JP7286304B2 - driving support system - Google Patents

Description

The present invention relates to a processing device, a processing system, a processing method, a processing program and/or data used for processing.

In Patent Document 1, a lane-level network in which a connection relationship between a specific lane at an inflow portion of a predetermined intersection and a specific lane at an outflow portion of the predetermined intersection is defined as a network is stored in a storage unit. A lane guidance system is disclosed.

JP 2015-075398 A

SUMMARY OF THE INVENTION An object of the present invention is to provide a driving assistance device that is effective for appropriate driving assistance.

As an embodiment according to the first aspect of the present invention, a driving assistance system is provided for assisting the driving of a mobile object. In this driving support system, each lane at the inflow of the road intersection and each lane at the outflow of the intersection are connected, and the area in which the moving object passes within the intersection is represented by a linear shape. A control unit is provided that refers to the information on the planned traffic line and controls so that the moving object can pass along a specific direction using the features installed on the road . At an intersection , the exit direction is designated as a specific direction, and there are a plurality of lanes with the same exit direction at the entrance. The planned traffic lines within the intersection include a plurality of planned traffic lines within the first intersection that start from each lane of the inflow section and then extend to each lane of the outflow section without crossing each other within the intersection, and start from each lane of the inflow section. and a plurality of planned second intersection traffic lines that intersect with the first intersecting planned traffic line or intersect with each other, and the control unit controls the first intersection traffic line rather than the second intersection intersecting planned traffic line. If it is not desirable for the mobile body to pass along the scheduled line of traffic in the first intersection, the mobile body is controlled to pass along the scheduled line of traffic in the second intersection. control to pass.

In the above embodiment , when an obstacle is detected in one of the lanes of the inflow section, the controller disables the planned traffic line in the first intersection on the extension line of the lane in which the obstacle is detected. You may do so.

In the above embodiment , if an obstacle is detected in any lane of the inflow and if the length of each lane of the outflow is equal to or greater than a threshold value or if the lane change is not prohibited, the control unit Control may be performed to select a planned traffic line in the intersection through which the moving object travels from among the planned traffic lines in the first intersection that are not on the extension line of the detected lane.

In the above embodiment, if an obstacle is detected in one of the lanes of the inflow and if the length of each lane of the outflow is not greater than a threshold value or the lane change is prohibited, the controller The planned traffic line in the second intersection, which is not on the extension of the detected lane, may be included in the candidates for the planned traffic line in the intersection where the moving body travels .

1 is a schematic diagram showing the configuration of a driving support system; FIG. FIG. 3 is a schematic diagram showing the contents of map data; It is one application example of the information of a lane section. This is an application example of the information on the planned traffic line within the intersection. This is an application example of the information on lane sections and planned traffic lines in intersections. 4 is a flowchart illustrating a lane section/intra-intersection traffic line selection procedure; 4 is a flowchart illustrating a lane section/intra-intersection traffic line selection procedure; This is an application example of the information on lane sections and planned traffic lines in intersections. This is an application example of the information on lane sections and planned traffic lines in intersections. 4 is a flowchart illustrating a lane section/intra-intersection traffic line selection procedure; This is an application example of the information on the lane section/intersection planned traffic line. 4 is a flowchart illustrating a lane section/intra-intersection traffic line selection procedure; This is an application example of the information on the lane section/intersection planned traffic line. 4 is a flowchart illustrating a lane section/intra-intersection traffic line selection procedure; This is an application example of the information on lane sections and planned traffic lines in intersections. This is an example of a road to which information on lane sections and planned traffic lines within intersections is applied.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are given to the same elements or elements having the same function, and overlapping descriptions are omitted.

A. First embodiment:
A1. System configuration:
A driving support system 10 shown in FIG. 1 is a system that executes driving support and/or automatic driving of a mobile object 50 (for example, an automobile) as an example of driving support for the mobile object 50 . The driving assistance system 10 includes a control unit 60 mounted on a mobile body 50 and a server 20 connected to the driving assistance device 100 via a network line NW.

For example, the server 200 has a storage unit 30 . The storage unit 30 stores a map database 32 for driving assistance. As shown in FIG. 2, map database 32 includes logical network information 322 and lane network information 324 .

As a route search, the server control unit of the server 20 stores data in a map database stored in a storage unit, which will be described later. The cost of driving on the road is calculated using

The logical network information 322 is information used for route search at the link level to the destination. The logical network information 322 is information composed of a plurality of nodes 231 associated with predetermined points and links 232 connecting the nodes 231. The route indicated by the series of nodes 231 and links 232 is the road 3 corresponds to In the following description, a route at the logical network level (a route represented by a series of nodes 231 and links 232) will be referred to as a "logical route". The lane network information 240 is information obtained by subdividing the logical route to the lane level of the road, and includes lane data of the road. For example, the lane network information 240 includes, as lane data, a plurality of lane section data (hereinafter referred to as "lane section data 250") extending along each of the lanes 31, 32, 33 and 34, and lane section data 250 for each lane section data 250. and lane attribute information 260 (not shown) defined in . Lane network information 240 is associated with logical network information 230 .

As exemplified in FIG. 3, the lane section data 250 includes information related to lane IDs, coordinate point sequences, approach-side lane IDs, exit-side lane IDs, lane lengths, curvatures, and the like. Information related to the lane ID is an ID unique to each lane section. Information related to the coordinate point string is a data string in which coordinate data of points forming a lane section are arranged in order, and indicates a line along the lane. The information related to the approach-side lane ID is the ID of another lane section connected to the starting point of the lane section. Information related to the exit-side lane ID is the ID of another lane section connected to the end point of the lane section. Information related to the lane length is the length from the start point to the end point of the lane section. Curvature information is information relating to the degree of curvature of the road in units of individual lane sections. Information related to curvature is provided for each lane segment that is required.

As illustrated in FIG. 4 , in the present embodiment, the intra-intersection planned traffic line data 251 has the same data structure as the lane section data 250 . The lane section data 250 and the planned traffic line data 251 within the intersection constitute the lane network information 240 . (Hereinafter, a set of lane section data 250 applicable to an individual intersection and planned traffic line data 251 within the intersection may be referred to as an "intersection data set 300.") Note that the lane section data 250 and the planned traffic line within the intersection The data 251 may have cost information (not shown) as attribute information.

FIG. 5 shows an intersection having two lanes with road markings indicating the direction of travel for a right turn as traffic divisions by direction in at least one of the inflows of the intersection, and lane section data and intersections applied to such intersections. FIG. 10 is a schematic diagram illustrating inner traffic line data 251; FIG. The intersection 5 illustrated in FIG. 5 is provided at the intersection of four road sections 310 , 320 , 330 and 340 .

Each of the road segments 310, 320, 330, 340 shown in FIG. 5 includes a lane for entering the intersection 5 as an intersection entry and a lane for exiting the intersection 5 as an intersection exit. Regarding the road section 310, the lanes 311 to 314 are the lanes at the entrance of the intersection, and the lane on the opposite side of the center line to lane 314 is the lane at the exit of the intersection 5. 5 is not shown.

The intersection 5 has the following traffic divisions by traveling direction at the intersection inflow portion in the road section 310 . That is, in the intersection inflow part of the intersection 5, the road section 310 has the leftmost lane 311, the second left lane 312, the second right lane 313, and the rightmost lane. There are four lanes of 314. Regarding the lane 311 among these lanes, the direction of travel at the intersection 5 is left turn and straight ahead as designated by the road traffic regulations applied to vehicles traveling in the lane. Regarding the lane 312, the traveling direction at the intersection 5 is only going straight. Regarding the lanes 313 and 314, the direction of travel at the intersection 5 is only a right turn.

Regarding the road section 340, there are three lanes, a leftmost lane 341, a middle (second from the left) lane 342, and a rightmost lane 343, at the intersection outlet of the intersection 5. Then, at the intersection inflow part of another intersection (hereinafter referred to as "intersection 6" for convenience) where the road section 340 contacts on the side opposite to the intersection 5, each lane when viewed from the traveling direction passing through the intersection 5 , the traffic divisions by direction of travel are as follows. That is, when looking at the lane 341, the traveling direction at the intersection 6 is only a left turn. Regarding the lane 342, the traveling direction at the intersection 6 is only going straight. Regarding the lane 343, the traveling direction at the intersection 6 is only a right turn.

A vehicle that runs through the intersection 5 so as to connect any one of the plurality of lanes provided in the road section 310 contacting the intersection 5 and any one of the plurality of lanes provided in the road section 340 contacting the intersection 5. , the lane section is subdivided in the horizontal direction in the same manner as the lane section data for the road section 310 and the road section 340 for the area where traffic is to pass within the intersection area such as the intersection 5 (hereinafter referred to as the "intra-intersection driving area"). If the data structure is the same as that of the lane data that expresses the lanes that have been merged, and if it is represented by a linear shape of a curve or a straight line, processing related to the driving mode such as steering and acceleration/deceleration control when the vehicle passes through an intersection such as intersection 5 can be performed. - Since the connection relationship of lanes in different road sections before and after the intersection is represented as a linear shape - Since it can be processed in the same way as using lane data, the storage capacity in the storage unit can be reduced and the processing efficiency is improved can be realized.

As an example, the intersection data set 300 applicable to the traffic environment as seen in FIG. Intra-intersection planned traffic line data 251 connecting any of the lanes at the intersection entrance and any of the lanes at the intersection exit of the other road section across the same intersection. 5, the lane section data 250 includes data representing the lanes 311, 312, 313 and 314 in the road section 310 and lanes 341, 342 and 343 in the road section 340. Data representing the planned traffic line 001 in the intersection connecting the lanes 313 and 341 as the planned traffic line data 251 in the intersection, and the planned traffic line 002 in the intersection connecting the lanes 314 and 342. Data representing the intersecting planned traffic line 003 that connects lane 314 and lane 343 is included.

Here, in the traffic environment as shown in FIG. 5, regarding the intra-intersection area of the intersection 5, the planned intra-intersection traffic lines 001, 002, and 003 are the planned intra-intersection traffic lines. By connecting the lanes 314 and 342, and the lanes 314 and 343, the following effects can be obtained.

A leftmost lane 341 belonging to the road section 340 and located at the intersection outflow portion of the intersection 5 can only turn left at the intersection 6 . This is because lane 341 is provided with road markings indicating the traveling direction of a left turn as shown in FIG. As will be described in detail later, a vehicle scheduled to turn left at intersection 6 should select lane 341 in road section 340 . For vehicles that plan to travel in the road section 340 without changing lanes, it is desirable to pass through the intersection 5 so that the vehicle reaches the lane 341 that is in contact with the intersection exit of the intersection 5 at the time of exiting the intersection 5. . Therefore, it is necessary to select the lane 313 for the lane of the road section 310 that is in contact with the intersection inlet of the intersection 5 .

In FIG. 5, as described above, vehicles scheduled to travel on lane 341 at the exit of the intersection of road section 340 in the vicinity of intersection 5 and vehicles scheduled to travel on lane 313 at the entrance of the intersection of road section 310 are: A planned intersection line 001 as an intersection travel area when passing through the intersection 5 so as to connect the lane 341 and the lane 313 is represented by a solid line.

Similarly, in FIG. 5, in the intersection area of the intersection 5, the planned intersection line 002 and the planned intersection line 003 are indicated by solid lines. The planned intra-intersection traffic line 002 connects the lanes 342 and 314 for vehicles scheduled to travel on the lane 342 at the exit of the intersection 5 and on the lane 314 at the entrance of the intersection 5. 1 shows a linear shape of a travel area within the intersection when passing through the intersection 5. FIG. The planned intra-intersection traffic line 003 connects the lanes 343 and 314 for vehicles that are scheduled to travel on the lane 343 at the intersection outflow portion of the intersection 5 and are scheduled to travel on the lane 314 at the intersection entrance portion of the intersection 5. 1 shows a linear shape of a travel area within the intersection when passing through the intersection 5. FIG.

Here, with respect to the road section 340 and the road section 310, only the planned intra-intersection passage line 001 is set to connect to the lane 313 at the intersection inflow portion of the intersection 5, and the planned intra-intersection passage line 002 and the planned intra-intersection passage line The reason why the line 003 is set to connect with the lane 314 will be described with respect to the planned traffic line 001 within the intersection, and then with respect to the planned traffic lines 002 and 003 within the intersection.

The road section 340 is a road section that is in contact with the intersection 5 and the intersection 6 (see FIG. 16) at each end of the section. Of the plurality of lanes 341 , 342 and 343 in this road section 340 , the lane 341 is regulated to only turn left when entering and leaving the intersection 6 . Regarding the lane 342, the traveling direction is regulated to go straight when leaving the intersection 6, and the traveling direction of the lane 343 is regulated to turn right when leaving the intersection 6. For this reason, it is essential for a vehicle planning a left-turning route to enter and leave the intersection 6 to pass through the lane 341 at the inflow portion of the intersection 6 . At the stage of designing a route as a way of passing through the intersection 5, if a route design that prevents unnecessary lane changes in the road section 340 is realized, traffic flow will become smoother, reducing congestion and reducing environmental load. Effects such as reduction are expected. Therefore, it is necessary to obtain a traffic mode of the intersection 5 that meets the request for suppressing the lane change in the road section 340 after leaving the intersection 5 . On the other hand, regarding the traffic mode in the intersection area of the intersection 5, it is also necessary to satisfy the demand for realizing an efficient and safe traffic mode for individual vehicles in a form adapted to the intersection structure of the intersection 5.

Then, among a plurality of lanes with the same approach direction to the intersection at the intersection inflow portion provided in a specific road section, such as the intersection 5 shown in FIG. 5, at an intersection where there are at least two lanes, such as lane 313 and lane 314, turn left at the next intersection (intersection 6; see FIG. 16; the same applies hereinafter) in the road section after exiting the intersection. The planned traffic line 001 within the intersection is set in such a manner as to connect the lane 341 as a lane suitable for entering and exiting the intersection and the lane 313 at the inflow portion of the intersection.

As described above, lane 341 is selected as the lane to be reached when exiting intersection 5 in response to a request to suppress lane changes from the viewpoint of smoothing the traffic flow in the road section after exiting intersection 5. On the premise of the route design at the lane level of the intersection outflow part filled by the above, when passing through the intersection area itself of the intersection 5, in the relative comparison between the lane 313 and the lane 314, steering / acceleration / deceleration control By designing a route in which lane 313 is selected as the lane at the entrance of an intersection that is easy to cross, the demand for realizing an efficient and safe traffic mode for traffic in the area within the intersection itself will also be fulfilled. This is because the planned intersection line 001 is inevitably determined as the planned intersection line connecting the lanes 313 and 341 selected in such route design.

Here, from the viewpoint of smoothing the traffic flow in the road section after exiting the intersection such as the intersection 5, the request to suppress the lane change is realized by selecting the lane 341 as the connecting lane at the exit of the intersection 5. When setting a planned traffic line in an intersection that does not realize either one or both of the above and the selection of the lane at the entrance of the intersection where steering and acceleration/deceleration are easy for individual vehicles as the traffic mode of the intersection 5. , the validity of the determination of the planned traffic line 001 within the intersection in the above route design is demonstrated.

In FIG. 5, dashed lines 004, 005 and 006 are drawn as linear shapes representing possible inter-intersection travel areas in addition to inter-intersection planned traffic lines 001, 002 and 003. FIG. Of these, first, regarding 004 and 005, for a vehicle that is planning to turn right at intersection 5 to enter/exit road section 340 and then turn left at intersection 6 to enter/exit, The lanes 342 and 343 are selected as lanes to pass through. If one of the lanes 342 and 343 is selected when exiting the intersection 5, it is necessary to change lanes to reach the lane 341 in the road section 340 in order to enter/exit the intersection 6 by turning left.

If the planned intra-intersection traffic line 004 is selected, it will enter the intersection 5 from the lane 313 at the intersection inflow part of the intersection 5. At the outflow portion of the intersection, the vehicle reaches the lane 342. Therefore, in order to enter/exit the intersection 6 by turning left, it is necessary to change the lane to the lane 341 in the road section 340. FIG. Here, it is clear that selecting the planned intersecting traffic line 004 in comparison with the intra-intersection traffic line 001 is unreasonable as a route design. Also, when comparing the lanes 341, 342, and 343, as long as the restrictions on the direction of travel are limited to left turns only, straight forwards only, and right turns only for each lane, smooth passage on the lane 341 in the road section 340 is possible. In order to ensure this, it is necessary to avoid preparing the planned intersection line 004 as a planned intersection line that coexists with the planned intersection line 001 .

If the planned intra-intersection traffic line 005 of the intersection 5 is selected, it will be necessary to change lanes for two lanes in the road section 340, and the traffic flow in the road section 340 will be hindered accordingly. Even if it is assumed that in the road section 310, a vehicle traveling in the lane 314 starts route design at a point before the intersection inflow part of the intersection 5, the road section 310 moves from the lane 314 to the lane 313 in one step. A route design that turns right at intersection 5 and turns left at intersection 6 is such that, if the lane is changed only, the lane 313 is passed at the intersection inflow part of the intersection 5, and from the lane 313 to the lane 341 via the planned traffic line 001 within the intersection. As compared with the case of selecting the most rational lane, the lane change in the road section 340 is two-step from the lane 343 to the lane 342 and from the lane 342 to the lane 341. The passage patterns of the road sections 310 and 340 are irrational. Furthermore, from the viewpoint of the traffic flow in the vicinity of the intersection 5, it is selected by the route design of lane 314→intersection planned traffic line 005→lane 343, which induces the behavior of the vehicle to change lanes in two steps in the road section 340. Compared to the setting of the planned traffic line 005 in the intersection, it is sufficient to change the lane only one step from the lane 314 to the lane 313 in the road section 310, and it is selected by the route design of lane 313→planned traffic line 001 in the intersection→lane 341. It is clear that the planned traffic line 001 within the intersection contributes to smooth traffic flow. It should be noted that it is rational for vehicles that are traveling on the lane 313 in the road section 310 to design a route that sequentially passes through the lane 313 →the planned traffic line 001 in the intersection →the lane 341, and to facilitate smooth traffic flow. It is even clearer that

Next, the adequacy of route design for entering and exiting intersections 5 and 6 sequentially in a predetermined traveling direction of the planned traffic lines 002 and 003 within the intersection will be demonstrated.

For a vehicle that is planning to turn right at intersection 5 to enter/exit and go straight through intersection 6 to reach its destination, lanes 313 and 314 are selected from among the lanes in road section 310 before entering intersection 5 as route design. is a lane-level route candidate, and in the road section 340 after exiting the intersection 5, a lane 342 is a lane-level route candidate. In this lane 342, the direction of travel at the intersection specified by the road markings matches the direction of travel at each of the intersections 5 and 6 where the vehicle heading for the destination is expected to travel.

Assuming that, here, the intersecting planned traffic line 002, which represents the intersecting driving area in a linear shape so as to flow into the intersecting area from the lane 314 and connect to the lane 342 at the intersection outflow part, is the exit from the intersection 5. For vehicles planning to turn right at intersection 5 and proceed straight ahead at intersection 6, this is an efficient and safe driving route. In accordance with the above-described viewpoint, for a vehicle that is scheduled to turn right at intersection 5 and is scheduled to turn right at intersection 6 to enter or exit, an efficient and safe driving mode is adopted as a way to turn right at intersection 5. As a lane-level route that satisfies both the request of suppressing lane changes in the road section beyond which the intersection 5 is exited, the lane 314 is taken at the intersection inflow portion of the intersection 5 as a running line within the intersection. takes 003 in FIG.

Returning to FIG. 1, the moving body 50 has a communication section 52, an input section 54, an output section 56, a position acquisition section 58, a control section 60, and an operation control section.

The input unit 54 is, for example, a keypad or the like, and acquires information input by the user. The output unit 56 is, for example, a liquid crystal monitor or the like, and outputs and displays information for the user. Note that the input unit and the output unit may be integrated like a so-called touch panel.

The position acquisition unit 58 is provided with a receiver for signals from satellites according to a satellite positioning system such as GPS (Global Positioning System), and receives satellite signals. Along with this, an in-vehicle camera that acquires image information around the vehicle 2 may be provided. Furthermore, a millimeter wave radar that acquires information on objects around the vehicle 2 may be provided.

The control unit 60 performs driving assistance and/or automatic driving of the moving body 50 in conjunction with an operation control unit 68 which will be described later. The driving assistance and/or automatic driving is at least based on the vehicle position before entering the intersection 5, information on the direction of entry and exit at the intersection 5, and individual intersection data sets 300, that is, lanes for each road section. Based on the section data 250 and the intersecting planned traffic line data 251, it includes setting the intra-intersection planned traffic line that the moving body 50 should actually take within the intersection 5. FIG. For example, the control unit 60 has a position specifying means 62, a route setting means 64, and a control information output means 66 as functional components (hereinafter referred to as "function modules").

The position specifying means 62 specifies the current position of the moving body 50 based on the information acquired by the position acquisition section 58 . The route setting means 64 determines the route of the mobile object based on the information on the destination set by the user using the input unit 54 and the information on the route obtained by the server control unit of the server 20 obtained through the vehicle communication unit 52. An actual route to be taken by the moving object 50 is set that matches the current position of 50 and the destination. The control information output means 66 calculates information on steering/acceleration/deceleration necessary for the moving body 50 to travel along the route set by the route setting means 64 and provides the information to the operation control section 68 .

The position specifying means 62 further acquires map data of the planned travel range of the mobile body 50 from the map database 32 of the server 20 via the communication unit 52 . The map data of the planned travel range of the mobile body 50 acquired here includes, for example, part of the logical network information 322 and part of the lane network information 240 stored in the storage unit 30 of the server 20 . Then, map matching is performed using the information about the current position of the moving body 50 and the map data.

The route setting means 64 determines a lane-level route from the destination to the current position based on the information on the lane corresponding to the current position of the mobile object 50 and the information on the lane closest to the destination of the mobile object 50. set. For example, the driving lane setting unit 117 determines the lane to be taken at the outflow part of the intersection 5 based on the approach/exit direction of the intersection 6, and obtains the information on the lane to be taken at the outflow part of the intersection 5 and the lane information at the inflow part of the intersection 5. Based on the information of the lane to be moved, the planned traffic line within the intersection is set within the intersection area of the intersection 50 which is the nearest intersection of the moving object 50 .

The control information output means 66 calculates, for example, information on steering/acceleration/deceleration to be taken to enter/exit the nearest intersection set by the route setting means 64, and provides the information to the operation control section 68.

Further, the control information output means 66 outputs the nearest lane set by the route setting means 64 from the lane corresponding to the current position of the moving body 50 when it is necessary to change the lane before the nearest intersection, which will be described later. Information relating to steering/acceleration/deceleration for changing lanes to the lane to be taken at the inflow portion of the intersection is calculated, and the information relating to the operation control section 68 is provided.

Based on the information obtained from the control information output means 66, the operation control part 68 causes the moving body 50 to travel along the specific route that should be taken by the lane level set by the route setting means 64 (not shown). It controls accelerator actuators, brake actuators and steering actuators.

The above-described driving assistance system 10 is composed of one or more computers. Also, the server 20 is composed of one or more computers. The driving support device 100 exchanges information between the mobile body 50 and the server 20 via the network line NW, and implements the driving support procedure as follows. It should be noted that the manner of holding the various data described above is an example, and for example, the map database 32 may be held on the mobile body 50 side, or part of it may be held on the mobile body 50 side. Part or all of the above-described route search and the like may also be performed on the mobile body 50 side. It may be realized as one driving support system including route search.

A2. Driver assistance and/or automated driving procedures:
Next, as an example of the driving support method, a procedure for setting a planned driving lane executed by the driving support system 10 will be described. FIG. 6 is a flow chart showing the procedure for setting the lane to be traveled, which is executed by the driving support system 10 until the mobile body 50 scheduled to turn right into the intersection 5 reaches the intersection inflow portion of the intersection 5. FIG. be.

As shown in FIG. 6, the driving support system 10 first executes step S01. In step S01, the vehicle position of the mobile object 50 is specified using the information acquired by the position acquisition unit 58 by the position specifying means 62, and the lane in which the mobile object 50 is traveling is specified based on the specified vehicle position. do. In step S01, for example, the Dijkstra algorithm is applied exclusively using the lane network information 240 without using the logical network information 230, and from the destination, the intersection of interest (intersection 5 in the example of FIG. 5, This is executed after the lane-level route search up to the road section ahead in the direction of travel is completed.

In step S02, from the current position of the moving body 50, the nearest intersection (closest intersection) to be noted on the way to the destination is obtained, and A planned traffic line within an intersection that satisfies regulations and is selected as an optimum route in a lane-level route search is selected as a planned planned traffic line within a selected intersection. After such selection is made, the process proceeds to the next step S03.

In step S03, the route setting means 64 selects a lane (hereinafter referred to as an "inflow reaching lane") that is directly connected to the planned traffic line in the selected intersection obtained in step S02. Determine whether it is in an extended relationship with the lane in progress (ie, if the former lane is the same as the latter lane, or if the former lane is an extension of the latter lane). If the incoming lane and the lane in which the moving body 50 is currently traveling are not in an extended relationship, it is necessary to change lanes before entering the nearest intersection in order to pass through the planned traffic line within the selected intersection. It is determined (step S03: YES), and the process proceeds to step S04. If the lane reaching the inflow part and the lane in which the moving body 50 is currently traveling are in an extended relationship, it is not necessary to change lanes before entering the nearest intersection in order to pass through the planned traffic line within the selected intersection ( Step S03: NO), and the process proceeds to step S05 as the next step. It should be noted that the following processing procedure is executed as a processing procedure for guiding the moving body 50 .

If it is determined in step S03 that a lane change is necessary before entering the nearest intersection (step S03: YES), the driving support system 10 next executes step S04. Here, the case where it is determined that a lane change is necessary before entering the nearest intersection is, for example, when the moving body changes lanes to the next lane in order to pass an approaching emergency vehicle on the road between the intersections. This is the case, for example, when the vehicle does not travel, even temporarily, in the lane on the optimum route with the lane level obtained in advance, such as when the priority travel of an emergency vehicle is realized. In step S04, the route setting means 64 sets a transition route from the lane in which the moving object 50 is currently traveling to another lane for changing lanes necessary to reach the entrance reaching lane before the intersection entrance. do. In the example of FIG. 5, for example, the planned traffic line in the selected intersection obtained in step S02 is 001 in FIG. is 314 in FIG. 5 , the driving lane setting unit 64 sets a transition route from the lane 314 to the lane 313 at a point before the intersection inlet of the road section 310 . In this way, when the vehicle enters the nearest intersection, it becomes possible to travel along the optimum route after passing through the nearest intersection.

If it is determined in step S03 that a lane change is not necessary before entering the nearest intersection (step S03: NO), the driving support system 10 executes step S05 without executing step S04. That is, in step S05, the route setting means 64 selects a lane in which the moving body 50 is traveling in the current lane or a lane extending from the current lane.

Through the steps up to this point, the information on the transition route obtained in step S04 or the lane selected in step S05, the information on the planned traffic line in the selected intersection obtained in step S02, and the intersection outflow part of the nearest intersection Lane information is obtained as the most correct information along the traveling direction of the nearest intersection and the next intersection as a lane-level route. For this reason, the control information output means 66 obtains the information necessary for motion control such as steering, acceleration and deceleration of the moving object from the route setting means 64 according to the above-mentioned conditions, and provides the information to the motion control section. processed into

A3. Effect of this embodiment:
As described above, the driving support system 10 uses the lane network information 240 (consisting of the lane section data 250 and the planned traffic line data 251 within the intersection) applicable to the intersection 5 as shown in FIG. Based on the information on the lane at the inflow of the intersection 5, the information on the planned traffic line in the intersection, the information on the lane at the outflow of the intersection, and the information on the current position of the moving object 50, the lane that reaches the inflow of the intersection , a route setting means 64 for selecting and setting a planned traffic line within the intersection area and a lane at the exit of the intersection as a lane-level route.

According to this driving support system, an intersection, such as intersection 5 shown in FIG. It is possible to design a route to smoothly reach a lane that matches the direction in which the moving object should move at the intersection after leaving the intersection, thereby smoothing the traffic until the moving object reaches the destination. Contribution to traffic safety and safe passage of mobile bodies at intersections can be realized. Therefore, it is effective for appropriate driving support at intersections as shown in FIG.

A4. Modification 1 of the first embodiment
A modification of the first embodiment will be described below with reference to FIG. This modified example is obtained in advance when, after performing a route search at the lane level from the destination once, a route partially different from the searched route is traveled in the middle of movement, and in other cases. Given the lane-level optimal route information, it can be used to design a lane-level route that can reach the rest of the searched lane-level optimal route from the vehicle's current position. .

The execution timing and execution contents of step S01 are as described above. Next, in step S02, the driving support system 10 obtains the nearest intersection in the same manner as described above. Then, one planned traffic line within the intersection that satisfies the regulations regarding the direction of entry/exit at the nearest intersection (direction of travel at the nearest intersection) is selected as the planned traffic line within the candidate intersection. Here, when there are a plurality of planned traffic lines within the intersection that satisfy the regulation on the direction of travel at the nearest intersection, one of them is provisionally selected as the planned traffic line within the candidate intersection, and the process proceeds to the next step S03. do.

In order to determine whether or not the planned traffic line in the candidate intersection selected in step S02 is suitable for designing a route for the moving object 50 to pass through the intersection 5 in FIG. Step S03 is executed. In step S03, the route setting means 64 selects the lane in the road section ahead of the intersection of interest in the direction of travel - an intersection located ahead of the nearest intersection in the direction of travel to the destination (for example, in the example of the arrangement of intersections in FIG. , which direction to take at intersection 6) when the nearest intersection is intersection 5) is determined using route information obtained in advance before step S01 is executed, and the progress obtained from the determination result is determined. It is determined whether or not the lane that satisfies the directional regulation and the lane at the outflow portion of the nearest intersection are in a connection relationship that does not require a lane change in the road section after leaving the nearest intersection. In this case, when the lane at the exit of the nearest intersection via the scheduled traffic line in the candidate intersection has an extended relationship with the lane that should be taken at the entrance of the intersection at the intersection located ahead of the nearest intersection in the direction of travel. (That is, if the two lanes are the same or if the latter lane exists on the extension line of the former lane), the planned traffic line in the candidate intersection has a connection relationship that does not require a lane change ahead ( Step S03: YES). On the other hand, if it is not in an extended relationship, it is determined that the planned traffic line in the candidate intersection is in a connection relationship that requires a lane change ahead (step S03: NO). In addition, if it is determined that there is a connection relationship that requires a lane change ahead, the candidate intersection running line that connects to the lane at the intersection outflow portion at the nearest intersection is not suitable for route design of the moving body 50. That's what happened.

In step S03, if it is determined that the planned traffic line in the candidate intersection is in a connection relationship requiring a lane change in the road section after exiting the intersection (step S03: NO), the driving support system 10 returns to step S02. to select a planned traffic line within a different candidate intersection. Here, a planned traffic line within the candidate intersection that is different from the planned planned traffic line within the candidate intersection determined to not satisfy the determination in step S03 is selected by replacing the arrival lane with a different one. Then, the selection of the planned traffic line in the candidate intersection is repeated until a YES determination is obtained in step S03. Such processing can be performed, for example, by applying the Dijkstra algorithm using the lane network information 240 .

In step S03, if it is determined that the planned passage line in the candidate intersection does not have a connection relationship that requires a lane change in the road section after exiting the intersection (step S03: YES), the driving support system 10 determines that the planned passage line in the candidate intersection The line is treated as a planned traffic line within the selected intersection, and step S04 is executed. In step S04, the route setting means 64 determines that the lane at the entrance of the intersection directly connected to the planned traffic line in the selected intersection obtained in step S03 (lane reaching the entrance) is the lane in which the moving body 50 is currently traveling. It is determined whether there is an extended relationship (that is, if the former lane and the latter lane are the same, or if the former lane is on the extension of the latter lane). If the incoming lane and the lane in which the moving body 50 is currently traveling are not in an extended relationship, it is necessary to change lanes before entering the nearest intersection in order to pass through the planned traffic line within the selected intersection. It is determined (step S04: YES), and the process proceeds to step S05. If the lane reaching the inflow part and the lane in which the moving body 50 is currently traveling are in an extended relationship, it is not necessary to change lanes before entering the nearest intersection in order to pass through the planned traffic line within the selected intersection ( Step S04: NO), and the process proceeds to step S06 as the next step. It should be noted that the following processing procedure is executed as a processing procedure for guiding the moving body 50 .

If it is determined in step S04 that a lane change is necessary before entering the nearest intersection (step S04: YES), the driving support system 10 next executes step S05. In step S05, the route setting means 64 sets a transition route from the lane in which the moving object 50 is currently traveling to another lane for changing lanes necessary to reach the entrance reaching lane before the intersection entrance. do. In the example of FIG. 5, for example, the planned traffic line in the selected intersection obtained in step S03 is 001 in FIG. is 314 in FIG. 5 , the driving lane setting unit 64 sets a transition route from the lane 314 to the lane 313 at a point before the intersection inlet of the road section 310 .

When it is determined in step S04 that the lane change is unnecessary before entering the nearest intersection (step S04: NO), the driving support system 10 executes step S06 without executing step S05. That is, in step S06, the route setting means 64 selects a lane in which the moving body 50 is traveling in the current lane or an extension of the current lane.

Through the steps up to this point, the information on the transition route obtained in step S05 or the lane selected in step S06, the information on the planned traffic line in the selected intersection obtained in step S03, and the intersection outflow part of the nearest intersection Lane information is obtained as the most correct information along the traveling direction of the nearest intersection and the next intersection as a lane-level route. For this reason, the control information output means 66 obtains the information necessary for motion control such as steering, acceleration and deceleration of the moving object from the route setting means 64 according to the above-mentioned conditions, and provides the information to the motion control section. processed into

A5. Modification 2 of the first embodiment:
FIG. 8 is an example of an intersection to which the intersection data set applicable in FIG. 5 can be similarly applied. The intersection in FIG. 8, like the intersection in FIG. It is common in that there are three lanes on the road. However, in FIG. 5, regarding the three lanes at the exit of the intersection, lane 341 is regulated to only turn left, lane 342 is regulated to only go straight, and lane 343 is regulated to only turn right with respect to the traveling direction of the next intersection. However, FIG. 8 is different in that the lane 343 is regulated to only go straight in relation to the traveling direction of the next intersection. Other points are the same as the intersection 5 in FIG. 5, so the same symbols as in FIG. 5 are used here.

At the intersection as shown in FIG. 8 as well, for the moving body 50 that enters and exits the next intersection by turning left, it reaches the entrance of the intersection on the lane 313 and travels along the planned traffic line 001 within the intersection in the area within the intersection. In the same way, reaching the lane 341 at the exit of the intersection contributes to the smoothness of traffic flow and the efficiency and safety of the operation of individual vehicles. Further, it is rational to go through the planned intersection line 002 to reach the planned intersection line 342 from the lane 314, as in the case of FIG. However, the selection of the lane 314 in the road section 310 and the lane 343 in the road section 340 via the planned traffic line 003 in the intersection is inevitably selected compared to the case of FIG. not a thing This is because, as described above, it is possible for an individual vehicle that is scheduled to proceed straight ahead at the next intersection to select a lane in which it passes through lane 314 and reaches lane 342 via planned intra-intersection traffic line 002 as described above.

However, from the viewpoint of smooth traffic flow, it is assumed that the right-turn lane 314 is used as the intersection entry/exit direction in the road section 310, and the straight lane other than the lane 342 is used in the intersection exit section of the intersection. In order to reach the lane 343 of , it is desirable to prepare the data of the planned traffic line 003 in the intersection in advance. In addition, having the data of the planned traffic line 003 within the intersection in this way enables the intersection data set 300 that can cover both cases of intersections such as the intersection 5 and intersections such as that shown in FIG. 8 as much as possible. It can also be justified from the fact that it is a rational way of organizing data for

A6. Modification 3 of the first embodiment:
FIG. 9 is an example of an intersection to which the intersection data set applicable in FIG. 5 can be similarly applied. As with the intersection 5 in FIG. 5, the intersection 5 in FIG. They are common in that there are three lanes at the outflow section. However, in the intersection 5 of FIG. 5, regarding the three lanes at the exit of the intersection, the lane 341 is restricted to left turn only, the lane 342 is restricted to straight ahead only, and the lane 343 is restricted to right turn only. 9, both lanes 341 and 342 are regulated to only turn left at the next intersection, and lane 343 is regulated to only go straight at the next intersection. . Further, for the reason described later, the planned intersection line connecting the lane 342 in the road section 340 and the lane 313 in the road section 310 is indicated by a solid line as the planned intersection line 002. Accordingly, the lane 342 and the lane 314 is shown as dashed line 004 (unlike in FIGS. 5 and 8). Other points are the same as the intersection 5 in FIG. 5, so the same symbols as in FIG. 5 are used here.

As described above, the intersection data set 300 applied to the intersection 5 in FIG. 5 and the intersection 5 in FIG. and the lanes of the road section 340 are the same, but in the case of FIG. , data representing the planned traffic line 001 in the intersection connecting the lanes 313 and 341, data representing the planned traffic line 002 in the intersection connecting the lanes 313 and 342, data representing the planned traffic line 002 in the intersection connecting the lanes 314 and 343 The content includes data representing the planned traffic line 003 . Here, the reason why the data representing the intersecting planned traffic line 002 connecting the lane 313 and the lane 342 is required as the intersecting planned traffic line data 251 and how to apply it will be described.

The road section when entering the intersection 5 from the road section 310 and exiting the intersection 5 is roughly divided into left-turn lanes, that is, lanes, in relation to regulations on the traveling direction at the intersection ahead of the vehicle traveling direction. 341 and 342 and a straight lane or lane 343 . Assuming that, as the planned traffic lines in the intersection for connecting the road section 310 and the road section 340 on a lane-by-lane basis, two planned traffic lines in the intersection, the planned traffic line 001 in the intersection and the planned traffic line 003 in the intersection shown in FIG. It seems to be. However, the reason why the planned traffic line 002 within the intersection is prepared for the intersection 5 in FIG. 9 instead of having two planned traffic lines is as follows.

Supposing that the intersection 5 in FIG. Regardless of the vehicle that is scheduled to proceed straight, lane 341 is the only lane to reach at the outflow portion of intersection 5 in road section 340 for vehicles that are going to enter or leave the next intersection by turning left. Since it is selected, all the vehicles scheduled to turn left at the next intersection to enter or leave the lane 341 will run. On the other hand, in order to avoid the concentration of cars on lane 341 and ensure a smooth traffic flow, lane 342 in road section 340 is also dedicated to turning right in road section 310 in the same manner as planned traffic line 001 in the intersection. It is necessary to allow the vehicle to travel from the lane to the exit of the intersection 5 via the planned traffic line within the intersection. In this way, the planned intersection traffic line 002 is prepared in advance as the planned traffic line within the intersection connecting the right-turn exclusive lane of the road section 310 and the lane 342 of the road section 340 . By using the intersection data set 300 in which the planned traffic line 002 within the intersection is prepared in this way, it is planned that among the vehicles entering and exiting the intersection 5 by turning right, they will enter and exit the intersection ahead by turning left. Vehicles can adopt a traffic mode that does not hinder the flow of traffic on the road section 340 .

B. Second embodiment:
B1. System configuration:
The system configuration of this embodiment is the same as that of the first embodiment. Therefore, it is applicable to both intersections as shown in FIG. 5 and intersections as shown in FIGS.

B2. Driver assistance and/or automated driving procedures:
This embodiment differs from the first embodiment in the procedure of processing, as shown in FIG. Therefore, a processing procedure using the intersection data set 300 applicable to the intersection illustrated in FIG. 5 will be described below.

As a premise for executing the flow shown in FIG. It is assumed that route search has already been performed.

The driving assistance system 10 starts the following process before reaching the intersection of interest on the route searched at the logical network level.
The process is the same as in the first embodiment up to step S01 of identifying the current position of the moving body 50 and the lane in which the moving body 50 is traveling, and then selecting the planned traffic line in the candidate intersection. be. Moreover, the processing content of step S02 is the same as that of the modification 1 of 1st Embodiment.

In step S03, in the case of passing through the specific planned traffic line within the intersection determined as the planned traffic line within the candidate intersection in step S02, the route search result at the premise logical network level, specifically, the route search result is used as the route search result. A determination is made as to whether or not the combination of the link and the node is consistent with or inconsistent with the traveling direction of going straight or turning left or right at the next intersection. This determination will be described in detail using the example of the intersection in FIG.

Now, as a result of the route search at the logical network level, for the moving body 50 that is scheduled to enter the intersection 5 from the road section 310 and reach the road section 340 , it turns right at the intersection 5 to enter and leave the road section 340 . It is assumed that the optimal route is to reach the destination, turn left at the intersection ahead of the road section 340, enter and exit, follow another road section, and move to the destination. Assume that when such links and routes at the node level are given, the intersecting planned traffic line 003 is selected as the candidate inter-intersection planned traffic line in step S02. However, if this planned intra-intersection traffic line is adopted, the lane that the vehicle reaches at the exit from the intersection of Intersection 5 is lane 343, and if the vehicle continues to travel in lane 343, it will be regulated to turn right at the intersection ahead. The route search result obtained at the logical network level is inconsistent. In other words, as long as you take lane 343, you will have to turn right and exit the next intersection. Therefore, it is judged NO in step S03 as to whether or not the planned intersecting line 003 does not need to be changed as the intersecting planned intersecting line. The internal planned traffic line is set as the planned traffic line within the candidate intersection, and the process is started again.

Now, if the planned intersection line 001 is selected in step S02 as the planned intersection line in FIG. Since it is not necessary to change the route for advancing to the next intersection, it is assumed that the route need not be changed (step S03: YES), and the process proceeds to the next step S04.

In step S04, it is determined whether or not the planned traffic line in the candidate intersection, which was selected in step S02 and affirmatively determined in step S03, is suitable for route design of the moving body 50. FIG. Specifically, in step S04, the route setting means 64 reads from the intersection data set 300 the information on the lanes in the road section ahead of the intersection of interest described above in the direction of travel. Determine what direction to take at the intersection located ahead in the direction of travel, and the lane that satisfies the restrictions on the direction of travel obtained from the determination result and the lane at the exit of the nearest intersection After leaving the nearest intersection In the road section of , it is determined whether or not there is a connection relationship that does not require a lane change. Here, as in Modified Example 1 of the first embodiment, when viewed from the lane at the intersection outflow part of the nearest intersection via the planned traffic line in the candidate intersection, the intersection inflow part at the intersection located ahead of the nearest intersection in the traveling direction should be taken. If the two lanes are in an extended relationship (that is, if the two lanes are the same or if the latter lane exists on the extension line of the former lane), the planned traffic line in the candidate intersection changes lanes ahead. (step S04: YES). On the other hand, if it is not in an extended relationship, it is determined that the planned traffic line in the candidate intersection is in a connection relationship that requires a lane change ahead (step S04: NO).

If the determination in step S04 is NO, the process returns to step S02 to set another inter-intersection planned traffic line as the candidate inter-intersection planned traffic line and start over. On the other hand, if YES is determined in step S04, the next step is step S05. Since steps from step S05 onward are the same as the procedure from step S03 onwards in the first embodiment (step S04 onwards in Modification Example 1 of the first embodiment), the description thereof will be omitted.

C. Third embodiment:
C1. System configuration:
The system configuration of this embodiment is the same as that of the first embodiment, except for the intersection data set 300, which will be detailed below. Therefore, it is applicable to both intersections as shown in FIG. 5 and intersections as shown in FIGS.

FIG. 11 is a schematic diagram of an intersection data set 300 different from that of the first embodiment, and illustrates the traffic environment of an intersection to which the intersection data set 300 can be applied.

The intersection data set 300 of this embodiment consists of the road section data 250 and the intersecting planned traffic line data 251 for the intersection 8 where the road sections 710 and 720 and the road sections 730 and 740 intersect. The road section data 250 in FIG. 11 has the same contents as in FIG. 5 in the first embodiment. However, with respect to the intersecting planned traffic line data 251, in the case of the first embodiment, data indicated by dashed lines instead of solid lines were not utilized as intersecting planned traffic line data. The data related to the planned traffic line within the intersection indicated by the dashed line is set as being less recommended for use than the data related to the planned traffic line within the intersection indicated by , and can be used in the driving support system 10. It is characterized by being Here, the planned traffic line data within the intersection indicated by broken lines, that is, the data representing the planned traffic lines 040, 050, and 060 within the intersection are the planned traffic lines within the intersection indicated by solid lines 010, 020, and 020, respectively. For example, lane attribute information 260 (not shown) defines that the use recommendation level is lower than that of data related to 030. The method of definition here may be an appropriate method such as input of numerical values that allow relative comparison.

Here, for example, the significance of preparing intersection traffic line data with a lower use recommendation level and making it available in the driving support system 10 is as follows. That is, as shown in FIG. 11, when there is an obstacle (including another mobile body) in front of the mobile body 50, the mobile body 50 takes a route to avoid the obstacle. For 50, the way of driving in the intersection area is optimized from the viewpoint of the optimum route design of the lane level by passing through the scheduled driving line in the intersection where the way of entering and leaving the intersection is less recommended. However, after passing through the intersection area, it is possible to take the optimum route at the lane level.

C2. Driver assistance and/or automated driving procedures:
Next, the data of the planned intersection lines 040, 050, and 060, which are inferior to the planned intersection line data representing the planned intersection lines 010, 020, and 030, are used. The processing performed by the driving support system 10 by applying the intersection data set 300 including planned line data will be described.

As a premise, in the case of this embodiment, vehicle-to-vehicle communication or a group of sensors installed on the moving body 50 (not shown) detects that there is a road obstacle on the road in front of the moving body 50. The process listed starts. First, in this embodiment as well, the current position of the mobile object 50 and the lane in which the mobile object 50 is traveling are specified as step S10. The processing content of step S10 is the same as the processing content of step S01 in the first and second embodiments. In the example of FIG. 11, the moving object 50 (the second vehicle from the top in FIG. 11) is traveling on the road section 710 and plans to turn right at the intersection 8 to enter and exit. Further, as shown in FIG. 11, there is another vehicle shown obliquely in front of the moving body 50 in the traveling direction so as to prevent the moving body 50 from traveling straight ahead. Other vehicles are stopped for some reason, and are obstacles on the road when viewed from the moving body 50 .

Next, a processing procedure in step S20 will be illustrated. As shown in FIG. 11 , there is an obstacle on the road ahead of the lane 713 in the traveling direction of the moving object 50 . Here, the route setting means 64 sets the planned intra-intersection traffic line 010, which directly connects the lane 713 and the inflow portion of the intersection 8, to be an impassable planned intra-intersection traffic line (step S20). Here, it is assumed that the moving body 50 is scheduled to turn right to enter/exit the intersection 8 in FIG. 11, and to enter/exit the next intersection by turning left.

Next, in step S30, the route setting means 64 refers to the logical network data 230 of the road section after leaving the nearest intersection, which is the road section 740 in the example of FIG. Specifically, it refers to how the link length of the road section 740 is described on the logical network. If the link length is equal to or greater than the predetermined length (step S03: YES), the line other than the planned intersecting traffic line 010, which is the intersecting planned traffic line set to be untravelable in the preceding step S20. The process proceeds to step S50 using the data related to the planned traffic line in the intersection with a high degree of usage recommendation. In addition to the link length of the road section, the conditions used for the determination in step S30 include whether or not the road section is covered with lane paint that prohibits lane changes between lanes. mentioned.

On the other hand, if NO is determined in step S30, the process proceeds to step S040. This is because, like the road section 740 in FIG. 11, the road section that reaches and connects the inflow part of the nearest intersection through the planned traffic line within the intersection has a sufficient link length—that is, the intersection 8 and the next one in the direction of travel. If the distance of the link between the intersection and the link is less than a predetermined value, changing lanes in such a short road section impedes the flow of traffic and causes the moving body 50 to overtake other vehicles. It can be said that it is processing by an algorithm based on the value judgment that it should be suppressed because it may lead to a situation that forces the driver to cut in between them. That is, unlike the first embodiment and the second embodiment, from the viewpoint of suppressing difficult lane changes in a short road section (road section 740 in FIG. Form: As much as in the second embodiment, abandoning the pursuit of suitability for the safety and efficiency of individual vehicles, it is not recommended to use it as a planned traffic line within the intersection in the area within the intersection of intersection 8. In this embodiment, the highest priority is given to conformity to the request to pass through the intersection 5 using the planned traffic line within the intersection and to reach a lane that does not cause a lane change in the next road section. It is a fundamental aspect in algorithms. From this point of view, in step S40, unlike the first and second embodiments, the route setting means 64 also removes planned traffic lines within intersections that have been set to have a relatively low use recommendation level, as will be described later. To be able to be used for processing after reading from a map database so that it can be selected as a planned traffic line in a candidate intersection.

Then, in step S50, any of the planned traffic lines within the intersection of the nearest intersection other than those set as unusable in step S20, including the planned traffic lines within the intersection whose recommendation level was set to be low in step S040, are selected. , and set it as the planned traffic line within the candidate intersection.

Next, in step S60, using the planned traffic line within the candidate intersection, the vehicle 50 passes through the intersection 8 and reaches the lane at the exit of the intersection, and the intersection ahead of the road section including the lane at the exit of the intersection. Based on the information on the regulation on the direction of entry and exit, it is determined whether or not the lane at the outflow portion of the nearest intersection connected to the scheduled traffic line in the candidate intersection requires a lane change ahead in the direction of travel. The determination here is the same as the method of determination in step S03 of the first embodiment or the method of determination in step S04 of the second embodiment, so description thereof will be omitted. Note that the determination in step S60 does not require a lane change. In other words, if the determination is YES, the process proceeds to the next step S070, but if the determination in step S60 indicates that a lane change is required, that is, if the determination is NO, the process returns to step S50 to select a different planned traffic line within the intersection as a candidate. It will be redone from where it is selected as the planned traffic line in the intersection.

If the determination in step S60 is YES, determination processing in step S70 is performed, and the processing here is the same as step S03 in the first embodiment and step S05 in the second embodiment. Further, the processing after step S70 is the same as the processing after step S04 in the first embodiment. However, the outline thereof will be described below based on the examples of FIGS. 11 and 13. FIG.

In the example of FIG. 11, the moving body 50 is positioned on the lane 713 following the diagonally stopped vehicle that is an obstacle on the road. Here, the road section 740 is assumed to be a road section having a link length equal to or less than a predetermined length or having lane paint that prohibits changing lanes between lanes. In this case, in the processing up to step S60, as a result of the in-intersection planned traffic line 010 being unusable, the lane that does not require a lane change in the road section after exiting the intersection 8 is reached at the intersection outflow portion of the intersection 8. Therefore, it is possible to use data related to planned traffic lines in intersections with a low recommendation for use, and as a result of processing as planned traffic lines in candidate intersections, lane 714 in road section 710 is used as a lane at the entrance of intersection 8. Furthermore, the arrival lane at the intersection outflow portion of the intersection 8 is defined as the lane 741, and the planned intra-intersection traffic line 060 connecting these lanes is set as the selected planned intra-intersection traffic line. However, the lane 714 connected to the selected intra-intersection planned traffic line 060 is neither the same lane as the lane in which the moving body 50 is currently traveling nor an extension thereof. Therefore, in such a case, it is determined in step S70 shown in the flowchart of FIG. That is, guidance processing is performed to change the lane from the lane 713 in which the moving body 50 is traveling to the lane 714 at a point before the intersection inflow portion of the intersection 8 which is the nearest intersection.

On the other hand, in the example of FIG. 13, there is a road obstacle in front of the moving body 50 in the traveling direction, and the road obstacle is on the lane 713. However, in the case of FIG. Vehicle 50 is moving in lane 714 . In this case, if the flow shown in FIG. 12 is applied, the same processing as in the example of FIG. 11 is performed until step S60, but it is determined whether or not it is necessary to change lanes before entering the nearest intersection. Since the determination in step S70 is NO, the process proceeds to step S90 without guidance for the lane change process in step S80, and the vehicle continues to travel in the lane 714 in which it is currently traveling, and the intersection which is the nearest intersection. It reaches the inflow part of the intersection No. 8, passes through the planned traffic line 060 within the intersection, and reaches the lane 741 at the outflow part of the intersection No. 8. Then, in step S100, the process of continuing to run on the lane 741 in the road section 740 is performed.

C3. Effect of this embodiment:
In this embodiment, by processing even the data of planned traffic lines in intersections with a low degree of recommendation for use as planned traffic lines in candidate intersections for traffic at the nearest intersection, individual vehicles can safely and efficiently pass through the nearest intersection. It is possible to control individual vehicles with an emphasis on realizing smooth traffic flow in the road section beyond the nearest intersection rather than realizing the mode. Further, in this embodiment, as shown in FIG. 11 and FIG. 13, the closest intersection which should be selected as the best method to cope with the unexpected event that an obstacle on the road exists in front of the path of the moving object. When it becomes impossible to use the planned traffic line within the intersection as a passage mode, it is possible to realize passage using the planned traffic line within the intersection as a second best measure.

D. Fourth embodiment:
D1. System configuration:
The system configuration of this embodiment is the same as that of the third embodiment. Therefore, it is applicable to any of the intersections 5 as shown in FIGS. 5 and 8-9, the intersections 8 as shown in FIG. 11, and the intersections 9 as shown in FIG.

FIG. 15 is a schematic diagram showing a case where this embodiment is applied to an intersection 9 having the same road structure as the intersection 9 shown in FIG. 13 to which the third embodiment is applied, and an intersection data set 300 used here. has the same content as the data set of the third embodiment.

In FIG. 15 , the moving object 713 is traveling along the planned intersection line 010 that connects the lane 713 of the road section 710 and the lane 741 of the road section 740 . In the right oblique direction of the moving object 50, there is a vehicle traveling in the intersection travel area recorded as data corresponding to the planned intersection traffic line 060 in the intersection data set 300, but this vehicle is not driving. A vehicle that does not have assisted or automated driving functions and is operated by the driver himself/herself.

In this way, there are both moving objects equipped with driving support or automatic driving functions, and automobiles that are driven by human recognition, judgment, and operation without conventional driving support or automatic driving functions. When coexisting on a road, the latter vehicle, which is operated by a human, cannot realize a safe and efficient driving mode that contributes to smooth traffic flow, unlike the mobile body 50 using the driving support system 10. There is A specific example of this is the situation shown in FIG.

The intersection data set 300 applied to the intersection 9 in FIG. · 050 and 060 are included as data on planned traffic lines within intersections. Here, if all the moving bodies that use the road are equipped with the driving support system 10 like the moving body 50, entering and exiting the intersection 9 as shown in FIG. When planning to turn left at the intersection ahead, the planned traffic line 010 within the intersection is used. If a right turn is planned at the intersection ahead in the direction of travel, only the route that allows safe and efficient passage through the intersection 9 and contributes to the smoothness of traffic flow is used, such as using the scheduled intersection line 030. , the overall optimal traffic should be realized.

However, in a vehicle driven by human recognition, judgment, and operation, errors may occur in part or all of the recognition process, judgment process, and operation process, as shown in FIG. In addition, a mobile object equipped with the driving support system 10 may often enter and exit an intersection through an intersection travel area in which the vehicle is not allowed to pass.

Therefore, the driving support system 10 needs to be able to cope with the above-described irrational ways of driving that people may encounter on the road. As described above, a human-driven vehicle that is trying to pass an intersecting lane that is not recommended for use in an intersecting area may have an error in part or all of the driver's recognition, judgment, and operation processes. Therefore, unlike other moving bodies equipped with the driving support system 10, such a human-driven vehicle is driven such that it cuts into the course when viewed from the moving body 50. , can pose a threat to the mobile object 50 .

Therefore, the moving body 50 sets an inter-intersection traffic area corresponding to inter-section traffic line data with a low usage recommendation, such as inter-intersection traffic line 060, as an area for object detection by a group of sensors (not shown). A flow for enabling such processing is described below.

D2. Driver assistance and/or automated driving procedures:
The moving body 50 starts the processing shown in FIG. 14 before the intersection inflow portion of the nearest intersection. First, in this embodiment, as step S001, the current position of the moving body 50 and the lane in which the moving body 50 is traveling are specified.

Next, in step S002, a planned traffic line within the candidate intersection at the nearest intersection is selected. This selection is made in the same manner as step S02 of the first embodiment.

Next, the route setting means 64 reads out the intersection data set 300, and for the lanes of the road section to which the planned traffic line within the candidate intersection selected as described above connects at the intersection outflow, the same road section at the intersection inflow. It is determined whether or not there is a connection relationship in which the road is connected to the planned traffic line in another intersection through another lane (step S003).

A connection relationship is established in which lanes in a road section to which the selected candidate intersecting planned traffic line connects at the exit of the intersection are also connected to other planned traffic lines within the intersection via other lanes of the same road section at the intersection entrance. The case where it is determined to have (step S003: YES) will be specifically described with reference to the example of FIG. In FIG. 15, the moving body 50 has already entered the intersection area of the intersection 9, but as described above, the processing starting from step S001 is performed before the intersection inflow portion. Abandoning such differences and explaining the traffic environment in FIG. 741 is the lane in the road section 740 that meets at the exit of the intersection. This lane 741 is also connected to the planned traffic line 060 within the intersection, which has a relatively low degree of recommendation for use. Needless to say, the planned intra-intersection traffic line 060 is in contact with the lane 714 in the road section 710 as a lane at the entrance of the intersection. In this case, step S003 is determined to be YES.

If a YES determination is obtained in step S003, the process proceeds to step S004. Here, as shown in FIG. 15, in preparation for the possibility that another vehicle (especially a vehicle operated by a human) may cut into the same lane at the exit of the intersection at the nearest intersection, the moving body 50 is , activates a group of sensors (not shown), and is a planned traffic line within the intersection that also reaches the outflow part of the intersection that the mobile object 50 is scheduled to reach, and is represented by the data of the planned traffic line within the intersection with a low use recommendation level. Information for sending commands from the control information output means 66 to the sensor group is generated so that the inner traveling area can be detected as a detection area for the presence or absence of obstacles on the road, which is about the same as the area in front of the moving body 50 in the traveling direction. , to the control information output means 66 .

If the determination in step S003 is NO, the process proceeds to step S005. It is determined as NO in step S003 because, unlike FIG. 15, there are two lanes designated to enter and exit the intersection by turning right at the inflow of the intersection, and the outflow of the intersection is exited by turning right. This is the case where the nearest intersection is an intersection that has a structure in which there are also two lanes for traffic. In this case, human beings are handled in such a manner that the lane at the entrance of the intersection and the lane at the exit of the intersection are connected, such as how to make a right turn with a large turning radius of the curve and how to make a right turn with a small turning radius of the curve. Unlike the case where YES is determined in step S003, the moving body 50 is expected to drive in the same lane at the intersection exit so that a human-driven car cuts in when it reaches the intersection exit. It is difficult to imagine a situation in which . Therefore, in step S005, it is possible to treat an existence that can be a road obstacle on the path of the moving body 50 as being in front of the moving body 50. Information for sending a command from the control information output means 66 to the sensor group is generated and transmitted to the control information output means 66 so that it can be detected as a detection area for the presence or absence of an object.

D3. Effect of this embodiment:
In this embodiment, by using the data of planned traffic lines in intersections with a low recommendation for use as processing targets, other vehicles move like obstacles on the road when exiting an intersection structured as shown in FIG. This is expected to have the effect of facilitating the movement of the moving body 50 to avoid an accident by alerting in advance of an event in which the body takes a behavior that cuts in front of the course.

Aspects described in all or part of the above embodiments are appropriate control of mobile objects, improvement of processing speed, improvement of processing accuracy, improvement of usability, improvement of functions using data, or provision of appropriate functions. Appropriate data, programs, recording media, devices and/or systems such as provision of other functional improvements or appropriate functions, reduction of data and/or program capacity, downsizing of devices and/or systems, and data , reduction of production/manufacturing costs of programs, devices or systems, facilitation of production/manufacturing, and optimization of production/manufacturing of data, programs, recording media, devices and/or systems such as shortening of production/manufacturing time or solve one problem.

5, 8, 9... intersection, 10... driving support system, 31, 32, 33, 34... lane in road area, 62... position specifying means, 64... route setting means, 66 control information output means, 001, 002, 003 , 004, 005, 006, 010, 020, 030, 040, 050, 060... Planned traffic line within the intersection, 240... Lane network information, 310, 320, 330, 340... Road section that crosses another at the intersection, 311 , 312, 313, 314 . The lanes directly connected to the intersection entrance in section 710, 741, 742, 743, . . . lanes directly connected to the intersection exit in road section 740.

Claims (4)

A driving support system that supports driving of a mobile object,
Information on a planned traffic line within an intersection that connects each lane at the inflow of a road intersection and each lane at the outflow of the intersection, and expresses the area through which the moving object travels in the intersection in a linear shape. , including a control unit that controls so that the moving object can pass along a specific direction by a feature installed on the road,
At the intersection, the exit direction is designated as the specific direction, and there are a plurality of lanes having the same exit direction at the inflow section,
The planned traffic line in the intersection is
a plurality of planned traffic lines within the first intersection that depart from the lanes of the inflow section and extend to the lanes of the outflow section without intersecting each other within the intersection;
a plurality of planned traffic lines in a second intersection that intersect with the planned traffic line in the first intersection or intersect with each other after starting from each lane of the inflow section;
The control unit
giving priority to the planned traffic line in the first intersection over the planned traffic line in the second intersection so that the moving body can pass through;
If it is not desirable for the mobile body to pass along the planned traffic line in the first intersection, control is performed so that the mobile body can pass along the planned traffic line in the second intersection.
driving assistance system. The driving support system according to claim 1,
The control unit
When an obstacle is detected in one of the lanes of the inflow section, the planned traffic line in the first intersection on the extension line of the lane where the obstacle is detected is disabled.
driving assistance system. The driving support system according to claim 2,
The control unit
If an obstacle is detected in one of the lanes of the inflow section, and the length of each lane of the outflow section is equal to or greater than a threshold value, or if the lane change is not prohibited, on the extension line of the lane in which the obstacle is detected selecting the planned traffic line in the intersection through which the moving body travels from among the planned traffic lines in the first intersection that are not in the intersection;
driving assistance system. The driving support system according to claim 2,
The control unit
If an obstacle is detected in one of the lanes of the inflow section, and the length of each lane of the outflow section is not greater than a threshold value or lane change is prohibited, on the extension line of the lane where the obstacle is detected including the planned traffic line in the second intersection that is not in the second intersection as a candidate for the planned traffic line in the intersection that the moving body travels;
driving assistance system .

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