JP7307673B2 - Driving support method and driving support device - Google Patents

Description

TECHNICAL FIELD The present disclosure relates to a driving assistance method and a driving assistance device in a scene in which the own vehicle travels toward an intersection.

2. Description of the Related Art Conventionally, a driving support device for assisting driving of a vehicle includes a lighting information acquisition unit that acquires lighting information of a traffic signal that exists in front of the vehicle in the direction of travel, and a preceding unit that travels ahead of the vehicle in the direction of travel of the vehicle. A driving information acquisition unit that acquires driving information of the vehicle, predicts the speed propagation in the preceding vehicle based on the lighting information and driving information, and determines whether the vehicle can pass the traffic light for which the lighting information has been obtained based on the prediction result. and an estimating unit for estimating is known (see, for example, Patent Literature 1).

JP 2012-160127 A

In the prior art disclosed in Patent Literature 1, the start timing for starting the own vehicle toward the rear of the preceding vehicle is determined based on the predicted start of the preceding vehicle and the lighting information of the traffic signal. Therefore, if there is a following vehicle behind the preceding vehicle, and the following vehicle interferes with the entry of the vehicle, the vehicle will be forced to stop in a position where the vehicle is outside the lane, blocking the passage of other vehicles, and the vehicle will not be able to restart. There is a problem that it will be stuck (stopped) until it becomes possible.

The present disclosure has been made with a focus on the above-mentioned problem, and in a scene in which the own vehicle enters an intersection where a preceding vehicle and a following vehicle exist, by realizing a smooth entry of the own vehicle, it is possible to avoid other vehicles. The purpose is to prevent the vehicle from stopping at a position that obstructs traffic.

In order to achieve the above object, the present disclosure is a driving assistance method by a controller that calculates a travel route of a vehicle and assists traveling along the calculated travel route, wherein the vehicle is scheduled to travel. It is determined whether or not the planned travel route leads to an intersection in an intersection area with a travel lane in which another vehicle travels. When it is determined that the own vehicle is heading to the intersection, the vehicle existing closest to the own vehicle on the planned travel route of the own vehicle among the other vehicles is specified as the preceding vehicle. When the preceding vehicle is identified, it is determined whether or not there is an own vehicle stop area behind the preceding vehicle in which the own vehicle can be stopped without interfering with passage of other vehicles. When it is determined that the own vehicle stop area does not exist, control is performed to stop the own vehicle in front of the intersection. While the host vehicle is stopped, it determines whether the preceding vehicle shifts to start behavior. When the preceding vehicle is determined to start, if the following vehicle exists behind the preceding vehicle, it is determined whether or not the following vehicle behaves so as not to enter the planned travel route of the own vehicle.While the own vehicle is stopped, the preceding vehicle is determined to start, andIf it is determined that the following vehicle does not enter the planned travel route of the own vehicle,between the preceding and following vehiclesIt controls the start of the own vehicle.When it is determined that the preceding vehicle is going to start, if the behavior of the following vehicle is predicted to be a yielding behavior that allows the own vehicle to enter the front, the following vehicle will enter the planned travel route of the own vehicle. It is determined that the behavior is unsatisfactory. If the driving lane of the following vehicle is a priority driving lane that has priority over the own lane, the threshold for determining the yielding behavior used when the preceding vehicle is determined to start is set smaller than when the driving lane of the following vehicle is not the priority driving lane. set to a value.

By adopting the above-mentioned problem-solving means, in a scene where the own vehicle is approaching an intersection where there are preceding and following vehicles, the smooth entry of the own vehicle is realized, and it is possible to prevent other vehicles from passing. It is possible to prevent the vehicle from stopping. In addition, when the behavior of the following vehicle is predicted to be a yielding behavior to the own vehicle, it can be determined that the following vehicle does not enter the planned travel route of the own vehicle. Furthermore, when the driving lane of the following vehicle has priority over the own lane, it is possible to increase the chances of starting the own vehicle toward the intersection while the own vehicle is stopped before the intersection.

1 is a block configuration diagram showing the overall system configuration of an automatically driven vehicle to which the driving assistance method and the driving assistance device of Example 1 are applied, and the detailed configuration of a surrounding object behavior prediction unit; FIG. FIG. 10 is an explanatory diagram showing a start behavior prediction determination example 1 in a case where a preceding vehicle start prediction determination unit predicts and determines that a preceding vehicle has a start behavior; FIG. 11 is an explanatory diagram showing a start behavior prediction determination example 2 in a case where the preceding vehicle start prediction determination unit predicts and determines that the preceding vehicle has a start behavior; FIG. 11 is an explanatory diagram showing a starting behavior prediction determination example 3 in a case where the preceding vehicle start prediction determination unit predicts that the preceding vehicle has a starting behavior; FIG. 10 is an explanatory diagram showing a yielding behavior determination example 1 in the case where the following vehicle behavior determination unit determines that the following vehicle is yielding behavior; FIG. 11 is an explanatory diagram showing a yielding behavior determination example 2 in the case where the following vehicle behavior determination unit determines that the following vehicle is yielding behavior. FIG. 12 is an explanatory diagram showing a yielding behavior determination example 3 in the case where the following vehicle behavior determination unit determines that the following vehicle is yielding behavior. 4 is a flow chart showing the flow of driving support processing in a scene in which the own vehicle enters an intersection, which is executed by the surrounding object behavior prediction section and the vehicle control section; FIG. 10 is a problem explanatory diagram showing a scene in which a vehicle enters an intersection at a T-junction according to the background art; FIG. 10 is an explanatory diagram of a problem showing a scene in which a vehicle is approaching an intersection at a crossroad according to the background art; FIG. 4 is a driving assistance method explanatory diagram showing a scene in which the vehicle enters toward an intersection by the driving assistance method of the present disclosure; FIG. 10 is an operation explanatory diagram showing the operation of driving assistance in an approach scene 1 in which the vehicle enters toward an intersection at a T-junction according to the driving assistance method of the first embodiment; FIG. 10 is an operation explanatory diagram showing the operation of driving assistance in an approach scene 2 in which the own vehicle enters an intersection at a crossroad where there is a following vehicle turning left by the driving assistance method of the first embodiment; FIG. 8 is an operation explanatory view showing the operation of driving assistance in an approach scene 3 in which the own vehicle enters an intersection at a crossroad where there is a following vehicle traveling straight ahead according to the driving assistance method of the first embodiment;

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the driving assistance method and driving assistance apparatus by this indication is demonstrated based on Example 1 shown on drawing.

In the driving assistance method and driving assistance device according to the first embodiment, when the automatic driving mode is selected, a target route is generated, and the vehicle motion is controlled based on the speed and steering angle so that the vehicle travels along the generated target route. It is applied to a vehicle (an example of a driving support vehicle). Hereinafter, the configuration of the first embodiment will be described by dividing it into "overall system configuration", "detailed configuration of the surrounding object behavior prediction unit", and "driving support processing configuration when entering an intersection".

[Overall system configuration (Fig. 1)]
As shown in FIG. 1, the autonomous vehicle (own vehicle) includes an object detection device 1, an object detection integration/tracking unit 2, an own vehicle position estimation device 3, a map storage device 4, an in-map own vehicle position estimation unit 5, An own vehicle route generation unit 6, a surrounding object behavior prediction unit 7, and a vehicle control unit 8 are installed as an automatic driving system.

The object detection device 1 uses in-vehicle sensors that detect objects such as laser radar, millimeter wave radar, lidar, and cameras, and detects objects existing around the vehicle (for example, other vehicles, motorcycles, pedestrians, obstacles, etc.). Detects the position, orientation, size, velocity, etc. of The detection result expresses, for example, the two-dimensional position, attitude, size, speed, etc. of an object in a zenith view in which the own vehicle is viewed from the air.

The object detection integration/tracking unit 2 outputs one two-dimensional position, orientation, size, speed, etc. for each object based on the object detection result obtained from the object detection device 1 . In other words, based on the results of multiple object positions, orientations, sizes, and velocities obtained from multiple in-vehicle sensors, sensor fusion takes into consideration the error characteristics of each in-vehicle sensor, and the error in the object position is minimized. A rational one two-dimensional position or the like is calculated. Furthermore, for the object position, orientation, size, velocity, etc. output at different times, the identity verification (association) of the object between different times is performed, and based on the correspondence, the velocity of the object is calculated. Estimate information.

The vehicle position estimating device 3 uses sensors such as GPS (abbreviation of "Global Positioning System") and odometry to measure the absolute position of the vehicle. measure.

The map storage device 4 holds high-precision map information including road shape and driving lane information. Acquire road map information about the road on which

The in-map vehicle position estimating unit 5 is based on the absolute position of the vehicle obtained by the vehicle position estimating device 3 and the road map information around the vehicle obtained by the map storage device 4. Estimate the position of the vehicle in That is, it acquires information such as which lane the vehicle is traveling in and in which direction.

When the driver inputs a destination, the own vehicle route generation unit 6 automatically generates a route based on a route generation rule that connects the current location to the destination in the shortest distance or a route generation rule that connects the current location to the destination in the shortest required time. Generate a target route and target speed profile that will be the planned travel route of the car. The target route and target speed profile of the own vehicle follow traffic rules, such as following the lane to which the own vehicle belongs, while avoiding interference with other vehicles based on the trajectory of other vehicles. Generate a smooth trajectory so that the vehicle does not suddenly decelerate or turn sharply due to the behavior of

The surrounding object behavior prediction unit 7 is based on the object position information obtained by the object detection integration/tracking unit 2 and the vehicle position information within the map obtained by the map vehicle position estimation unit 5. , to predict the behavior of objects in the vicinity of the vehicle. The detailed configuration of the surrounding object behavior prediction unit 7 will be described later.

As basic control, the vehicle control unit 8 controls the driving actuator, the braking actuator, and the steering angle actuator so that the traveling speed and steering angle of the vehicle follow the target route and the target speed profile generated by the vehicle route generating unit 6. It performs vehicle motion control by outputting a control command to. In addition to this basic control, when the surrounding object behavior predicting unit 7 encounters a scene in which the behavior of objects existing in the vicinity of the own vehicle is predicted to be unable to maintain the basic control of the own vehicle, scene-adaptive control corresponding to each scene is performed. is performed by the vehicle control unit 8. In scene-based control, basic control includes the control of stopping, waiting, and starting of the own vehicle, which is required to maintain autonomous driving along the target route in each scene, and the control of correcting the target route as necessary. added to.

[Detailed Configuration of Surrounding Object Behavior Predictor (Figs. 1 to 7)]
The surrounding object behavior prediction unit 7 targets a scene in which the vehicle enters an intersection where there are a preceding vehicle and a following vehicle. Predict the behavior of surrounding objects such as cars. As shown in FIG. 1, the surrounding object behavior prediction unit 7 includes an object information/map information acquisition unit 71, an intersection travel determination unit 72, a preceding vehicle identification unit 73, a vehicle stop area determination unit 74, and a vehicle stop control unit. 75 , a preceding vehicle start determination unit 76 , a following vehicle behavior determination unit 77 , and an own vehicle start control unit 78 .

Hereinafter, A is the own vehicle, B is the preceding vehicle, B' is the preceding vehicle, C is the following vehicle, D is the oncoming vehicle, E is the pedestrian (obstacle), and F is the passing vehicle (obstacle). TL is the target route (planned travel route of vehicle A), CP is the intersection, SA is the vehicle stop area, AL is the lane in which vehicle A is traveling, BL is the driving lane BL in which preceding vehicle B is traveling, and following vehicle The lane in which C is traveling is CL, the oncoming lane in which oncoming vehicle D is traveling is DL, the traffic signal is TS, and the pedestrian crossing is WR. The lane in which the preceding vehicle B and the following vehicle C travel is referred to as BL.

The object information/map information acquisition unit 71 acquires object information existing around the vehicle A and map information around the vehicle A. FIG. Here, the "object information existing around the own vehicle A" refers to the preceding vehicle B, the pre-preceding vehicle B', Follower vehicle C, oncoming vehicle D, pedestrian E, passing vehicle F, etc.

The intersection travel determination unit 72 determines whether or not the target route TL on which the vehicle A is scheduled to travel is heading for the intersection CP in the crossing area with the travel lane in which the other vehicle travels. Here, the "driving lane in which the other vehicle is traveling" refers to a lane orthogonal to the own lane AL in which other vehicles such as the preceding vehicle B and the following vehicle C are traveling. The “intersection CP in the crossing area” refers to a point where the center line L1 of the own lane AL and the center line L2 of the traveling lane perpendicular to the own lane AL intersect (see FIG. 5).

When it is determined that the own vehicle A is heading toward the intersection CP, the preceding vehicle identification unit 73 selects the vehicle that is closest to the own vehicle A on the target route TL of the own vehicle A among the other vehicles. It is specified as the preceding vehicle B. That is, when the own vehicle A travels along the target route TL, the preceding vehicle B is identified as the vehicle that first appears in front of the own vehicle A after passing the intersection CP.

When the preceding vehicle B is identified, the own vehicle stop area determination unit 74 determines whether or not there is an own vehicle stop area SA behind the preceding vehicle B in which the own vehicle A can be stopped without obstructing the passage of other vehicles. determine whether Here, the "own vehicle stop area SA" means an area occupied by the own vehicle A at the pause position, assuming that the own vehicle A is temporarily stopped behind the preceding vehicle B. For example, as shown in FIGS. 2 to 4, it is determined that the vehicle stop area SA does not exist when the vehicle stop area SA behind the preceding vehicle B protrudes up to the oncoming lane DL where the oncoming vehicle D travels. . On the other hand, when the oncoming vehicle D does not extend to the oncoming lane DL, it is determined that the own vehicle stop area SA exists.

When it is determined that the vehicle stop area SA does not exist, the vehicle stop control unit 75 performs control to stop the vehicle A at a position just before the intersection CP. Here, the "position in front of the intersection CP" refers to a position where the own vehicle A can stop without obstructing the passage of other vehicles. For example, as shown in FIGS. 2 to 4, when there is an oncoming lane DL on which an oncoming vehicle D travels between the position of the own vehicle A and the position of the intersection CP, the vehicle runs off the oncoming lane DL on the own lane AL. It refers to a position where there is no chance.

The preceding vehicle start determination unit 76 performs a start determination that the preceding vehicle B shifts to the start behavior while the host vehicle A is stopped. Here, the "departure determination" has the meaning of both a start prediction determination for predicting that the preceding vehicle B will start and a starting operation determination for detecting that the preceding vehicle B has actually started to move. In the present disclosure, when the own vehicle A joins behind the preceding vehicle B, the start prediction determination of the preceding vehicle B, which can suppress the start delay of the own vehicle A, is adopted. That is, while the preceding vehicle B is stopped, the start of the preceding vehicle B is predicted and determined based on the driving environment information within a predetermined range in front of the preceding vehicle B. Hereinafter, based on FIGS. 2 to 4, a specific example of the start prediction determination of the preceding vehicle B will be described.

In the example 1 of the start prediction determination of the preceding vehicle B shown in FIG. 2, when the traffic signal TS exists within a predetermined range in front of the preceding vehicle B, the signal display by the traffic signal TS cannot proceed (red light) while the preceding vehicle B is stopped. When the light changes from green to permission to proceed (green light), it is predicted that the preceding vehicle B will start.

In example 2 of start prediction determination of preceding vehicle B shown in FIG. It is predicted that B will start. Here, the "obstacle" refers to a pedestrian E crossing the pedestrian crossing WR, an oncoming vehicle D turning right, and another vehicle (not shown) proceeding straight ahead of the preceding vehicle B in the crossing direction. That is, in the case of pedestrian E, as shown in FIG. is predicted to start. In the case of the oncoming vehicle D turning right, when the oncoming vehicle D leaves the predetermined range, it is assumed that the right turn is completed, and it is predicted that the preceding vehicle B will start. In the case of another vehicle traveling straight ahead, when the other vehicle leaves the predetermined range, it is determined that the preceding vehicle B will start moving forward, assuming that the passing through in the straight ahead is completed.

In example 3 of the departure prediction determination of the preceding vehicle B shown in FIG. If the moving speed is equal to or higher than a predetermined speed, it is predicted that the preceding vehicle B will start. Here, the "obstacle" refers to a passing vehicle F or the like that runs through the intersection ahead of the preceding vehicle B. In other words, even if the passing vehicle F is within a predetermined range ahead of the preceding vehicle B (for example, the lane width range of the driving lane BL), if the moving speed in the direction away from the preceding vehicle B is equal to or higher than the predetermined speed. , the passing vehicle F leaves the predetermined range immediately after that, so it is predicted that the preceding vehicle B will start.

The following vehicle behavior determination unit 77 determines the behavior of the following vehicle C not to enter the target route TL of the own vehicle A if the following vehicle C exists behind the preceding vehicle B when the preceding vehicle B is determined to start. It is determined whether or not. Here, in the present disclosure, when the preceding vehicle B is determined to start, if the behavior of the following vehicle C is predicted to be a yielding behavior that allows the own vehicle A to enter the front, the following vehicle It is determined that C does not enter the target route TL of host vehicle A. A specific example of determination of the yielding behavior of the following vehicle C will be described below with reference to FIGS. 5 to 7. FIG.

In example 1 of determination of the yielding behavior of the following vehicle C shown in FIG. is the behavior that the vehicle A does not enter the target route TL. Here, the predetermined distance Xth is a distance that allows the own vehicle A to enter ahead of the following vehicle C when the own vehicle A enters, for example, a distance of about half the total length of the own vehicle A. When the driving lane BL of the preceding vehicle B and the following vehicle C has priority over the own lane AL, the value of the predetermined distance Xth (concession behavior determination threshold) is set to a smaller value than when the lane in which the following vehicle C is traveling is not the priority lane.

In example 2 of determination of the yielding behavior of the following vehicle C shown in FIG. is the behavior that the vehicle A does not enter the target route TL. Here, the predetermined distance Yth is a distance that allows the vehicle A to enter between the preceding vehicle B and the following vehicle C when the vehicle A is approaching, for example, a distance slightly shorter than the total length of the vehicle A. distance. Note that when the driving lane BL of the preceding vehicle B and the following vehicle C has priority over the own lane AL, the value of the predetermined distance Yth (yielding behavior determination threshold) is set to a smaller value than when the lane in which the following vehicle C is traveling is not the priority lane.

In example 3 of determination of the yielding behavior of the following vehicle C shown in FIG. is a value indicating the direction in which the inter-vehicle distance is moving away, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A. Here, in the case of the relative speed, when the relative speed (=|Vb−Vc|) between the preceding vehicle speed Vb and the following vehicle speed Vc is equal to or greater than a predetermined speed difference ΔVth and the inter-vehicle distance increases, it is determined that the following vehicle C yields. . For example, when the preceding vehicle B is stopped (preceding vehicle speed Vb=0), it is determined that the following vehicle C is yielding if the following vehicle C is moving backward (following vehicle speed Vc<0). Also, when the preceding vehicle B starts to move (preceding vehicle speed Vb>0), the following vehicle C yields if the following vehicle C stops without following the preceding vehicle B (following vehicle speed Vc=0). Behavior and judgment. Note that when the driving lane BL of the preceding vehicle B and the following vehicle C has priority over the own lane AL, the predetermined speed difference ΔVth (concession behavior determination threshold) is set to a smaller value than when the lane in which the following vehicle C is traveling is not the priority lane.

When it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, the own vehicle start control unit 78 changes the own vehicle A stopped before the intersection CP to the preceding vehicle B and following vehicle C. When starting the own vehicle A toward the intersection CP, for example, when it is confirmed that an oncoming vehicle D traveling toward the own vehicle A in the oncoming lane DL exists within a short distance, the own vehicle A starts. is stopped, and the vehicle A continues to stop before the intersection CP until the next start condition is satisfied.

[Driving support processing configuration when entering an intersection (Fig. 8)]
FIG. 8 shows the flow of the driving support process executed by the surrounding object behavior prediction unit 7 and the vehicle control unit 8 in a scene in which the own vehicle A enters the intersection CP. Each step in FIG. 8 will be described below.

In step S1, following the start or determination of NO in S3, S5, or S7, the object information/map information at that time is acquired, and the process proceeds to step S2.

In step S2, following the acquisition of object information and map information in step S1, the lanes in the map of other vehicles (preceding vehicle B, following vehicle C, oncoming vehicle D, etc.) are specified, and the process proceeds to step S3.

In step S3, it is determined whether or not the own vehicle A is heading to the intersection CP following the identification of the other vehicle's lane in the map in S2. If YES (the vehicle A is heading for the intersection CP), the process proceeds to step S4, and if NO (the vehicle A is not heading for the intersection CP), the process returns to step S1.

In step S4, following the determination in step S3 that the vehicle A is heading for the intersection CP, the preceding vehicle B existing ahead of the intersection CP on the vehicle course (the target route TL of the vehicle A) is specified, Go to step S5.

In step S5, following the identification of the preceding vehicle B in step S4, it is determined whether or not the predicted stop position of the own vehicle A (=own vehicle stop area SA) extends into the driving lane of another vehicle (for example, the oncoming lane DL). judge. If YES (predicted stop position of own vehicle A protrudes), proceed to step S6, and if NO (predicted stop position of own vehicle A does not protrude), return to step S1.

Here, when it is determined that the predicted stop position of the own vehicle A does not protrude, the oncoming vehicle D traveling toward the own vehicle A in the oncoming lane DL does not exist within a short distance. Control is performed to keep the vehicle running and stop it in the host vehicle stop area SA. That is, without stopping the vehicle A before the intersection CP, the vehicle A is kept running toward the rear of the preceding vehicle B, stopped in the vehicle stop area SA closer to the preceding vehicle B, and then merged. wait for.

In step S6, following the determination in step S5 that the predicted stop position of vehicle A protrudes, or the determination in step S8, S10, or S11 that the result is NO, control is performed to stop vehicle A before the intersection. , go to step S7.

In step S7, it is determined whether or not the preceding vehicle B specified in S4 is stopped following the stop of the own vehicle A in front of the intersection in S6. If YES (preceding vehicle B is stopped), proceed to step S8, and if NO (preceding vehicle B is not stopped), return to step S1.

In step S8, following the determination in S7 that the preceding vehicle B is stopped, it is determined whether or not the preceding vehicle B is predicted to start moving. If YES (preceding vehicle B is predicted to start), the process proceeds to step S9, and if NO (preceding vehicle B is not predicted to start), the process returns to step S6.

In step S9, it is determined whether or not there is a vehicle C following the preceding vehicle B, following the determination in S8 that the preceding vehicle B is expected to start. If YES (vehicle C following preceding vehicle B exists), proceed to step S10, and if NO (vehicle C following preceding vehicle B does not exist), proceed to step S11.

In step S10, following the determination in step S9 that a vehicle C following the preceding vehicle B exists, it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. If YES (following vehicle C does not enter target route TL), proceed to step S11; if NO (following vehicle C approaches target route TL), proceed to step S6. return.

In step S11, following the determination in S9 that there is no vehicle C following the preceding vehicle B, or the determination in S10 that the following vehicle C does not enter the target route TL, the host vehicle A It is determined whether or not the distance to another vehicle passing across the course of the own vehicle is equal to or greater than a predetermined distance. If YES (the distance between own vehicle A and the other vehicle is greater than or equal to the predetermined distance), proceed to step S12. If NO (the distance between own vehicle A and the other vehicle is less than the predetermined distance), proceed to step S6. return.

In step S12, following the determination in step S11 that the distance between the vehicle A and the other vehicle is greater than or equal to the predetermined distance, control is performed to start the vehicle A between the preceding vehicle B and the following vehicle C. , go to the end.

Next, the driving support technology in the scene of entering an intersection will be described. Then, the operation of the first embodiment will be described separately for "driving assistance processing operation when entering an intersection" and "driving assistance operation for each intersection entry scene".

[Regarding driving support technology when entering an intersection (Figs. 9 to 11)]
As a background technology in an intersection entry scene, a technology has been proposed that determines the start timing for starting the own vehicle behind the preceding vehicle based on the start prediction of the preceding vehicle and the lighting information of the traffic light (Japanese Patent Laid-Open No. 2012-160127). (see publication).

However, in the case of the proposed technology, the start timing of the own vehicle is determined only by predicting the start of the preceding vehicle. Therefore, when there is a following vehicle behind the preceding vehicle, if the following vehicle interferes with the approach of the own vehicle, the own vehicle will be forced to stop in a position that obstructs the passage of other vehicles, and it will be possible to restart. There is a problem that it will be stuck (stopped) until it becomes

For example, as shown in the upper part of FIG. 9, in the scene where the vehicle enters a T-junction toward an intersection where the preceding and following vehicles are present, the traffic light switches from red to green, causing the preceding vehicle to start. is predicted, and when the preceding vehicle is predicted to start, control is performed to start the own vehicle. In this case, if the following vehicle starts moving along with the preceding vehicle starting to move, there will not be enough space between the preceding and following vehicles for your vehicle to enter, and your vehicle that has already started will not be able to enter. , the vehicle cannot merge into the lane in which the preceding and following vehicles are traveling. For this reason, as shown in the lower part of FIG. 9, the own vehicle has no choice but to stop at a position where it protrudes into the oncoming lane, and for example, is stuck until a following vehicle has passed and it is possible to restart. Therefore, if an oncoming vehicle is traveling toward your vehicle in the oncoming lane of the preceding and following vehicles, the oncoming vehicle will also stop in front of your vehicle, and the traffic of other vehicles traveling in the oncoming lane will stop. It causes flow stagnation.

For example, as shown in the upper part of FIG. 10, in a crossroads approaching scene where the vehicle is entering an intersection where there is a preceding vehicle in front of the vehicle, the traffic light changes from red to green, causing the preceding vehicle to It predicts the start of the vehicle, and when it is predicted that the preceding vehicle will start moving, it controls the vehicle to start. In this case, as the preceding vehicle starts moving, if the following vehicle in the intersecting lane begins to move by turning left, the following vehicle will get in between the preceding vehicle and your vehicle that has already started, and your vehicle will be behind the preceding vehicle. There is no vacant space for cars to enter. Therefore, as shown in the lower part of FIG. 10, the own vehicle has no choice but to stop at a position protruding into the intersecting lane, and is stuck until the following vehicle completes the left turn and can restart. put away. Therefore, if another vehicle is traveling straight toward your vehicle in the oncoming lane of the following vehicle, the other vehicle will also stop in front of your vehicle, and the other vehicle traveling in the oncoming lane of the following vehicle will stop. It causes traffic congestion.

As a result of verifying the solution method against the above background art,
(A) When the vehicle merges between the preceding vehicle and the following vehicle, if there is no vehicle stop area behind the preceding vehicle where the vehicle can be stopped without obstructing the passage of other vehicles, If the vehicle is started, the traffic flow will be delayed due to the stop of the own vehicle. Therefore, when there is no vehicle stop area, it is necessary to stop the vehicle at a position that does not affect the traffic flow and keep it waiting. Note that if the own vehicle stop area exists, there is no problem that the stop of the own vehicle slows down the traffic flow.
(B) To decide when to start your vehicle from a stop, make sure that there is enough space between the preceding and following vehicles when your vehicle reaches the merging position. In addition, it is necessary to predict the behavior of both preceding and following vehicles.
I focused on the point.

Based on the above points of interest, the present disclosure determines whether or not the target route TL on which the host vehicle A is scheduled to travel is heading for the intersection CP in the intersection area with the travel lane in which the other vehicle travels. When it is determined that the own vehicle A is heading toward the intersection CP, a vehicle existing closest to the own vehicle A on the target route TL of the own vehicle A among the other vehicles is specified as the preceding vehicle B. When the preceding vehicle B is identified, it is determined whether or not there is a vehicle stop area SA behind the preceding vehicle B in which the vehicle A can be stopped without obstructing the passage of other vehicles. If it is determined that the vehicle stop area SA does not exist, control is performed to stop the vehicle A at a position just before the intersection CP. While the host vehicle A is stopped, it is determined that the preceding vehicle B shifts to the start behavior. When the preceding vehicle B is determined to start, if the following vehicle C exists behind the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. . A problem-solving means is adopted in which, when it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, the control for starting the own vehicle A is performed.

That is, when the preceding vehicle B is identified, it is determined whether or not there is an own vehicle stop area SA behind the preceding vehicle B in which the own vehicle A can be stopped without obstructing the passage of other vehicles. Then, as shown in the upper part of FIG. 11, when it is determined that the vehicle stop area SA does not exist, control is performed to stop the vehicle A at a position just before the intersection CP.

While the own vehicle A is stopped, the preceding vehicle B is determined to start moving to the start behavior, and when the preceding vehicle B is determined to start, if the following vehicle C exists behind the preceding vehicle B, the following vehicle C is a behavior that the vehicle A does not enter the target route TL. Then, as shown in the lower part of FIG. 11, when it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, control for starting the own vehicle A is performed.

In this way, by setting the start timing of own vehicle A to the timing when both the behavior condition of preceding vehicle B and the behavior condition of following vehicle C are satisfied while own vehicle A is stopped, An empty space for the vehicle A to enter is secured between them, and the smooth approach of the vehicle A is realized. As a result, in the scene where the vehicle A enters the intersection CP where the preceding vehicle B and the following vehicle C are present, the smooth entry of the vehicle A can be achieved, and the vehicle A can be positioned at a position that hinders the passage of other vehicles. It is possible to prevent the vehicle from stopping. In particular, as shown in FIG. 11, when the own vehicle A is to join the route on which the preceding vehicle B travels across the traveling route through which the other vehicle passes, the time from when the own vehicle A starts to when it reaches the merging position is It takes a certain amount of time. On the other hand, if the behavior condition of the preceding vehicle B is assumed to be the start prediction and the behavior condition of the following vehicle C is assumed to be the yielding behavior prediction, the delay in the start timing of the own vehicle A can be suppressed, and the travel route through which the other vehicle passes. The own vehicle A can be made to merge with the route on which the preceding vehicle B travels across the road.

[Operation of driving support processing when entering an intersection (Fig. 8)]
When the own vehicle A is heading toward the intersection CP and the predicted stop position of the own vehicle A (=the own vehicle stop area SA) protrudes into the traveling lane of the other vehicle, in the flowchart of FIG. 8, S1→S2→S3→ It progresses to S4->S5->S6. In S6, control is performed to stop the own vehicle A before the intersection. While the vehicle A is stopped before the intersection, if the preceding vehicle B specified in S4 is running, the preceding vehicle B is newly updated while executing S1->S2->S3->S4->S5->S6->S7. The flow to progress is repeated.

Next, when the vehicle A is stopped before the intersection and the preceding vehicle B specified in S4 is stopped, the process advances from S7 to S8. In S8, it is determined whether or not the preceding vehicle B is predicted to start. is determined. Then, while the preceding vehicle B is not predicted to start moving, the flow of S6→S7→S8 is repeated.

Next, when the preceding vehicle B is predicted to start, the process proceeds from S8 to S9, in which it is determined whether or not there is a vehicle C following the preceding vehicle B. If it is determined in S9 that there is no vehicle C following the preceding vehicle B, the process advances from S9 to S11, and in S11, the distance between the own vehicle A and another vehicle crossing the course of the own vehicle is greater than or equal to a predetermined distance. It is determined whether or not If there is no vehicle C following the preceding vehicle B and the distance between the vehicle A and the other vehicle is equal to or greater than a predetermined distance, there is an empty space behind the preceding vehicle B for the vehicle A to enter, Moreover, there is no interference with other vehicles. Therefore, the process proceeds from S11 to S12, and in S12, control for starting the own vehicle A between the preceding vehicle B and the following vehicle C is performed.

If there is no vehicle C following the preceding vehicle B, but the distance between the vehicle A and the other vehicle is less than a predetermined distance, there is a possibility of interference between the vehicle A and the other vehicle. return. In other words, the vehicle A is kept stopped in front of the intersection, and the determination such as the start prediction of the preceding vehicle B is repeated.

When it is determined in S9 that there is a vehicle C following the preceding vehicle B, the process advances from S9 to S10, and in S10 it is determined whether or not the following vehicle C does not enter the target route TL of the own vehicle A. be done. In the determination of S10, if it is determined that the following vehicle C is approaching the target route TL, the process returns to S6. In other words, the vehicle A is kept stopped in front of the intersection, and the determination such as the start prediction of the preceding vehicle B is repeated.

On the other hand, when it is determined in S10 that the following vehicle C does not enter the target route TL, the process proceeds from S10 to S11, and in S11, the vehicle crosses the vehicle A and passes through. It is determined whether or not the distance from the vehicle is greater than or equal to a predetermined distance. If the following vehicle C does not enter the target route TL and the distance between the own vehicle A and the other vehicle is equal to or greater than a predetermined distance, there is an opening for the own vehicle A to enter behind the preceding vehicle B. It can be predicted that the space will be secured, and there will be no interference with other vehicles. Therefore, the process proceeds from S11 to S12, and in S12, control for starting the own vehicle A between the preceding vehicle B and the following vehicle C is performed.

If the distance between the vehicle A and the other vehicle is less than the predetermined distance in S11, it can be predicted that an empty space for the vehicle A to enter behind the preceding vehicle B will be secured. Since there is a possibility of interference with another vehicle, the process returns from S11 to S6. In other words, the vehicle A is kept stopped in front of the intersection, and the determination such as the start prediction of the preceding vehicle B is repeated.

[Driving support action for each intersection entry scene (Figs. 12 to 14)]
The operation of the driving assistance method according to the first embodiment in the entry scene 1, in which the vehicle A enters the intersection CP on the T-junction, will be described with reference to FIG. 12 .

Entry scene 1 shown in FIG. is a scene in which the vehicle enters between the preceding vehicle B and the following vehicle C while turning right and joins the vehicle. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP on the course of the own vehicle (target route TL) is specified. When the preceding vehicle B is identified, it is determined whether or not the own vehicle stop area SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, as shown in FIG. , when the own vehicle stop area SA protrudes into the oncoming lane DL, control is performed to stop the own vehicle A at the position shown in FIG. 12 before the intersection.

It is determined whether or not the preceding vehicle B is stopped by checking that the traffic signal TS is red while the own vehicle A is stopped, and if the preceding vehicle B is stopped, the traffic signal TS is switched from red to green. , the start of the preceding vehicle B is predicted. When the preceding vehicle B is predicted to start, it is determined whether or not the following vehicle C exists behind the preceding vehicle B. If it is determined that the following vehicle C exists, the following vehicle C becomes the target of the vehicle A. It is determined whether or not the behavior is such that the vehicle does not enter the route TL. For example, when predicting the start of the preceding vehicle B, if the distance X between the intersection CP and the front end of the following vehicle C is equal to or greater than a predetermined distance Xth, the following vehicle C does not enter the target route TL of the own vehicle A. is determined to be In other words, when the traffic light TS changes from red to green, the following vehicle C normally starts moving so as to shorten the inter-vehicle distance with the preceding vehicle B in preparation for starting. On the other hand, this is because it can be predicted that the behavior of the following vehicle C to maintain a position separated by the distance X from the intersection CP is a yielding behavior that allows the own vehicle A to enter forward.

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the vehicle A, and the distance between the vehicle A and the oncoming vehicle D is shown in FIG. When the vehicle A is sufficiently far away from the vehicle A, the vehicle A is controlled to start. In this case, the preceding vehicle B starts a little later than the start of the own vehicle A, but the following vehicle C confirms that the own vehicle A has started and maintains the stopped state, so that the preceding vehicle B and the following vehicle C Sufficient empty space for the own vehicle A to enter between is secured. Accordingly, the own vehicle A, which immediately starts when the start prediction condition of the preceding vehicle B and the yield prediction condition of the following vehicle C are satisfied, can smoothly merge into the traveling lane BL on which the preceding vehicle B and the following vehicle C are traveling. Therefore, the own vehicle A does not stop at a position protruding into the oncoming lane DL, and accordingly, the oncoming vehicle D traveling toward the own vehicle A on the oncoming lane DL stops at a position in front of the own vehicle A. , and a smooth traffic flow in the oncoming lane DL is ensured.

The operation of the driving assistance method in the approach scene 2, in which the own vehicle A enters the intersection CP at the intersection where the following vehicle C is turning left, will be described with reference to FIG. 13 .

In the approach scene 2 shown in FIG. 13, the driving lane BL in which the preceding vehicle B is traveling and the own lane AL in which the vehicle A is traveling are on the same lane, and the traveling lane CL in which the following vehicle C is traveling is on the own lane AL. It is an orthogonal crossroads. In this scene, the following vehicle C turns left toward the rear of the preceding vehicle B, and the own vehicle A goes straight toward the preceding vehicle B and merges with it. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP on the course of the own vehicle (target route TL) is identified. When the preceding vehicle B is identified, it is determined whether or not the own vehicle stop area SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, as shown in FIG. , when the own vehicle stop area SA protrudes into the oncoming lane DL of the following vehicle C, control is performed to stop the own vehicle A at the position shown in FIG. 13 before the intersection.

While the own vehicle A is stopped, it is determined whether or not the preceding vehicle B is stopped by checking the red traffic light (not shown). The departure of the preceding vehicle B is predicted when the outside traffic light has changed from red to green. When the preceding vehicle B is predicted to start, it is determined whether or not there is a following vehicle C behind the preceding vehicle B. It is determined whether or not the vehicle does not enter the target route TL. For example, when predicting the start of the preceding vehicle B, if the distance X between the intersection CP and the front end of the following vehicle C is greater than or equal to the predetermined distance Xth, the following vehicle C will be positioned on the target route of the vehicle A as in the approach scene 1. It is determined that it is a behavior that does not enter the TL.

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, and as shown in FIG. does not exist, control for starting the own vehicle A is performed. In this case, the preceding vehicle B starts with a slight delay from the start of the own vehicle A, and the following vehicle C maintains a stopped state due to the start of the own vehicle A, thereby creating a gap between the preceding vehicle B and the following vehicle C. A sufficient empty space into which the own vehicle A can enter is secured. Therefore, the own vehicle A, which immediately starts when the start prediction condition of the preceding vehicle B and the yield prediction condition of the following vehicle C are satisfied, can smoothly merge into the traveling lane BL where the preceding vehicle B and the preceding vehicle B' are traveling. . As a result, the vehicle A will not stop in the oncoming lane DL of the following vehicle C, and the oncoming vehicle D traveling in the oncoming lane DL toward the vehicle A will be positioned in front of the vehicle A. Therefore, a smooth traffic flow in the oncoming lane DL is ensured.

The operation of the driving assistance method according to the first embodiment in the entry scene 3, in which the vehicle A enters the intersection CP at the intersection where the following vehicle C is traveling straight ahead, will be described with reference to FIG. 14 .

In the approach scene 3 shown in FIG. 14, the driving lane BL in which the preceding vehicle B and the pre-preceding vehicle B' are driving and the driving lane CL in which the following vehicle C is driving are the same lane, and the own lane is perpendicular to the driving lanes BL and CL. Crossroads with AL. Then, there is a scene in which the own vehicle A enters between the preceding vehicle B and the following vehicle C while going straight and runs through. First, when the own vehicle A approaches the intersection CP, the preceding vehicle B ahead of the intersection CP on the course of the own vehicle (target route TL) is identified. When the preceding vehicle B is identified, it is determined whether or not the own vehicle stop area SA when it is assumed that the own vehicle A is stopped behind the preceding vehicle B protrudes into the oncoming lane DL, as shown in FIG. , when the own vehicle stop area SA protrudes into the oncoming lane DL, control is performed to stop the own vehicle A at a position shown in FIG. 14 before the intersection.

While the vehicle A is stopped, it is determined whether or not the preceding vehicle B is stopped by checking that the traffic signal (not shown) is red. If the preceding vehicle B is stopped, the traffic signal (not shown) changes from red to green. , the start of the preceding vehicle B is predicted. When the preceding vehicle B is predicted to start, it is determined whether or not the following vehicle C exists behind the preceding vehicle B. If it is determined that the following vehicle C exists, the following vehicle C becomes the target of the vehicle A. It is determined whether or not the behavior is such that the vehicle does not enter the route TL. For example, when predicting the departure of the preceding vehicle B, if the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C is equal to or greater than the predetermined distance Yth, then the following vehicle C will follow the target route TL of the own vehicle A as in the approach scene 1. It is determined that it is a behavior that does not enter the

Therefore, when predicting the start of the preceding vehicle B, it is determined that the following vehicle C does not enter the target route TL of the own vehicle A, and as shown in FIG. does not exist, control for starting the own vehicle A is performed. In this case, the preceding vehicle B starts with a slight delay from the start of the own vehicle A, and the following vehicle C maintains a stopped state or moves backward due to the departure of the own vehicle A, so that the preceding vehicle B and the following vehicle C A sufficient empty space for the vehicle A to enter is secured between them. Therefore, the self-vehicle A, which has started immediately upon establishment of the start prediction condition of the preceding vehicle B and the yield prediction condition of the following vehicle C, can smoothly run between the preceding vehicle B and the following vehicle C. As a result, the vehicle A will not stop in the oncoming lane DL of the following vehicle C, and the oncoming vehicle D traveling in the oncoming lane DL toward the vehicle A will be positioned in front of the vehicle A. Therefore, a smooth traffic flow in the oncoming lane DL is ensured.

As described above, the driving assistance method and the driving assistance device for an automatically driving vehicle according to the first embodiment have the following effects.

(1) A driving support method by a controller (surrounding object behavior prediction unit 7) that calculates a travel route (target route TL) of own vehicle A and supports travel along the calculated travel route,
Determining whether or not the planned travel route (target route TL) on which the own vehicle A is scheduled to travel is heading for an intersection CP in an intersection area with the travel lane on which the other vehicle travels,
When it is determined that the own vehicle A is heading toward the intersection CP, a vehicle existing closest to the own vehicle A on the planned travel route of the own vehicle A among the other vehicles is specified as the preceding vehicle B,
When the preceding vehicle B is identified, it is determined whether or not there is an own vehicle stop area SA behind the preceding vehicle B in which the own vehicle A can be stopped without obstructing the passage of other vehicles,
When it is determined that the own vehicle stop area SA does not exist, control is performed to stop the own vehicle A at a position just before the intersection CP,
While the own vehicle A is stopped, the preceding vehicle B makes a start determination to shift to the start behavior,
When the preceding vehicle B is determined to start, if the following vehicle C exists behind the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the planned travel route of the own vehicle A. ,
When it is determined that the following vehicle C does not enter the planned travel route of the vehicle A, control is performed to start the vehicle A (FIG. 11).
Therefore, in a scene where the vehicle A is entering the intersection CP where the preceding vehicle B and the following vehicle C are present, by realizing the smooth entry of the vehicle A, the traffic of the other vehicle is obstructed. It is possible to provide a driving support method that prevents the vehicle from stopping. In other words, only when the following vehicle C does not obstruct the route of the vehicle A, the vehicle A will proceed to the planned travel route, and the vehicle A will stop at a position on the route that obstructs the course of the other vehicle. can be resolved.

(2) When the preceding vehicle B is determined to start, if the behavior of the following vehicle C is predicted to be a yielding behavior that allows the own vehicle A to enter the front, the following vehicle C will move to the own vehicle. It is determined that the vehicle does not enter the planned travel route (target route TL) of A (FIGS. 5 to 7).
Therefore, when the behavior of the following vehicle C is predicted to be a yielding behavior with respect to the own vehicle A, it is determined that the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A. can do. In other words, the behavior of the following vehicle C is not the normal behavior of closing the distance with the preceding vehicle B, but is predicted to be a yielding behavior if a sufficient empty space is secured to allow the entry of the own vehicle A. In other words, it is not required that a sufficient empty space for the vehicle A to actually enter is secured.

(3) When the preceding vehicle B is determined to start, if the distance X between the intersection CP and the front end of the following vehicle C is equal to or greater than a predetermined distance Xth, the following vehicle C follows the planned travel route of the vehicle A (target route TL ) is determined to be a behavior that does not enter (FIG. 5).
For this reason, by monitoring the distance X between the intersection CP where the own vehicle A is approaching and the front end of the following vehicle C, the behavior that the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A is determined. It can be determined that

(4) When the preceding vehicle B is determined to start, if the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C is equal to or greater than a predetermined distance Yth, the following vehicle C follows the planned travel route of the vehicle A (target route TL ) is determined to be a behavior that does not enter (FIG. 6).
Therefore, by monitoring the inter-vehicle distance Y between the preceding vehicle B and the following vehicle C, which becomes the entry space after the vehicle A starts, the following vehicle C enters the planned travel route (target route TL) of the vehicle A. It can be determined that it is a behavior that does not occur.

(5) When the preceding vehicle B is determined to start, the relative velocity or relative acceleration between the preceding vehicle B and the following vehicle C is a value indicating the direction in which the distance between the preceding vehicle B and the following vehicle C increases. , that the following vehicle C does not enter the planned travel route (target route TL) of the own vehicle A (FIG. 7).
Therefore, by monitoring the relative speed or relative acceleration between the preceding vehicle B and the following vehicle C, which determines the size of the empty space when the vehicle A reaches the intersection CP, the following vehicle C can It can be determined that the vehicle does not enter the planned travel route of A (target route TL).

(6) When the driving lane CL of the following vehicle C is a priority driving lane that takes precedence over the own lane AL, the yielding behavior determination threshold used when the preceding vehicle B is determined to start is set to the driving lane CL of the following vehicle C. The value is set to a value smaller than that for non-priority driving lanes (FIGS. 5 to 7).
Therefore, when the driving lane CL of the following vehicle C is a priority driving lane that has priority over the own lane AL, the chances of starting the own vehicle A toward the intersection CP while the own vehicle is stopped in front of the intersection CP are increased. be able to. For example, in the case of the approach scene 1 shown in FIG. 12, the driving lane CL of the following vehicle C (=the driving lane BL of the preceding vehicle B) is the priority driving lane that has priority over the own lane AL. Therefore, in the approach scene 1, although the following vehicle C has priority over the own vehicle A, there is an intention to yield to the own vehicle A based on the fact that a predetermined empty space is secured. can be predicted, and start control of the own vehicle A can be performed.

(7) Determination of the start of the preceding vehicle B is performed by predicting and determining whether the preceding vehicle B will start while the preceding vehicle B is stopped, based on the driving environment information within a predetermined range in front of the preceding vehicle B (FIGS. 2 to 4).
Therefore, while the preceding vehicle B is stopped, the running environment in front of the preceding vehicle B changes to an environment that permits the stopped preceding vehicle B to start. It is possible to predict and judge that there is something.

(8) When the traffic signal TS exists within a predetermined range in front of the preceding vehicle B, when the preceding vehicle B is stopped and the signal display by the traffic signal TS changes from progress prohibited to progress allowed, the preceding vehicle B is predicted to start. (Fig. 2).
Therefore, when the preceding vehicle B is stopped, it can be predicted and determined that the preceding vehicle B is about to start based on the fact that the signal display by the traffic light TS changes from progress prohibited to progress permitted.

(9) If an obstacle (pedestrian E, passing vehicle F, etc.) exists within a predetermined range in front of the preceding vehicle B, and the obstacle leaves the predetermined range while the preceding vehicle B is stopped, the preceding vehicle B Prediction and determination of start (Fig. 3).
Therefore, when the preceding vehicle B is stopped and an obstacle (pedestrian E, passing vehicle F, etc.) existing within a predetermined range in front of the preceding vehicle B leaves the predetermined range, the preceding vehicle B is in a state immediately before starting. can be predicted and determined. For example, when the pedestrian E crosses in front of the preceding vehicle B, it can be predicted that a space for the preceding vehicle B to start is secured when the pedestrian E leaves the predetermined range. In addition, when there is an oncoming vehicle D turning right and crossing in front of the preceding vehicle B, it can be predicted and determined that the right turn is completed and a space for the preceding vehicle B to start is secured when the vehicle leaves a predetermined range.

(10) If an obstacle (passing vehicle F, etc.) exists within a predetermined range in front of the preceding vehicle B, the moving speed of the obstacle in the direction away from the preceding vehicle B is at least a predetermined speed while the preceding vehicle B is stopped. , the start of the preceding vehicle B is predicted and determined (FIG. 4).
Therefore, while the preceding vehicle B is stopped, if there is an obstacle (passing vehicle F, etc.) within a predetermined range ahead of the preceding vehicle B, but the obstacle moves faster than the predetermined speed, It can be predicted and determined that the vehicle B is in a state immediately before starting. For example, if the moving speed of the passing vehicle F crossing in front of the preceding vehicle B is equal to or higher than a predetermined speed, it can be predicted and determined that there will be a space in front of the preceding vehicle B immediately after that.

(11) A driving support device including a controller (surrounding object behavior prediction unit 7) that calculates a travel route (target route TL) of the own vehicle A and supports travel along the calculated travel route,
The controller (surrounding object behavior prediction unit 7)
an intersection travel determination unit 72 that determines whether or not the planned travel route (target route TL) on which the vehicle A is scheduled to travel is heading for an intersection CP in an intersection area with the travel lane on which another vehicle travels; ,
When it is determined that the own vehicle A is heading toward the intersection CP, a preceding vehicle B that is located closest to the own vehicle A on the planned travel route of the own vehicle A among the other vehicles is specified as the preceding vehicle B. a vehicle identification unit 73;
When the preceding vehicle B is identified, own vehicle stop area determination is made to determine whether or not there is an own vehicle stop area SA behind the preceding vehicle B in which the own vehicle A can be stopped without obstructing the passage of other vehicles. a portion 74;
an own vehicle stop control unit 75 that performs control to stop the own vehicle A at a position in front of the intersection CP when it is determined that the own vehicle stop area SA does not exist;
a preceding vehicle start determination unit 76 that determines whether the preceding vehicle B transitions to a start behavior while the host vehicle A is stopped;
When the preceding vehicle B is determined to start, if the following vehicle C exists behind the preceding vehicle B, it is determined whether or not the following vehicle C does not enter the planned travel route of the own vehicle A. a following vehicle behavior determination unit 77;
and an own vehicle start control unit 78 that performs control to start the own vehicle A when it is determined that the following vehicle C does not enter the planned travel route of the own vehicle A (FIG. 1).
Therefore, in a scene where the vehicle A is entering the intersection CP where the preceding vehicle B and the following vehicle C are present, by realizing the smooth entry of the vehicle A, the traffic of the other vehicle is obstructed. It is possible to provide a driving support device that prevents the vehicle from stopping.

The driving assistance method and the driving assistance device of the present disclosure have been described above based on the first embodiment. However, the specific configuration is not limited to this first embodiment, and design changes and additions are permitted as long as they do not deviate from the gist of the invention according to each claim of the scope of claims.

In the first embodiment, when the driver inputs the destination, the vehicle route generation unit 6 generates in advance the target route TL and the target speed profile as the planned travel route connecting the current position of the vehicle to the destination. rice field. However, even if the target route is not generated in advance as the own vehicle route, if the travel route for each road connecting the current location of the own vehicle to the destination is determined, it will be possible to travel by lane based on the prediction of the behavior of surrounding objects. The planned route may be obtained by calculation. Furthermore, for example, if the own vehicle is a driving support vehicle that follows the preceding vehicle, the planned travel route of the own vehicle may be calculated for each specified preceding vehicle.

Embodiment 1 shows an example in which the driving assistance method and the driving assistance device of the present disclosure are applied to an automatically driven vehicle whose vehicle motion is controlled so as to travel along a target route. However, the driving support method and the driving support device of the present disclosure are not limited to an automatic driving vehicle, and include an auto-cruise function, a lane keeping function, etc., and support at least one driving operation of steering operation / accelerator operation / brake operation. It can also be applied to a driving support vehicle. Moreover, as vehicles to which the driving assistance method and driving assistance device of the present disclosure are applied, they can be applied to all kinds of vehicles such as engine vehicles, hybrid vehicles, and electric vehicles.

1 Object detection device 2 Object detection integration/tracking unit 3 Vehicle position estimation device 4 Map storage device 5 Vehicle position in map estimation unit 6 Vehicle route generation unit 7 Surrounding object behavior prediction unit 71 Object information/map information acquisition unit 72 Intersection driving determining unit 73 Leading vehicle specifying unit 74 Vehicle stop area determining unit 75 Vehicle stopping control unit 76 Leading vehicle start determining unit 77 Following vehicle behavior determining unit 78 Vehicle starting control unit 8 Vehicle control unit A Vehicle B Leading vehicle B' Preceding vehicle C Following vehicle D Oncoming vehicle E Pedestrian (obstacle)
F Passing vehicle (obstacle)
TL Target route (planned travel route of own vehicle A)
CP Intersection SA Own vehicle stop area AL Own lane BL where own vehicle A travels Lane CL where preceding vehicle B travels Travel lane DL where following vehicle C travels Oncoming lane TS where oncoming vehicle D travels Traffic light WR Pedestrian crossing

Claims (9)

A driving assistance method by a controller that calculates a travel route of the own vehicle and assists traveling along the calculated travel route,
Determining whether or not the planned travel route on which the vehicle is scheduled to travel is heading for an intersection in an intersection area with the travel lane on which the other vehicle travels,
when it is determined that the own vehicle is heading for the intersection, identifying a vehicle existing closest to the own vehicle on the planned travel route of the own vehicle among the other vehicles as a preceding vehicle;
When the preceding vehicle is identified, determining whether or not there is an own vehicle stop area behind the preceding vehicle in which the own vehicle can be stopped without obstructing passage of the other vehicle;
when it is determined that the vehicle stop area does not exist, performing control to stop the vehicle at a position before the intersection;
During the stop of the own vehicle, performing a start determination that the preceding vehicle shifts to a start behavior,
determining whether or not the following vehicle does not enter the planned travel route of the own vehicle when a following vehicle exists behind the preceding vehicle when the preceding vehicle is determined to start;
When it is determined that the preceding vehicle starts moving while the host vehicle is stopped and the following vehicle does not enter the planned travel route of the host vehicle, the preceding vehicle and the following vehicle Perform control to start the vehicle toward between
When it is determined that the preceding vehicle starts moving, if the behavior of the following vehicle is predicted to be a yielding behavior that allows the own vehicle to enter the front, the following vehicle is allowed to move forward. Judging that it is a behavior that does not enter the planned route,
When the driving lane of the following vehicle is a priority driving lane that has priority over the own lane, the yielding behavior determination threshold value used when the preceding vehicle is determined to start is set to the driving lane of the following vehicle when the driving lane is not the priority driving lane. set to a value smaller than
A driving support method characterized by: In the driving support method according to claim 1 ,
If the distance between the intersection and the front end of the following vehicle is greater than or equal to a predetermined distance when the preceding vehicle is determined to start, the behavior of the following vehicle is such that the vehicle does not enter the planned travel route of the own vehicle. A driving support method characterized by determining. In the driving support method according to claim 1 ,
If the distance between the preceding vehicle and the following vehicle is equal to or greater than a predetermined distance when the preceding vehicle is determined to start, the behavior of the following vehicle is such that the following vehicle does not enter the planned travel route of the own vehicle. A driving support method characterized by determining. In the driving support method according to claim 1 ,
If the relative velocity or relative acceleration between the preceding vehicle and the following vehicle is a value indicating the direction in which the inter-vehicle distance between the preceding vehicle and the following vehicle increases when the preceding vehicle is determined to start, the following vehicle A driving support method, characterized in that it is determined that the vehicle behaves in such a way that the vehicle does not enter the planned travel route of the own vehicle. In the driving support method according to any one of claims 1 to 4 ,
The driving support method, wherein the start determination of the preceding vehicle predicts and determines the start of the preceding vehicle based on driving environment information within a predetermined range in front of the preceding vehicle while the preceding vehicle is stopped. In the driving support method according to claim 5 ,
When a traffic signal exists within a predetermined range in front of the preceding vehicle, and when the preceding vehicle is stopped and the signal display by the traffic signal changes from prohibition to progress to permission to proceed, it is predicted that the preceding vehicle will start. driving assistance method. In the driving support method according to claim 5 ,
when an obstacle exists within a predetermined range in front of the preceding vehicle, and when the obstacle leaves the predetermined range while the preceding vehicle is stopped, it is predicted that the preceding vehicle will start moving. Method. In the driving support method according to claim 5 ,
When an obstacle exists within a predetermined range in front of the preceding vehicle, and the moving speed of the obstacle in the direction away from the preceding vehicle is equal to or higher than a predetermined speed while the preceding vehicle is stopped, the preceding vehicle moves away from the preceding vehicle. A driving support method characterized by predicting and judging start. A driving support device comprising a controller that calculates a travel route of the own vehicle and supports travel along the calculated travel route,
The controller is
an intersection travel determination unit that determines whether or not the planned travel route on which the vehicle is scheduled to travel is heading for an intersection in an intersection area with a travel lane on which another vehicle travels;
When it is determined that the own vehicle is heading for the intersection, a preceding vehicle that is located closest to the own vehicle on the planned travel route of the own vehicle among the other vehicles is specified as a preceding vehicle. a vehicle identification unit;
When the preceding vehicle is identified, own vehicle stop area determination for determining whether or not there is an own vehicle stop area behind the preceding vehicle in which the own vehicle can be stopped without obstructing passage of the other vehicle. Department and
an own vehicle stop control unit that performs control to stop the own vehicle at a position before the intersection when it is determined that the own vehicle stop area does not exist;
a preceding vehicle start determination unit that performs a start determination that the preceding vehicle transitions to a start behavior while the own vehicle is stopped;
Determining whether or not the following vehicle does not enter the planned travel route of the own vehicle when the preceding vehicle is determined to start and if the following vehicle exists behind the preceding vehicle. a vehicle behavior determination unit;
When it is determined that the preceding vehicle starts moving while the host vehicle is stopped and the following vehicle does not enter the planned travel route of the host vehicle, the preceding vehicle and the following vehicle and an own vehicle start control unit that performs control to start the own vehicle toward between
When the preceding vehicle is determined to start, the following vehicle behavior determination unit predicts that the behavior of the following vehicle is a yielding behavior that allows the own vehicle to move forward. Determining that the following vehicle does not enter the planned travel route of the own vehicle,
When the driving lane of the following vehicle is a priority driving lane that has priority over the own lane, the yielding behavior determination threshold value used when the preceding vehicle is determined to start is set to the driving lane of the following vehicle when the driving lane is not the priority driving lane. A driving support device characterized by setting a value smaller than the value .

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