moved backward.
According to the automatic driving support device having the above-described configuration, when the type of the preceding vehicle is a two-wheeled vehicle, it is possible to prevent the host vehicle from moving backward and not to prevent the vehicle from turning right or left.

The fourth configuration is as follows.
Subsequent vehicle stop determining means for determining whether or not a subsequent vehicle stops behind the own vehicle at the stop line, and a subsequent vehicle behind the own vehicle at the stop line via the subsequent vehicle stop determining means. When it is determined that the vehicle is to be stopped, a front determination unit that determines whether or not the retreat location exists ahead of the stop line of the host vehicle, and the retreat location via the front determination unit When it is determined that the vehicle exists ahead of the stop line of the vehicle, the movement control means advances the host vehicle to the retreat location and stops before the oncoming vehicle passes the stop line. It is characterized by controlling as follows.
According to the automatic driving support device having the above-described configuration, even if the succeeding vehicle is stopped behind the host vehicle, the oncoming vehicle is stopped if the evacuation place exists ahead of the stop line of the host vehicle. Before crossing the line, the host vehicle is advanced into the evacuation site and stopped. As a result, it is possible to monitor the situation in front of and behind the host vehicle and move to the retreat location by automatic driving so as not to disturb the flow of traffic.

The fifth configuration is as follows.
A side for determining whether or not the evacuation site exists on the side of the host vehicle when it is determined that the evacuation site does not exist in front of the host vehicle via the forward determination unit. And the movement control means, when it is determined that the evacuation site is present on the side of the host vehicle via the side determination means, the movement control means is configured to determine whether the oncoming vehicle passes the stop line. In addition, the vehicle is controlled to move to the retreat location and stop.
According to the automatic driving support device having the above configuration, when it is determined that the evacuation place does not exist ahead of the stop line of the own vehicle, if the evacuation place exists on the side of the own vehicle, the oncoming vehicle Before the vehicle passes the stop line, the host vehicle is moved to a side retreat location and stopped. As a result, it is possible to monitor the situation around the host vehicle and move to an evacuation site by automatic driving so as not to disturb the flow of traffic.

The sixth configuration is as follows.
The automatic control means acquires a retreat travel route that does not overlap with a travel route of the oncoming vehicle that passes through the stop line, and controls the own vehicle to move along the retreat travel route and stop. Features.
According to the automatic driving assistance device having the above-described configuration, the vehicle moves along a retreat travel route that does not overlap with the travel route of the oncoming vehicle passing through the stop line, and stops. As a result, the host vehicle can safely move to the evacuation site by automatic driving, monitor the situation around the host vehicle, and move to the evacuation site without disturbing the flow of traffic. .

The seventh configuration is as follows.
When it is determined that there is a traffic signal relating to the host vehicle through the traffic signal determination unit, the traffic signal determining unit determines whether or not there is a traffic signal related to the host vehicle when stopping at the stop line. The movement control means controls the vehicle so as to travel via the retreat location that exists ahead of the stop line of the host vehicle in accordance with an instruction of a signal from the traffic light.
According to the automatic driving support apparatus having the above configuration, when the vehicle stops at the stop line, it follows the retreat location that exists ahead of the own vehicle beyond the stop line according to the instruction of the signal of the traffic signal related to the own vehicle. Run. As a result, if the traffic light is not red, it is possible to move to an evacuation place ahead by automatic driving so as not to disturb the flow of traffic before the right or left turn vehicle arrives.

Further, the eighth configuration is as follows.
A current position acquisition means for acquiring a current position; and a route search means for searching for a route from the current position acquired by the current position acquisition means to a destination. Control to re-search the route from the evacuation location to the original travel route to the destination via the route search means. Features.
According to the automatic driving support apparatus having the above-described configuration, when the vehicle moves to a evacuation place that is located on the side of the host vehicle and stops, the route from the evacuation place to the original travel route to the destination is re-searched. Therefore, automatic driving can be continued to the destination along the original travel route.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Navigation apparatus 3 Vehicle control ECU
25 Map information DB
26 Navigation map information 31 GPS
41, 71 CPU
42, 72 RAM
43, 73 ROM
81 Oncoming vehicle 82 Intersection 83 Travel route 85 Travel area 86 Stop line 87 Predecessor car 88 Subsequent car 89, 92 Retreat space 91 Roadside belt L1 Correction distance

Claims (12)

During automatic driving, when a stop line is detected, the own vehicle stop determination means for determining whether to stop the own vehicle at the stop line;
When it is determined that the host vehicle is to be stopped at the stop line via the host vehicle stop determination means, the host vehicle position stopped at the stop line is based on the travel route of the oncoming vehicle turning right or left. Vehicle position determination means for determining whether or not to prevent the traveling of the vehicle,
When it is determined that the own vehicle position stopped at the stop line via the own vehicle position determination means prevents the oncoming vehicle from traveling, the position on the traveling route of the oncoming vehicle and the own vehicle position do not overlap. Movement control means for controlling the vehicle to move to a retreat location;
Preceding vehicle stop determining means for determining whether or not the preceding vehicle stops in front of the host vehicle at the stop line;
The position at which the preceding vehicle stops based on the travel route of the oncoming vehicle that turns right or left when it is determined that the preceding vehicle stops in front of the host vehicle on the stop line via the preceding vehicle stop determining means. Preceding vehicle position determination means for determining whether or not the obstacle prevents the oncoming vehicle from traveling,
Whether or not there is a reversible space behind the host vehicle when it is determined via the preceding vehicle position determining means that the position where the preceding vehicle stops prevents the oncoming vehicle from turning right or left. Retreating space determining means for determining
With
If it is determined via the reverse space determination means that there is a reversible space behind the host vehicle, the movement control means, based on the travel route of the oncoming vehicle and the type of the preceding vehicle, An automatic driving support device , wherein the host vehicle is controlled to retreat into a retractable space and stopped so that the preceding vehicle can be retracted from a position on a travel route of an oncoming vehicle . Wherein when preceding vehicle type is two-wheeled vehicle, the movement control means, an automatic driving support apparatus according to claim 1, wherein the controller controls so that the not to retract the vehicle. During automatic driving, when a stop line is detected, the own vehicle stop determination means for determining whether to stop the own vehicle at the stop line;
When it is determined that the host vehicle is to be stopped at the stop line via the host vehicle stop determination means, the host vehicle position stopped at the stop line is based on the travel route of the oncoming vehicle turning right or left. Vehicle position determination means for determining whether or not to prevent the traveling of the vehicle,
When it is determined that the own vehicle position stopped at the stop line via the own vehicle position determination means prevents the oncoming vehicle from traveling, the position on the traveling route of the oncoming vehicle and the own vehicle position do not overlap. Movement control means for controlling the vehicle to move to a retreat location;
Subsequent vehicle stop determining means for determining whether or not a subsequent vehicle stops behind the host vehicle at the stop line;
If it is determined that the succeeding vehicle stops behind the host vehicle at the stop line via the following vehicle stop determining means, whether or not the evacuation place exists ahead of the own vehicle beyond the stop line. Forward determination means for determining whether or not
With
If it is determined via the forward determination means that the evacuation location is in front of the own vehicle beyond the stop line, the movement control means, before the oncoming vehicle passes the stop line, An automatic driving support device that controls the host vehicle to advance into the retreat location and stop . A side for determining whether or not the evacuation site exists on the side of the host vehicle when it is determined that the evacuation site does not exist in front of the host vehicle via the forward determination unit. It has a way judgment means,
If it is determined via the side determination means that the evacuation site is present on the side of the host vehicle, the movement control unit determines the host vehicle before the oncoming vehicle passes the stop line. The automatic driving support device according to claim 3 , wherein the automatic driving support device is controlled so as to stop after being moved to the retreat location. The movement control means acquires a retreat travel route that does not overlap with a travel route of the oncoming vehicle that passes through the stop line, and controls to move the host vehicle along the retreat travel route and stop. The automatic driving support device according to claim 4 , wherein When it stops at the stop line, it comprises a traffic light determination means for determining whether there is a traffic light related to the host vehicle,
When it is determined that there is a traffic signal related to the host vehicle via the traffic signal determination unit, the movement control unit is configured to perform the retreat that exists ahead of the stop line of the host vehicle in accordance with an instruction of the signal of the traffic signal. automatic driving support apparatus according to any one of claims 3 to 5, characterized in that controlling so as to run through the location. Current position acquisition means for acquiring the current position;
Route search means for searching for a route from the current position acquired by the current position acquisition means to the destination;
With
When the movement control means moves to the evacuation place located on the side of the host vehicle and stops, the movement control means returns from the evacuation place to the original travel route to the destination via the route search means. The automatic driving support device according to any one of claims 4 to 6 , wherein control is performed so as to re-search the route to be reached. Comprising a rear judging means for judging whether or not the evacuation site exists behind the host vehicle;
When it is determined that the retreat location is present behind the host vehicle via the rear determination unit, the movement control unit controls the host vehicle to retreat into the retreat location and stop. The automatic driving assistance device according to any one of claims 1 to 7 , characterized in that: An automatic driving support method executed by an automatic driving support device including a control unit,
Executed by the control unit;
During automatic operation, when a stop line is detected, a host vehicle stop determination step for determining whether to stop the host vehicle at the stop line;
When it is determined in the own vehicle stop determination step that the own vehicle is to be stopped at the stop line, the position of the own vehicle stopped at the stop line is based on the travel route of the oncoming vehicle turning left or right. A vehicle position determination step for determining whether or not to prevent
When it is determined in the vehicle position determination step that the vehicle position stopped at the stop line prevents the oncoming vehicle from traveling, a retreat place where the position on the travel route of the oncoming vehicle and the vehicle position do not overlap A movement control step of controlling the vehicle to move the vehicle,
A preceding vehicle stop determining step for determining whether or not a preceding vehicle stops in front of the host vehicle at the stop line;
The position where the preceding vehicle stops based on the travel route of the oncoming vehicle that turns right or left when it is determined that the preceding vehicle stops ahead of the host vehicle at the stop line through the preceding vehicle stop determination step. A preceding vehicle position determination step for determining whether or not the vehicle is prevented from traveling by the oncoming vehicle;
Whether or not there is a reversible space behind the host vehicle when it is determined through the preceding vehicle position determining step that the position where the preceding vehicle stops stops the traveling of the oncoming vehicle turning right or left. Retreat space determination step for determining
With
If it is determined through the reverse space determination step that there is a reversible space behind the host vehicle, in the movement control step, based on the travel route of the oncoming vehicle and the type of the preceding vehicle, An automatic driving support method , comprising: controlling the host vehicle to retreat into a retractable space and stopping so that the preceding vehicle can be retracted from a position on a travel route of an oncoming vehicle . An automatic driving support method executed by an automatic driving support device including a control unit,
Executed by the control unit;
During automatic operation, when a stop line is detected, a host vehicle stop determination step for determining whether to stop the host vehicle at the stop line;
When it is determined in the own vehicle stop determination step that the own vehicle is to be stopped at the stop line, the position of the own vehicle stopped at the stop line is based on the travel route of the oncoming vehicle turning left or right. A vehicle position determination step for determining whether or not to prevent
When it is determined in the vehicle position determination step that the vehicle position stopped at the stop line prevents the oncoming vehicle from traveling, a retreat place where the position on the travel route of the oncoming vehicle and the vehicle position do not overlap A movement control step of controlling the vehicle to move the vehicle,
A subsequent vehicle stop determination step for determining whether or not a subsequent vehicle stops behind the host vehicle at the stop line;
If it is determined that the subsequent vehicle stops behind the host vehicle at the stop line through the subsequent vehicle stop determination step, whether or not the evacuation place exists in front of the host vehicle beyond the stop line. A forward determination step for determining whether or not
With
If it is determined through the forward determination step that the evacuation site exists ahead of the stop line of the host vehicle, the movement control step, before the oncoming vehicle passes the stop line, An automatic driving support method , comprising: controlling the host vehicle to advance into the evacuation site and stop the vehicle . On the computer,
During automatic operation, when a stop line is detected, a host vehicle stop determination step for determining whether to stop the host vehicle at the stop line;
When it is determined in the own vehicle stop determination step that the own vehicle is to be stopped at the stop line, the position of the own vehicle stopped at the stop line is based on the travel route of the oncoming vehicle turning left or right. A vehicle position determination step for determining whether or not to prevent
When it is determined in the vehicle position determination step that the vehicle position stopped at the stop line prevents the oncoming vehicle from traveling, a retreat place where the position on the travel route of the oncoming vehicle and the vehicle position do not overlap A movement control step of controlling the vehicle to move the vehicle,
A preceding vehicle stop determining step for determining whether or not a preceding vehicle stops in front of the host vehicle at the stop line;
The position where the preceding vehicle stops based on the travel route of the oncoming vehicle that turns right or left when it is determined that the preceding vehicle stops ahead of the host vehicle at the stop line through the preceding vehicle stop determination step. A preceding vehicle position determination step for determining whether or not the vehicle is prevented from traveling by the oncoming vehicle;
Whether or not there is a reversible space behind the host vehicle when it is determined through the preceding vehicle position determining step that the position where the preceding vehicle stops stops the traveling of the oncoming vehicle turning right or left. Retreat space determination step for determining
And execute
If it is determined through the reverse space determination step that there is a reversible space behind the host vehicle, in the movement control step, based on the travel route of the oncoming vehicle and the type of the preceding vehicle, A program for controlling the host vehicle to retreat into a retreatable space and stop so that the preceding vehicle can be retreated from a position on the travel route of the oncoming vehicle . On the computer,
During automatic operation, when a stop line is detected, a host vehicle stop determination step for determining whether to stop the host vehicle at the stop line;
When it is determined in the own vehicle stop determination step that the own vehicle is to be stopped at the stop line, the position of the own vehicle stopped at the stop line is based on the travel route of the oncoming vehicle turning left or right. A vehicle position determination step for determining whether or not to prevent
When it is determined in the vehicle position determination step that the vehicle position stopped at the stop line prevents the oncoming vehicle from traveling, a retreat place where the position on the travel route of the oncoming vehicle and the vehicle position do not overlap A movement control step of controlling the vehicle to move the vehicle,
A subsequent vehicle stop determination step for determining whether or not a subsequent vehicle stops behind the host vehicle at the stop line;
If it is determined that the subsequent vehicle stops behind the host vehicle at the stop line through the subsequent vehicle stop determination step, whether or not the evacuation place exists in front of the host vehicle beyond the stop line. A forward determination step for determining whether or not
And execute
If it is determined through the forward determination step that the evacuation site exists ahead of the stop line of the host vehicle, the movement control step, before the oncoming vehicle passes the stop line, A program for controlling the host vehicle to advance into the evacuation site and stop .

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