JP6451111B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a travel support apparatus and a travel support method that support a lane change near a merging point of a vehicle.

  As a conventional technique, there is a “lane change control device” that changes lanes before merging when the distance from the own vehicle to the merging point becomes a certain distance (for example, 400 m) (see Patent Document 1). Further, as a similar technique, there is a “vehicle operation control device” that changes lanes before merging when the arrival time at the merging point is within a certain time (for example, 10 seconds before) (see Patent Document 2). ).

Japanese Patent Laid-Open No. 11-144197 JP 11-328597 A

In the conventional technology, when actually approaching the merge point, the lane change is performed just before a certain distance or a certain time before the merge point. There was a problem that a route to be calculated could not be calculated.
The object of the present invention is based on the above-mentioned problems, and comprehensively considers each risk in the route planned for traveling before the own vehicle approaches the joining point in the confluence state where the own vehicle is traveling on the main road. In view of the above, it is an object to provide a driving support device and a driving support method for calculating and determining a route to be driven.

  In order to solve the above problem, the driving support device according to one aspect of the present invention detects the current position of the own vehicle when assisting the lane change in the vicinity of the merging point of the vehicle, and determines the current position of the own vehicle. The risk included in the travel link connecting the nodes on each lane of the route of the own vehicle as the starting point is calculated as a cost. A net list in which a cost is assigned to the travel link connection pattern is generated, and a travel link connection pattern that minimizes the cost in the net list is determined as a travel route.

  According to an aspect of the present invention, a risk is calculated as a cost included in a travel link that connects nodes on each lane of the route of the host vehicle as a cost, and is provided to a connection pattern of travel links that are travel route candidates. Is generated, and the connection pattern of the travel link that minimizes the cost is determined as a travel route with reference to this net list. Before approaching the vehicle, it is possible to calculate and determine the route to be traveled by comprehensively considering each risk on the travel planned route.

It is a figure which shows the structural example of a vehicle. It is a figure which shows the structural example of the traveling control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart of the lane change assistance index calculation process which concerns on 1st Embodiment. It is a figure for demonstrating a lane risk. It is a figure for demonstrating a lane change risk. It is a figure for demonstrating the installation location of the node used as the lane change point before and behind a merge point. It is a figure for demonstrating the production | generation of the net list | wrist which provided the cost. It is a figure for demonstrating selection of a driving | running route in which the sum total of the cost of risk becomes the minimum. It is a figure which shows the structural example of the traveling control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart of the lane change assistance index calculation process which concerns on 2nd Embodiment. It is a figure for demonstrating a lane risk. It is a figure for demonstrating selection of a driving | running route in which the sum total of the cost of risk becomes the minimum.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.
Here, as an example, a case where the vehicle is an autonomous driving vehicle (a vehicle that can automatically travel without human driving) will be described. However, in practice, the vehicle may be either an autonomous vehicle or a non-automated vehicle.
In the first embodiment, in a self-driving car, if the merging situation such as a junction or interchange on the highway is on the traveling route of the own vehicle, the merging situation in advance so that the lane can be changed at an appropriate position. A method for calculating the lane change position will be described.
FIG. 1 is a hardware configuration diagram of a vehicle.
As shown in FIG. 1, the vehicle includes a position detection unit 1, a data management unit 2, a navigation unit 3, a vehicle speed sensor 4, a travel control device 5, a power train controller 6, a power train 7, and a brake. A controller 8, a brake unit 9, a yaw rate sensor 10, a laser scanner 11, and a steering motor controller 12 are provided.

  The position detection unit 1 detects the current position of the host vehicle and sends the position information to the navigation unit 3 and the travel control device 5. For example, the position detection unit 1 detects the current position of the host vehicle by GPS (Global Positioning System). It is also possible to detect the current position of the host vehicle by using a gyro sensor, a vehicle speed sensor, or a combination thereof. It is also possible to detect the current position of the host vehicle through inter-vehicle communication or road-to-vehicle communication. That is, any existing technology for detecting the current position of the vehicle can be applied as long as it can be implemented in the vehicle. Actually, the position detection unit 1 may be mounted on the navigation unit 3 or the travel control device 5.

  The data management unit 2 manages various types of data such as map information including the road shape in the vicinity of the merging point (the merging point and its surroundings) and vehicle travel history information. For example, the data management unit 2 acquires and stores map information from the outside through communication, and periodically updates it. The map information includes road information. The road information includes information on the shape of the road, the gradient (inclination angle), the number of lanes, the legal speed (limit speed), the presence / absence of a merging point, and the like. The data management unit 2 sends map information to the navigation unit 3 and the travel control device 5 in response to requests from the navigation unit 3 and the travel control device 5. That is, the navigation unit 3 and the travel control device 5 have a function (map information acquisition unit) for acquiring map information. Actually, the data management unit 2 may be mounted on the navigation unit 3 or the travel control device 5.

  The navigation unit 3 displays the map information obtained from the data management unit 2 on the display, and when the destination is set by the occupant, the current position of the host vehicle obtained by the position detection unit 1 is used as the current location, and the destination is determined from the current location. The travel route information is set on the display, the result is displayed on the display and the travel route information is presented to the occupant, and the travel route information is sent to the travel control device 5. That is, the navigation unit 3 has a function of setting the traveling route of the own vehicle (own vehicle route setting unit). For example, the navigation unit 3 is a car navigation system that is electrically connected to the travel control device 5. However, actually, the navigation unit 3 may be a communication terminal (smart phone, tablet terminal, etc.) electrically connected to the travel control device 5, other attached devices, or the like. The navigation unit 3 may be a part of the travel control device 5.

  The vehicle speed sensor 4 measures the vehicle speed by detecting a pulse signal (vehicle speed signal) generated in proportion to the rotation of the wheel or axle, and sends it to the travel control device 5. Actually, the traveling control device 5 may measure the vehicle speed based on the vehicle speed signal from the vehicle speed sensor 4. For example, the vehicle speed sensor 4 is a rotary encoder attached to a wheel. The vehicle speed sensor 4 may be attached to a differential gear (differential gear) or a transmission (transmission).

  The travel control device 5 is an integrated circuit including an A / D conversion circuit, a D / A conversion circuit, a processor, and a memory. The processor calculates a target vehicle speed according to a program stored in the memory, and the target vehicle speed and the current vehicle speed are calculated. When the acceleration is necessary, the driving force operation amount is calculated and sent to the power train controller 6, and when the deceleration is necessary, the braking force operation amount is calculated and sent to the brake controller 8. Similarly, the processor calculates a target route according to a program stored in the memory, and calculates a target steering operation amount and sends it to the steering motor controller 12 when steering is necessary. For example, the traveling control device 5 is an electronic control device (ECU) mounted on a vehicle. The processor is a CPU, a microprocessor, a microcontroller, or a semiconductor integrated circuit (LSI) having a dedicated function. The memory is a RAM, ROM, EEPROM, flash memory, or the like. Further, a storage medium such as a HDD or SSD, a removable disk such as a DVD, or a storage medium (media) such as an SD memory card may be used together with or instead of the above memory. In practice, the traveling control device 5 may be the navigation unit 3 itself.

  The power train controller 6 controls the power train 7 so as to realize the driving force operation amount set by the travel control device 5. The power train 7 is a drive system provided with a power transmission mechanism, and transmits a driving force (drive torque) generated in a drive source of the vehicle to the wheels to rotate the wheels. The drive source of the vehicle is not limited to a general engine, and may be an electric motor or a hybrid configuration in which the engine and the motor are combined.

  The brake controller 8 controls the braking force of the brake unit 9 attached to the front, rear, left and right wheels (at least the driving wheels) so as to realize the braking force operation amount set by the traveling control device 5. The brake unit 9 generally brakes the wheel using frictional force. The brake unit 9 is generally a hydraulic disc brake. However, a drum brake, a parking (side) brake, an air brake, an exhaust brake, and the like are also known. That is, as a fluid, brake fluid (oil) or compressed air is generally used. The brake unit 9 is not limited to a device that applies a braking force with fluid pressure, and may be an electric brake device or the like.

  The yaw rate sensor 10 sends the measured yaw rate to the travel control device 5. In practice, lateral acceleration may be used instead of the yaw rate. The laser scanner 11 sends the measured surrounding situation to the travel control device 5. Here, the laser scanner 11 is provided in the front part and rear part of a vehicle. Actually, the laser scanner 11 may be provided at a side surface portion (for example, a side mirror) or other position of the vehicle. The laser scanner 11 may be an in-vehicle camera.

  The steering motor controller 12 controls a steering motor (not shown) so as to realize the target steering operation amount, and changes the direction of the wheels. For example, the steering motor is an actuator or the like that moves a wheel in a steering system that employs steer-by-wire (SBW) technology. The steering motor may be an electric motor for assisting an electric power steering device (EPS). The electric power steering device (EPS) is roughly classified into a column assist type, a pinion assist type, a rack assist type, and the like depending on a place where the electric motor assists.

  Here, an FF vehicle (engine front wheel drive vehicle) is assumed as the vehicle, but an FR vehicle (front engine rear wheel drive vehicle), 4WD (four wheel drive vehicle), or the like may actually be used. Of course, midship is acceptable. Further, as in e4WD (registered trademark), a motor assist type vehicle in which one of the front and rear wheels is driven by power from an engine and the other wheel is appropriately driven by a power from an electric motor via a clutch. good.

(Details of the travel control device)
In the first embodiment, the travel control device 5 understands that there is a merging point on the road (route) on which the host vehicle is scheduled to travel based on the current position of the host vehicle, and joins the main lane at the merging point. At the same time that the vehicle (vehicle on the merging lane) is easily merged, an action strategy that allows the vehicle to pass through the merge point smoothly is determined. Specifically, when the vehicle is driving on the main lane of a highway (highway national highway and automobile exclusive road), it is assumed that there is a merging vehicle before passing the merging point, and the lane is changed to the overtaking lane side. In addition to taking action to put the merging vehicle into the main lane, the influence of the speed change of the own vehicle due to the presence of the merging vehicle is reduced. That is, the travel control device 5 functions as a lane change support device.

Hereinafter, a configuration example of the travel control device 5 will be described.
As illustrated in FIG. 2, the travel control device 5 according to the first embodiment includes a host vehicle position detection unit 51, a map database 52, a road segment determination unit 53, a link cost calculation unit 54, and a net list generation unit. 55 and an optimum route link determination unit 56.
The own vehicle position detection unit 51 has a function of detecting the current position of the own vehicle. For example, the vehicle position detection unit 51 detects the current position of the vehicle from the output signal of the position detection unit 1. Actually, the vehicle position detection unit 51 may be the position detection unit 1 itself or may be linked to the position detection unit 1. The map database 52 includes information on lane information and presence / absence of a merge point as road information in the map information. Further, the road information may include information on the shape and gradient of the road. For example, the data management unit 2 stores map information in the map database 52 constantly or temporarily. Actually, the map database 52 may be the data management unit 2 itself or may be linked to the data management unit 2. The road segment determination unit 53 acquires the current position of the host vehicle and the information in the map database 52, and determines the road segment of the road on which the host vehicle is currently traveling. It has a function of judging the road classification of the road (route) and a function of judging whether or not there is a junction point in the course of the own vehicle. For example, as the road classification, the number of lanes, the own lane (the running lane), the presence / absence of a merging point, the position of the merging point, and the like can be considered. The link cost calculation unit 54 has a function of calculating, as a cost (loss), a risk (risk factor) included in a travel link that connects nodes (route points) on each lane of the route of the host vehicle. That is, the link cost calculation unit 54 has a function of estimating the risk included in the travel link and quantifying it as a cost.

  In the first embodiment, the link cost calculation unit 54 includes a lane risk estimation unit 54a, a lane change risk estimation unit 54b, and a traffic jam risk estimation unit 54c. The lane risk estimation unit 54a calculates, as at least a part of the above-mentioned risk, the lane risk at the time of traveling in each lane due to the difference in statistical traveling speed between the traveling lane and the overtaking lane and the presence / absence of a junction. The lane change risk estimation unit 54b calculates the lane change risk that occurs when changing the lane from the driving lane to the overtaking lane or when returning the lane from the overtaking lane to the driving lane as at least part of the above risk. To do. The traffic congestion risk estimation unit 54c calculates the traffic congestion risk associated with the occurrence of traffic congestion near the statistical merge point for each time zone as at least part of the above risk. Furthermore, the congestion risk estimation unit 54c includes a road traffic information acquisition unit 54d. The road traffic information acquisition unit 54d acquires road traffic information such as traffic jam information and traffic regulation information from the infrastructure outside the vehicle. For example, the road traffic information acquisition unit 54d acquires traffic jam information and traffic regulation information obtained from vehicle-to-vehicle communication, road-to-vehicle communication, or a road traffic information communication system (VICS (registered trademark): Vehicle Information and Communication System). Thereby, the link cost calculation unit 54 adds the traffic congestion risk generated due to the traffic congestion or the traffic speed reduction caused by the traffic regulation determined from the traffic congestion information or the traffic regulation information to the lane risk and the lane change risk, The sum can be calculated.

  The net list generation unit 55 has a function of generating a net list (connection information between nodes) in which costs are applied to connection patterns of travel links that can comply with traffic rules and are travel route candidates. Connection patterns that cannot comply with the traffic rules may be excluded from the netlist in advance. Here, the net list includes a travel link connection pattern (travel route candidate) and a cost assigned to each travel link. The cost for each connection pattern (travel route candidate) is determined by the sum of the costs given to each travel link in the connection pattern.

  The optimum route link determination unit 56 has a function of determining, from the travel route candidates, a travel link connection pattern that minimizes the total cost in the netlist as a travel route. The optimum route link determination unit 56 includes a risk comparison unit 56a. When there are two or more connection patterns that can be travel routes, the risk comparison unit 56a determines a travel route that has a smaller lane change risk than the lane risk.

  Although not shown, for example, the traveling control device 5 includes a memory that stores a program and a processor that executes the program stored in the memory. The memory stores a program corresponding to each of the vehicle position detection unit 51, the road segment determination unit 53, the link cost calculation unit 54, the net list generation unit 55, and the optimum route link determination unit 56. The processor executes the program stored in the memory, so that the vehicle position detection unit 51, the road segment determination unit 53, the link cost calculation unit 54, the net list generation unit 55, and the optimum route link determination unit 56 function as each of them. Moreover, said memory may store the map database 52 which has the information regarding the presence or absence of lane information and a junction. The map database 52 may be stored in a storage device / storage medium different from the above memory, an external computer accessible via a communication device, or the like. The memory may be a storage. However, actually, it is not limited to these examples. For example, the own vehicle position detection unit 51, the road segment determination unit 53, the link cost calculation unit 54, the net list generation unit 55, and the optimum route link determination unit 56 are each an independent electronic control unit (ECU) or a dedicated electronic device. But it ’s okay.

(Lane change support index calculation processing)
Next, referring to the flowchart of FIG. 3, regarding the first embodiment, in the merging situation when the host vehicle is traveling on the main lane of the highway, the actual lane risk and the lane change risk during each lane travel are Next, a description will be given of a control procedure for calculating a route to be traveled by comprehensively considering each risk in the travel planned route before the vehicle approaches the junction.
Note that the control described in step S101 to step S102 corresponds to an operation of confirming the presence of a merging point on the route of the host vehicle. The control described from step S103 to step S108 corresponds to the operation of estimating the risk that occurs when passing through the junction and generating a netlist with the risk as a cost. The control described from step S109 to step S111 corresponds to the operation of calculating a travel route that minimizes the total cost of the risk of the vehicle in the merging situation. Here, as a specific example, assuming a merging vehicle in the vicinity of the merging point on the expressway, the lane change to the overtaking lane is performed before the merging point, and the lane return operation is performed after the merging point. explain.

First, the host vehicle position detection unit 51 detects the current position of the host vehicle and notifies the road segment determination unit 53 (step S101). For example, the vehicle position detection unit 51 detects the current position of the vehicle by a combination of GPS, a gyro sensor, a vehicle speed sensor, and the like.
Next, when the current position of the vehicle is notified from the vehicle position detection unit 51, the road classification determination unit 53 refers to the map database 52 having information on the lane information and the presence / absence of the merging point. Based on the current position, it is determined whether there is a meeting point within a specified distance on the route of the own vehicle (step S102). If there is no junction point within the specified distance from the current position of the host vehicle (No in step S102), the host vehicle basically continues to travel on the traveling lane, but at a certain cycle (periodically). By repeating this operation (step S102), the presence / absence of the junction point is continuously confirmed.

  The lane risk estimation unit 54a of the link cost calculation unit 54 determines the risk (lane risk) when traveling in each lane when there is a merging point within a specified distance from the current position of the vehicle (Yes in step S102). Calculate (step S103). For example, from the viewpoint of legal speed, vehicles in each lane are traveling at the same speed, but in reality, there are merging vehicles and shunting vehicles in the traveling lane, so the speed of the vehicle traveling in the traveling lane Tends to be slightly slower than the legal speed. Further, since the overtaking lane is used to overtake a vehicle having a relatively slow speed in the traveling lane, the overtaking lane has a relatively high speed compared to the traveling lane. Therefore, each lane risk tends to gradually increase from the traveling lane toward the overtaking lane.

Similarly, the lane risk estimation unit 54a of the link cost calculation unit 54 calculates a risk (joining risk) at the joining point (step S104). At the merge point, there are vehicles flowing in from the merge lane (branch line), so there is some risk when the vehicle travels in the travel lane. For example, since the route of the merging vehicle and the own vehicle interferes at the merging point, the own vehicle needs to decelerate or accelerate on the main lane. Any environment capable of acceleration / deceleration may be used, but in reality, there is a vehicle (preceding vehicle or subsequent vehicle) in front of or behind the host vehicle. Therefore, even in a traveling lane with a low lane risk, the risk tends to be high only at the junction. The lane risk estimation unit 54a calculates the lane risk by comprehensively determining the risk when traveling in each lane (the result of step S103) and the risk at the junction (the result of step S104). The risk (R _i ) when traveling in each lane (i) and the risk (R _N ) at the junction can be expressed as shown in FIG. Here, since left-hand traffic is assumed, it is counted as “i = 1, 2, 3,..., N−1” in order from the left (leftmost) lane. The meeting point is “N”. In the example of FIG. 4, three lanes are assumed, and the lane risks are “R ₁ <R ₂ <R ₃ << R _N ” in order from the smallest, and are displayed in different colors. The value of risk (R _i ) is cost.

Next, the lane change risk estimation unit 54b of the link cost calculation unit 54 calculates a risk (lane change risk) in the lane change (step S105). When changing lanes, as described in step S104 above, it is actually necessary to move from lanes with different speeds to lanes. That is, there is a high possibility that a route between the own vehicle and another vehicle traveling in another lane will interfere due to a speed difference between vehicles traveling in each lane. Therefore, it is necessary to consider additional risks associated with lane changes. Therefore, as shown in FIG. 5, the lane change risk is based on the risk (R _i ) of the lane (i) in which the host vehicle is currently traveling, while the additional risk (α , Β) are added. Here, the additional risk associated with the lane change from the driving lane to the overtaking lane (right lane) is “α”, and the additional risk associated with the lane change from the overtaking lane to the driving lane (left lane) is “β”. " However, α and β are smaller than the difference (R _{i + 1} −R _i ) of the risk (R _i ) of the lane (i) in the adjacent lanes (α, β <R _{i + 1} −R _i , i = 1, 2). , 3,..., N-1).

  Next, the congestion risk estimation unit 54c of the link cost calculation unit 54 calculates a risk (congestion risk) that must be taken into account due to the occurrence of the congestion (step S106). When the vehicle speed decreases due to the occurrence of traffic congestion, the lane risk also changes. For example, in a place where the risk is high at the junction, the area expands. Furthermore, since the speed of the vehicle flowing in the lane decreases due to traffic congestion, the own vehicle also needs to be decelerated, and at the same time the distance between the vehicles is shortened, and the risk is generally increased. Similarly to the lane risk, the lane change risk also changes. Since the speed of a vehicle flowing in a lane decreases due to traffic jams, the distance between the vehicles becomes shorter and it becomes difficult to change lanes, which generally increases the risk. For this reason, it is possible to calculate the risk at the time of traffic jam by weighting (multiplying or adding) the risk calculated in steps S104 to S106. As a method for calculating the traffic jam risk, there are a method for taking into account a statistical traffic jam risk for each time zone, and a method for acquiring traffic jam information and traffic regulation information from the infrastructure outside the vehicle. The former tends to be highly congested during morning and evening commuting hours and long vacations, for example. Moreover, based on the analysis results so far, it is possible to have a date and time that is highly likely to be congested as a database. About the latter, the road traffic information acquisition part 54d can acquire the information of the location which is congested by utilizing vehicle-to-vehicle communication, road-to-vehicle communication, or a road traffic information communication system (VICS (trademark)). it can.

  When there is a merging point within a specified distance from the current position of the host vehicle, the road classification determining unit 53 assigns a node to be a lane changing point in each lane before and after the merging point (for each lane) as shown in FIG. It sets (step S107). Basically, nodes are arranged before and after the meeting point and near the change point of the risk level, and no node is installed at the meeting point. The own vehicle traveling on the main line changes the lane to the overtaking lane in front of the merging point, thereby facilitating merging of the merging vehicle from the merging lane to the main line. Further, by changing the lane to the traveling lane after the merging point, it is possible to prevent the own vehicle from continuing to travel on the overtaking lane. Therefore, it is not necessary to install a node in the vicinity of the merge point, and it is considered that the node may be installed only before and after the merge point. In addition, before and after the merge point, it is necessary to set multiple nodes in each lane of the road, and increase the number of driving route candidates for the vehicle by connecting nodes in the lane and connecting nodes across the lane It is.

  Based on these pieces of information, the net list generation unit 55 generates a net list to which each risk is assigned as a cost as shown in FIG. 7 (step S108). First, the nodes installed in step S103 are connected by links. However, if nodes that cross multiple lanes are connected, the vehicle will change multiple lanes at once, so connect the nodes with links so that this connection is not established. To do. In order to realize this, it is necessary to connect only adjacent nodes with a link. Each link is given a cost that comprehensively determines the risk estimated in steps S104 to S107.

  Next, as shown in FIG. 8, the optimum route link determination unit 56 calculates a travel route that minimizes the risk, using this netlist (step S109). For this calculation, the Dijkstra method used for solving the shortest path problem and the graph search theory represented by the A * (A-star) search algorithm can be used. However, it is not realistic to travel in the opposite direction of the lane, and such actions must be avoided, so a directed graph must be used as the link structure. Further, since the vehicle position and the start point of the graph search rarely coincide, the graph search is started using the node in the forward direction closest to the vehicle. In addition, a point with a sufficient distance after passing through the merge point is set as the end point of the graph search. By determining the minimum cost route for each node from the starting node and repeating this operation, the lane is changed from the driving lane to the overtaking lane, and after driving for a while on the overtaking lane near the junction, the vehicle starts driving from the overtaking lane. A travel route that minimizes the risk of traveling for a while after changing the lane to the lane is calculated.

  Depending on the result of the graph search, there may be a plurality of travel routes that minimize the risk calculated in step S109. Therefore, the optimum route link determination unit 56 determines whether or not there are two or more travel routes that minimize the cost (step S110). Note that if there are no two or more travel routes with the lowest cost (No in step S110), the travel route with the lowest cost can be uniquely identified, and the calculation process is terminated at this point.

  When there are two or more travel routes that minimize the cost (Yes in step S110), the risk comparison unit 56a of the optimum route link determination unit 56 uses the one that has a smaller lane change risk than the lane risk as the travel route. Determine (step S111). As described above, the risk includes a risk when traveling in each lane and a risk when changing lanes. Considering lane risk and lane change risk relatively, lane risk is caused by the speed when driving in that lane, while lane change risk moves to lanes with different speed zones, It can be easily imagined that the interference of behavior with other vehicles increases. That is, since it can be said that the lane change risk is relatively high as compared with the lane risk, the one having the smaller lane change risk is determined as the travel route that minimizes the cost.

  As described above, the traveling control device 5 according to the first embodiment, when assuming a merging vehicle in the vicinity of the merging point on the expressway, joins at the merging point before actually arriving at the merging point. Change lanes to the overtaking lane in front of the merging point and overtake in the vicinity of the merging point, taking into account changes in lane risk, lane change risk taking into account interference with the behavior of the vehicle, and risk due to traffic congestion After traveling along the lane, a series of routes for returning to the lane by changing the lane to the travel lane after the merging point is calculated to determine a travel route that minimizes the risk. Therefore, it is possible to determine a driving strategy for passing through the junction before actually arriving at the junction.

  When the vehicle is an autonomous driving vehicle, it is preferable that the traveling control device 5 performs traveling control for changing lanes according to the determined traveling route. At this time, the optimum route link determination unit 56 calculates a command value according to the determined travel route, and sends the calculated command value to the automatic travel control device that automatically controls the travel of the vehicle according to the command value. The automatic travel control device is composed of a powertrain controller 6, a brake controller 8, and a steering motor controller 12 of the host vehicle. For example, the optimum route link determination unit 56 calculates and sets the target speed and the target steering amount according to the determined travel route. Then, the target vehicle speed is compared with the current vehicle speed. When acceleration is required, a driving force operation amount is calculated and sent to the powertrain controller 6 of the host vehicle. When deceleration is required, the braking force operation amount is calculated. It may be calculated and sent to the brake controller 8 of the own vehicle, and the target steering amount may be sent to the steering motor controller 12 of the own vehicle. The power train controller 6 controls the power train 7 of the own vehicle so as to realize the driving force operation amount. The brake controller 8 controls the brake unit 9 of the own vehicle so as to realize the braking force operation amount. The steering motor controller 12 controls the steering motor of the host vehicle so as to realize the target steering amount. In this case, priority is given to performing the lane change travel control according to the determined travel route even while the platoon travel control or the ACC travel control is in operation.

  Moreover, it is preferable to display or voice-guide the determined travel route using the navigation unit 3 or a vehicle-mounted monitor as a notification device for notifying the passenger of the vehicle so that the notification content can be recognized. When the vehicle is a non-automatic driving vehicle, the driver can prompt the driver to change the appropriate lane by guiding the determined travel route or displaying the voice, and can guide the vehicle to the determined travel route. In addition, even if it is an autonomous driving vehicle, when automatic driving control is not operating, it becomes a non-automatic driving vehicle. That is, the navigation unit 3, the travel control device 5, and the like are one of travel support devices that support the lane change of the vehicle.

  A travel support apparatus according to the first embodiment is centered on the travel control apparatus 5 according to the first embodiment, and the vehicle position detection unit 1, data management unit 2, navigation unit 3, vehicle speed sensor 4, and power train controller. 6, the power train 7, the brake controller 8, the brake unit 9, the yaw rate sensor 10, the laser scanner 11, and the steering motor controller 12 are arbitrarily combined.

(Effect of 1st Embodiment)
According to 1st Embodiment, there exist the following effects.
(1) The travel support device according to the first embodiment is a travel support device that supports a lane change in the vicinity of a merging point of a vehicle, detects the current position of the host vehicle, and uses the current position of the host vehicle as a starting point. The risk included in the travel link connecting the nodes on each lane of the route of the own vehicle is calculated as a cost. A net list in which a cost is assigned to the travel link connection pattern is generated, and a travel link connection pattern that minimizes the cost in the net list is determined as a travel route.
In this way, in the merging situation of the main lane of the highway, the route on which the vehicle should travel before comprehensively considering each risk on the route planned to travel before the vehicle actually approaches the junction. Therefore, it is possible to easily join the joining vehicle to the main line at the joining point, and at the same time, the own vehicle can pass through the joining point smoothly.

(2) The travel support device calculates a lane risk at the time of traveling in each lane due to a difference in statistical travel speed between the travel lane and the overtaking lane and the presence or absence of a merging point as at least a part of the risk. .
In this way, the risk of each travel link used when traveling along the lane is calculated as at least part of the above risk, so understand the lane that is relatively easy to travel (except for the vicinity of the junction) It is possible to travel on the traveling lane side as much as possible.

(3) The travel support device calculates a lane change risk that occurs when a lane change is made between the travel lane and the overtaking lane as at least part of the risk. For example, a lane change risk that occurs when a lane change from a travel lane to an overtaking lane or a lane return from an overtaking lane to a travel lane is calculated as at least part of the above risk.
In this way, the risk at each travel link used when changing lanes is calculated as at least part of the above risks, so understand where the lanes are easy to change and run so that the number of lane changes is as small as possible. can do.

(4) When there are two or more connection patterns that can be travel routes, the travel support device determines a travel route that has a smaller lane change risk than a lane risk.
In this way, when there are two or more connection patterns that can be travel routes, the one that reduces the risk of lane change is determined as the travel route, so even if you select a lane with a high speed zone and drive, It is possible to travel so that the number of changes is reduced.

(5) The travel support device calculates a traffic jam risk associated with the occurrence of a traffic jam at a statistical merging point for each time zone as at least a part of the risk.
In this way, taking into account the statistical traffic jam risk for each time zone, understand the difficulty of traveling during traffic jams and the difficulty of changing lanes, and change lanes where statistical traffic is unlikely to occur. be able to.

(6) The above-mentioned travel support device acquires traffic jam information and traffic regulation information from the infrastructure outside the vehicle, and generates a traffic jam risk caused by a traffic jam determined from the traffic jam information or traffic regulation information or a speed reduction due to traffic regulation. To the lane risk and lane change risk.
In this way, the traffic congestion risk generated due to the traffic congestion or the speed decrease due to traffic regulation determined from the traffic jam information or traffic regulation information is added to the lane risk and the lane change risk. If you understand the inconvenience of changing lanes and know that traffic jams are occurring through vehicle-to-vehicle communication, road-to-vehicle communication, or road traffic information communication system (VICS (registered trademark)), You can change lanes.

(7) The travel support device further includes an automatic travel control device that automatically controls the travel of the host vehicle according to the command value, calculates the target vehicle speed and the target steering amount as the command value according to the travel route, and In addition, the traveling of the host vehicle is automatically controlled according to the target steering amount.
As a result, automatic traveling control (automatic driving) can be realized according to the determined traveling route.
(8) The above-described travel support device sends the travel route to a notification device that notifies the occupant of the vehicle so that the notification content can be recognized. The notification device notifies the occupant of the travel route.
As a result, the determined travel route can be recognized by the passenger and reflected in driving.

Second Embodiment
The second embodiment of the present invention will be described below.
In the second embodiment, a description will be given of a method for planning a route on the assumption of the presence of a merging vehicle in advance when attempting to pass a complicated merging point on an expressway. In addition, about a vehicle, it is the same as that of 1st Embodiment.

(Details of the travel control device)
As shown in FIG. 9, the travel control device 5 according to the second embodiment is similar to the first embodiment (FIG. 2) in that the own vehicle position detection unit 51, the road segment determination unit 53, the map database 52, A link cost calculation unit 54, a net list generation unit 55, and an optimum route link determination unit 56. The link cost calculation unit 54 includes a lane risk estimation unit 54a, a lane change risk estimation unit 54b, and a traffic jam risk estimation unit 54c. Furthermore, the congestion risk estimation unit 54c includes a road traffic information acquisition unit 54d. The optimum route link determination unit 56 includes a risk comparison unit 56a.

In the second embodiment, the link cost calculation unit 54 has a function of reflecting the risk in consideration of the number and shape of lanes in the acceleration lane that is a part of the merged lane. For this reason, the link cost calculation unit 54 further includes an acceleration lane shape reflection unit 54e. The accelerating lane shape reflecting unit 54e predicts a speed variation (irregular distribution) when the merging vehicle travels on the main line due to difficulty in merging determined from the length and gradient of the accelerating lane at the merging point. The merging risk that the merging vehicle gives to the merging vehicle (the host vehicle in this case) due to the variation is calculated as at least part of the above risk.
As described above, the second embodiment is different from the first embodiment in that the link cost calculation unit 54 further includes the acceleration lane shape reflection unit 54e. The configuration other than the acceleration lane shape reflection unit 54e is the same as that in the first embodiment. An overlapping description of the basic configuration common to the first embodiment is avoided, and here, different points will be mainly described.

(Lane change support index calculation processing)
Next, with reference to the flowchart of FIG. 10, regarding the second embodiment, in the case where the own vehicle is in the merging situation of the main lane of the highway, the risks and lanes when traveling in each lane when the shape of the merging lane is complicated Based on the risk at the time of the change, the control procedure for calculating the route to be traveled will be described by comprehensively considering each risk on the route to be traveled before the own vehicle actually approaches the junction.

  Note that the control described in step S101, step S102, steps S103 to S105, and steps S107 to S109 is basically the same as in the first embodiment. The control described from step S201 to step S205 corresponds to the operation of calculating the degree of influence on the lane risk and the lane change risk based on the merging difficulty level resulting from the characteristics of the merging point. Here, as a specific example, the ramp section (inclined road) in front of the merge lane has two lanes, has a slope, and is a road curved with a certain curvature. Finally, the merge lane of the two lanes is Take the type of merging point that disappears. In this situation, assuming an merging vehicle in the vicinity of the merging point on the expressway, the operation of changing the lane to the passing lane before the merging point and returning the lane to the traveling lane after the merging point will be described.

  First, the own vehicle position detection unit 51 detects the current position of the own vehicle (step S101). Next, the road classification determination unit 53 refers to the map database 52 having information on the lane information and the presence / absence of the merging point, and within the specified distance on the course of the own vehicle, based on the current position of the own vehicle. If there is no merging point within the specified distance from the current position of the host vehicle (No in step S102), this operation is continued to continue to search for the merging point.

  The accelerating lane shape reflecting unit 54e of the link cost calculating unit 54 merges due to the length of the accelerating lane in the merging lane when there is a merging point within a specified distance from the current position of the host vehicle (Yes in step S102). Is calculated as at least part of the risk (step S201). When the accelerating lane is short, the preparation period until merging with the main line is short, so the merging vehicle cannot be accelerated to a sufficient speed and it is difficult to smoothly merge. As a result, when the host vehicle is traveling in the main lane, the driving behavior of the host vehicle may be hindered by the merged vehicle. Therefore, when the acceleration lane is short, it is considered that the situation is difficult to merge.

  Similarly, the acceleration lane shape reflection unit 54e of the link cost calculation unit 54 calculates the difficulty of merging due to the number of lanes in the merging lane as at least part of the risk (step S202). Normally, the number of merging lanes is one lane and is absorbed by the main lane at the merging point. In addition, at the junction where traffic congestion is likely to occur, two lanes of merging lanes will be provided from the ramp to the junction to prevent congestion on the general road in front of the junction or on the main line of other highways. There is also a place. However, there is also a fact that the merge lane is made difficult by having two lanes. When a vehicle traveling in the left lane of the merge lane is about to merge, the lane change to the right lane is performed in the merge lane, and then the merge is completed by changing the lane to the main lane. When the inside of the merging lane is congested, it is difficult to change the lane within the merging lane, so that subsequent merging is also affected. As a result, the merging speed to the main line decreases compared to the case of normal merging, so if the host vehicle is traveling in the main lane, the merging vehicle will cause May be hindered. Therefore, as the number of lanes in the merge lane increases, it is considered that the situation is difficult to merge.

  Further, the acceleration lane shape reflection unit 54e of the link cost calculation unit 54 needs to calculate the difficulty of merging due to the gradient of the merging lane as at least part of the risk (step S203). In the merge lane, it is necessary to increase the speed to the speed necessary for the merge, but it is easy to perform this action when the merge lane is flat. If the merging lane is uphill, the speed of the merging vehicle tends to decrease, and it is necessary to try to accelerate more than the driver assumes. Once the accelerator is loosened, the speed drops rapidly, so it is difficult to achieve and maintain the speed necessary for merging. On the other hand, when the merging lane is downhill, the speed of the merging vehicle naturally increases. Therefore, although the speed necessary for merging is easily achieved, the speed is adjusted by the brake. When merging, an accelerator is used to change the lane to a high-speed main lane, which interferes with this action. However, by reducing the speed in advance, it is possible to finally adjust the speed with the accelerator and join. From this, when the merging lane has a gradient, it is a situation where it is more difficult to merge than a flat merging lane, and in particular, when the merging lane is an uphill, it is regarded as a situation where it is more difficult to merge.

The acceleration lane shape reflection unit 54e of the link cost calculation unit 54 calculates the degree of influence on the lane risk and the lane change risk from the difficulty of merging (step S204). As an example, it is considered that the degree of influence on lane risk and lane change is high in the order shown in the following (1) to (3).
(1) Due to the number of lanes in the merge lane (2) Due to the length of the acceleration lane in the merge lane (3) Due to the gradient of the merge lane

  The number of lanes in the merge lane has a great influence on the merge behavior. If there are multiple lanes in the merging lane, the merging vehicle is forced to change lanes a plurality of times, so it cannot even prepare for merging. In addition, when the acceleration lane is short, the merging vehicle cannot be accelerated to a speed sufficient for merging with the main line and is merged with the main line, which may affect the flow of vehicles on the main line. Compared to these, the slope of the merging lane does not significantly affect the difficulty of merging.

  Next, as in the first embodiment, the lane risk, the merging risk, and the lane change risk are calculated as at least part of the risk (steps S103 to S105). Although not shown, if necessary, as in the first embodiment, a risk (congestion risk) that must be taken into account due to the occurrence of a congestion may be calculated as a cost (step S106). When calculating the lane risk and the lane change risk as at least part of the risk, the acceleration lane shape reflection unit 54e of the link cost calculation unit 54 affects the lane risk and the lane change risk calculated in steps S201 to S204. The degree is reflected in each risk. For example, as shown in FIG. 11, when there are two lanes in the merge lane, it is not easy for the merge vehicle to merge into the main line compared to the case where the lane is one lane. It is assumed that the speed of the merging vehicle that merges into the lane decreases. Therefore, as compared with the case of the first embodiment, not only the lane risk in the leftmost travel lane is increased, but also the lane risk is increased in the right adjacent travel lane. Also, the area where the lane risk is increased is lengthened.

  When there is a merging point within a specified distance from the current position of the vehicle, the road classification determination unit 53 sets a node (lane change point) near the point where the risk level changes for each lane before and after the merging point. It sets (step S107). The net list generation unit 55 generates a net list to which each risk is assigned as a cost based on the determined risk (step S108). The optimum route link determination unit 56 uses this netlist to calculate a travel route that minimizes the risk, as shown in FIG. 12 (step S109).

  Although not shown in the figure, if necessary, thereafter, as in the first embodiment, the optimum route link determination unit 56 may determine whether or not there are two or more travel routes that minimize the cost (steps) (step). S110). When there are two or more travel routes that minimize the cost (Yes in step S110), the risk comparison unit 56a of the optimum route link determination unit 56 uses the one that has a smaller lane change risk than the lane risk as the travel route. Determine (step S111).

As described above, the traveling control apparatus according to the second embodiment is actually a junction point even in the case of assuming a merging vehicle in the vicinity of a complicated merging point where there are two lanes in the expressway. Before arriving at, it is possible to avoid the traffic jam caused by the merging vehicle and pass through the merging point.
A travel support apparatus according to the second embodiment is centered on the travel control apparatus 5 according to the second embodiment, and the vehicle position detection unit 1, data management unit 2, navigation unit 3, vehicle speed sensor 4, and powertrain controller. 6, the power train 7, the brake controller 8, the brake unit 9, the yaw rate sensor 10, the laser scanner 11, and the steering motor controller 12 are arbitrarily combined.

(Effect of 2nd Embodiment)
According to 2nd Embodiment, there exist the following effects.
(1) The travel support apparatus according to the second embodiment includes the same technical features (configuration and operation) as the travel support apparatus according to the first embodiment, and exhibits the same operational effects.
(2) Further, the above-described travel support device predicts the speed variation during the main line travel of the merged vehicle due to the difficulty of the merge determined from the length and gradient of the acceleration lane at the merge point, and the speed variation The merge risk that the merge vehicle gives to the merged vehicle is calculated as at least part of the above risk.
In this way, the merging risk that the merging vehicle gives to the merging vehicle at the merging point is reflected in the risk at each travel link, so even on urban highways where the shape is complicated and merging tends to be difficult The timing can be changed appropriately in advance.

(Modification)
The above embodiments can also be implemented in combination. For example, you may enable it to switch between 1st Embodiment and 2nd Embodiment by the operation mode selection of the traveling control apparatus 5, etc.
In each of the above embodiments, the presence or absence of a merging vehicle when the vehicle passes the merging point is determined or predicted by vehicle-to-vehicle communication, road-to-vehicle communication, or the like, or by road traffic information. Each of the above-described embodiments may be implemented only when it is determined or predicted that a merging vehicle exists when passing the vehicle. In addition, when it is judged or predicted that the merging vehicle does not exist when the own vehicle passes the merging point, the above-described embodiments may not be performed.

In each of the above embodiments, the confluence state on a highway or the like is assumed, but in reality, the confluence state on a general national road or a main local road, or a decrease in the number of lanes on a multi-lane road It can also be applied to the situation of merging by.
4 to 8 and FIGS. 11 to 12, it is assumed that the main road has three lanes on one side. Actually, it may be two lanes on one side or four lanes on one side.
In FIGS. 4 to 8 and FIGS. 11 to 12, since the vehicle is assumed to be a left-handed country (such as Japan), the overtaking lane is the lane on the right side of the traveling lane. When is a right-handed country (such as the United States), the overtaking lane is the left lane of the driving lane. That is, in the case of left-hand traffic and right-hand traffic, the arrangement of the overtaking lane with respect to the traveling lane and the arrangement of the merging lane with respect to the main lane at the merging point are reversed left and right with respect to the traveling direction of the host vehicle.
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

DESCRIPTION OF SYMBOLS 1 Position detection unit 2 Data management unit 3 Navigation unit 4 Vehicle speed sensor 5 Travel control device 51 Own vehicle position detection part 52 Map database 53 Road classification judgment part 54 Link cost calculation part 54a Lane risk estimation part 54b Lane change risk estimation part 54c Traffic jam Risk estimation unit 54d Road traffic information acquisition unit 54e Acceleration lane shape reflection unit 55 Netlist generation unit 56 Optimal route link determination unit 56a Risk comparison unit 6 Powertrain controller 7 Powertrain 8 Brake controller 9 Brake unit 10 Yaw rate sensor 11 Laser scanner 12 Steering motor controller

Claims (10)

A driving support device that supports a lane change near a junction of vehicles,
A vehicle position detector for detecting the current position of the vehicle;
A link cost calculation unit that calculates a risk included in a travel link connecting between nodes on each lane of the route of the host vehicle starting from the current position, as a cost;
A net list generator for generating a net list with the cost assigned to the travel link connection pattern;
An optimum route link determination unit that determines a connection pattern of a travel link that minimizes the cost in the netlist as a travel route;
With
The link cost calculation unit calculates a lane risk at the time of driving in each lane due to a difference in statistical driving speed between the driving lane and the overtaking lane and the presence or absence of a merging point as at least a part of the risk. drive assist system characterized in that it comprises a part. The link cost calculation unit includes a characterized Rukoto includes a lane change risk estimation unit for calculating a least a portion of the risk change lanes risks that occur when performing lane change between the driving lane and TsuiEtsu lane The driving support device according to claim 1 . The optimum route link determination unit includes a risk comparison unit that determines, as the travel route, a smaller lane change risk than the lane risk when there are two or more connection patterns that can be the travel route. The travel support apparatus according to claim 2 , wherein The link cost calculation unit, according to claim 2 or claim, characterized in that it comprises a traffic jam risk estimation unit for calculating a least a portion of the risk congestion risks associated with traffic congestion in the statistical junction of each time period Item 4. The driving support device according to item 3 . The traffic jam risk estimation unit includes a road traffic information acquisition unit that acquires traffic jam information or traffic regulation information from infrastructure outside the vehicle, and is caused by a traffic jam or a speed decrease due to traffic regulation determined from the traffic jam information or the traffic regulation information. The travel support device according to claim 4 , wherein the traffic congestion risk generated in this way is added to the lane risk and the lane change risk. The link cost calculation unit predicts a variation in speed when the merging vehicle travels on the main line due to difficulty in merging determined from the length and gradient of the accelerating lane at the merging point. The driving support device according to any one of claims 1 to 5 , further comprising an acceleration lane shape reflecting unit that calculates a merging risk given to the merging vehicle as at least a part of the risk. An automatic travel control device that automatically controls the traveling of the vehicle according to the command value;
The optimal route link determination unit calculates a target vehicle speed and a target steering amount as the command values according to the travel route, and sends the target vehicle speed and target steering amount to the automatic travel control device.
The travel support device according to any one of claims 1 to 6 , wherein the automatic travel control device automatically controls travel of the host vehicle according to the target vehicle speed and the target steering amount. It further comprises a notification device for notifying the occupant of the vehicle so that the notification content can be recognized.
The optimum route link determination unit sends the travel route to the notification device,
The travel notification device according to any one of claims 1 to 7 , wherein the notification device notifies the occupant of the travel route. A driving support method implemented in a vehicle,
Detect the current position of your vehicle,
Calculate the risk included in the travel link connecting the nodes on each lane of the route of the vehicle starting from the current position as a cost,
Generate a netlist that gives the cost to the travel link connection pattern,
In the netlist, a connection pattern of a travel link that minimizes the cost is determined as a travel route ,
A driving support method, characterized in that a lane risk during driving in each lane due to a difference in statistical driving speed between a driving lane and an overtaking lane and the presence or absence of a merging point is calculated as at least part of the risk. The driving support method according to claim 9, wherein a lane change risk that occurs when a lane change between the travel lane and the overtaking lane is performed is calculated as at least part of the risk .

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