JP7350540B2 - Operation control method and operation control device - Google Patents

Description

The present invention relates to an operation control method and an operation control device.

Assuming a situation where there are risks on both sides of your vehicle, calculate the first danger that exists on the left side of your vehicle and the second danger that exists on the right side of your vehicle, and then calculate the danger level of your vehicle based on the first danger level. A first control threshold is set on the left side, a second control threshold is set on the right side of the own vehicle based on the second risk level, and the first control threshold value or the second control threshold value is set based on the first risk level and the second risk level. A technique for changing a control threshold is known (Patent Document 1).

Japanese Patent Application Publication No. 2010-70069

In the conventional technology, there is no disclosure about changing the method of avoiding obstacles depending on the timing when an obstacle such as a parked vehicle is detected. If the driver starts changing lanes from an arbitrary position in front of the vehicle, and the timing of detecting an obstacle is delayed, avoidance control cannot be performed with sufficient margin, and when the obstacle is detected, Depending on the situation, there is a disadvantage that the timing to avoid obstacles may be missed.

The problem to be solved by the present invention is to provide a driving control method and a driving control device that determine the timing to start obstacle avoidance control according to the situation in which the obstacle is detected, and start the avoidance control at an appropriate timing. It is to provide.

According to the present invention, when an obstacle is detected in front of the host vehicle, a first position is set at a first distance toward the host vehicle from the detected obstacle, and a second position is set at a second distance from the host vehicle toward the obstacle. The second position of the vehicle is set based on the vehicle speed of the own vehicle, and the obstacle is moved according to the determination result of whether the second position is on the own vehicle side or on the obstacle side with respect to the first position. The above problem is solved by setting a starting position for starting avoidance control for avoidance.

According to the present invention, based on the positional relationship between the first position set based on the position of the obstacle and the second position set based on the current position and vehicle speed of the own vehicle, Since the situation is determined and the start position of avoidance control is set according to the situation, appropriate avoidance control can be executed regardless of the timing at which the obstacle is detected. As a result, it is possible to prevent the vehicle from losing an opportunity to avoid obstacles, and to prevent the vehicle from making unnecessary stops.

FIG. 1 is a block configuration diagram of an operation control system according to the present embodiment. It is a flowchart for explaining the processing procedure of the operation control system concerning this embodiment. 7 is a flowchart showing a processing procedure of avoidance control according to the first embodiment. FIG. 7 is a diagram for explaining a second distance. FIG. 1 is a first diagram for explaining a method of setting a starting position according to a first embodiment. FIG. 2 is a second diagram for explaining a method of setting a starting position according to the first embodiment. FIG. 3 is a third diagram for explaining a method of setting a starting position according to the first embodiment. FIG. 7 is a diagram for explaining a method of setting a starting position according to a second embodiment. FIG. 7 is a diagram for explaining a method of calculating an avoidance trajectory according to a third embodiment.

<First embodiment>
Embodiments of the present invention will be described below based on the drawings. In this embodiment, a case where a vehicle driving control device according to an embodiment of the present invention is applied to a driving control system mounted on a vehicle will be described as an example. The embodiment of the driving control device of this embodiment is not limited, and can be applied to a mobile terminal device that can exchange information with a vehicle controller. The operation control device, the operation control system, and the mobile terminal device are all computers for operation control that execute arithmetic processing.

FIG. 1 is a diagram showing a block configuration of an operation control system 1000. The driving control system 1000 of this embodiment includes a driving control device 100 and a vehicle controller 200. The operation control device 100 of this embodiment has a communication device 111, and the vehicle controller 200 also has a communication device (not shown), and both devices exchange information with each other through wired or wireless communication.

The driving control system 1000 includes a sensor 1, a navigation device 2, map information 3 stored in a readable recording medium, an own vehicle information detection device 4, an environment recognition device 5, an object recognition device 6, and a driving control system. It includes a control device 100 and a vehicle controller 200. Each device is connected by a CAN (Controller Area Network) or other in-vehicle LAN to exchange information with each other.

The sensor 1 detects information regarding the driving environment, including the presence of obstacles around the host vehicle (all around the front, sides, and rear). Sensor 1 includes a camera. The camera of this embodiment is, for example, a camera equipped with an image sensor such as a CCD. The camera of this embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and obtains image data including target vehicles existing around the own vehicle. A camera is a device for recognizing environmental information around the vehicle, and includes not only an image sensor but also an ultrasonic camera, an infrared camera, and the like. Sensor 1 includes a ranging sensor. The distance sensor calculates the relative distance and relative speed between the vehicle and the object. Information on the object detected by the ranging sensor is output to the processor 10. As the distance measurement sensor, a system known at the time of application, such as a laser radar, a millimeter wave radar (LRF, etc.), a LiDAR (light detection and ranging) unit, an ultrasonic radar, etc., can be used. The sensor 1 can be one or more cameras or distance measuring sensors. The sensor 1 of this embodiment has a sensor fusion function that integrates or synthesizes a plurality of different sensor information, such as camera detection information and distance sensor detection information, to complement it and use it as environmental information around the own vehicle. . This sensor fusion function may be incorporated into the environment recognition device 5, object recognition device 6, and other controllers and logic.

Target objects include lane lines, center lines, road markings, median strips, guardrails, curbs, highway sidewalls, road signs, traffic lights, crosswalks, construction sites, accident sites, and traffic restrictions. Target objects include cars other than the own vehicle (other vehicles), motorcycles, bicycles, and pedestrians. The target object includes an obstacle. An obstacle is an object that affects the running of the host vehicle. The sensor 1 detects at least information regarding obstacles.

The navigation device 2 refers to the map information 3 and calculates a driving lane/route from the current position detected by the own vehicle information detection device 4 to the destination. The driving lane is a lane or a driving lane in which the host vehicle V1 travels. The driving route information includes driving lane/travel lane identification information. The driving route includes information that identifies the road on which the vehicle is traveling, the direction (up/down), and the lane.

The map information 3 is stored in a readable state in a recording medium provided in the driving control device 100, an in-vehicle device, or a server device. Map information 3 is used for route calculation and/or driving control. The map information 3 includes road information, facility information, and attribute information thereof. Road information and road attribute information include road width, radius of curvature, road shoulder structures, road traffic regulations (speed limit, whether lane changes are allowed), road merging points, branching points, locations where the number of lanes increases or decreases, etc. Contains information. The map information 3 of this embodiment is so-called high-definition map information. High-definition map information allows you to understand the trajectory of each lane. High-definition map information includes two-dimensional position information and/or three-dimensional position information at each map coordinate, road/lane boundary information at each map coordinate, road attribute information, lane up/down information, lane identification information, connection destination Contains lane information.

The own vehicle information detection device 4 acquires detection information regarding the state of the own vehicle. The state of the own vehicle includes the current position, speed, acceleration, attitude, and vehicle performance of the own vehicle. These may be acquired from the vehicle controller 200 of the own vehicle, or may be acquired from each sensor of the own vehicle. The own vehicle information detection device 4 acquires the current position of the own vehicle based on information obtained from the own vehicle's GPS (Global Positioning System) unit, gyro sensor, and odometry. The own vehicle information detection device 4 acquires the speed and acceleration of the own vehicle from the vehicle speed sensor of the own vehicle. The own vehicle information detection device 4 acquires attitude data of the own vehicle from an inertial measurement unit (IMU) of the own vehicle.

The environment recognition device 5 recognizes position information acquired by the sensor 1, object recognition information obtained from image information and distance measurement information around the host vehicle, and information regarding the environment constructed based on map information. The environment recognition device 5 generates environment information around the own vehicle by integrating a plurality of pieces of information. The object recognition device 6 uses the map information 3 and image information and ranging information around the vehicle acquired by the sensor 1 to predict the recognition and movement of objects around the vehicle.

The vehicle controller 200 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls a drive mechanism 210 that governs the operation of the vehicle. Vehicle controller 200 controls a drive device, a brake device, and a steering device included in the drive mechanism to cause the host vehicle to travel along a target route.
The drive mechanism includes an electric motor and/or internal combustion engine that is a driving source, a power transmission device including a drive shaft and automatic transmission that transmits the output from these driving sources to the drive wheels, and a drive that controls the power transmission device. This includes equipment, braking devices that brake the wheels, etc. The vehicle controller 200 generates control signals for these drive mechanisms based on input signals from accelerator and brake operations and control signals acquired from the vehicle controller 200 or the driving control device 100, and performs driving control including acceleration and deceleration of the vehicle. Let it run. By sending control information to the drive mechanism 210, driving control including acceleration and deceleration of the vehicle can be automatically performed.

The vehicle controller 200 uses any one or more of the lane information stored in the map information 3, the information recognized by the environment recognition device 5, and the information acquired by the object recognition device 6 to determine the driving route ( The steering system is controlled so that the vehicle travels while maintaining a predetermined lateral position with respect to the trajectory. The travel route in this specification is a route corresponding to the trajectory traveled by the host vehicle, and can be identified by road, up/down road, and lane of the road. The steering device includes a steering actuator. The steering actuator includes a motor attached to a steering column shaft. The steering device performs steering control of the vehicle based on a control signal acquired from the vehicle controller 200 or an input signal from a driver's steering operation.

The operation control device 100 of this embodiment will be described below. The driving control device 100 executes control to support the running of the own vehicle by controlling the driving of the own vehicle.

As shown in FIG. 1, the operation control device 100 of this embodiment includes a processor 10.
The processor 10 includes a ROM (Read Only Memory) 12 in which a program for executing driving control of the own vehicle is stored, and an operating circuit that functions as the driving control device 100 by executing the program stored in the ROM 12. The computer includes a CPU (Central Processing Unit) 11 and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 of this embodiment executes each function through cooperation between software for realizing the above-mentioned functions and the above-mentioned hardware. The processor 10 includes an output device 110 including a communication device 111, and sends various output or input commands, information reading permission, or information provision commands to the vehicle controller 200 and each component 2-6. The processor 10 exchanges information with the sensor 1, each of the components 2-6 described above, and the vehicle controller 200.

The processor 10 includes a destination setting function 120, a route planning function 130, a driving plan function 140, a drivable zone calculation function 150, a route calculation function 160, and a driving behavior control function 170. The processor 10 of this embodiment executes each function through cooperation between software for realizing each of the above functions or executing each process, and the above-mentioned hardware.

The details of the control procedure by realizing each function of the processor 10 will be explained based on FIG. 2.
In step 1 of FIG. 2, the destination setting function 120 of the processor 10 executes a process of acquiring the current position of the own vehicle based on the detection result of the own vehicle information detection device 4, and in step S2, the destination setting function 120 of the processor 10 Execute the process to set the location. The destination may be input by the user or may be predicted. In step 3, the route planning function acquires various detected information including map information 3. In step S4, the route planning function 130 sets a travel route to the destination set by the destination setting function 120. The route planning function 130 sets a travel route using information obtained from the environment recognition device 5 and object recognition device 6 in addition to the map information 3 and self-location information. This route planning function 130 sets the road on which the vehicle will travel, but is not limited to the road; it also sets the lane on which the vehicle will travel within the road. In step S5, the driving planning function 140 executes a process of planning the driving behavior of the own vehicle at each point on the route. The driving plan defines driving actions such as proceeding (GO) and stopping (No-GO) at each point. For example, when turning right at an intersection, it is determined whether or not to stop at the stop line position, and the progress of the vehicle in the oncoming lane is determined. In step 6, in order to execute the driving behavior planned in step 5, the drivable zone calculation function 150 uses information obtained from the environment recognition device 5 and object recognition device 6 in addition to the map information 3 and self-position information. The system calculates the driveable area around the host vehicle using the system. In step 7, the driving behavior control function 170 executes a process of calculating the traveling trajectory of the own vehicle. In addition, the driving behavior control function 170 determines target speed/deceleration, target acceleration/deceleration, and their profiles when traveling along the travel trajectory.

Note that the determined target speed/deceleration and target acceleration/deceleration are fed back to the travel trajectory calculation process to generate a travel trajectory so as to suppress the behavior of the vehicle and the movement (behavior) felt by the vehicle occupants. You can also do this. The determined travel trajectory is fed back to the process that calculates the target speed/deceleration and target acceleration/deceleration, and the target speed/deceleration and target acceleration/deceleration are The speed may also be calculated. In step 8, a process is executed to formulate a driving plan for causing the host vehicle to travel along the calculated travel trajectory. Then, in step 9, the output device 110 of the processor 10 outputs a control command based on the driving plan and a command value in the control command to the vehicle controller 200 via the communication device 111, and operates the drive mechanism 210, which is various actuators. .

Based on command values from the processor 10, the vehicle controller 200 inputs longitudinal force and lateral force that control the traveling position of the host vehicle V1. According to these inputs, the behavior of the vehicle body and the behavior of the wheels are controlled so that the vehicle autonomously travels following the target travel route. Based on these controls, at least one of the drive actuator and brake actuator of the vehicle body drive mechanism 210 and, if necessary, the steering actuator operate autonomously, and autonomous driving control to reach the destination is executed. Of course, the drive mechanism 210 can also be operated according to a command value based on manual operation.

When the driving control device 100 of the present embodiment determines that an obstacle exists in front of the host vehicle, it sets a first position at a first distance toward the host vehicle from the obstacle, and A second position at a second distance in the direction of the object is set based on the vehicle speed, and depending on the determination result of whether the second position is closer to the own vehicle than the first position or closer to the obstacle. Then, a process is performed to set a starting position for starting obstacle avoidance control.

The processor 10 acquires detection information regarding an obstacle present in front of the host vehicle from the sensor 1, and causes the host vehicle to perform avoidance control to avoid the obstacle. In the avoidance control according to the present embodiment, by causing the own vehicle to travel on an avoidance trajectory, the vehicle overtakes the obstacle and moves forward while maintaining a predetermined margin between the vehicle and the obstacle (avoiding approach). The avoidance trajectory constitutes a part of the travel route in driving control. The driving route may include a steering trajectory that causes the own vehicle to turn left or right before or after the avoidance trajectory, or may include another avoidance route after the avoidance route. . Note that the detection information includes not only information acquired via the sensor 1 but also information acquired via the communication device 111.

The processor 10 determines whether or not an obstacle VP exists in front of the own vehicle V1 in the lane in which the own vehicle V1 is traveling based on the detection information of the sensor 1, and determines whether or not there is an obstacle VP in front of the own vehicle V1. In the scene where the obstacle VP to be avoided exists, that is, at the timing when the obstacle VP to be avoided is detected, the processing for setting the start position of the avoidance control of this embodiment is executed. In this embodiment, the starting position is calculated according to the timing at which the obstacle VP in front is detected. Depending on the environment that the host vehicle V1 encounters while driving, the obstacle VP may be detected early, or the detection range may be narrowed by a shield, or the detection environment may be poor due to weather or other factors. Detection of the obstacle VP may be delayed.

The processor 10 of this embodiment sets a first position based on the obstacle VP. The first distance in this embodiment is set based on the vehicle speed of the host vehicle V1. The first distance can be positioned as the minimum distance for the host vehicle V1 to avoid the obstacle VP. The first distance can also be set in advance based on the braking performance of the own vehicle V1. The second distance is set to a second position based on the current position of the own vehicle. The second distance is set based on the vehicle speed of the host vehicle V1. The second distance can be positioned as a so-called forward gaze point distance, which will be described later.

The processor 10 determines the positional relationship of the second position with respect to the first position and calculates an appropriate starting position. According to the present embodiment, an appropriate starting position for starting avoidance control is calculated and the avoidance control is performed in both cases where the obstacle VP is detected early and when the detection of the obstacle VP is delayed. Control can be started at an appropriate timing. That is, the start position calculated in this embodiment indicates the timing to start the avoidance control calculated according to the detection timing of the obstacle. The driving control command including the calculated starting position is output to vehicle controller 200.

FIG. 3 is a flowchart showing the control procedure of the above avoidance control. This control procedure is a control procedure of the processor 10 shown in FIG. 2, which is executed following step S6 in FIG. FIG. 4 is a diagram for explaining the second position and the second distance. 5A and 5B are diagrams for explaining the control procedure of this embodiment.

The processor 10 acquires detection information from the sensor 1 in the forward direction of the travel route (hereinafter also simply referred to as "travel route") along which the host vehicle V1 travels (step S101).
An example of a situation determined based on the acquired detection information is shown in FIG. 5A. Based on the detection information of the sensor 1, the processor 10 determines whether or not an obstacle VP exists in the lane in which the host vehicle V1 is traveling in the forward direction of the traveling direction of the host vehicle V1 (in the X direction in the figure). do. The processor 10 identifies an obstacle VP that exists in front of the own vehicle V1 on the travel lane and is to be avoided (step S102). The processor 10 acquires detection information regarding the identified obstacle VP.

In step S103, the processor 10 sets a first position and a second position. The first position is a position based on the detected position of the obstacle VP, and the second position is a position based on the current position of the host vehicle V1. Furthermore, the processor 10 sets the third position as necessary. The third position is related to the steering performance of the host vehicle V1, and is related to the current position of the host vehicle V1 and the position at which the host vehicle V1 starts avoidance control.

As shown in FIG. 5B, the processor 10 moves from the obstacle VP toward the direction in which the host vehicle V1 exists based on the detection information of the sensor 1, that is, in the opposite direction to the traveling direction of the travel route of the host vehicle V1. A first position P1 at a first distance Lth1 is set along the middle-X direction. The first position P1 is a position group having a common value on the X axis in the figure (X=P1). The first distance Lth1 is the minimum distance at which the own vehicle V1 can start steering and avoid the other vehicle VP (minimum avoidance possible distance).

The first distance Lth1 may be set according to the vehicle speed of the host vehicle V1. When the vehicle speed of the host vehicle V1 is relatively high, the first distance Lth1 is a relatively long distance. When the vehicle speed of the host vehicle V1 is relatively low, the first distance Lth1 is a relatively short distance. The first distance Lth1 is a distance necessary for the host vehicle V1 to avoid the other vehicle VP. The first distance Lth1 is the position at which the host vehicle V1 should start steering to avoid the other vehicle VP. The first distance Lth1 is set based on the steering performance of the host vehicle V1, the minimum radius of curvature, or the allowable upper limit value of the lateral acceleration generated in the host vehicle V1. The minimum radius of curvature of the host vehicle V1 is the radius drawn by the center of the contact surface of the outer wheel when turning with the steering wheel fully turned (maximum), and corresponds to the turning ability (performance) of the host vehicle V1. It can be determined using the length of the wheelbase of the host vehicle V1 and the maximum turning angle of the outer front wheels. It is preferable that the first distance Lth1 is set according to vehicle performance and stored in the vehicle controller 200.

The first distance Lth1 can be determined by taking into consideration the environment of the traveling road. For example, the first distance Lth1 may be determined according to the radius of curvature of the road on the travel route of the host vehicle V1. The smaller the radius of curvature of the road (the tighter the curve), the longer the first distance Lth1 is set. The first distance Lth1 may be determined according to the road width of the lane LN01 in which the host vehicle V1 travels. The first distance Lth1 is set to be longer as the road width of the lane LN01 in which the vehicle travels is narrower. The first distance Lth1 may be determined depending on the distance between the obstacle VP and the road shoulder. The first distance Lth1 may be set longer as the distance between the obstacle VP and the road shoulder is greater, that is, the closer the obstacle VP is to the center of the lane and stopped.
Further, the first distance Lth1 may be determined in consideration of the width of the other vehicle VP detected by the sensor 1 and the length of the vehicle body to be avoided. This is because the first distance Lth1 required to avoid this differs depending on the width and length of the other vehicle VP and the width of the same road (the margin of the area in which the vehicle can travel when avoiding).

The processor 10 calculates the second position P2 based on the vehicle speed of the host vehicle V1. The processor 10 acquires the vehicle speed of the own vehicle V1 from the own vehicle information detection device 4, calculates a second distance Lth2 based on the vehicle speed of the own vehicle V1, and calculates a second distance Lth2 from the own vehicle V1 to the obstacle VP side (in the traveling direction of the traveling route). A second position P2 is set at a second distance Lth2 toward the (downstream side of), that is, along the X direction in the figure. The second position P2 is a position group having a common value on the X axis in the figure (X=P2). The second distance Lth2 corresponds to the distance (so-called forward gaze point distance) from the position of the own vehicle V1 to the position (forward gaze point) where the driver of the own vehicle V1 gazes ahead.

Furthermore, the second distance Lth2 can also be said to be the distance between the own vehicle V1 and the other vehicle VP at which it can be expected that avoidance control will be executed in which the own vehicle V1 can avoid the other vehicle VP with a gentle movement trajectory.

In general, the higher the vehicle speed is, the more the occupants tend to gaze into the distance, and the lower the vehicle speed is, the more the occupants tend to gaze closer. From the viewpoint that avoidance control is preferably performed according to the viewpoint/attention of the occupant, the processor 10 sets the second distance Lth2 (front gaze point distance) to be longer as the vehicle speed of the host vehicle V1 is higher; The lower the vehicle speed of the host vehicle V1 is, the shorter the second distance Lth2 (front gaze point distance) is set.

The second distance Lth2 is an area in which the driver of the own vehicle V1 can easily recognize the driving environment ahead. Although not particularly limited, the second distance Lth2 can be set to increase as the vehicle speed (V [km/s]) of the host vehicle V1 increases. This relationship may be defined by a proportional relationship or by some other increasing function. The ROM 12 of the processor 10 stores a map that defines the relationship between the vehicle speed V and the second distance Lth2. The processor 10 acquires information on the vehicle speed V from the own vehicle information detection device 4, and calculates a second distance Lth2 according to the vehicle speed V by referring to the map.

It is preferable that the second distance Lth2 is determined in consideration of the required response time for the host vehicle V1 to the command. The required response time is the time from input of a command by driving operation to operation. For example, the required reaction time is the time from when a steering command is input until the lateral position of the vehicle changes. The required reaction time is the sum of the time required for drive control, the time required for communication, the time until a command is executed, etc. Thereby, the second distance Lth2 can be set in consideration of vehicle performance.

FIG. 4 shows an example of the second position P2 that is set according to the distance X forward from the front end of the host vehicle V1. The distance to the second position P2 shown in FIG. 4 is distance Lth2. In this example, the distance Lth2 may correspond to the forward gaze point distance, and the second position P2 may correspond to the forward gaze point.

Another aspect regarding the "start position" will be described below.
As described above, the starting position for starting lateral position control for avoiding the obstacle VP may be defined as an absolute position defined by position coordinate values, but control that is set with the host vehicle V1 as a reference may be defined as an absolute position defined by position coordinate values. For example, the position may be defined as a relative position set with reference to the position of the own vehicle V1, such as a position separated from the own vehicle V1 by a predetermined distance.

In this embodiment, the starting position at which the avoidance control of the obstacle VP is started can be the control target position where the command value for the avoidance control is set. The control target position can be set based on the spatio-temporal coordinates for controlling the running own vehicle V1. In the avoidance control, the traveling position of the host vehicle V1 can be tracked by control commands executed from the current position. That is, the presence/passing timing and position of the host vehicle V1 at a certain control target position are specified, and a new control command is executed at the control target position.

In FIG. 4 mentioned above, the second position P2 was explained. This second position P2 sets the control amount at the position where the own vehicle V1 will be at a future timing (while traveling forward or a position in front of the own vehicle V1), taking into account the control delay and control responsiveness of vehicle control. This is (one of) the control target positions for The control target position for the position of the own vehicle V1 depends on the distance that the own vehicle V1 travels in the time from when the command value is output until the control actually starts to be executed (the control starts working). The higher the value, the greater the relative position (relative distance) to the host vehicle V1, and the position is set farther away from the host vehicle V1. For example, if control is to be activated from a predetermined set position (absolute position/coordinate defined position), the higher the vehicle speed of own vehicle V1 is, the more the command value is started from a position further away from the predetermined set position. It is necessary to output the command value, and the lower the vehicle speed, the closer the command value can be output to the predetermined setting position. This is because it takes time to transmit and execute instructions. Generally, the second position P2 uses a forward gaze point that changes depending on the vehicle speed, but the second position P2 in this embodiment is not necessarily limited to the forward gaze point.

In the example shown in FIG. 4, control target positions CT0 to CT6(n) can be set as control positions using the position of the host vehicle V1 as a reference. A command value for avoidance control is set in association with each control target position CTn. If the avoidance control is considered as one control group, among the control target positions CTn, the control target position CT0 where the lateral position control is started is the start position Stp. If the obstacle VP can be detected early, the control target position CT0 as the starting position Stp can be set to the second position P2.
As in the present embodiment, by setting the start position Stp as a control target position CTn that is relatively determined according to a change in the position of the host vehicle V1, the output, reception, or execution of the driving control command is delayed. can be suppressed, and the continuity of operation control commands can be ensured. Thereby, the avoidance control to be executed can be started in a timely manner, and smooth (appropriately continuous) driving operations can be executed.

In addition, in the driving control method of the present embodiment, when the second position P2 is closer to the own vehicle V1 than the first position P1, the processor 10 sets the start position to the second position P2. Control can be executed based on a control target position as a position. If the control target position as the starting position is a so-called forward gaze point position, smooth avoidance control can be executed.

Furthermore, in the operation control method of the present embodiment, the processor 10 controls the second position Stp in the case where the start position Stp is set at the second position P2 When it is determined that the position P2 is closer to the obstacle VP than the first position P1, the second position P2 is changed to the own vehicle V1 side. To explain using FIG. 4 again, in a case where the start position Stp is set at the second position P2, the second position P2 in a situation where the start position Stp is set at the second position P2 is the first position. If it is determined that the obstacle exists on the VP side rather than P1', the second position P2 is changed to the own vehicle V1 side. In other words, the start position Stp set at the second position P2 is shifted toward the host vehicle V1.

In this way, when the control target position as the start position Stp for starting the avoidance control is shifted to the own vehicle V1 side (toward the front), the control target position is shifted to the second position P2 (start position Stp), which is the control target position before the change. The command value changes discretely (discontinuously) (the command value of the steering amount increases), but the position is closer to the host vehicle V1 than the second position P2, that is, the obstacle Since the avoidance control is executed so as to start changing the lateral position at a position distant from the VP, the obstacle VP can be reliably avoided.

The processor 10 sets the third position P3 as shown in FIG. 5B, if necessary. Based on the steering performance of the host vehicle V1, the processor 10 of the present embodiment sets a third position P3 at a third distance Lth3 from the host vehicle V1 in the direction in which the obstacle VP exists. The third position P3 is a group of positions where the value of the X axis in the figure is common (X=P3). The third distance Lth3 is the minimum distance until the steering operation is started (minimum avoidance start distance). The third distance Lth3 is determined based on the responsiveness of the steering mechanism (steering device), the steering angle limit, and the yaw characteristics allowed in the vehicle. The third distance Lth3 is a limiter for the steering operation, and is a distance depending on the time required to reach the maximum steering angle. The third distance Lth3 is determined based on a preset steering angle limit of the steering mechanism of the host vehicle V1. Since the start position of the avoidance control is set using the third distance Lth3 according to the steering performance of the own vehicle V1, the avoidance control can be executed according to the steering performance. The third distance Lth3 sets the start position of the avoidance control using the third distance Lth3 according to the lateral acceleration tolerance of the host vehicle V1 determined based on the lateral acceleration limit of the host vehicle V1 that is set in advance. Therefore, avoidance control can be executed according to the steering performance.

The processor 10 calculates an avoidance route to avoid the obstacle VP and plans avoidance control (step S104).
First, avoidance control based on the positional relationship between the first point P1 and the second point P2 will be explained using FIG. 5A. For example, the processor 10 determines that the second position P2 as the forward gaze point is an upstream portion UR on the host vehicle V1 side (upstream side along the travel route of the host vehicle) with respect to the first position P1 as the minimum avoidable distance. Or does it belong to the downstream portion DR on the obstacle VP side (downstream along the traveling route of the own vehicle V1), which is the opposite side to the side where the own vehicle V1 is present (X direction in the figure)? is determined (step S105). Based on the result of the determination, the processor 10 sets a starting position StP at which avoidance control for avoiding the obstacle VP is started. The upstream portion UR is located at a position on the side where the own vehicle V1 exists (travelling direction) relative to the traveling direction of the traveling route of the own vehicle V1 (the The downstream portion DR is a position on the side where the obstacle VP is relatively present (downstream side in the traveling direction of the traveling route).

In the driving control method of the present embodiment, the positional relationship between the first position P1 set based on the position of the obstacle VP and the second position P2 set based on the current position and vehicle speed of the host vehicle V1 is determined. Based on this, the situation regarding the obstacle VP is determined, and the start position of avoidance control is set according to the situation. The avoidance control is started on the side where the own vehicle V1 is present (the upstream part in the traveling direction of the travel route) than the first position P1, and on the obstacle VP side (the area closer to the obstacle VP) than the second position P2. In other words, if the change in lateral position can be started at a position farther from the host vehicle V1 than the second position P2 and in front of the first position P1, the host vehicle V1 can avoid the obstacle VP with a smooth avoidance trajectory. can be avoided. On the other hand, when starting the avoidance control on the obstacle VP side (downstream side) from the first position P1, that is, when starting to change the lateral position, the own vehicle V1 follows a smooth avoidance trajectory compared to the above-mentioned situation. Obstacles VP cannot be avoided.
The start position of the avoidance control is closer to the obstacle VP than the first position P1 (downstream side in the traveling direction of the travel route), and the farther the start position is from the first position P1, the closer the start position is to the obstacle VP. It turns out. If avoidance control is started after approaching the obstacle VP, the amount of steering and the amount of change in the amount of steering in the avoidance control will increase, and the smoothness of the avoidance trajectory will be lost. If the amount of steering in the avoidance control and the amount of change in the amount of steering become even larger, the avoidance trajectory may become discontinuous. The driving control commands associated with each point on the avoidance trajectory may also be discontinuous. If the vehicle V1 moves along such a large or discontinuous avoidance trajectory, the vehicle behavior of the own vehicle V1 cannot be maintained in a stable state.
On the other hand, if the stability of the vehicle behavior of own vehicle V1 is given a high priority and a high target value is set for the smoothness of the avoidance trajectory (a low upper limit value is set for the steering amount/steering change amount), the avoidance control is The situations that can be executed are limited, the opportunity to avoid the obstacle VP is lost, and the host vehicle V1 may be forced to stop.

From the perspective of performing avoidance with a smooth avoidance trajectory, it is desirable to give priority to starting avoidance control between the first position P1 and the second position P2, but a smooth avoidance trajectory is an essential condition for avoidance control. In this case, there is a high possibility that an opportunity to avoid the obstacle VP will be lost. The fact that the obstacle VP cannot be avoided means that the host vehicle V1 cannot move (change lanes) to the lane where the obstacle VP is present, leading to the possibility of losing the opportunity to turn left or right from that lane. There are cases where the host vehicle V1 has no choice but to stop.

If the obstacle VP ahead can always be detected early, avoidance control can be started from an ideal starting position.
However, the field of view ahead of the host vehicle V1 is not always open (the detection environment ahead is good), and the performance of the sensor 1 is not always fully demonstrated. Furthermore, the positional relationship between the host vehicle V1 and the obstacle VP changes every moment, and the behavior of the obstacle VP does not follow predictions. Furthermore, detection of the obstacle VP may be delayed depending on traffic conditions, road conditions, and positional relationships with other obstacles VP. In such a case, it may not be possible to start the avoidance control at the ideal starting position. In a real situation, either the vehicle moves along a smooth avoidance trajectory even if it gives up on avoiding the obstacle VP, or it moves on a smooth avoidance trajectory even if the steering amount or its change is somewhat large and the stability of the vehicle behavior is compromised. You need to decide what to prioritize.

The driving control method of this embodiment determines the real-time situation detected in actual traffic through the following processing, and sets the optimal start position of avoidance control according to the determination result. The detection status of the obstacle VP by the sensor 1 differs depending on the detection environment, and even the same sensor 1 cannot always detect the obstacle VP at the same distance. This embodiment proposes a method of considering avoidance control suitable for the situation at the time when the obstacle VP is detected, taking into account such differences in detection situations.

In step S105 of FIG. 3, the processor 10 determines whether the second position P2 belongs to the downstream portion DR. If the second position P2 does not belong to the downstream portion DR, the processor 10 proceeds to step S106. In step S106, as shown in FIG. 5A, if the second position P2 belongs to the upstream portion UR, the processor 10 sets the avoidance control start position StP between the first position P1 and the second position P2. .

When the second position P2 belongs to the upstream portion UR, avoidance control is started early, and an avoidance trajectory in which the amount of steering change is less than or equal to a predetermined amount can be calculated, resulting in smooth lateral position change control (lane change control). will be held. According to the present embodiment, the start position StP of the avoidance control is set between the first position P1 and the second position P2 according to the positional relationship between the first position P1 and the second position P2, and smooth lateral movement is achieved. Avoidance control can be performed by changing position.

On the other hand, if it is determined in step S105 that the second position P2 belongs to the downstream portion DR, the process advances to step S107. As shown in FIG. 5B, when the second position P2 belongs to the downstream portion DR of the first position P1, the processor 10 starts at a position closer to the own vehicle V1 than the second position P2 (in the -X direction in the figure). Set positions StP1 and StP2. The case where the second position P2 belongs to the downstream portion DR of the first position P1 means that during avoidance control in which the own vehicle V1 avoids another vehicle VP which is an obstacle VP, the own vehicle V1 starts steering and the other vehicle VP In this state, the second point P2 belongs between the first distance Lth1 (minimum avoidable distance) which is the minimum distance that can be avoided (necessary for avoidance) and the other vehicle VP. The second point P2 is a point located at a second distance Lth2 from the host vehicle V1, where the speed of the host vehicle V1 is taken into account and the driving environment is considered easy for the occupants of the host vehicle V1 to recognize. In other words, the position where the occupant can easily recognize the driving environment (forward gaze point) is within the range up to the minimum first distance Lth1 required for the host vehicle V1 to avoid the other vehicle VP (minimum avoidable distance). range). A position (forward gaze point) where the occupant is considered to be able to easily recognize the driving environment can also be evaluated as being too close to the obstacle VP. In such a case, the start positions StP1 and StP2 are set even if they are upstream of the second position P2 (on the host vehicle V1 side).

Preferably, as shown in FIG. 5B, when the second position P2 belongs to the downstream portion DR, the processor 10 sets the start position StP1 to the first position P1 (step S108). In the situation shown in FIG. 5B, the first position P1 is located closer to the host vehicle V1 (on the upstream side of the travel route) than the second position P2. In such a case, the host vehicle V1 starts steering and starts avoidance control at the first position P1 that exists at the minimum first distance Lth1 (minimum avoidable distance) at which the own vehicle V1 can avoid the other vehicle VP. It is preferable to do so.

The starting positions StP1 and StP1 calculated in step S107 or S108 are closer to the obstacle VP than the starting position StP calculated in step S106. Starting position StP1, a second avoidance trajectory starting from StP1, moving the lateral position to the side of the obstacle VP, passing the obstacle VP, moving the lateral position again and moving in front of the obstacle VP The amount of change in the lateral position and the amount of change in the steering amount are larger than the first avoidance trajectory calculated starting from the start position StP calculated in step S106. Further, although the first avoidance trajectory is a relatively smooth trajectory, the second avoidance trajectory may not be a continuous trajectory due to a large amount of change in the lateral position. It is preferable that the amount of change in the lateral position of the second avoidance trajectory is less than a predetermined value.

Once the starting position StP is determined in step S107 or S108, the process advances to step S109.

In step S109, the processor 10 starts the avoidance control from the start position StP and determines whether the obstacle VP can be avoided or an avoidance trajectory can be calculated. The processor 10 starts changing the lateral position from the starting position StP, and changes the own vehicle V1 based on the preset minimum radius of curvature (minimum turning radius) and the upper limit of the allowable lateral acceleration generated in the own vehicle V1. It is determined whether an avoidance trajectory that passes beside the obstacle VP and moves in front of the obstacle VP can be calculated. In the avoidance trajectory, the vehicle V1 changes lanes from the starting position StP of the lane LN01 in which it is traveling to the adjacent lane LN02, and passes to the side of the obstacle VP. At this stage, it may be determined that the obstacle VP avoidance control is completed. Specifically, when the rear end of own vehicle V1 (X value in the figure) exceeds the rear end of another vehicle VP (X value in the figure) in the traveling direction of own vehicle V1 (X direction in the figure), It may be determined that the host vehicle V1 has avoided the obstacle VP. If the route of the host vehicle V1 to the destination is a left turn from lane LN01, the host vehicle V1 changes lanes again to lane LN02 and moves until it is located in front of the obstacle VP as an avoidance control. good.

In step S109, if the avoidance trajectory cannot be calculated, the process proceeds to step S113 and deceleration driving is executed. By decelerating the own vehicle V1, the positions of the first position P1, the second position P2, and the third position P3 can be changed. This is because the steering upper limit value changes depending on the speed. If the positional relationship between the first position P1 and the second position P2 and the positional relationship between the first to third positions (P1, P2, P3) change, the determination result regarding the situation regarding the obstacle VP may change. After deceleration of the host vehicle V1, the process from step S105 onward is executed again, and the avoidance control is performed based on the new first position P1 and second position P2, or the first to third positions (P1-P3). Attempt to execute. If it is determined in step S109 again that avoidance is impossible, the process proceeds to step S114, where it is determined that execution of avoidance control is impossible. In step S115, the processor sends a message to the vehicle controller 200 that the avoidance control cannot be executed, and further outputs this to the information presentation device for the occupant.

In subsequent step S110, the processor 10 refers to the driving performance and braking performance of the host vehicle V1 and confirms that the host vehicle V1 can move along the avoidance trajectory. The processor 10 determines whether the host vehicle V1 can move along the avoidance trajectory at the target speed and target attitude without exceeding the steering angle limit and lateral acceleration limit of the host vehicle V1 and without being obstructed by another obstacle VP. Simulate what. If it is determined that it is avoidable, the process advances to step S111. In step S111, the processor 10 calculates an avoidance trajectory including the start position StP1 and sends it to the vehicle controller 200. Vehicle controller 200 executes the processes from step S8 onward in FIG.

Vehicle controller 200 executes the processes from step S8 onward in FIG. By starting the avoidance control at the starting position StP1 above the first position P1, the avoidance control can be started while maintaining the longest first distance Lth1.

According to the driving control method of the present embodiment described above, it is possible to execute avoidance control that takes into consideration the balance between maintaining stability of vehicle behavior and performing avoidance control of the obstacle VP. The avoidance control is started at the second position P2 or the obstacle VP side (downstream side of the driving route), and while giving priority to moving the own vehicle V1 along a smooth avoidance trajectory, When avoidance control cannot be started on the obstacle VP side (downstream side of the driving route), the starting position setting policy is changed and control is performed that prioritizes avoidance of the obstacle VP over stability of vehicle behavior. do.

Avoidance control that starts avoidance control closer to the obstacle VP (downstream side of the travel route) than the second position P2 and causes the host vehicle V1 to travel a smooth avoidance trajectory, and avoidance that prioritizes avoiding the obstacle VP. Since the lane can be changed by switching the control, it is possible to perform avoidance control suitable for the recognition status of the sensor 1 of the host vehicle V1 and the driving status of the obstacle VP.
In the present embodiment, the obstacle VP The start position StP of the avoidance control can be appropriately set while suppressing the loss of an opportunity to avoid.

Here, the start position StP of the avoidance control is a change in the lateral position of the own vehicle V1 on the upstream side of the travel route (the -X side in the figure) from the obstacle VP in the steering control for passing the side of the obstacle VP. (the amount of steering) may be the first point where the steering amount is equal to or greater than a predetermined value. In this example, overtaking the obstacle VP involves changing lanes from lane LN01 to lane LN02, so the starting position StP of lateral position change control during overtaking is from lane LN01 where the obstacle VP exists to its adjacent lane LN02. It may also be defined as the starting position for lane change. According to the driving control method of the present embodiment, it is possible to set an optimal starting position for avoidance control according to real-time conditions detected in actual traffic.

Hereinafter, based on steps S112 and S113 in FIG. 3, a method for setting the start position of the avoidance control in consideration of the third position P3 will be described.
In step S105, if the second position P2 belongs to the downstream portion DR of the first position P1, the process proceeds to step S112, and the position of the third position P3 is examined. In step S112, the processor 10 determines whether the third position P3 belongs to the upstream portion UR of the first position P1.

As shown in FIG. 5B, if the third position P3 belongs to the upstream portion UR of the first position P1, the process proceeds to step S108, and the start position StP1 is set as the first position P1. Even if the second position P2 belongs to the range of the first distance Lth1, the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation starts, belongs to the range of the first distance Lth1. If not, a non-smooth avoidance trajectory is accepted and execution of avoidance control is prioritized. Thereby, it is possible to execute avoidance control to the extent possible while responding to the situation.

On the other hand, in step S112, if the third position P3 does not belong to the upstream part UR of the first position P1, that is, if the third position P3 belongs to the downstream part DR of the first position P1, as shown in FIG. Then, the process advances to step S113. In step S113, processor 10 outputs a control command to decelerate host vehicle V1 to vehicle controller 200. The second position P2 belongs to the range of the first distance Lth1, and the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation starts, belongs to the range of the first distance Lth1. In this case, the host vehicle V1 is decelerated without executing unreasonable avoidance control. As described above, the positional relationship between the first to third positions is changed by decelerating the host vehicle V1, the processes from step S105 onwards are executed again, and whether or not avoidance control is possible is re-determined in step S114. If it is determined that avoidance control is not possible, execution of avoidance control for avoiding the obstacle VP is abandoned. The host vehicle V1 is stopped depending on the situation. Although it is temporary, the own vehicle V1 has failed to avoid the obstacle VP. Thereby, it is possible to determine whether or not the avoidance control can be executed while responding to the situation, and to execute the avoidance control to the extent possible.

As shown in FIG. 5C, when the third position P3 belongs to the downstream portion DR of the first position P1, it is output that avoidance control is impossible. A command to cancel the avoidance control may be output to the vehicle controller 200, a passenger or operator may be notified that the avoidance control is canceled, or the passenger or operator may be notified of the cancellation of the avoidance control as the cause of deceleration driving. may be notified. In the situation shown in FIG. 5C, when determining whether or not to perform avoidance control, the distance between the own vehicle V1 and the obstacle VP is close. The behavior of the vehicle in such situations is likely to undergo sudden changes. By informing the occupant or operator in advance that the own vehicle V1 cannot perform avoidance control, that is, cannot avoid the obstacle VP through autonomous driving, it is possible to prevent the occupant from feeling uneasy.

<Second embodiment>
The present embodiment is characterized in that processing is executed in consideration of the existence of obstacles Ob other than the obstacles VP. Since other avoidance control is common to the first embodiment, the description in the specification and the drawings explained in the first embodiment are used in the second embodiment.

In the present embodiment, when another obstacle Ob that affects the running of the host vehicle V1 is detected, the processor 10 sets the starting position StPA to a position closer to the host vehicle V1 (upstream side of the travel route) than the starting position StPA. Shift and set the start position StPB. The processor 10 compares the predicted movement position of the host vehicle V1 with the predicted movement position of another obstacle Ob, and determines whether the other obstacle Ob affects the travel of the host vehicle V1.
FIG. 6 shows an example of a situation where another obstacle Ob affects the running of the host vehicle V1. As shown in FIG. 6, when an obstacle Ob exists near the avoidance trajectory RT, the host vehicle V1 may not be able to move along the avoidance trajectory RT. For example, if the obstacle Ob shown in FIG. 6 decelerates or has a relatively slow speed, the own vehicle V1 may not be able to move along the avoidance trajectory RT.

When another obstacle Ob that affects the running of the host vehicle V1 traveling on an avoidance trajectory avoiding the obstacle VP is detected, the process of changing the lateral position (lane change) in avoidance control is immediately started. do. Preferably, the processor 10 sets the starting position StPB to the second position P2. While the host vehicle V1 approaches the obstacle VP, it is possible to avoid being unable to change the lateral position (lane change) due to another obstacle Ob. It is possible to avoid that the own vehicle V1 comes to a stop behind the obstacle VP without being able to change lanes.

Furthermore, the processor 10 shifts the starting position StP to a position closer to the own vehicle V1 by a larger shift amount as the distance between the own vehicle V1 and the obstacle VP is longer. As a result, the farther the host vehicle V1 is from the obstacle VP, the further the lateral position change (lane change) is started from the obstacle VP. Thereby, the avoidance trajectory RT for avoiding the obstacle VP can be made smooth (the amount of change in the lateral position is less than a predetermined value).

<Third embodiment>
The present embodiment is characterized by a method of calculating an avoidance trajectory for avoiding an obstacle VP. Since other avoidance control is common to the first and second embodiments, the descriptions in the specification and drawings explained in the first and second embodiments are used in the third embodiment.

When another obstacle VP that affects the running of the host vehicle V1 is detected, the processor 10 sets the end position Ed at which the avoidance control for avoiding the obstacle VP is terminated to the obstacle, as shown in FIG. Set on the side of VP (in the Y direction in the figure), the radius of curvature of the avoidance route RT from the start position StP to the end position Ed is a predetermined value or more (the curve is gentler than a predetermined value). Set the starting position StP. The end point of the lane change is set to the side of the obstacle VP such as a parked vehicle, and from there the current position of the own vehicle V1 is determined where the radius of curvature of the route is greater than or equal to a predetermined value (the curve is gentler than a predetermined value). An avoidance trajectory leading to the lateral position is calculated, and the position of that point is set as the starting position StP. When the host vehicle V1 avoids the obstacle VP, first, an end position Ed is set to the side of the obstacle VP, and the radius of curvature of the trajectory extending from there is equal to or greater than a predetermined value (the curve is gentler than a predetermined value). The current position and predicted position of the own vehicle V1 at the start of the avoidance control is set as the start position StP, and the avoidance trajectory from the start position StP to the end position Ed is calculated.

As a result, the vehicle attitude of the host vehicle V1 is within a predetermined range, and avoidance control including lane changes that does not deteriorate the riding comfort of the occupants can be executed. Since the end position is on the side of the obstacle VP to be avoided, the own vehicle V1 moves so that the own vehicle V1 runs on an avoidance trajectory that avoids the obstacle VP, that is, the own vehicle V1 moves with the purpose of avoiding the obstacle VP. Therefore, the occupant understands the cause of the behavior of the own vehicle V1, so that the occupant can feel secure about driving the own vehicle V1.

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

[1] In the driving control method of the present embodiment, when it is determined that an obstacle VP exists in front of the own vehicle V1, the driving control method of the present invention is such that when it is determined that an obstacle VP exists in front of the own vehicle V1, the driving control method moves toward the direction in which the own vehicle V1 is present from the detected obstacle VP. A first position at a first distance is set, a second position at a second distance from the own vehicle V1 toward the obstacle VP is set based on the vehicle speed, and the second position is set relative to the first position of the own vehicle. A starting position for starting the avoidance control for the obstacle VP is set based on the determination result of whether the obstacle exists on the V1 side or on the VP side.
Based on the positional relationship between the first position P1 and the second position P2, the situation of the host vehicle V1 with respect to the obstacle VP is determined, and the start position StP of the avoidance control is set according to the situation. It is possible to perform avoidance control that takes into consideration the balance between stability of behavior and performance of avoidance control of the obstacle VP.
According to the driving control method of the present embodiment, stability of vehicle behavior and avoidance of the obstacle VP can be achieved both when the obstacle VP is detected at an early timing and when the detection timing of the obstacle VP is delayed. The start position StP of the avoidance control can be set in consideration of the balance with the execution of the control. Therefore, it is possible to suppress the loss of an opportunity to avoid the obstacle VP, and it is possible to suppress unnecessary stops of the own vehicle V1 in the driving behavior of the own vehicle V1. Further, it is possible to execute avoidance control that takes into account the balance between stability of vehicle behavior and performance of avoidance control of the obstacle VP depending on the situation.

[2] In the operation control method of this embodiment, the start position can be a control target position where a command value in avoidance control is set. The starting position for starting lateral position control to avoid the obstacle VP may be defined as an absolute position defined by position coordinate values, but it may be defined as an absolute position defined by position coordinate values, but may be based on own vehicle V1 as the control target position in this embodiment. For example, the control position may be a relative position set with reference to the position of the own vehicle V1, such as a position separated from the own vehicle V1 by a predetermined distance.
By setting the start position as a control target position that is determined relatively according to changes in the position of the host vehicle V1, delays in outputting, receiving, or executing driving control commands can be suppressed, and driving control Continuity of instructions can be ensured. Thereby, the avoidance control to be executed can be started in a timely manner, and smooth (appropriately continuous) driving operations can be executed.

[3] In the driving control method of the present embodiment, when the second position P2 is closer to the host vehicle V1 than the first position P1, the processor 10 sets the starting position to the second position P2, thereby Control commands can be executed based on the control target position as a starting position. If the control target position as the starting position is a so-called forward gaze point position, smooth avoidance control can be executed.

[4] In the operation control method of the present embodiment, the processor 10 sets the start position at the second position P2, and the processor 10 sets the start position at the second position P2. When it is determined that P2 is closer to the obstacle VP than the first position P1, the second position P2 is changed to the own vehicle V1 side.
Since the control target position, which is the starting position for starting avoidance control, is shifted to the own vehicle V1 side (toward the front), the initial command value at the second position P2, which is the control target position before change, becomes discrete (discontinuous). ), but since the avoidance control is executed to start changing the lateral position at a position before the second position P2, the obstacle VP can be reliably avoided.

[5] In the driving control method of the present embodiment, when the second position P2 belongs to the downstream portion UR, the start position StP is set at a position closer to the host vehicle V1 (upstream side of the travel route) than the second position P2. Set.
By setting a starting position StP for starting obstacle VP avoidance control at an appropriate timing based on the determination result of the positional relationship between the first position P1 and the second position P2, the opportunity to avoid the obstacle VP is increased. The start position StP of the avoidance control can be appropriately set while suppressing the loss.

[6] In the operation control method of this embodiment, when the second position P2 belongs to the downstream portion DR, the start position StP is set to the first position P1. Avoidance control is started at a first position P1 that exists at the minimum first distance Lth1 (minimum avoidable distance) where the host vehicle V1 starts steering and can avoid the other vehicle VP. The first distance Lth1 from the obstacle VP to the first position P1 can be set to be the longest.

[7] In the driving control method of the present embodiment, a third position P3 is set at a third distance Lth3 from the own vehicle V1 in the direction of the obstacle VP from the own vehicle V1 based on the steering performance of the own vehicle V1. However, when the second position P2 belongs to the downstream portion DR and the third position P3 belongs to the upstream portion UR of the first position P1, the start position StP1 is set to the first position P1.
Even if the second position P2 belongs to the range of the first distance Lth1, the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation starts, belongs to the range of the first distance Lth1. If not, a non-smooth avoidance trajectory is accepted and execution of avoidance control is prioritized. Thereby, it is possible to execute avoidance control to the extent possible depending on the situation.

[8] In the driving control method of the present embodiment, when the third position P3 belongs to the downstream portion DR, a driving plan for decelerating the own vehicle V1 is drawn up. The second position P2 belongs to the range of the first distance Lth1, and the third distance Lth3 (minimum avoidance start distance), which is the minimum distance until the steering operation starts, belongs to the range of the first distance Lth1. In such a case, the situation can be changed by decelerating without executing unreasonable avoidance control. By controlling the deceleration of the own vehicle V1, the first position P1 and the second position P2, or the first to third positions (P1-P3) can be changed. As each position changes, the mutual positional relationship may also change. Depending on the positional relationship after the change, the environment may become such that avoidance control can be executed. Thereby, it is possible to determine whether or not the avoidance control can be executed while responding to the situation, and to execute the avoidance control to the extent possible.

[9] In the operation control method of this embodiment, when the third position P3 belongs to the downstream portion DR of the first position P1, it is output that avoidance control is impossible. A command to cancel the avoidance control may be output to the vehicle controller 200, or the occupant or operator may be notified that the avoidance control is canceled. When determining whether or not the avoidance control can be executed, the distance between the own vehicle V1 and the obstacle VP is close. The behavior of the vehicle in such situations is likely to undergo sudden changes. By informing the occupant or operator in advance that the own vehicle V1 cannot perform avoidance control, that is, cannot avoid the obstacle VP through autonomous driving, it is possible to prevent the occupant from feeling uneasy.

[10] In the driving control method of this embodiment, the third distance Lth3 is determined based on a preset steering angle limit of the steering mechanism of the host vehicle V1. Since the avoidance control start position StP is set using the third distance Lth3 that corresponds to the steering performance of the host vehicle V1, avoidance control that corresponds to the steering performance can be executed.

[11] In the driving control method of the present embodiment, the third distance Lth3 is a third distance Lth3 corresponding to the lateral acceleration tolerance of the host vehicle V1 determined based on a preset lateral acceleration limit of the host vehicle V1. Since the start position StP of the avoidance control is set using the distance Lth3, the avoidance control can be executed in accordance with the steering performance.

[12] In the operation control method of this embodiment, when the second position P2 belongs to the upstream portion UR, the start position StP is set between the first position P1 and the second position P2. If there is enough room, avoidance control can be executed with smooth lateral position changes.

[13] In the driving control method of the present embodiment, if another obstacle VP that affects the travel of the host vehicle V1 is detected, the start position StP is changed to the host vehicle V1 side ( upstream side of the travel route). Shift to position and set. While the host vehicle V1 approaches the obstacle VP, it is possible to avoid being unable to change the lateral position (lane change) due to another obstacle Ob. It is possible to avoid stopping behind the obstacle VP without being able to change lanes.

[14] In the driving control method of the present embodiment, the longer the distance between the own vehicle V1 and the obstacle VP, the larger the shift amount, so that the starting position StP is shifted to a position closer to the own vehicle V1. As a result, the farther the host vehicle V1 is from the obstacle VP, the further the lateral position change (lane change) is started from the obstacle VP. Thereby, the avoidance trajectory RT for avoiding the obstacle VP can be made smooth (the amount of change in the lateral position is less than a predetermined value).

[15] In the driving control method of the present embodiment, the end position Ed at which the avoidance control for avoiding the obstacle VP ends is set to the side of the obstacle VP, and the curvature of the avoidance route from the start position StP to the end position Ed is set. The starting position is set at a position where a trajectory can be drawn whose radius is equal to or greater than a predetermined value (the curve is gentler than a predetermined value). As a result, the vehicle attitude of the host vehicle V1 is within a predetermined range, and avoidance control including lane changes that does not deteriorate the riding comfort of the occupants can be executed. Since the end position is on the side of the obstacle VP to be avoided, the own vehicle V1 moves so that the own vehicle V1 runs on an avoidance trajectory that avoids the obstacle VP, that is, the own vehicle V1 moves with the purpose of avoiding the obstacle VP. Therefore, the occupant understands the cause of the behavior of the own vehicle V1, so that the occupant can feel secure about driving the own vehicle V1.

[16] In the driving control method of this embodiment, the second distance Lth2 is determined based on the required response time for the host vehicle V1 to the command. The second distance Lth2 can be set in consideration of vehicle performance.

[17] In the operation control method of the present embodiment, the operation control device 100 performs the same operation and achieves the same effects as the operation control method described above.

Note that the embodiments described above are described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiments is intended to include all design changes and equivalents that fall within the technical scope of the present invention.

1000...Driving control system 1...Sensor 2...Navigation device 3...Map information 4...Vehicle information detection device 5...Environment recognition device 6...Object recognition device 100...Driving control device 10...Processor 11...CPU
12...ROM
13...RAM
120...Destination setting function 130...Route planning function 140...Driving planning function 150...Drivable zone calculation function 160...Route calculation function 170...Driving behavior control function 110...Output device 111...Communication device 200...Vehicle controller 210...Drive mechanism

Claims (17)

A driving control method for controlling the driving of a host vehicle, which is used in a driving control device including a sensor and a processor,
The processor includes:
Determining whether or not there is an obstacle in front of the host vehicle in the lane in which the host vehicle is traveling based on detection information of the sensor;
When it is determined that an obstacle exists in front of the own vehicle in the lane in which the own vehicle is traveling,
A first distance that is the minimum distance at which the host vehicle can start steering and avoid the obstacle in avoidance control for the host vehicle to avoid the obstacle, based on the vehicle performance of the host vehicle. and setting a first position at the first distance from the obstacle toward the own vehicle;
setting a second distance based on the vehicle speed of the host vehicle, and setting a second position of the second distance from the current position of the host vehicle in the direction of the obstacle;
determining whether the second position is located on the host vehicle side or on the obstacle side with respect to the first position;
Setting a starting position for starting avoidance control to avoid the obstacle according to the result of the determination,
An operation control method that outputs an operation control command including the start position. The driving control method according to claim 1, wherein the start position is a control target position at which a command value in the avoidance control is set. The processor includes:
3. The driving control method according to claim 1, wherein when the second position is closer to the own vehicle than the first position, the start position is set to the second position. The processor includes:
When the start position is set to the second position, if it is determined that the second position is closer to the obstacle than the first position, the second position is changed to the own vehicle side. The operation control method according to any one of claims 1 to 3, characterized in that: The processor includes:
3. The driving control method according to claim 1, wherein when the second position is closer to the obstacle than the first position, the starting position is set to the second position closer to the host vehicle. The processor includes:
3. The driving control method according to claim 1, wherein when the second position is closer to the obstacle than the first position, the first position is set as the starting position. The processor includes:
setting a third position at a third distance from the host vehicle toward the obstacle based on the steering performance of the host vehicle;
If the second position belongs to the obstacle side with respect to the first position, and the third position belongs to the host vehicle side with respect to the first position, the starting point is placed in the first position. 7. The operation control method according to claim 1, further comprising setting a position. The processor includes:
setting a third position at a third distance from the host vehicle toward the obstacle based on the steering performance of the host vehicle;
The driving control method according to any one of claims 1 to 6, wherein when the third position belongs to the obstacle side with respect to the first position, a driving plan for decelerating the host vehicle is drawn up. The processor includes:
setting a third position at a third distance from the host vehicle toward the obstacle based on the steering performance of the host vehicle;
The driving according to any one of claims 1 to 7, wherein when the third position belongs to the obstacle side with respect to the first position, it outputs that execution of the avoidance control is impossible. Control method. The driving control method according to any one of claims 7 to 9, wherein the third distance is determined based on a preset steering angle limit of a steering mechanism of the host vehicle. The driving control method according to any one of claims 7 to 9, wherein the third distance is determined based on a preset lateral acceleration limit of the host vehicle. The processor includes:
Any one of claims 1 to 11, wherein when the second position belongs to the own vehicle side with respect to the first position, the starting position is set between the first position and the second position. Operation control method described in section. The processor includes:
If other obstacles that affect the running of the own vehicle are detected,
13. The driving control method according to claim 12, wherein the starting position is set by shifting toward the host vehicle. The processor includes:
14. The driving control method according to claim 13, wherein the longer the distance between the host vehicle and the obstacle, the larger the shift amount is to shift the starting position in the direction in which the host vehicle is present. The processor includes:
An end position at which the avoidance control ends is set to the side of the obstacle, and the start position is set at a position where a trajectory can be drawn in which a radius of curvature of an avoidance route from the start position to the end position is greater than or equal to a predetermined value. The operation control method according to any one of claims 12 to 14. The driving control method according to any one of claims 1 to 15, wherein the second distance is determined based on the required response time of the host vehicle to the command. A sensor that detects information about other vehicles surrounding the own vehicle;
A driving control device that controls driving of the own vehicle, comprising a processor that controls driving of the own vehicle,
The processor includes:
Determining whether or not there is an obstacle in front of the host vehicle in the lane in which the host vehicle is traveling based on detection information of the sensor;
When it is determined that an obstacle exists in front of the own vehicle in the lane in which the own vehicle is traveling,
A first distance that is the minimum distance at which the host vehicle can start steering and avoid the obstacle in avoidance control for the host vehicle to avoid the obstacle, based on the vehicle performance of the host vehicle. and setting a first position at a first distance from the obstacle toward the own vehicle;
setting a second distance based on the vehicle speed of the own vehicle, and setting a second position of the second distance from the own vehicle toward the obstacle;
determining whether the second position is located on the host vehicle side or on the obstacle side with respect to the first position;
Setting a starting position for starting avoidance control to avoid the obstacle according to the result of the determination,
An operation control device that outputs an operation control command including the start position.

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