JP6819177B2 - Driving support method and driving support device - Google Patents

Description

The present invention relates to a driving support method and a driving support device that support the driving of a vehicle.

For this type of device, the risk level of other vehicles in the vicinity is estimated, the road information and the risk level of other vehicles are used to obtain the risk distribution on the road, and the risk distribution is used to determine the risk level of the own vehicle. A technique for generating a travel plan is known (Patent Document 1).

Japanese Unexamined Patent Publication No. 2009-37561

However, in the conventional technique, there is a problem that the calculation is complicated and the calculation load is high because the risk level is calculated for each other vehicle in the vicinity and the traveling plan is made.

The problem to be solved by the present invention is to execute smooth operation while reducing the calculation load of the operation plan.

The present invention formulates a first driving plan for traveling on the first route, and when the evaluation value of the appropriateness of changing the lane of the vehicle is equal to or higher than the first threshold value, the first specified in the first route. The above problem is solved by formulating a second driving plan for traveling on a second route for changing the lane of the own vehicle from one lane to another second lane.

According to the present invention, smooth driving can be executed while reducing the calculation load of the driving plan due to the lane change.

It is a block block diagram of the driving support system which concerns on this embodiment. It is a figure for demonstrating the 1st operation plan. It is a figure for demonstrating the 2nd operation plan. This is a display example of the first operation plan. This is a display example of the second operation plan. It is a flowchart which shows the control procedure of the driving support system of this embodiment. FIG. 1 is a diagram for explaining an example of driving support processing. FIG. 2 is a diagram for explaining an example of driving support processing. It is a flowchart which shows the control procedure of the 1st subroutine. It is a figure for demonstrating another example of a driving support process. It is a flowchart which shows the control procedure of the 2nd subroutine.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the driving support device according to the present invention is applied to a driving support system that cooperates with the in-vehicle device 200 mounted on the vehicle will be described as an example.

FIG. 1 is a diagram showing a block configuration of the driving support system 1. The driving support system 1 of the present embodiment includes a driving support device 100 and an in-vehicle device 200. The embodiment of the driving support device 100 of the present invention is not limited, and may be mounted on a vehicle, or may be applied to a portable terminal device capable of exchanging information with the in-vehicle device 200. Terminal devices include devices such as smartphones and PDAs. The driving support system 1, the driving support device 100, the in-vehicle device 200, and each of the devices provided therein are computers that include a calculation processing device such as a CPU and execute calculation processing.

First, the in-vehicle device 200 will be described.
The vehicle-mounted device 200 of the present embodiment includes a vehicle controller 210, a navigation device 220, an object detection device 230, a lane keeping device 240, and an output device 250. Each device constituting the in-vehicle device 200 is connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other. The in-vehicle device 200 can exchange information with the driving support device 100 via the in-vehicle LAN. The vehicle controller 210 operates the detection device 260, the drive device 270, and the steering device 280.

The vehicle controller 210 of the present embodiment includes a detection device 260. The detection device 260 includes a steering angle sensor 261, a vehicle speed sensor 262, and an attitude sensor 263. The steering angle sensor 261 detects information such as steering amount, steering speed, and steering acceleration, and outputs the information to the vehicle controller 210. The vehicle speed sensor 262 detects the speed and / or acceleration of the vehicle and outputs it to the vehicle controller 210. The attitude sensor 263 detects the position of the vehicle, the pitch angle of the vehicle, and the yaw angle of the vehicle, and outputs the roll angle of the vehicle to the vehicle controller 210. The attitude sensor 263 includes a gyro sensor.

The vehicle controller 210 of the present embodiment is an in-vehicle computer such as an engine control unit (ECU), and electronically controls the driving of the vehicle. Examples of the vehicle include an electric vehicle having an electric motor as a traveling drive source, an engine vehicle having an internal combustion engine as a traveling drive source, and a hybrid vehicle having both an electric motor and an internal combustion engine as a traveling drive source. The electric vehicle or hybrid vehicle using an electric motor as a traveling drive source includes a type in which a secondary battery is used as a power source for the electric motor and a type in which a fuel cell is used as a power source for the electric motor.

The drive device 270 of the present embodiment includes a drive mechanism of the own vehicle. The drive mechanism includes the electric motor and / or internal combustion engine which are the above-mentioned traveling drive sources, a power transmission device including a drive shaft and an automatic transmission that transmit the output from these traveling drive sources to the drive wheels, and the wheels. A braking device 271 and the like are included. The drive device 270 generates each control signal of these drive mechanisms based on the input signal by the accelerator operation and the brake operation and the control signal acquired from the vehicle controller 210 or the driving support device 100, and performs driving control including acceleration / deceleration of the vehicle. Execute. By transmitting control information to the drive device 270, traveling control including acceleration / deceleration of the vehicle can be automatically performed. In the case of a hybrid vehicle, the torque distribution output to each of the electric motor and the internal combustion engine according to the traveling state of the vehicle is also sent to the drive device 270.

The steering device 280 of the present embodiment includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device 280 executes change control of the traveling direction of the vehicle based on the control signal acquired from the vehicle controller 210 or the input signal by the steering operation. The vehicle controller 210 executes control for changing the traveling direction by transmitting control information including the steering amount to the steering device 280. Further, the driving support device 100 may execute the change control of the traveling direction of the vehicle by controlling the braking amount of each wheel of the vehicle. In this case, the vehicle controller 210 executes control for changing the traveling direction of the vehicle by transmitting control information including the braking amount of each wheel to the braking device 271. The control of the drive device 270 and the control of the steering device 280 may be performed completely automatically, or may be performed in a mode of supporting the drive operation (progress operation) of the driver. The control of the drive device 270 and the control of the steering device 280 can be interrupted / stopped by the intervention operation of the driver. The vehicle controller 210 controls the operation of the own vehicle according to the operation plan of the processor 11.

The vehicle-mounted device 200 of the present embodiment includes a navigation device 220. The navigation device 220 calculates a route from the current position of the own vehicle to the destination. As the route calculation method, a method known at the time of filing based on the graph search theory such as Dijkstra's algorithm or A * can be used. The calculated route is sent to the vehicle controller 210 for use in driving support of the own vehicle. The calculated route is output as route guidance information via the output device 250 described later.
The navigation device 220 includes a position detection device 221. The position detection device 221 is provided with a Global Positioning System (GPS), and detects the traveling position (latitude / longitude) of the traveling vehicle.

The navigation device 220 includes accessible map information 222, road information 223, and traffic rule information 224. The map information 222, the road information 223, and the traffic rule information 224 may be configured as physically separate from the navigation device 220 as long as they can be read by the navigation device 220, or the communication device 30 (or the in-vehicle device 200). It may be stored in a server that can be read via a communication device provided in.
The map information 222 is a so-called electronic map, and is information in which latitude / longitude and map information are associated with each other. The map information 222 has road information 223 associated with each point.

Road information 223 is defined by nodes and links connecting the nodes. The road information 223 includes information for identifying a road according to the position / area of the road, a road type for each road, a road width for each road, and road shape information. The road information 223 stores information on the position of the intersection, the approach direction of the intersection, the type of the intersection, and other information related to the intersection for each identification information of each road link. The intersection includes a confluence and a branch point. In addition, the road information 223 relates to the road type, road width, road shape, whether or not to go straight, the priority relationship of progress, whether or not to pass (whether or not to enter the adjacent lane) and other roads for each identification information of each road link. Information is associated and stored.

The navigation device 220 identifies the first route on which the own vehicle travels based on the current position of the own vehicle detected by the position detection device 221. The first route may be a route to a destination specified by the user, or may be a route to a destination estimated based on the travel history of the own vehicle / user. The first route on which the own vehicle travels may be specified for each road, or may be specified for each road in which the up / down direction is specified, or a single lane in which the own vehicle actually travels. It may be specified for each. The navigation device 220 specifies a road link for each first lane of the first route on which the own vehicle travels, with reference to the road information 223 described later.
The first route includes specific information (coordinate information) of one or more points that the vehicle will pass through in the future. The first route includes at least one point that suggests the next traveling position on which the own vehicle travels. The first path may be composed of continuous lines or discrete points. Although not particularly limited, the first route is specified by a road identifier, a lane identifier, a lane identifier, and a link identifier. These lane identifiers, lane identifiers, and link identifiers are defined in map information 222 and road information 223.

Traffic rule information 224 is a traffic rule that a vehicle must comply with when traveling, such as pausing on the route, parking / stopping prohibited, slowing down, and speed limit. Each rule is defined for each point (latitude, longitude) and for each link. The traffic rule information 224 may include information on traffic signals acquired from a device provided on the road side.

The in-vehicle device 200 includes an object detection device 230. The object detection device 230 detects the situation around the own vehicle. The object detection device 230 of the own vehicle detects the existence of an object including an obstacle existing around the own vehicle and the existence position thereof. Although not particularly limited, the object detection device 230 includes a camera 231. The camera 231 is an image pickup device including an image pickup device such as a CCD. The camera 231 may be an infrared camera or a stereo camera. The camera 231 is installed at a predetermined position of the own vehicle and images an object around the own vehicle. The circumference of the own vehicle includes the front, the rear, the front side, and the rear side of the own vehicle. The object includes a two-dimensional sign such as a stop line on the road surface. Objects include three-dimensional objects. The object includes a stationary object such as a sign. Objects include moving objects such as pedestrians, motorcycles, and four-wheeled vehicles (other vehicles). Objects include road structures such as guardrails, medians, and curbs.

The object detection device 230 may analyze the image data and identify the type of the object based on the analysis result. The object detection device 230 uses a pattern matching technique or the like to identify whether or not the object included in the image data is a vehicle, a pedestrian, or a sign. The object detection device 230 processes the acquired image data and acquires the distance from the own vehicle to the object based on the position of the object existing around the own vehicle. In particular, the object detection device 230 acquires the positional relationship between the object and the own vehicle.

The object detection device 230 may use the radar device 232. As the radar device 232, a millimeter-wave radar, a laser radar, an ultrasonic radar, a laser range finder, or the like known at the time of filing can be used. The object detection device 230 detects the presence / absence of the object, the position of the object, and the distance to the object based on the received signal of the radar device 232. The object detection device 230 detects the presence / absence of the object, the position of the object, and the distance to the object based on the clustering result of the point cloud information acquired by the laser radar.

If it is possible for the other vehicle and the own vehicle to communicate with each other, the object detection device 230 measures the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle to indicate that the other vehicle exists. It may be acquired as physical information. Of course, the object detection device 230 can also acquire object information including the position, speed, and acceleration of another vehicle from an external device of Intelligent Transport Systems (ITS).

The vehicle-mounted device 200 of the present embodiment includes a lane keeping device 240. The lane keeping device 240 includes a camera 241 and road information 242. The camera 241 may share the camera 231 of the object detection device. The road information 242 may share the road information 223 of the navigation device. The lane keeping device 240 detects the lane of the first route on which the own vehicle travels from the image captured by the camera 241. The lane keeping device 240 recognizes the first lane in which the own vehicle is traveling, and controls the movement of the own vehicle so that the position of the lane marker in the lane and the position of the own vehicle maintain a predetermined relationship. Equipped with a prevention function (lane keep support function). The driving support device 100 controls the movement of the own vehicle so that the own vehicle travels in the center of the lane. The driving support device 100 may control the movement of the own vehicle so that the distance along the road width direction from the lane marker of the lane to the own vehicle is within a predetermined range. The lane marker is not limited as long as it has a function of defining the lane, and may be a line diagram drawn on the road surface, a planting existing between the lanes, or a lane. It may be a road structure such as a guardrail, a curb, a sidewalk, or a motorcycle-only road existing on the shoulder side of the road. Further, the lane marker may be an immovable object such as a signboard, a sign, a store, or a roadside tree existing on the road shoulder side of the lane.
The processor 11, which will be described later, stores the object detected by the object detection device 230 in association with the path. That is, the processor 11 has information on which path the object exists on.

The in-vehicle device 200 includes an output device 250. The output device 250 includes a display 251 and a speaker 252. The output device 250 outputs various information related to driving support to the user or the occupants of surrounding vehicles. The output device 250 outputs information on a drafted driving action plan and driving control based on the driving action plan. The occupants of the own vehicle are notified in advance via the display 251 and the speaker 252 that steering operation and acceleration / deceleration are executed as information according to the control information for the own vehicle to travel on the first route (target route). In addition, the information regarding the driving support may be notified in advance to the occupants of the own vehicle or the occupants of other vehicles via the vehicle interior lamps and the vehicle interior lamps. Further, the output device 250 may output various information related to driving support to an external device such as an intelligent transportation system via a communication device.

Next, the driving support device 100 will be described.
The driving support device 100 includes a control device 10, an output device 20, and a communication device 30. The output device 20 has the same function as the output device 250 of the in-vehicle device 200 described above. The display 251 and the speaker 252 are used as the configuration of the output device 20. The control device 10 and the output device 20 can exchange information with each other via a wired or wireless communication line. The communication device 30 exchanges information with the in-vehicle device 200, exchanges information inside the driving support device 100, and exchanges information with the outside of the driving support system 1.

First, the control device 10 will be described.
The control device 10 includes a processor 11. The processor 11 is an arithmetic unit that performs driving support processing including drafting a driving plan of the own vehicle. Specifically, the processor 11 serves as a control device 10 by executing a ROM (Read Only Memory) in which a program for executing an operation support process including an operation plan is created and a program stored in the ROM. It is a computer including a CPU (Central Processing Unit) as a functioning operation circuit and a RAM (Random Access Memory) as an accessible storage device.

The processor 11 according to this embodiment executes the following processing.
(1) Calculate the first route on which the own vehicle travels, acquire (detect / extract) multiple events encountered when traveling on the first route, and use the relationship between each extracted event and the own vehicle. Then, the process of formulating the first operation plan of the own vehicle traveling on the first route (first operation plan planning process),
(2) Processing for evaluating the appropriateness of changing lanes for moving the own vehicle from the first lane specified in the first route to another second lane (lane change evaluation processing),
(3) When the evaluation value of the appropriateness of lane change is equal to or higher than the first threshold value, a second driving plan for driving the own vehicle on the second route for changing lanes to the second lane is formulated (second driving plan). Planning process)

The processor 11 has a first block that realizes a first driving plan planning function, a second block that realizes a lane change evaluation function, and a third block that realizes a second driving plan planning function. The processor 11 executes each function in cooperation with the software for realizing each of the above functions or executing each process and the above-mentioned hardware.

First, a first operation plan planning process executed by the processor 11 according to the present embodiment will be described with reference to FIG. 2A. The first operation plan planning process is a basic process executed by the operation support system 1. The first driving plan planning process includes calculation processing of the first route, acquisition processing of events encountered when traveling on the first route, and planning processing of the first driving plan based on the relationship between each acquired event and the own vehicle. And include.

First, the calculation process of the first route will be described.
The processor 11 calculates a first route in which the own vehicle is traveling or is scheduled to travel. The processor 11 acquires the own vehicle information in order to calculate the first route. The processor 11 acquires the current position of the own vehicle from the position detection device 221. The processor 11 refers to the map information 222 and calculates the first route using the acquired current position and traveling direction. The processor 11 may acquire the planned travel route of the own vehicle obtained by the navigation device 220 as the first route. The processor 11 may acquire the guide route from the current position to the destination obtained by the navigation device 220 as the first route. The method known at the time of filing the application of the present application can be appropriately used for the calculation process of the route of the own vehicle.

The event acquisition process will be described.
The processor 11 acquires (detects / extracts) an event encountered when traveling on the first route. The event in the present embodiment is a thing (thing / existence of an object) that triggers the execution of running control. The driving control to be executed includes acceleration / deceleration of the vehicle and steering of the vehicle. That is, an event is a cause of accelerating / decelerating or steering the own vehicle. The event is an intersection on the first route, a stop line on the first route, a pedestrian crossing on the first route, and an object around the own vehicle traveling on the first route. Objects include flat / three-dimensional traffic signs, moving objects such as pedestrians, two-wheeled vehicles and four-wheeled vehicles, and road structures such as guardrails, medians and curbs.

The processor 11 refers to the map information 222 and extracts another route having an intersection with the first route in which the own vehicle is traveling or is scheduled to travel. The route having an intersection with the first route includes a route intersecting with the first route, a route flowing into the first route, a route flowing in from the first route, and a route intersecting with the first route. When another route is detected, the intersection with the other route is the intersection of the first route and is acquired as an event. The processor 11 refers to the traffic rule information 224 and acquires the presence and position of the traffic sign on the first route. The traffic rule information 224 is information in which information such as a temporary stop position, no entry, and one-way traffic is associated with a link (route) or position information. The processor 11 recognizes the stop traffic rule as an event. The processor 11 extracts the position where the stop is defined as the position where the own vehicle encounters the event. The location of the extracted event is associated with the route (including the link). Similarly, the processor 11 recognizes the no-entry traffic rule as an event. The processor 11 extracts a position on the upstream side (upstream side in the traveling direction) from the position where entry prohibition is defined as a position where the own vehicle encounters an event. The location of the extracted event is associated with the route (including the link). The traffic rule information 224 includes a traffic signal indicated by a traffic light. At this time, the map information 222 and the road information 223 may be referred to.

The processor 11 extracts an event encountered by the own vehicle traveling on the first route based on the output result of the object detection device 230. The events encountered include the presence and location of an object, including an obstacle, on the first path. The processor 11 recognizes the existence of an object (an object including a pedestrian, another vehicle, a road structure, etc.) detected by the object detection device 230 as an event encountered by the own vehicle. When the distance between the own vehicle and the detected object is less than a predetermined value, the processor 11 may extract the existence of the object as an event. The processor 11 may extract the existence of the object as an event when the predicted time lag until the contact between the own vehicle and the detected object is less than a predetermined value.

The processor 11 uses the position information of the object to extract an event encountered by the own vehicle traveling on the first route. Objects include objects related to temporary traffic regulations such as construction sites, broken down vehicles, and avoidance areas. Information on the position where the object exists may be included in the road information 223. Information on the position where the object exists can be received from a roadside information providing device such as ITS.

The processor 11 acquires the existence and position of the object including the obstacle on the first path based on the output result of the object detection device 230. The processor 11 refers to the road information 223 and acquires the existence and position of the road structure on the first route. At this time, the map information 222 and the road information 223 may be referred to.

The processor 11 formulates a first operation plan for traveling on the first route based on the relationship between the acquired event information (existence and position) and the own vehicle. The first operation plan may be drafted at a predetermined cycle, or at a timing when the distance between the own vehicle and the intersection becomes less than the predetermined distance.

The processor 11 associates the encounter position with the extracted plurality of events with the route of the own vehicle. The processor 11 rearranges the extracted plurality of events in the order in which the own vehicle encounters them. The processor 11 obtains the order of the events to be encountered from the transition of the position of the own vehicle traveling on the first route and the position of the event, and rearranges the events according to the order in which the own vehicle encounters. The information arranged in chronological order in which this event is encountered may be presented to the user via the output device 20 described later.

Subsequently, the processor 11 plans the driving behavior of the own vehicle traveling on the route. The processor 11 uses the relationship (evaluation result) between a plurality of events encountered over time when the own vehicle travels on the first route and the own vehicle (evaluation result) to plan an operation when the own vehicle travels on the first route. To plan. The processor 11 formulates an operation plan in consideration of the existence of the object detected by the object detection device 230.

The processor 11 describes the type of each extracted event (intersection, traffic rule, object), the position and position change with the event (distance, time to contact, approach speed, distance after a predetermined time), and the content of the event. (Contents of traffic rules, attributes of objects), etc. are evaluated. The processor 11 uses the vehicle speed of the own vehicle acquired from the vehicle speed sensor 262 to obtain the distance to the event and the change in the distance.

When the event is a traffic rule, the processor 11 refers to one or more of the detection results of the traffic rule information 224, the map information 222, the road information 223, and the object detection device 230, and the type and position of the traffic rule. / Change position, read contents. When the event is a traffic light, the processor 11 recognizes whether the traffic rule indicated by the traffic light is progress / attention / stop based on the recognition result of the signal recognition function of the object detection device 230. The processor 11 may recognize the traffic rule indicated by the traffic light based on the signal information transmitted by the external ITS acquired via the communication device 30. When the event is a traffic sign such as a stop line, a pause line, a stop prohibition area, or a lane change prohibition, the processor 11 refers to the traffic rule information 224, the road information 223, and the map information 222 to detect an object. Recognize the position and contents of the traffic sign detected by the device 230.
When the event is an object such as a pedestrian, another vehicle, or a road structure, the processor 11 uses the own vehicle and the object based on the position and moving speed of the object detected by the object detection device 230. Find the type, position / position change, and content.

The processor 11 determines one driving behavior for each of the plurality of extracted events. The determined behaviors include progressive behaviors and stopping behaviors related to driving. The processor 11 determines either a progressing action or a stopping action for each event. If the event is a traffic rule and the traffic rule requires a stop, the processor 11 determines the driving behavior for the event as "stop". On the other hand, if the traffic rule permits passage, the processor 11 determines the driving behavior for the event as "progress". If the event is an object, the distance to the object is less than a predetermined value, the change in distance is greater than or equal to a predetermined value, and the time to contact is less than a predetermined value, the processor 11 responds to the event. Determine the driving behavior as "stop". On the other hand, when the distance to the object is equal to or greater than a predetermined value, the change in distance is less than a predetermined value, and the time to contact is equal to or greater than a predetermined value, the processor 11 “progresses” the driving action for the event. To decide. The processor 11 formulates a series of operation plans based on the contents of each action determined for these plurality of events.

An example of a method for determining the driving behavior of the processor 11 will be described with reference to FIG. 2A. The processor 11 determines the driving action to be taken in response to the event encountered when the own vehicle V1 travels on the first route R1. The processor 11 calculates the route on which the own vehicle travels in consideration of the destination of the own vehicle V1. The calculated route is the first route R1 in the present embodiment. Taking the first route R1 shown in FIG. 2A as an example, an operation plan for traveling on the first route R1 will be described. On the first route R1, the own vehicle V1 travels in the direction indicated by the arrow F, passes the stop line ST1, the signal SG1, and the pedestrian crossing CR1, and turns right at the intersection P. The events that the own vehicle V1 encounters when traveling on the first route R1 are the stop line ST1, the signal SG1, the pedestrian crossing CR1, the other vehicle V2 approaching when entering the right turn lane, and the pedestrian crossing CR4. The processor 11 extracts an event at one timing. Since the event encountered by the own vehicle V1 changes from moment to moment, the position of the object also changes when the timing is different. The processor 11 calculates an operation plan every moment according to an event that changes every moment in a predetermined cycle. The processor 11 may calculate the driving plan when the own vehicle V1 approaches an intersection (an intersection with another route) on the first route within a predetermined distance.

The processor 11 describes the type of each extracted event (intersection, traffic rule, object), the position and position change with the event (distance, time to contact, approach speed, distance after a predetermined time), and the event. Judge the contents (contents of traffic rules, attributes of objects).
The processor 11 recognizes the event (stop line ST1) closest to the own vehicle V1. The processor 11 determines that the stop line ST1 is a traffic rule, the distance from the own vehicle V1 is D1 / arrival time is S1, and the event requires a temporary stop.
The processor 11 corresponds to the stop line ST1 and recognizes the event (signal SG1) second closest to the own vehicle V1. The processor 11 determines that the number SG1 is a traffic rule, the distance from the own vehicle V1 is D2 / the arrival time is S2, and the progress is prohibited (red / yellow signal). The stop line ST1 is an event indicating a position where the vehicle is stopped on the upstream side of the signal SG1 when the signal SG1 instructs the stop when the own vehicle V1 enters the intersection. The signal SG1 recognized as a separate event and the stop line ST1 are associated with each other in the traffic rule information 224. The content of the stop line ST1 is "stop" when the signal SG1 is a signal indicating a stop (red / yellow signal), but "progress" when the signal SG1 is a signal indicating progress (blue / green). It becomes. Based on the fact that the progress prohibition is instructed in the event (signal SG1), the processor 11 becomes "stop" for the driving action for the event (stop line ST1) associated with the event (signal SG1).

The processor 11 recognizes the event (pedestrian crossing CR1) that is the third closest to the own vehicle V1. The processor 11 determines that the pedestrian crossing CR1 is a traffic rule, the distance from the own vehicle V1 is D2 / the arrival time is S2, and the progress is permitted (blue / green signal). The traffic rules for pedestrian crossings are "stop" when the signal indicates no entry and "progress" when the signal indicates permission to enter. The traffic rule of the pedestrian crossing is "stop" when there are pedestrians on the pedestrian crossing, and "progress" when there are no pedestrians on the pedestrian crossing. Since the processor 11 is instructed to prohibit the progress in the event (signal SG1), the event (pedestrian crossing CR1) becomes "stop". In addition, there is a pedestrian H1 walking on the pedestrian crossing CR1. The object detection device 230 detects the pedestrian H1. Based on the detection result (presence of pedestrian H1) of the object detection device 230, the processor 11 sets the driving behavior for the event (pedestrian crossing CR1) to “stop”.

When the processor 11 makes a right turn in the intersection P, the processor 11 extracts a point (intersection) where the first route intersects with another road as an event. The processor recognizes the event (intersection MX12) that is the third closest to the own vehicle V1. The processor determines that the intersection MX12 is an intersection, the distance from the own vehicle V1 is D3 / the arrival time is S3. In addition, there is another vehicle V2 approaching the intersection MX12. The object detection device 230 detects another vehicle V2 approaching the intersection MX12. The object detection device 230 recognizes an object whose TTC (time to collision) based on the own vehicle V1 is within a predetermined time as an object. Based on the detection result of the object detection device 230 (existence of another vehicle V2), the processor 11 sets the driving behavior for the event (intersection MX12) to "stop".

The processor 11 extracts the pedestrian crossing CR4 that enters after turning right at the intersection P as an event. The processor 11 recognizes the event (pedestrian crossing CR4) that is the fourth closest to the own vehicle V1. The processor 11 determines that the pedestrian crossing CR4 is a traffic rule and the distance from the own vehicle V1 is D4 / arrival time is S4. If you leave the intersection area, you are not required to stop before entering the pedestrian crossing. However, it is always necessary to consider the existence of surrounding objects. The processor 11 constantly acquires the detection result of the object detection device 230 (at a predetermined cycle), and confirms that there is no object in the surroundings. If the object detection device 230 does not detect an object at the timing before entering the event (pedestrian crossing CR4), the processor 11 sets the driving action for the event (pedestrian crossing CR4) to “progress”.

The processor 11 determines either a progressing action or a stopping action for each event based on the relationship between the plurality of events encountered by the own vehicle V1 over time and the own vehicle V1, and for each event. A series of first operation plans are formulated using the contents of the actions determined in the above. The same applies to the drafting of the second operation plan, which will be described later. The processor 11 formulates a series of operation plans for each event by using the relationship between the plurality of events encountered with time when the own vehicle V1 travels on the first route and the own vehicle V1. This simplifies the process of developing the final operation plan. It is possible to reduce the calculation load while formulating a highly accurate operation plan that takes into account necessary events.

The processor 11 formulates an operation plan for stopping the own vehicle V1 when a stop action decision or an undecidable decision is made for at least one or more of the acquired events. When a stop action decision or an undecidable decision is made for at least one or more of the extracted events, the processor 11 stops the own vehicle V1 at the event closest to the current position of the own vehicle V1. Make an operation plan to let you. Since the own vehicle V1 is stopped immediately, the risk can be avoided. By the way, when the processor 11 makes an undecidable determination, when the ratio of the blind spot region included in the image of the camera 231 is equal to or more than a predetermined value, the detection accuracy of the object by the object detecting device 230 is less than the predetermined value. In some cases, the processing by the lane keeping device 240 is stopped, the intervention operation is performed by the driver, and the like. If the determination is not possible, the execution of the driving plan based on inaccurate information can be suppressed by promptly stopping the own vehicle V1.

As described above, the relationship between the event and the own vehicle V1 changes from moment to moment as the state of the event changes. If the state of the event changes, so does the driving behavior. The processor 11 formulates a first operation plan of the own vehicle V1 traveling on the first route by using the relationship between each event and the own vehicle V1 at all times (at a predetermined cycle).

The driving support device 100 presents the drafted driving plan to the user.
Here, a method of presenting an operation plan using the output device 20 will be described.
The output device 20 includes an output control processor 21. The output control processor 21 uses the display 251 as the output device 20 to display information on the operation plan. The output control processor 21 displays the events extracted by the processor 11 and arranged in the order in which they are encountered. The output control processor 21 may output a plurality of rearranged events by voice using the speaker 252.

FIG. 3A is a display example of the information VW showing the event over time. The arrow T indicates the traveling direction of the own vehicle V1 in the first path. The output control processor 21 displays the extracted events, that is, the stop line ST1 and the signal SG1, the pedestrian crossing CR1, the intersection MX12, and the pedestrian crossing CR4 in the order in which the own vehicle V1 encounters, along the arrow T. The information indicating the event may be a symbol, text information, or an abstract mark. Coloring, size, etc. can be determined arbitrarily.

The output control processor 21 displays the driving behavior of each event determined by the processor 11 in association with each event. In the information VW shown in FIG. 3A, the driving behavior of the event is displayed below each event so that the position along the arrow T is common to each event. The information indicating the driving behavior may be a symbol, text information, or an abstract mark. Coloring, size, etc. can be determined arbitrarily.

The output control processor 21 may display information such as symbols and marks indicating the extracted events at positions corresponding to the ratio of the actual distances from the own vehicle V1 to each event. The output control processor 21 sets the length of the arrow T indicating the first path as a predetermined distance, and the total length of the arrow T is expressed in the display information VW so that the ratio between the own vehicle V1 and the actual distance between each event is expressed in the display information VW. Determine the mark position of each event with respect to. The output control processor 21 considers the speed of the own vehicle V1 and sets the length of the arrow T indicating the first path as a predetermined distance, and the ratio of the time for the own vehicle V1 to reach each event is expressed in the display information VW. As such, the position of the arrow of the mark of each event with respect to the total length of the arrow T may be determined.

The output control processor 21 has a plurality of extracted events even when the event includes a route intersection, a stop position on a traffic rule, a stationary object such as a road structure, a moving object such as a pedestrian, or another vehicle. The stationary objects and moving objects included in the event are rearranged along a common time axis of the order in which the own vehicle V1 encounters. Other vehicles include other vehicles approaching from behind.

In this way, by displaying the events encountered by the own vehicle V1 traveling on the first route side by side in the order in which the own vehicle V1 encounters, the driver of the own vehicle V1 can see what kind of event and how. You can visually recognize what kind of driving behavior you will take by encountering them in the correct order.

Next, an evaluation method of appropriateness for changing lanes will be described.
The processor 11 executes a process (lane change evaluation process) for evaluating the appropriateness of changing the lane for moving the own vehicle V1 from the first lane specified in the first route to another second lane. "Appropriateness of lane change" is one or more of the risk of changing lane, advantage (merit), degree of importance (priority), possibility of changing lane, and necessity of changing lane. It is a concept that includes the meaning of. The appropriateness of changing lanes is evaluated from the viewpoint of whether or not the driving behavior of changing lanes is appropriate in the current situation. The processor 11 determines the appropriateness of changing lanes from the viewpoint of one or more of the risks, advantages, or importance of changing lanes. In addition, the processor 11 evaluates the appropriateness of changing lanes based on the possibility of changing lanes and / or the necessity of changing lanes. As a result, the state (speed, attitude) of the own vehicle V1, the state of the route on which the own vehicle is traveling, and the surrounding conditions (existence of the object, the moving speed of the object, and the differential component of the speed of the object) The amount of change on the time axis), the importance / necessity of changing lanes (securing the route to the destination), the importance of changing lanes (whether or not the lane change is essential to reach the destination) It is possible to judge "appropriateness of lane change" from various aspects in consideration of whether or not the lane change is for overtaking another vehicle and whether or not the lane change is near the destination.

The processor 11 is any one of map information 222, road information 223, traffic rule information 224, detection result of object detection device 230, detection result of detection device 260, output information of navigation device 220, and output information of lane keeping device 240. Evaluate the adequacy of lane changes using one or more.

The processor 11 evaluates the appropriateness of the lane change based on the degree of risk of the lane change. The processor 11 calculates the evaluation value of the appropriateness of the lane change based on the risk when changing the lane. The processor 11 calculates the risk when moving the vehicle from the first lane specified in the first route to another second lane, and calculates the evaluation value of the appropriateness of the lane change according to the degree of the risk. .. This makes it possible to provide driving assistance that reduces the risk felt by the occupants.

The processor 11 calculates the risk related to the lane change based on the relative distance and / or the relative speed between the vehicle and other vehicles around it, and calculates the evaluation value of the appropriateness of the lane change according to the degree of the risk. To do. Other vehicles in the vicinity include other vehicles in front of the vehicle. Other vehicles in the vicinity include other following vehicles traveling behind the vehicle. In this process, the shorter the relative distance, the higher the risk of changing lanes is calculated. In this process, the higher the relative speed, the higher the risk of changing lanes is calculated.
The processor 11 evaluates the appropriateness of the lane change in consideration of the degree of proximity between the own vehicle V1 and the object when the lane is changed. When the distance between the own vehicle V1 and the object is less than the predetermined value, the approach speed between the own vehicle V1 and the object is less than the predetermined value, the TTC between the own vehicle V1 and the object is less than the predetermined value, and the approach speed of the other vehicle is more than the predetermined value. In some cases, it is possible to decide not to change lanes in consideration of the risk. The "appropriateness" of changing lanes in such cases is judged to be low.
As a result, it is possible to provide driving support that reduces the risk felt by the occupant due to the short inter-vehicle distance. In addition, it is possible to provide driving support that reduces the risk felt by the occupants depending on the degree of proximity to other vehicles.

The processor 11 calculates the risk related to the lane change based on the number of lane changes required from the current location to the arbitrary destination, and calculates the evaluation value of the appropriateness of the lane change according to the degree of the risk. To do. In the present embodiment, the arbitrary destination is not limited to the final destination, but also includes a relay point existing between the current position and the destination. Any destination includes an intersection that changes lanes, and the intersection includes sub-goals such as confluences and branch points (the same applies hereinafter). A sub-goal is a relay point that must be passed to reach the final destination (goal). In this process, the greater the number of lane changes, the higher the risk of lane change is calculated. As a result, it is possible to provide driving support that reduces the risk felt by the occupants due to the large number of lane changes.

The processor 11 calculates the risk of changing lanes based on the number of intersections passing from the current location to an arbitrary destination and / or the number of branch points / merging points, and lanes according to the degree of the risk. Calculate the evaluation value of the appropriateness of the change. In this process, the greater the number of intersections and / or the number of branch points / merging points, the higher the risk of changing lanes is calculated. As a result, it is possible to execute driving support that reduces the risk felt by the occupant due to the large number of intersections and / or the number of branch points / confluences on the route to the destination.

The processor 11 evaluates the appropriateness of the lane change based on the degree of advantage due to the driving behavior of the lane change. The processor 11 calculates the evaluation value of the appropriateness of the lane change based on the advantage obtained by the lane change. The processor 11 calculates the advantage caused by the lane change, and calculates the evaluation value of the appropriateness of the lane change according to the degree of the advantage. This makes it possible to carry out lane changes that are beneficial to the occupants and to provide driving assistance that is profitable.

The processor 11 calculates the degree of advantage due to lane change based on the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle, and lanes according to the degree of advantage. Calculate the evaluation value of the appropriateness of the change. In this process, the larger the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle, the higher the advantage related to the lane change is calculated. When the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle is large, it is highly possible that the preceding other vehicle is traveling at a speed slower than the speed limit. In such a case, it is highly possible that the benefit of shortening the arrival time to the destination can be obtained by changing the lane. Further, in such a case, it is highly possible that the benefit of being able to drive in a lane other than the congested lane can be obtained by changing the lane. As a result, it is possible to execute driving support in consideration of the benefits of executing the lane change.

The processor 11 calculates the degree of advantage based on the speed of another vehicle traveling around the vehicle and / or the amount of change in the differential component of the speed on the time axis, and appropriately changes the lane according to the degree of the advantage. Calculate the evaluation value of sex. In this process, if the reciprocal of the amount of change in the speed of the other vehicle is defined as the advantage of overtaking the preceding vehicle, the timing of overtaking the other vehicle can be determined. When the deceleration of the preceding vehicle can be continuously observed, it is judged that the advantage of changing lanes is high. If it is defined as an advantage of overtaking the preceding vehicle based on the amount of change in the differential component of the speed of the other vehicle on the time axis, the timing of overtaking the other vehicle can be determined without the vehicle behavior becoming unstable. As a result, it is possible to execute driving support for changing lanes at a timing suitable for executing the lane change.

The processor 11 evaluates the appropriateness of the lane change based on the importance (priority) of the lane change. The processor 11 calculates the evaluation value of the appropriateness of the lane change based on the importance (priority degree) of the lane change. The processor 11 calculates the degree of importance of the lane change, and calculates the evaluation value of the appropriateness of the lane change according to the degree of the importance. As a result, it is possible to execute driving assistance that reliably executes a lane change that is highly necessary.

The processor 11 calculates the degree of importance related to the lane change (hereinafter, also referred to as "importance") based on the necessity of the lane change on the route to an arbitrary destination, and the degree of the importance is calculated. The evaluation value of the appropriateness of lane change is calculated according to the above. In this process, the degree of importance of changing lanes required for turning left or right on the route to the destination is calculated to be high. This ensures that the lane changes required to reach the destination can be made.

The processor 11 calculates the degree of importance of the lane change performed in order to overtake another vehicle traveling ahead is low, and calculates the evaluation value of the appropriateness of the lane change according to the degree of importance. Changing lanes to overtake other vehicles is less important than changing lanes, which is essential to reach your destination. As a result, it is possible to prioritize and execute the lane change necessary to reach the destination. In addition, it is possible to prevent the drafting of an operation plan that frequently overtakes.

The processor 11 calculates the degree of importance of lane change when the distance to an arbitrary destination is less than a predetermined value, and evaluates the appropriateness of lane change according to the degree of importance. calculate. In this process, the importance of changing lanes near the destination is evaluated low. As a result, it is possible to prevent the driver from changing lanes near the destination.

The processor 11 evaluates the appropriateness of the lane change based on the possibility of changing the lane. The processor 11 calculates the evaluation value of the appropriateness of the lane change based on the possibility that the lane change can be executed. In this process, if the possibility of changing lanes is low, the evaluation value of the appropriateness of changing lanes is calculated low. When the possibility of lane change is high, the evaluation value of the appropriateness of lane change is calculated high. The processor 11 calculates the possibility of changing lanes, and calculates the evaluation value of the appropriateness of changing lanes according to the degree of the possibility. This makes it possible to formulate a driving plan that incorporates lane changes that are likely to be executed.

The processor 11 includes the presence / absence of a lane adjacent to the first lane specified in the first route, the relationship between the first route and the intersecting route, the relationship with the event on the intersecting route with the first route, and the first route. Whether or not to change lanes is determined in consideration of one or more of the traffic rules, the degree of proximity of the own vehicle V1 to the object when changing lanes, and the existence of the traveling space of the own vehicle V1 when changing lanes. The processor 11 determines whether or not the lane change is possible based on the surrounding conditions of the own vehicle V1, and evaluates the appropriateness of the lane change based on the degree of possibility that the lane change is possible (impossible). By doing so, it is possible to accurately determine the appropriateness of objectively changing the lane of the own vehicle V1.

The processor 11 determines that the lane change is impossible and the evaluation value of the "appropriateness" is low when the situation around the own vehicle V1 (particularly the section where the lane is changed) is not the situation where the lane can be changed. To do. The processor 11 evaluates the evaluation value of the appropriateness of the lane change based on the presence or absence of the lane adjacent to the first lane specified in the first route. When there is no adjacent lane in the traveling lane (first lane) of the own vehicle V1, it is judged that the evaluation value of the "appropriateness" is low because the lane cannot be changed in the first place.

The processor 11 evaluates the appropriateness of the lane change in consideration of the relationship with the event on the route intersecting the first route. If there is an event such as a pedestrian crossing, an intersection, an entry prohibited area, or a construction area at the lane change destination of the own vehicle V1, it can be determined not to change the lane in consideration of the risk. The "appropriateness" of changing lanes in such cases is judged to be low.
The processor 11 evaluates the appropriateness of the lane change in consideration of the traffic rule of the first route. When the first route is prohibited from changing lanes, it is judged that the "appropriateness" is low because it is impossible to change lanes in the first place.
The processor 11 evaluates the appropriateness of the lane change in consideration of the existence of the traveling space of the own vehicle V1 at the time of the lane change. If the traveling space of the own vehicle V1 does not exist after the lane change, it is judged that the "appropriateness" is low because the lane change is impossible in the first place. For example, there is a case where another vehicle exists in the space located after the lane change of the own vehicle V1.
The processor 11 uses the detection result of the object detection device 230, the map information 222, the road information 223, and the traffic rule information 224 to determine whether or not there is a space for changing lanes around the own vehicle V1. When the surrounding area of the own vehicle V1 (particularly the space for changing lanes) can change lanes, it is possible to change lanes, and it is judged that the "appropriateness" is high. For example, it is a case where a sufficient space is secured after the lane change of the own vehicle V1.

The processor 11 evaluates the appropriateness of the lane change based on the current position of the own vehicle V1 and the own vehicle information of the own vehicle V1. The own vehicle information of the own vehicle V1 is the vehicle speed, attitude, and steering angle of the own vehicle V1. The current position of the own vehicle V1 is detected by the position detection device 221 and the own vehicle information of the own vehicle V1 is detected by the detection device 260 (steering angle sensor 261, vehicle speed sensor 262, attitude sensor 263).
When the own vehicle information of the own vehicle V1 is out of the threshold range suitable for the lane change, the processor 11 determines that the "appropriateness" of the lane change is low. For example, when the speed of the own vehicle V1 is equal to or higher than a predetermined value, when the steering direction of the own vehicle V1 is equal to or higher than a predetermined value with respect to the direction of changing lanes, the posture of the own vehicle V1 is outside the threshold range suitable for changing lanes. In some cases, it is judged that the "appropriateness" is low because the own vehicle V1 cannot change lanes. On the other hand, when the speed of the own vehicle V1 is less than the predetermined value, when the steering direction of the own vehicle V1 is less than the predetermined value with respect to the direction of the lane change, the attitude of the own vehicle V1 is within the threshold range suitable for the lane change. In some cases, the own vehicle V1 can be made to change lanes, so that the "appropriateness" is judged to be high.

Even if it is determined that the lane can be changed by focusing only on the surrounding environment, the lane may not be changed in consideration of the own vehicle information of the own vehicle V1 and the current position. In such a case, it becomes necessary to cancel / correct the decision to change lanes, and the immediacy of the decision is impaired. By evaluating the appropriateness of the lane change based on the current position of the own vehicle V1 and the own vehicle information of the own vehicle V1, it is possible to accurately and immediately determine whether or not the lane change is possible (appropriate).

The processor 11 calculates an evaluation value of the appropriateness of lane change as an evaluation result. The appropriateness of the above-mentioned lane change is output as a countable numerical value. If lane change is not possible, the appropriateness of lane change can be defined as the minimum value, and if lane change is possible, the appropriateness of lane change can be defined as the maximum value. Each evaluation value may be calculated by weighting the appropriateness of lane change for each judgment factor (existence of adjacent lane, existence of object, etc.), and a comprehensive evaluation value may be calculated based on these. .. The method for quantifying the appropriateness is not particularly limited, and the minimum value, the maximum value, and the weighting coefficient are appropriately defined.

Finally, the second operation planning process will be described.
Next, the processor 11 executes the second operation planning process based on the evaluation result of the appropriateness of the lane change.
When the evaluation value of the appropriateness of the lane change is equal to or higher than the first threshold value, the processor 11 formulates a second driving plan for traveling the second route for changing the lane of the own vehicle V1 to the second lane (second). Operation planning process)

When the evaluation value of the appropriateness of the lane change becomes equal to or higher than the first threshold value, the processor 11 determines that there is a benefit of changing the lane. The processor 11 formulates a second operation plan for traveling on a second route for changing the lane of the own vehicle V1 to the second lane. The processor 11 formulates a second operation plan including the lane change only when it can be evaluated that the appropriateness of the lane change is large.
In general, the computational load of processing information obtained by a detection device such as an in-vehicle camera and sequentially searching for a new route is large. The magnitude of the arithmetic load causes a delay in arithmetic processing. The delay in arithmetic processing impairs the reliability of driving support including automatic driving / semi-automatic driving, which requires real-time performance.

In the present embodiment, from the viewpoint of whether or not the lane change is suitable for driving behavior in the current situation (appropriateness), "whether to continue driving in the currently driving lane" or "whether to change lanes". Based on the alternative judgment, it is finally decided whether to follow the first operation plan or the second operation plan. Rather than generating actions suitable for the driving scene from the infinite number of action candidates, lane-keeping driving (current first driving plan) and lane-changing driving (another second driving plan) are based on the evaluation value of lane change. ), It is only necessary to select an appropriate one from the two operation plans, so that the calculation load can be reduced and quick processing can be executed. As a result, it is possible to realize a driving behavior that does not make the human driver feel uncomfortable. In particular, when supporting automatic driving, this method contributes to the realization of highly reliable and smooth driving.

As described above, when the evaluation value of the appropriateness of lane change becomes equal to or higher than the first threshold value, the processor 11 travels on the second route for changing the lane of the own vehicle V1 to the second lane. To plan. When the second driving plan is drafted, the processor 11 assists the driving of the own vehicle V1 so as to follow the second driving plan.
On the other hand, when the evaluation value of the appropriateness of lane change is evaluated to be less than the second threshold value, the processor 11 supports the operation of the own vehicle V1 so as to follow the first operation plan. In other words, when the processor 11 evaluates that the appropriateness of the lane change is low, the processor 11 adopts the first operation plan devised in advance without changing the lane.
In this way, when it is evaluated that the appropriateness of the lane change is low, the first operation plan that has already been drafted is adopted, so that there is no waste in the calculation process. The processing power of the processor 11 can be effectively utilized. The first threshold value and the second threshold value may be the same value or may be different values.

FIG. 2B shows a second route R2 calculated when the processor 11 determines that the evaluation value of the appropriateness of lane change is equal to or higher than a predetermined value. The processor 11 evaluates the appropriateness of changing the lane of the own vehicle V1. The timing for evaluating the appropriateness of changing lanes is not particularly limited, but it is the timing when the distance from the intersection is less than the predetermined value. If it is necessary to change lanes to reach the specified destination, the appropriateness of the lane change may be evaluated for each lane changeable scene.

The processor 11 is traveling on the first route R1 at the timing of evaluating the appropriateness of changing the lane of the own vehicle V1. The processor 11 evaluates the appropriateness of the lane change while traveling on the first route R1. The processor 11 calculates the second route R2 including the lane change for moving the own vehicle V1 from the first lane L1 specified in the first route R1 to another second lane L2. When it is determined that the evaluation value of the appropriateness of lane change is equal to or higher than a predetermined value, the processor 11 calculates the second route R2 for changing the lane of the own vehicle V1 and when traveling on the second route R2. The events encountered by the own vehicle V1 are extracted, and the driving behavior for each event is determined. The driving planning method including route calculation, event detection / extraction, and driving behavior determination, which is performed after evaluating the appropriateness of lane change, is the same as the first driving planning method described with reference to FIG. 2A. Common.

In the example shown in FIG. 2B, the processor 11 determines the driving action to be taken in response to the event encountered when the own vehicle V1 travels on the second route R2. The own vehicle V1 steers from the direction of arrow F0 to the direction of arrow F1 and changes lanes from lane L1 to lane L2. On the second route R2, pass the stop line ST1, the signal SG1, and the pedestrian crossing CR1, and turn right at the intersection P. The traveling direction of the second path R2 is basically the same as the traveling direction of the first path R1. The events that the own vehicle V1 encounters when traveling on the second route R2 are the stop line ST1, the signal SG1, the pedestrian crossing CR1, the intersection MX12, and the pedestrian crossing CR4.

The processor 11 determines that the event closest to the own vehicle V1 (stop line ST1) is the distance D1 / arrival time S1 from the own vehicle V1 and this is an event for requesting a temporary stop. The processor 11 determines that the event (signal SG1) second closest to the own vehicle V1 is a distance D2 / arrival time S2 from the own vehicle V1 and is an event that permits progress (blue / green signal). Based on the fact that the progress permission is instructed in the event (signal SG1), the processor 11 determines that the driving behavior for the event (stop line ST1) associated with the event (signal SG1) is "progress".

The processor 11 determines that the event (pedestrian crossing CR1) that is the third closest to the own vehicle V1 is a distance D2 / arrival time S2 from the own vehicle V1 and is an event that permits progress (blue / green signal). .. Since the processor 11 is instructed to allow progress in the event (signal SG1), the event (pedestrian crossing CR1) becomes "progress". Further, the pedestrian H1 walking on the pedestrian crossing CR1 has a distance from the second route R2 of a predetermined value or more. Based on the detection result (presence of pedestrian H1) of the object detection device 230, the processor 11 sets the driving behavior for the event (pedestrian crossing CR1) to “progress”.

When the processor 11 makes a right turn in the intersection P, the processor 11 extracts a point (intersection) where the second route intersects with another road as an event. The processor acquires the distance D3 / arrival time S3 from the own vehicle V1 for the event (intersection MX12) that is the third closest to the own vehicle V1. Further, the object detection device 230 outputs a detection result that there is no other vehicle approaching the intersection MX12. Based on the detection result of the object detection device 230 (the absence of the object), the processor 11 sets the driving behavior for the event (intersection MX12) to “progress”.

The processor 11 determines that the distance D4 / arrival time S4 from the own vehicle V1 is the event (pedestrian crossing CR4) that is the fourth closest to the own vehicle V1. If the object detection device 230 does not detect an object at the timing before entering the event (pedestrian crossing CR4), the processor 11 sets the driving action for the event (pedestrian crossing CR4) to “progress”.

The processor 11 determines either a progressing action or a stopping action for each event based on the relationship between the plurality of events encountered by the own vehicle V1 over time and the own vehicle V1, and for each event. A series of second operation plans are formulated using the contents of the actions determined in the above.

The driving support device 100 presents the drafted second conversion plan to the user.
FIG. 3B is a display example of the information VW showing the event over time. The arrow T indicates the traveling direction of the own vehicle V1 in the second path. The output control processor 21 displays the extracted events, that is, the stop line ST1 and the signal SG1, the pedestrian crossing CR1, the intersection MX12, and the pedestrian crossing CR4 in the order in which the own vehicle V1 encounters, along the arrow T. In the information VW shown in FIG. 3B, the driving behavior of each event is displayed below each event.

In this way, even when the route is changed from the first route to the second route, the events encountered by the own vehicle V1 traveling on the second route including the lane change are observed in the order in which the own vehicle V1 encounters. By displaying them side by side, the driver of the own vehicle V1 visually recognizes what kind of event, in what order, and what kind of driving action is taken on the second route after the lane change. it can.

Further, in this example, the output control processor 21 displays the driving behavior information in which the actions determined for each event are arranged in the order in which the own vehicle V1 encounters, and the position of the predicted section. Based on the position of each event, the section is superimposed and displayed on the driving behavior information. As a result, the driver can recognize the timing of changing lanes based on the timing of encountering the event. Since the driver can recognize the timing of steering (changing lanes), it is possible to prevent the driver from feeling uncomfortable with the behavior of the own vehicle V1.

Around the same time as the operation plan drafting process, the processor 11 determines the stop position for the "stop" event when generating the operation plan. The "stop position" constitutes a part of the first operation plan or the second operation plan.
Hereinafter, in determining the stop position in the operation plan, the processor 11 can stop on the upstream side of the event when the stop action is determined or the action decision determination cannot be made in the operation plan. The own vehicle V1 is stopped at a suitable position. The processor 11 sets the stop position at a position on the upstream side by a predetermined distance from the event in which the stop of the own vehicle V1 is required. The method for setting the stop position is not particularly limited.

Subsequently, the basic processing procedure of the driving support system 1 will be described with reference to the flowchart of FIG. The driving support device 100 drives the own vehicle V1 along the set route (first route / second route). The route may be set based on the lane of the road, or may be set without being limited to the lane. The driving support device 100 may be a driving support that always maintains a lane (lane), or if the steering amount is less than a predetermined value, the driving that maintains the lane (lane) and the steering amount is equal to or more than a predetermined value. In the case of (for example, when turning left or right in an intersection), the driving may be performed while maintaining the virtual lane.

Steps S101-S109 are processes related to the planning and execution of the first operation plan, and steps S110-S113 are processes related to the planning and execution of the second operation plan. The first operation plan is executed by the lane keeping device 240. The lane keeping device 240 detects a traveling lane using the camera 241 and controls the steering device 280 so that the own vehicle V1 travels in the lane to drive the own vehicle V1 (lane keeping traveling). The lane keeping device 240 creates a virtual lane along the traveling route at an intersection where the lane cannot be detected, controls the steering device 280 so as to travel in the virtual lane, and travels the own vehicle V1. Let me. The second operation plan may also be executed by the lane keeping device 240. However, since the operation when changing lanes is premised on deviating from the lane, a virtual lane is created along the lane change route, and the steering device 280 is controlled so as to drive in the virtual lane. The vehicle V1 is driven.

First, in step S101, the processor 11 acquires the own vehicle information of the own vehicle V1 via the detection device 260 and the lane keeping device 240. The own vehicle information includes the position of the own vehicle V1, the speed / acceleration of the own vehicle V1, the traveling direction of the own vehicle V1, and the positional relationship between the own vehicle V1 and the lane.

In step S102, the processor 11 calculates the first route on which the own vehicle V1 travels via the navigation device 220. The first route is a travel route in which the first lane in which the own vehicle V1 travels is specified. The specific calculation method is not particularly limited, and a method based on the graph search theory such as Dijkstra's algorithm or A * can be used. For example, in map information 222, a link and a node that is a connection point between links are set in each lane, and the link is given depending on whether or not it is a recommended link corresponding to the lane to be driven when heading to the destination. Change the weight. Then, a lane in which the total weight from the current position to the destination becomes smaller is adopted as the planned travel route.

In step S103, the processor 11 refers to the detection results of the map information 222, the road information 223, the traffic rule information 224, and the object detection device 230, and detects an event encountered when traveling on the first route. Events include intersections, objects, traffic signs, road structures and the like. The processor 11 detects traffic signs such as all traffic lights, stop lines, and parking / stopping prohibited areas encountered by the own vehicle V1 on the assumption that the vehicle keeps traveling on the first route in a lane.

The object detection device 230 detects surrounding objects to be monitored by the own vehicle V1 on the assumption that the own vehicle V1 travels in the first lane of the first route while keeping the lane. The detection range of an object by a radar (radar device 232) is such that an object 100 to 200 meters ahead can be detected, but the detection angle tends to be narrow (several tens of degrees). In the case of the laser range finder (radar device 232), an object relatively close to 100 meters or less in front is detected, but the detection angle is wide and the distance measurement performance is excellent. Further, in the case of the camera 231 there is a tendency that it depends on the characteristics of the image processing program and the image processing processor. From the viewpoint of improving the accuracy of object detection, it is preferable to use a plurality of detection results while considering the characteristics of each sensor. Further, from the viewpoint of reducing the calculation processing load, if the identity of the object can be confirmed from the position and behavior, the duplicate detection result may be deleted.

In step S104, the processor 11 acquires information about the detected event. The processor 11 refers to map information 222, road information 223, and traffic rule information 224, and acquires information such as traffic rules (stop / passage permission) for an event. When the event is a signal, the processor 11 may use the camera 231 to identify the signal color (signal content), or may acquire the signal content transmitted from the ITS via the communication device 30. Good.
The processor 11 acquires the object information from the detection result of the object detection device 230. The object information includes the presence / absence of an object around the own vehicle V1, the attribute of the object (stationary object or moving object), the position of the object, the velocity / acceleration of the object, and the traveling direction of the object. The object information is acquired from the object detection device 230 and the navigation device 220.

In step S105, the processor 11 determines the stopping or progressing driving behavior for each event by using the information about each event acquired in step S104 and the own vehicle information acquired in step S101. For example, when the event is a signal, the processor 11 stops the own vehicle V1 at the stop line if the content indicated by the signal is "stop / caution". When the own vehicle V1 encounters an intersection, the processor 11 recognizes the object detected on the intersecting route as an event, thereby stopping the own vehicle V1 on the upstream side of the intersection. In the state shown in FIG. 2A, when the traffic light SG1 is a red light and the pedestrian H1 is crossing the CR1 on the pedestrian crossing, the processor 11 has an event: a stop line and an event: a driving behavior regarding the pedestrian crossing. "Stop" is decided.

In step S106, the processor 11 determines the stop position for the event in which the driving behavior is determined to be stopped. When the driving action "stop" is determined for the event, the stop position is determined. The stop position may be stored in the map information 222, the road information 223, or the traffic rule information 224 in association with the event. For example, when the event is a red light, the stop line existing at a position upstream of the signal is the stop position. In the traffic rule information 224, the area where parking / stopping is prohibited cannot be set as the stop position. The area where other vehicles exist cannot be the stop position. The processor 11 sets the stop position in a place other than the area where the own vehicle V1 cannot be stopped. When the stop action is determined for the event at the position, the processor 11 sets the stop position on the upstream side of the event. As the stop position setting method, each of the above-mentioned methods can be applied. For example, as shown in FIG. 2A, when the traffic light SG1 is a red light, the traffic rule information 224 is referred to and the stop line is set as the stop position.

In step S107, the processor 11 makes an operation plan. A driving plan is a series of commands in which a route and events encountered while traveling on the route are arranged in chronological order, and driving behavior is determined for each event. The generated driving plan (driving control command) is sent to the vehicle controller 210 and executed by the in-vehicle device 200.

In step S108, the processor 11 displays the operation plan on the display 251 (see FIGS. 3A and 3B). The series of processes of steps S101 to S108 is an execution process of the first operation plan for traveling on the first route. The processor 11 determines whether or not to execute the lane change in response to a predetermined cycle or a predetermined trigger.

In step S110, the processor 11 evaluates the appropriateness of the lane change to move the vehicle from the first lane identified in the first route to another second lane. As mentioned above, the appropriateness of lane change is evaluated based on the risk of lane change, the advantage of lane change, the importance of lane change, and the possibility of lane change. The timing at which step S110 is executed can be appropriately set depending on the processing capacity and the processing scene, but it may be executed after the first route is calculated. It may be executed after extracting the event on the first path and acquiring the information of each event (step S104).

If it is determined in step S110 that the evaluation value is less than a predetermined threshold value, the process proceeds to step S109 to provide lane-keeping driving support and continue driving in the first lane. On the other hand, if it is determined that the evaluation value is equal to or higher than a predetermined threshold value, the process proceeds to step S112 to confirm that the lane can be changed. This is because there are no adjacent lanes in the first place, and it may not be possible to change lanes. If the processor 11 can change lanes, in step S113, the processor 11 makes a second operation plan for changing the lane of the own vehicle V1 from the first lane to the second lane and traveling on the second route. Make a plan.

Hereinafter, a first processing example of the driving support device 100 will be described with reference to FIGS. 5A, 5B, and 6. FIG. 5A is a diagram showing a route R1 of the own vehicle V1. Let A1 be the provisional destination of route R1. The provisional destination A1 is a relay point that passes to the final destination (not shown). The own vehicle V1 travels in the direction indicated by the arrow F. Route R1 is a route that turns right at the intersection CR1 of the four-way road. When the own vehicle V1 travels on the route R1 shown in FIG. 5A, the own vehicle V1 needs to turn right at the next intersection CR1. When turning right at the intersection CR1, the own vehicle V1 needs to change lanes from the lane LL (first lane) currently running to the lane LR (second lane) on the right side where it is possible to turn right at the intersection. There is.

In such a situation, the driving support device 100 of the present embodiment determines whether or not it is appropriate to change lanes according to the importance of changing lanes, based on the appropriateness of changing lanes. FIG. 6 is a flowchart showing a procedure for determining the appropriateness of changing lanes. Of the steps shown in FIG. 4, step S101: acquisition of vehicle information, step S102: calculation of the first route, and step S103: detection of information on each event including an obstacle are executed at least. By the processing of S101 to S103, information necessary for determining the importance (necessity) of changing lanes is acquired. Subsequent processes from S201 to S203 correspond to processes for determining the importance of changing lanes, that is, the degree to which lane changes are prioritized.

The processing contents of steps S101 to S103 are as described above.
In step S201, the processor 11 determines whether it is necessary to change lanes in order to move to a destination (including a provisional destination). As shown in the route R1 shown in FIG. 5A described above, in order for the own vehicle V1 to head for the destination A1, it is necessary to turn right at the intersection CR1 ahead. In such a case, the processor 11 determines what needs to be changed lanes.

If it is determined that it is necessary to change lanes in order to reach the destination, the process proceeds to step S204 to determine whether or not the lane change is possible. For example, it confirms the absence of obstacles such as other vehicles and pedestrians traveling around the own vehicle, and satisfies the lane change execution conditions such as the absence of obstacles and the securing of a space where the lane can be changed. Decide whether to do it or not. When the execution condition of the lane change is satisfied, the process proceeds to step S113, and the second route for changing the lane is calculated. On the other hand, if the execution condition of the lane change is not satisfied, the process proceeds to step S109, it is determined that the lane change is impossible, and the lane is kept (the lane is not changed).

If it is determined that it is not necessary to change lanes in order to return to the destination in step S201, the process proceeds to step S202. In step S202, the processor 11 determines whether or not it is necessary to overtake the preceding vehicle in the current traveling situation. The processor 11 determines whether or not it is necessary to overtake the preceding vehicle based on the difference between the speed limit of the road link on which the own vehicle travels and the speed of another vehicle traveling in front of the own vehicle. If the other vehicle in front is traveling at a speed lower than the speed limit of the road currently being traveled, it is predicted that the estimated arrival time of the own vehicle V1 to the destination will be delayed from the schedule. To. It is considered that it is disadvantageous for the own vehicle to be delayed from the schedule, and in this case, it is judged that the own vehicle needs to overtake the other vehicle in front. The speed limit of the road is stored in the map information 222, the road information 223, and the traffic rule information 224 in association with the link.

In step S203, when it is determined that the preceding vehicle needs to be overtaken, the processor 11 determines whether or not the distance to the destination is equal to or greater than a predetermined value. If the distance from the current position of the own vehicle V1 to the destination is short, it is not necessary to overtake the preceding vehicle. The driving behavior of overtaking the preceding vehicle near the destination makes the occupants feel uncomfortable. In this processing example, even if it is determined in step S202 that the preceding vehicle needs to be overtaken, if the distance to the destination is less than a predetermined value, the process proceeds to step S109 and the lane is changed without changing lanes. Keep driving. Even if the preceding vehicle is traveling at low speed, a predetermined value (distance) to the destination is set in advance from the viewpoint that the occupant does not feel uncomfortable not to overtake it. For example, a predetermined value (distance) is about several hundred meters for a general road (speed limit 40-60 Km / h) and about 2 kilometers for an expressway (speed limit 80-100 Km / h). The processor 11 determines whether or not to overtake the preceding vehicle depending on whether the distance to the destination is longer or shorter than the predetermined value.

If the processor 11 determines in step S203 that the distance to the destination is not less than a predetermined value, the process proceeds to step S204, determines whether or not the lane change is possible, and if the lane change execution condition is satisfied. , Step S113 to calculate the second route including the route for changing lanes to the second lane.

If it is determined in step S202 that it is not necessary to overtake the preceding vehicle, or if it is determined in step S203 that the distance to the destination is less than a predetermined value, the process proceeds to step S109 to change lanes. Carry out lane-keeping driving without doing. If the lane keeping is continued, the destination cannot be reached, so the processes after step S101 in FIG. 4 are executed in a predetermined cycle.
When traveling on the route R1 shown in FIG. 5A, if the evaluation value of suitability calculated at the intersection CR1 is less than the threshold value and the right turn cannot be made at the intersection CR1, the route is recalculated. .. Then, as shown in FIG. 5B, the route R2 to the destination A1 is calculated. On this route R2, since it is necessary to turn right at the intersection CR2, the lane change is performed at the point K in front of the intersection CR2.

In this processing example, when the own vehicle turns right at an intersection, the second lane on the right side (second travel) is used to turn right at the next intersection from the first lane (first lane) in which the own vehicle is currently traveling. When changing lanes to a lane), the processor 11 determines whether or not to execute the lane change based on the degree of importance of the lane change, so that it is possible to avoid a lane change that is not important for heading to the destination. Rather than deciding the action suitable for the driving scene from the infinite number of actions, the driving action is decided from the two options of "lane keeping driving" and "lane change", so quick driving with reduced calculation load. Support processing can be executed. In addition, since "lane keeping driving" or "lane change" is selected from the viewpoint of suitability in the current driving situation, it is possible to make the own vehicle perform driving that does not make the occupant feel uncomfortable.

Hereinafter, a second processing example of the driving support device 100 will be described with reference to FIGS. 7 and 8.
FIG. 7 is a diagram showing a route R1 of the own vehicle V1. Let A1 be the provisional destination of route R1. FIG. 8 is a flowchart showing a procedure for determining the appropriateness of changing lanes. Of the steps shown in FIG. 4, step S101: acquisition of vehicle information, step S102: calculation of the first route, and step S103: detection of information on each event including an obstacle are executed at least. By the processing of S101 to S103, information necessary for determining the importance (necessity) of changing lanes is acquired. Subsequent processes from S301 to S312 correspond to processes for judging the appropriateness of lane change from risk, advantage, and importance.

As shown in FIG. 7, the own vehicle V1 travels on the route R1 in order to move to the destination A1. FIG. 7 shows the following situation. The own vehicle V1 changes lanes from the first lane LR currently running to the second lane LL in order to overtake the preceding vehicle running at low speed. Then, the own vehicle V1 changes lanes from the second lane LL to the first lane LR on the right side where the vehicle V1 can turn right at the next intersection in order to turn right at the next intersection CR1.

Under such circumstances, it is judged whether or not it is appropriate to change lanes in consideration of the risk and advantage of changing lanes. In this processing example, it is judged whether or not it is appropriate to change lanes, including the viewpoint of the degree of importance in addition to the risk and advantage of changing lanes.

This processing procedure will be described with reference to the flowchart of FIG. In addition, steps S302 to S305 are processes for calculating the evaluation value of the appropriateness for changing lanes based on the risk. Steps S306 to S308 are processes for calculating an evaluation value of appropriateness for changing lanes based on an advantage. Steps S309 to S312 are processes for calculating an evaluation value of appropriateness for changing lanes based on the degree of importance (importance). Then, step S313 corresponds to the operation of calculating the evaluation value of the appropriateness of changing lanes from the overall risk, advantage, and importance.

For the process up to step S110, the description based on FIG. 4 is incorporated.
In step S301, it is determined whether or not it is necessary to change lanes to reach the destination. The destination includes a passage point (sub-goal) such as an intersection, a branch, or a confluence, which exists on the planned travel route of the own vehicle. At relay points (sub-goals) such as intersections that turn left and right, branch points that leave the main line, and confluence points that enter the main line, the vehicle must be in a predetermined lane to reach the destination. .. For purposes other than the purpose of traveling on the route to the destination, for example, overtaking the preceding vehicle, changing the driving lane, etc., and traveling in a predetermined lane at a passing point (subgoal) such as an intersection, a branch, or a confluence. Otherwise, you may not be able to make the necessary left or right turns and you may not be able to reach your final destination.

In step S302, the processor 11 calculates the number of lane changes required to reach a relay point (subgoal) such as an intersection, a branch, or a confluence on the first route, and evaluates the degree of risk based on this number of times. To do.
For example, as shown in FIG. 7, when the vehicle turns right at the next intersection CR1 but needs to pass the preceding vehicle V2 traveling at a low speed in front of the own vehicle V1, first, the right lane LR to the left lane LL It is necessary to change lanes to the right lane LR again. In this case, it is necessary to change lanes twice in total. Changing lanes is considered risky. The processor 11 calculates the number of lane changes as a factor of the degree of risk.

In step S303, the processor 11 calculates the relative distance and / or relative speed between the own vehicle V1 and the other vehicle V2 traveling in front of the own vehicle V1. As shown in FIG. 7, the existence of another vehicle V2 traveling in the same lane contributes to the risk of the own vehicle V1. For example, when the relative distance between the own vehicle V1 and the preceding other vehicle V2 is short, the own vehicle V1 decelerates and takes a driving action to increase the inter-vehicle distance from the other vehicle V2. The same applies to the case where the own vehicle V1 is approaching the preceding other vehicle V2 and the relative speed difference between the own vehicle and the preceding vehicle is equal to or more than a predetermined value. Therefore, the relative distance and the relative speed between the own vehicle V1 and the preceding other vehicle V2 are calculated, and the risk of the own vehicle V1 caused by the preceding other vehicle V2 is calculated.

Although it is an example, specifically, when the speed of the own vehicle V1 is Vm, the speed of the preceding other vehicle V2 is Vp, and the relative distance is D, THW (Time Head-Way) and TTC (Time to collision) Is defined as follows.

In addition, using these definitions, the degree of risk caused by changing the lane of the own vehicle V1 is defined as follows. However, α and β are constants.

In step S304, the processor 11 calculates the relative distance and / or relative speed between the own vehicle V1 and another vehicle V3 traveling around the own vehicle V1. As shown in FIG. 7, another vehicle V2 is running in the left lane LR. When the own vehicle changes lanes from the right lane LR to the left lane LL in order to overtake the other vehicle V2, immediately after that, the occupant of the own vehicle V1 is approaching the other vehicle V2 traveling in the right lane LR. You may feel a sensation. In addition, after changing lanes to the left lane LL and immediately before changing lanes to the right lane LR, there is a possibility of feeling that the vehicle is approaching another vehicle V3 traveling in the left lane LL. Therefore, similarly to the process of step S303, the relative distance and the relative speed between the own vehicle V1 and the surrounding other vehicle V3 are calculated, and the risk of the own vehicle V1 caused by the presence of the surrounding other vehicle V3 is calculated. The THW (2) and TTC (2) of the own vehicle V1 and the degree of risk with respect to the other vehicle V3 traveling in the left lane LL are defined as follows.

However, D (2) is the relative distance between the own vehicle V1 and the other vehicle V3 traveling in the left lane LL, and Vo is the speed of the other vehicle V3 traveling in the left lane LL. Although α (2) and β (2) are constants, they may be the same as or different from the values of α and β shown in step S303 depending on the positional relationship between the own vehicle V1 and another vehicle V3 traveling in the left lane LL. There is also.

Next, in step S305, the processor 11 calculates the overall risk degree. As described in the description of steps S302 to S404, there are a plurality of risk factors dealt with here. For these, all factors may be considered, one factor may be considered, or a plurality of factors may be considered in combination.

The processor 11 makes a comprehensive evaluation of the risks caused by each factor. The method is not particularly limited, but the processor 11 may use a method of calculating the sum of squares of each risk in order to facilitate calculation of the maximum value of the total risk. Let Rn be the number of lane changes to reach the subgoal, which is an arbitrary destination, Rp be the sense of risk between the own vehicle and the preceding vehicle, and Ro be the sense of risk between the own vehicle and surrounding vehicles. Risk can be defined as follows.
However, A, B, and C are constants that may be changed when normalizing the magnitude of each risk and prioritizing the risks.

In steps S306 to S308, the appropriateness evaluation value is calculated based on the advantage of the own vehicle changing lanes.

In step S306, the processor 11 acquires the speed limit of the road link on which the own vehicle V1 travels, and acquires the difference from the speed of another vehicle V2 traveling in front of the own vehicle V1. Based on the difference between the speed limit and the speed of the other vehicle V2, the advantage of executing the lane change for the own vehicle V1 to overtake the other vehicle V2 is calculated. Explaining with reference to FIG. 7, the speed limit of the road on which the preceding other vehicle V2 is currently traveling is set to 40 km / h. In addition, there is no vehicle within a predetermined distance ahead of the other vehicle V2. It is assumed that the other vehicle V2 is traveling at a low vehicle speed (20 km / h) due to some reason other than traffic congestion. The speed difference between the speed limit and the other vehicle V2 is 20 km / h. In such a case, in order to secure a smooth traffic flow and secure a scheduled arrival time at the destination, it is appropriate that the own vehicle V1 overtakes the other preceding vehicle V2. The speed difference between the other vehicle V2 to be overtaken and the speed limit of the driving path is evaluated as the magnitude of the advantage (merit) that the own vehicle V1 overtakes the other vehicle V2, that is, the own vehicle V1 changes lanes. it can. In this processing example, the evaluation value of the appropriateness of the own vehicle V1 changing lanes is calculated based on the speed difference between the other vehicle V2 and the speed limit of the traveling path. The speed limit of the road can be obtained from the map information 222, the road information 223, and the traffic rule information 224 of the navigation device 220.

In step S307, the processor 11 determines the degree of advantage due to the lane change based on the speed of the other vehicles V2 and V3 traveling around the own vehicle V1 and / or the amount of change in the differential component of the speed on the time axis. Is calculated. Each vehicle of the own vehicle V1, another vehicle V2, and V3 is not traveling at a constant speed, but is traveling while changing the speed from moment to moment. Therefore, it is not appropriate to change lanes in order to overtake the preceding vehicle, triggered by the fact that the speed of the preceding vehicle is decreasing at a certain timing. Rather, it is appropriate to observe over time for a certain length of time and change lanes in order to overtake the preceding vehicle, triggered by the continuous decrease in the speed of the preceding vehicle. For example, by defining the reciprocal of the amount of change in the speed of the preceding other vehicle V2 as an advantage obtained by executing a lane change for overtaking the other vehicle, the timing of overtaking the preceding other vehicle can be appropriately determined. Further, the stability / instability of the vehicle behavior of the other vehicle can be evaluated based on the amount of change in the differential component of the speed of the preceding other vehicle on the time axis. The processor 11 calculates the advantage obtained by changing lanes based on the amount of change in the differential component of the speed of the preceding other vehicle on the time axis, and evaluates the appropriateness of changing lanes based on the degree of advantage due to this lane change. Is calculated. Although this evaluation method has been described for other vehicles that precede it, it can also be applied to other vehicles that run in parallel and other vehicles that follow it.

In step S308, processor 11 determines the overall advantage. Similar to the method for calculating the total risk in step S305, in this process as well, the total advantage is calculated based on the sum of squares of each advantage. The advantage due to the speed difference between the speed limit and the preceding other vehicle is Mr, and the advantage due to the speeds of the preceding vehicle and surrounding vehicles and the amount of change in the differential component on the time axis is Mv. The overall advantage gained by the own vehicle V1 by changing lanes can be defined as follows.

However, D and E are constants that may be changed when normalizing the size of each advantage or prioritizing the advantages.

In step S313, the processor 11 calculates an evaluation value composed of overall advantage and risk. Using the definitions of the total risk and the total advantage calculated in steps S305 and S308, the evaluation value F of the appropriateness of the lane change is calculated using the following formula.
When the calculated evaluation value F is a large value, it is preferable that the own vehicle V1 changes lanes, and there is a high tendency that it is evaluated as an appropriate driving behavior.

After step S313, the process proceeds to step S111 shown in FIG. In step S111, it is determined whether or not the evaluation value F calculated in step S313 is larger than a predetermined threshold value. When the evaluation value F is larger than a predetermined threshold value, it can be determined that the driving behavior of changing lanes is appropriate. In step S112 of FIG. 3, it is determined whether or not the lane can be changed, and if the lane can be changed, the second route including the lane change is calculated in step S113. If the lane cannot be changed, the process proceeds to step S109 to execute the lane keeping process for traveling in the same lane. When the evaluation value F of the appropriateness of lane change is smaller than a predetermined threshold value, it is judged that not changing lanes is suitable for driving behavior under the current situation, and lane keeping support for maintaining the driving lane is provided. However, if you continue to keep the lane, you may not be able to reach your destination. Therefore, in order to calculate the first lane in which your vehicle V1 should drive at a predetermined cycle and repeatedly consider changing lanes to the second lane. , The operation after S101 is performed again.

The driving support device 100 and the driving support method of the present embodiment described in this example are for overtaking another vehicle running at low speed from the right lane currently running when the own vehicle turns right at the next intersection. If you change lanes to the left lane and then change lanes to the right lane where you can turn right again at the next intersection, it is appropriate to change lanes under the current circumstances, considering the risks and advantages of changing lanes. Determine if it is a driving behavior. By changing lanes, you can gain the advantage of preventing delays in arrival time while minimizing the risk of not being able to turn left or right at an intersection where you should turn left or right.

The appropriateness evaluation method considering risk and advantage has been described above, but in addition to this, the degree of importance of lane change may be considered.

Specifically, in step S309, when the lane change is required on the route to an arbitrary destination, the processor 11 calculates the degree of importance of the lane change to be high. Subsequently, in step S310, the processor 11 calculates the degree of importance of the lane change performed in order to overtake another vehicle traveling in front of the vehicle to be low. In step S311, the processor 11 calculates the degree of importance of lane change when the distance to an arbitrary destination including the final destination and the relay point is less than a predetermined value. Since the content of each process is described in detail in the first processing example described above, the description thereof will be incorporated.

In step S312, the processor 11 calculates the overall importance. The method for calculating the overall importance is not particularly limited. You may use the method of comprehensive evaluation of advantage. In addition, using the overall risk, overall advantage, and overall importance evaluation calculated in steps S305, S308, and S312, the evaluation value F of the appropriateness of lane change is calculated using the following formula. calculate.

Since the driving support device 100 according to the embodiment of the present invention is configured and operates as described above, it has the following effects.

[1] The driving support method of the present embodiment evaluates the appropriateness of changing the lane for moving the own vehicle V1 from the first lane specified in the first route to another second lane, and evaluates the appropriateness. When the evaluation value is equal to or higher than the first threshold value, a second driving plan is formulated in which the own vehicle V1 is changed to the second lane and travels on the second route.
In general, the computational load of processing information obtained by a detection device such as an in-vehicle camera and sequentially searching for a new route is very high. The high calculation load causes a delay in calculation processing. The delay in arithmetic processing impairs the reliability of driving support including automatic driving / semi-automatic driving, which requires real-time performance.
In the present embodiment, from the viewpoint of whether or not the driving behavior of changing lanes is appropriate under the current circumstances (evaluation value of appropriateness), "whether to continue driving in the lane currently being driven" or "changing lanes". Based on the alternative judgment of "whether to do", it is decided whether to follow the first operation plan or the second operation plan. Since the driving behavior can be determined by an alternative judgment instead of determining the driving behavior at an appropriate position from the infinite number of action candidates, the calculation load related to the judgment processing can be reduced. Processing can be performed quickly by reducing the calculation load. As a result, smooth operation with high real-time performance is executed. It is possible to execute smooth driving while reducing the calculation load of the driving plan due to the lane change. It is possible to make the occupant perform driving actions including lane change so as not to make the occupant feel uncomfortable.

[2] In the driving support method of the present embodiment, the evaluation value of the appropriateness of the lane change is calculated based on the degree of the risk of the lane change, so that the driving support that reduces the risk felt by the occupant can be executed.

[3] The driving support method of the present embodiment calculates a risk related to a lane change based on a relative distance and / or a relative speed between the vehicle and another vehicle around the vehicle, and changes the lane according to the degree of the risk. Calculate the evaluation value of the appropriateness of. As a result, it is possible to provide driving support that reduces the risk felt by the occupant due to the short inter-vehicle distance. In addition, it is possible to provide driving support that reduces the risk felt by the occupants depending on the degree of proximity to other vehicles.

[4] The driving support method of the present embodiment calculates an evaluation value of appropriateness of lane change based on the number of lane changes required to reach an arbitrary destination. As a result, it is possible to provide driving support that reduces the risk felt by the occupants due to the large number of lane changes.

[5] In the driving support method of the present embodiment, the processor 11 evaluates the appropriateness of lane change based on the number of intersections and / or the number of branch points / merging points passing to reach an arbitrary destination. Calculate the value. As a result, it is possible to execute driving support that reduces the risk felt by the occupant due to the large number of intersections and / or the number of branch points / confluences on the route to the destination.

[6] In the driving support method of the present embodiment, the evaluation value of the appropriateness of the lane change is calculated based on the advantage obtained by the lane change. This allows lane changes to be performed when it is beneficial to the occupant, thus supporting beneficial driving behavior.

[7] In the driving support method of the present embodiment, the degree of advantage due to lane change is calculated based on the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle. The evaluation value of the appropriateness of lane change is calculated according to the degree of the advantage. When the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle is large, it is highly possible that the preceding other vehicle is traveling at a speed slower than the speed limit. In such a case, it is highly possible that the benefit of shortening the arrival time to the destination can be obtained by changing the lane. Further, in such a case, it is highly possible that the benefit of being able to drive in a lane other than the congested lane can be obtained by changing the lane. As a result, it is possible to execute driving support in consideration of the benefits of executing the lane change.

[8] In the driving support method of the present embodiment, the degree of advantage is calculated based on the speed of another vehicle traveling around the vehicle and / or the amount of change in the differential component of the speed on the time axis, and the degree of advantage is calculated. The evaluation value of the appropriateness of lane change is calculated according to the degree. In this process, if the reciprocal of the amount of change in the speed of the other vehicle is defined as the advantage of overtaking the preceding vehicle, the timing of overtaking the other vehicle can be determined. When the deceleration of the preceding vehicle can be continuously observed, it is judged that the advantage of changing lanes is high. If it is defined as an advantage of overtaking the preceding vehicle based on the amount of change in the differential component of the speed of the other vehicle on the time axis, the timing of overtaking the other vehicle can be determined without the vehicle behavior becoming unstable. As a result, it is possible to execute driving support for changing lanes at a timing suitable for executing the lane change.

[9] In the driving support method of the present embodiment, the appropriateness of the lane change is evaluated based on the importance (priority) of the lane change. As a result, it is possible to execute driving assistance that reliably executes a lane change that is highly necessary.

[10] In the driving support method of the present embodiment, the degree of importance related to the lane change is calculated based on the necessity of the lane change on the route to an arbitrary destination, and the degree of importance is calculated according to the degree of importance. Calculate the evaluation value of the appropriateness of lane change. In this process, the degree of importance of changing lanes required for turning left or right on the route to the destination is calculated to be high. This ensures that the lane changes required to reach the destination can be made.

[11] In the driving support method of the present embodiment, the degree of importance of the lane change performed to overtake another vehicle traveling in front is calculated to be low, and the appropriateness of the lane change is calculated according to the degree of importance. Calculate the evaluation value. Changing lanes to overtake other vehicles is less important than changing lanes, which is essential to reach your destination. As a result, it is possible to prioritize and execute the lane change necessary to reach the destination. In addition, it is possible to prevent the drafting of an operation plan that frequently overtakes.

[12] In the driving support method of the present embodiment, the degree of importance of changing lanes when the distance to an arbitrary destination is less than a predetermined value is calculated low, and the degree of importance is calculated according to the degree of importance. Calculate the evaluation value of the appropriateness of the change. In this process, changing lanes near the destination is less important than changing lanes that are essential to reach the destination. The driving behavior of overtaking the preceding vehicle near the destination makes the occupants feel uncomfortable. As a result, it is possible to prevent the driver from changing lanes near the destination.

[13] In the driving support method of the present embodiment, the appropriateness of the lane change is evaluated based on the possibility of changing the lane. The processor 11 calculates the evaluation value of the appropriateness of the lane change based on the possibility that the lane change can be executed. The processor 11 calculates the possibility of changing lanes, and calculates the evaluation value of the appropriateness of changing lanes according to the degree of the possibility. This makes it possible to formulate a driving plan that incorporates lane changes that are likely to be executed.

[14] The driving support method of the present embodiment supports the driving of the own vehicle V1 so as to comply with the first driving plan when the evaluation value of the appropriateness of lane change is evaluated to be less than the second threshold value. .. In addition, when the second driving plan is drafted, the driving of the own vehicle V1 is supported so as to follow the second driving plan. When the evaluation value of the appropriateness of lane change is evaluated to be less than the second threshold value, the processor 11 assists the driving of the own vehicle V1 so as to follow the first driving plan. In other words, if the processor 11 evaluates that the profit of the lane change is low, the processor 11 continues the execution of the first operation plan formulated in advance without changing the lane.
In this way, when it is evaluated that the profit of changing lanes is low, the first operation plan that has already been drafted is adopted, so that there is no waste in the calculation process. The processing power of the processor 11 can be effectively utilized. By performing a heavy lane change, the driver does not feel uncomfortable. Further, when the profit of changing lanes is low, the current first driving plan is continuously executed, so that the driver can be smoothly driven without giving a sense of discomfort.

[15] The driving support device 100 of the present embodiment has the same operations and effects as the above-described driving support method.

It should be noted that the embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

1 ... Driving support system 100 ... Driving support device 10 ... Control device 11 ... Processor 20 ... Output device 21 ... Output control processor 30 ... Communication device 200 ... In-vehicle device 210 ... Vehicle controller 220 ... Navigation device 221 ... Position detection device 222 ... Map Information 223 ... Road information 224 ... Traffic rule information 230 ... Object detection device 231 ... Camera 232 ... Radar device 240 ... Lane keeping device 241 ... Camera 242 ... Road information 250 ... Output device 251 ... Display 252 ... Speaker 260 ... Detection device 261 ... Steering angle sensor 262 ... Vehicle speed sensor 263 ... Attitude sensor 270 ... Drive device 271 ... Braking device 280 ... Steering device

Claims (15)

Using a processor that performs driving assistance processing, including vehicle driving planning
Acquire a plurality of events that the vehicle encounters when traveling on the first route,
Using the relationship between the event and the vehicle, a first driving plan for the vehicle traveling on the first route is formulated.
The vehicle is made to travel on the first route according to the first operation plan.
The appropriateness of changing lanes for moving the vehicle from the first lane specified in the first route of the first driving plan to another second lane was evaluated.
When the evaluation value of the appropriateness of the lane change is equal to or higher than the threshold value , a second driving plan is formulated in which the vehicle is changed to the second lane and travels on the second route.
Support the driving of the vehicle so as to comply with the second driving plan,
When the evaluation value of the appropriateness of the lane change is evaluated to be less than the threshold value, the driving of the vehicle is assisted so as to follow the first driving plan in which the vehicle continuously travels in the first lane. Driving support method. The driving support method according to claim 1, wherein the evaluation value of the appropriateness of the lane change is calculated based on the degree of risk due to the lane change. The driving support method according to claim 2, wherein the degree of risk is calculated based on the relative distance and / or relative speed between the vehicle and another vehicle around the vehicle. The driving support method according to claim 2 or 3, wherein the degree of risk is calculated based on the number of lane changes required from the present to an arbitrary destination. The operation according to any one of claims 2 to 4, wherein the degree of risk is calculated based on the number of intersections passing from the present to an arbitrary destination and / or the number of branch points / confluence points. Support method. The driving support method according to claim 1, wherein the evaluation value of the appropriateness of the lane change is calculated based on the degree of advantage due to the lane change. The driving support method according to claim 6, wherein the degree of the advantage is calculated based on the difference between the speed limit of the road link on which the vehicle travels and the speed of another vehicle traveling in front of the vehicle. The driving support according to claim 6 or 7, wherein the degree of the advantage is calculated based on the amount of change in the speed of another vehicle traveling around the vehicle and / or the differential component of the speed of the other vehicle on the time axis. Method. The driving support method according to claim 1, wherein the evaluation value of the appropriateness of the lane change is calculated based on the degree of importance of the lane change. The ninth aspect of the present invention, in which, when calculating the degree of importance of the lane change, if it is necessary to change the lane on the route to an arbitrary destination, the degree of importance of the lane change is calculated to be high. Driving support method. The driving according to claim 9 or 10, wherein when calculating the degree of importance of the lane change, the degree of importance of the lane change performed in order to overtake another vehicle traveling in front of the vehicle is calculated to be low. Support method. Any of claims 9 to 11 in which the degree of importance of the lane change is calculated to be low when the distance to an arbitrary destination is less than a predetermined value when calculating the degree of importance of the lane change. The driving support method described in item 1. The driving support method according to claim 1, wherein the evaluation value of the appropriateness of the lane change is calculated based on the possibility of executing the lane change. When the evaluation value of the appropriateness of the lane change is evaluated to be less than the threshold value, the driving of the vehicle is assisted so as to comply with the first driving plan.
The driving support method according to any one of claims 1 to 13, wherein when the second driving plan is drafted, the driving of the vehicle is supported so as to comply with the second driving plan. A processor that executes driving support processing and
It is provided with the own vehicle information of the own vehicle and a communication device for acquiring information on a plurality of events encountered when the own vehicle travels.
The processor
A process of acquiring a plurality of events encountered when the own vehicle travels on the first route via the communication device, and
Using the relationship between the acquired event and the own vehicle, a process of formulating a first operation plan of the own vehicle traveling on the first route, and
The process of causing the own vehicle to travel on the first route according to the first operation plan, and
A process of evaluating the appropriateness of changing lanes for moving the own vehicle from the first lane specified as the first route of the first driving plan to another second lane.
When the evaluation value of the appropriateness of the lane change is equal to or higher than the threshold value, the process of formulating a second driving plan in which the own vehicle changes lanes to the second lane and travels on the second route.
The process of supporting the driving of the own vehicle so as to comply with the second driving plan, and
When it is evaluated that the evaluation value of the appropriateness of the lane change is less than the threshold value, the driving of the own vehicle so as to follow the first driving plan in which the own vehicle continuously travels in the first lane. Processing to assist and the driving assistance device to perform.