JP7356926B2 - Stop position setting method, automatic operation control method, and stop position setting device - Google Patents

Description

The present invention provides a stop position setting method and a stop position setting device for setting the stop position of a host vehicle at an intersection where the host vehicle needs to be stopped, and an automatic driving control method for stopping the host vehicle based on the set stop position. Regarding.

Automatic driving control when entering an intersection is based on the vehicle's direction of travel and the position of obstacles on the intersecting road that intersects with the road the vehicle is traveling on after a temporary stop. Patent Document 1 discloses control for determining whether to enter the vehicle slowly to a stop position or to enter without slowing down.

JP 2019-120963 Publication

However, in the control disclosed in Patent Document 1, the vehicle is stopped at a stop line before entering the intersection without considering the presence or absence of an incoming vehicle that enters the road on which the vehicle is traveling from the intersecting road. There is. Therefore, if there is an incoming vehicle, the own vehicle that is stopped at the stop line or decelerated before the stop line has a limited range of trajectory choices for the incoming vehicle to enter the road on which the own vehicle is traveling. There is a risk of narrowing the space. In other words, the approaching vehicle cannot take a trajectory that straddles or grazes the stop line.

Therefore, in the present invention, when the own vehicle enters an intersection, if there is an incoming vehicle, a stopping position is set that does not narrow the selection range of the trajectory for the incoming vehicle to enter the road on which the own vehicle is traveling. The purpose is to

According to an aspect of the present invention, there is provided a stop position setting method for setting a stop position of a host vehicle at an intersection where the host vehicle needs to be stopped. In the stop position setting method, when there is an incoming vehicle turning right or left onto the road the host vehicle is traveling on from a crossroad that intersects with the road the host vehicle is currently traveling on, the control unit determines whether the incoming vehicle is The stop position is set before the reference stop position, which is the stop position when the vehicle is not in use. Furthermore, when the incoming vehicle is a vehicle that is turning left, the stopping position is set earlier than when the incoming vehicle is turning right.

According to the above aspect, when the own vehicle enters an intersection, it is possible to set a stopping position that does not narrow the range of choices for the trajectory for the entering vehicle to enter the road on which the own vehicle is traveling.

FIG. 1 is a block diagram showing the configuration of a driving support system. FIG. 2 is a diagram showing the trajectory of an approaching vehicle at an intersection. FIG. 3 is a flowchart showing a control routine for setting a stop position. FIG. 4 is a diagram for explaining a situation in which an incoming vehicle reaches a stop line earlier than the own vehicle. FIG. 5 is a diagram for explaining a situation in which the host vehicle reaches the stop line before the incoming vehicle. FIG. 6 is a diagram showing changes in deceleration in two-stage deceleration.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the configuration of a driving support system 100 installed in a vehicle 10 (hereinafter also referred to as own vehicle 10). The vehicle 10 is configured to be able to switch between automatic driving and manual driving. Automated driving here refers to driving that automatically performs driving force control, braking force control, and steering control based on a preset destination, etc., without the need for any driver operation. Manual driving refers to driving in which a passenger operates an accelerator pedal to control driving force, a brake pedal to control braking force, and a steering wheel to control steering.

The controller 8 as a control unit includes a camera 1, a GPS receiver 2, sensors 3, a communication interface (hereinafter also referred to as communication I/F) 4, a map database (hereinafter also referred to as map DB) 5, a display device 6, and It is electrically connected to the actuator 7.

The camera 1 images the outside of the vehicle 10 and outputs the captured image to the controller 8 as additional data. The camera 1 may be a monocular camera, a stereo camera, or a multi-camera.

The GPS receiver 2 receives position information (latitude and longitude) from artificial satellites that constitute the Global Positioning System, and outputs the received position information to the controller 8. Note that as long as position information can be obtained, other systems other than GPS may be used.

The sensors 3 include radar and LIDAR (Light Detection and Ranging). Both radar and LIDAR are used to detect objects around the vehicle 10, and output position information of the detected objects to the controller 8.

The communication I/F 4 is a communication device that acquires data on the surrounding situation of the vehicle 10 from the outside through wireless communication. The communication I/F 4 communicates the relative positions, relative velocities, and relative accelerations of other vehicles around the vehicle 10 by, for example, vehicle-to-vehicle communications with other vehicles, road-to-vehicle communications with roadside devices, etc. etc., and outputs it to the controller 8 as surrounding situation data. Furthermore, the communication I/F 4 may acquire traffic congestion information, traffic regulation information, and the like.

The map DB 5 is stored in advance in a storage device (not shown) mounted on the vehicle, and includes road types, road shapes, speed limits, and the like. Note that the storage device is composed of a storage medium readable by the controller 8, and may be composed of a single piece of hardware or a plurality of pieces of hardware.

The display device 6 is, for example, a display such as a liquid crystal display or a head-up display, and displays information to be notified to the occupants using images, characters, icons, or the like. Note that the display device 6 also includes a device that presents information to the occupant by voice.

Actuator 7 is specifically a braking system. The braking system here may be either a hydraulic brake or a regenerative brake, or both.

The controller 8 sets the position at which the vehicle 10 is stopped based on information obtained from the camera 1 or the like, notifies the occupant of the set stop position, and further causes the vehicle 10 to stop at the set stop position. Specifically, the controller 8 includes a temporary stop intersection detection section 8A, a surrounding vehicle detection section 8B, an incoming vehicle determination section 8C, a stop position setting section 8D, and a vehicle stop control section 8E.

The temporary stop intersection detection unit 8A detects intersections in the direction of travel that require a temporary stop (also referred to as temporary stop intersections), based on information from the camera 1, GPS receiver 2, communication I/F 4, and map DB 5. To detect. In this embodiment, when performing automatic driving, the vehicle 10 is basically stopped after a deceleration period of about 6 seconds, for example. Therefore, an intersection within a range where at least the above deceleration period can be secured from the current position of the vehicle 10 is detected.

The surrounding vehicle detection unit 8B detects vehicles around the intersection (also referred to as surrounding vehicles) based on information from the camera 1, sensors 3, communication I/F 4, etc.

The incoming vehicle determination unit 8C determines whether a vehicle is turning right or left onto the road on which the host vehicle 10 is traveling (also referred to as the host vehicle road) from a road that intersects with the host vehicle travel road (also referred to as a cross road). Determine whether it exists or not. Specifically, the determination is made based on the traveling position of the vehicle traveling on the intersecting road, the deceleration behavior, and the flashing state of the turn signal. For example, if a vehicle approaching an intersection decelerates and its turn indicator in the direction of the road the vehicle is traveling on is flashing, it can be determined that the vehicle is approaching the road the vehicle is traveling on. In addition, even if camera 1 cannot recognize the turn signal because there are parked vehicles on the intersecting road, multiple vehicles are traveling on the intersecting road, and the following vehicle may be traveling at a constant speed. If the vehicle is decelerating, it can be determined that there is a possibility that the following vehicle will enter the road on which the vehicle is traveling.

The stop position setting unit 8D sets a stop position depending on the presence or absence of an approaching vehicle, and outputs the set stop position to the display device 6. A specific setting method will be described later.

The vehicle stop control unit 8E operates the actuator 7 based on the set stop position to stop the vehicle 10 at the stop position. The vehicle stop control unit 8E starts decelerating at a first deceleration when approaching a temporary stop intersection, sets a stop position by control described later while decelerating at the first deceleration, and then adjusts the vehicle speed at the time of starting deceleration. When the vehicle speed reaches about 1/2, the vehicle 10 is stopped at the set stop position by switching to a second deceleration that is smaller than the first deceleration.

Note that the controller 8 is composed of a microcomputer equipped with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and the like. Note that it is also possible to configure the controller 8 with a plurality of microcomputers.

Next, setting of the stop position will be explained with reference to FIGS. 2 and 3.

FIG. 2 shows a T-junction road consisting of a road 13 where the vehicle is traveling with a width of less than 5.5 [m] without a center line, and a cross road 14 with a center line. A stop line L1 is drawn before the intersection on the road 13 where the vehicle is traveling. When the temporary stop line L1 is drawn, the temporary stop line L1 becomes the reference stop position at which the host vehicle 10 is stopped during automatic operation.

At this T-junction, when another vehicle (hereinafter also referred to as a left vehicle) 11 approaching the intersection from the left side of the intersecting road 14 makes a right turn and enters the road on which the vehicle is traveling, the vehicle 11 approaches the intersection from the left side of the cross road 14. If there is no stop line, the vehicle will often follow a short-circuit trajectory that brushes over or steps on the stop line L1, as shown by the dashed line. On the other hand, if the host vehicle 10 is stopped at the stop line L1 or is decelerating near the stop line L1, a trajectory that steps on the stop line L1 or a trajectory that approaches the stop line L1 excessively is not possible. Therefore, the selection range of the trajectory on which the left vehicle 11 enters the host vehicle traveling road 13 is narrowed. In this case, since the left vehicle 11 follows an appropriate trajectory, the own vehicle 10 and the left vehicle 11 will not collide, but the own vehicle 10 and the left vehicle 11 will approach each other, and the own vehicle 10 The passengers will feel anxious.

On the other hand, when another vehicle 12 approaching the intersection from the right side of the intersecting road 14 (hereinafter also referred to as a right-hand vehicle) makes a left turn and enters the vehicle road 13, the vehicle 10 must be at the stop line L1. For example, as shown by the two-dot chain line, the vehicle often follows a trajectory that bulges out at a corner so as to brush over or step on the stop line L1. On the other hand, if the host vehicle 10 is stopped at the stop line L1 or is decelerating near the stop line L1, the right vehicle 12's own vehicle travels as in the case of the left vehicle 11. The selection range of trajectories entering 13 is narrowed.

Therefore, if there is a vehicle 11 on the left that is making a right turn and enters the vehicle road 13, the vehicle 10 is stopped at the third stop position L3 before the stop line L1. On the other hand, if there is a vehicle 12 on the right that is turning left and entering the road on which the host vehicle is traveling, the host vehicle 10 is stopped at the second stop position L2, which is further before the third stop position L3. As described above, when there are vehicles 11 and 12 (hereinafter also referred to as entering vehicles) entering the road 13 where the host vehicle is traveling, the stop position is set before the stop line L1. The second stop position L2 is located before the third stop position L3 because the trajectory of the right vehicle 12 is closer to the trajectory of the own vehicle 10 than the trajectory of the left vehicle 11. As described above, when there are incoming vehicles 11 and 12, by stopping the own vehicle 10 before the temporary stop line L1, it is possible to avoid narrowing the selection range of trajectories for the incoming vehicles 11 and 12.

The interval between the temporary stop line L1 and the second stop position L2 and the interval between the second stop position L2 and the third stop position L3 are each about 5 [m], for example. This is due to the width of the vehicle traveling road 13 (for example, less than 5.5 [m]), which causes the above-mentioned problem of narrowing the trajectory selection width of the approaching vehicles 11 and 12, and the width of the vehicle traveling road 13 (for example, less than 5.5 m). This value is based on the result of a simulation performed using the total length of the vehicle body included (for example, 5 [m]).

Next, specific control for setting the stop position will be explained.

FIG. 3 is a flowchart showing a control routine executed by the controller 8 for setting the stop position. The following will explain the steps in the flowchart.

In step S100, the controller 8 detects a temporary stop intersection and vehicles surrounding the intersection. Specifically, the detection is performed by the above-mentioned temporary stop intersection detection section 8A and surrounding vehicle detection section 8B.

In step S101, the controller 8 starts decelerating to stop at the temporary stop line L1. Specifically, the vehicle stop control unit 8E described above starts deceleration at the first deceleration.

In step S102, the controller 8 detects road information such as the width of the road 13 on which the host vehicle is traveling, the width of the intersecting road, and the size of the corner cut at the intersection. Road information can be detected by reading the map DB5. However, image data captured by the camera 1 or information received by the communication I/F 4 may be used, or these information and the map DB 5 may be used together.

In step S103, the controller 8 determines whether there is an incoming vehicle. Specifically, the determination is made by the above-mentioned incoming vehicle determination unit 8C. If there is an incoming vehicle, the process in step S104 is executed; if there is not, the process proceeds to step S107, where the temporary stop line L1 is set as a stop position (also referred to as a first stop position).

In step S104, the controller 8 determines whether or not the trajectory selection width of the entering vehicle is narrowed, and if it is narrowed, executes the process of step S105, and if not, executes the process of step S107. This determination is executed by the incoming vehicle determination unit 8C as follows.

First, if the width of the road 13 the host vehicle is traveling on is equal to or greater than a threshold value (for example, 5.5 [m]), it is determined that the trajectory selection range for the approaching vehicle will not be narrowed. If the width of the road 13 on which the host vehicle is traveling becomes wider, the trajectory of the left vehicle 11 becomes smaller, and even if the trajectory of the right vehicle 12 expands, the vehicle stops at the stop line L1 or stops at the stop line L1. This is because a distance between the host vehicle 10 and the own vehicle 10 which is decelerating nearby is secured. Also, if the width is 5.5 [m] or more, a center line is often drawn, and if the lane is divided by a center line, there is a possibility that the vehicle will pass or step on the above-mentioned stop line L1. This is because it is difficult to get into orbit.

Note that, if it is detected in step S102 that the width of the road 13 on which the host vehicle is traveling is equal to or greater than the threshold value, the process in step S107 may be executed.

Next, the difference (arrival time difference ) is less than a threshold value (for example, 4 [seconds]), it is determined that the trajectory selection range for the approaching vehicle is narrowed. The "position corresponding to the temporary stop line L1" refers to an imaginary line extending the temporary stop line L1 to the area on the own vehicle travel road 13 where the approaching vehicle travels. Similarly, the "position corresponding to the second stop position" and "position corresponding to the 23rd stop position", which will be described later, refer to the area where the incoming vehicle travels on the road 13 where the host vehicle is traveling at the second stop position and the third stop position, respectively. An imaginary line extended to

The time required for the host vehicle 10 to reach the temporary stop line L1 from the current position is an estimated value calculated from the current vehicle speed, the distance to the temporary stop line L1, and the deceleration due to the deceleration control described above. The time required for the incoming vehicle to reach the position corresponding to the temporary stop line L1 from the current position is calculated from the incoming vehicle's current position, vehicle speed, and deceleration acquired by the camera 1, sensors 3, or communication I/F 4. This is the estimated value.

The reason for determining as above is as follows.

FIG. 4 shows a case where the incoming vehicle is the right vehicle 12 and the incoming vehicle reaches a position corresponding to the temporary stop line L1 before the own vehicle 10 reaches the temporary stop line L1. The road 13 on which the vehicle is traveling is a road with a width of less than 5.5 [m] without a center line, and the second stop position is 5 [m] before the stop line L1. The right vehicle 12 has a total length of 5 [m], enters the own vehicle road 13, and passes at a speed of 10 [km/h] from a position corresponding to the stop line L1 to a position corresponding to the second stop position L2. shall be taken as a thing. The vehicle speed of 10 [km/h] is set based on statistical data when the right vehicle 12 turns left under the above-mentioned conditions.

The positions of the host vehicle 10 and the right vehicle 12 at timing t1 are as shown in the figure. Then, when the right vehicle 12 reaches the position corresponding to the temporary stop line L1 at timing t2, the host vehicle 10 is located before the second stop position L2. Assuming that the timing at which the right vehicle 12 has finished passing the position corresponding to the second stop position L2 is t3, the time from timing t2 to timing t3 is about 4 seconds. Therefore, if the arrival time difference is 4 seconds or less, the host vehicle 10 moves to the right between the second stop position L2 and the temporary stop line L1, that is, while the trajectory of the right vehicle 12 is expanding toward the host vehicle 10. This results in passing the vehicle 12 on the right side, narrowing the trajectory selection range for the vehicle 12 on the right side. In this case, if the host vehicle 10 is stopped at the second stop position L2 as described later, the host vehicle 10 and the right vehicle 12 will pass each other at timing t3 when the bulge in the track disappears, and the right vehicle 12 will This eliminates the need to narrow the range of choices.

5 shows a case where, contrary to FIG. 4, the own vehicle 10 reaches the temporary stop line L1 earlier than the incoming vehicle reaches the position corresponding to the temporary stop line L1. Other conditions are the same as in FIG. 4.

Assuming that the host vehicle 10 stops at the temporary stop line L1, the timing at which the vehicle 10 reaches the temporary stop line L1 is defined as t2. Further, the timing at which the right vehicle 12 reaches a position corresponding to the temporary stop line L1 is defined as t3. In this case, if the own vehicle 10 is stopped at the temporary stop line L1, it will approach the right vehicle 12 that reaches the temporary stop line L1 at timing t3, and the trajectory selection width of the right vehicle 12 will be narrowed. Become. In this case, as will be described later, if the host vehicle 10 is stopped at the second stop position L2, the host vehicle 10 and the right vehicle 12 will pass each other at a position where the track of the right vehicle 12 no longer has a bulge. This eliminates the need to narrow the trajectory selection range of the vehicle 12.

When the incoming vehicle is the left vehicle 11, based on the same concept, it is determined that the trajectory selection width of the incoming vehicle is narrowed if the arrival time difference is 4 seconds or less.

In step S105, which is executed when it is determined in step S104 that the trajectory selection range for the incoming vehicle is to be narrowed, it is determined whether the incoming vehicle is approaching from the right, that is, whether it is the right vehicle 12. If the incoming vehicle is the right vehicle 12, the second stop position is set as the stop position in step S108, and if not, the process of step S106 is executed.

In step S106, it is determined whether the incoming vehicle is coming in from the left, that is, whether it is the left vehicle 11. If the incoming vehicle is the left vehicle 11, the third stop position is set as the stop position in step S109, and if not, the process of step S110 is executed.

Note that the second and third stop positions set in steps S108 and S109 are the results of a simulation conducted assuming that the width of the road 13 the vehicle is traveling on is 5.5 [m] and the total length of the approaching vehicle is 5 [m]. The position is set in advance based on. However, the preset stopping position may be corrected depending on the width of the road 13 on which the vehicle is traveling and the intersecting road 14, the size of the corner cut at the intersection, the actual overall length of the approaching vehicle, etc. For example, if the total length of the detected incoming vehicle is longer than 5 [m] or if the width of the road 13 the host vehicle is traveling on is narrower than 5.5 [m], the preset second stop position L2 and third stop The position L3 is corrected to the near side according to the total length of the approaching vehicle. Further, the larger the corner cut, the smaller the bulge in the trajectory of the right vehicle 12, so the preset second stop position L2 is corrected so as to be closer to the temporary stop line L1.

Step S110 is a process executed when the incoming vehicle is neither the right vehicle 12 nor the left vehicle 11. In the case of a T-junction road as in the present embodiment, it is assumed that, for example, the vehicle enters the road 13 on which the host vehicle is traveling by passing through the intersection from a facility facing the intersection of the intersecting roads. If it is a crossroads, it is assumed that the vehicle is traveling straight on the road 13 on which the vehicle is traveling. In these cases, the stopping position is set according to the trajectory of the approaching vehicle. For example, basically the stop line L1 is set as the stop position, but if the trajectory of the approaching vehicle is close to the center of the road 13 on which the vehicle is traveling, the stop position is set before the stop line L1.

After setting a stop position other than the temporary stop line L1 in step S108, S109 or S110, display support is executed in step S111. Specifically, the display device 6 is made to display that the vehicle will be stopped at a stop position before the temporary stop line L1. This is not due to a misjudgment of the position of the temporary stop line L1, but to inform the occupants that the vehicle will intentionally stop before the temporary stop line L1.

When the processing in step S107 or step S111 is completed, in step S112, the own vehicle 10 is stopped at the stop position set in steps S107 to S110. As described above, the stop control of this embodiment stops the vehicle 10 by dividing the deceleration into two stages. Deceleration control when the stop positions are the first stop position (temporary stop line), the second stop position, and the third stop position will be described with reference to FIG. 6.

FIG. 6 is a timing chart when the vehicle stops from a vehicle speed of V1 [km/h].

At timing T1 while the vehicle is traveling at a vehicle speed of V1 [km/h], deceleration is started at a first deceleration (step S101), and the processes of steps S102 to S111 are executed. Then, at timing T2 when the vehicle speed becomes V2 [km/h], which is half of V1 [km/h], the deceleration is switched to a second deceleration that is smaller than the first deceleration and the vehicle 10 is stopped (step S112 ). This second deceleration varies depending on the set stop position, and increases as the stop position moves closer to you. If the stop position is the temporary stop line L1 (first stop position), the vehicle stops at timing T5 as shown by the solid line. If the stop position is the second stop position L2, as shown by the two-dot chain line, it stops at timing T3 earlier than timing T5. If the stop position is the third stop position L3, it stops at timing T4, which is earlier than timing T5 and later than timing T3.

After stopping the host vehicle 10 according to the control routine described above, the controller 8 starts the host vehicle 10 when the approaching vehicles 11 and 12 pass beside the host vehicle 10, and stops the host vehicle 10 again at the temporary stop line L1. Furthermore, even if the incoming vehicles 11 and 12 stop at the intersecting road 14 without entering the own vehicle road 13 after the own vehicle 10 is stopped by the control routine described above, the own vehicle 10 is started and temporarily stopped. Stop again at line L1.

Note that in the control routine described above, when it is determined in step S104 that the trajectory selection range for the entering vehicles 11 and 12 is to be narrowed, the processes from step S105 onwards are executed, but the process in step S104 may be omitted. That is, when the incoming vehicles 11 and 12 are detected, the processing from step S105 onwards may be executed. Even if step S104 is omitted, it is possible to avoid narrowing the selection range of trajectories for the approaching vehicles 11 and 12, and by omitting it, the calculation load can be reduced.

Further, in the above description, the temporary stop line L1 was described as being drawn, but the present embodiment is also applicable to cases where there is no temporary stop line L1 and cases where the vehicle stops according to a traffic light. If there is no temporary stop line L1, a reference stop position is set immediately before the intersection.

Further, in the above description, the own vehicle 10 is stopped by automatic driving, but during manual driving, the stopping position set in steps S107 to S110 may be notified to the occupant as the recommended stopping position.

As described above, the present embodiment provides a stopping position setting method for setting the stopping position of the own vehicle 10 at an intersection where the own vehicle 10 needs to be stopped. Specifically, the controller (control unit) 8 controls an incoming vehicle 11 that enters the own vehicle road 13 by turning right or left from an intersection road 14 that intersects the own vehicle road 13 on which the own vehicle 10 is currently traveling. , 12, the stopping position is set before the reference stopping position L1, which is the stopping position when there are no approaching vehicles 11 and 12, and when the approaching vehicles 11 and 12 are vehicles that enter by turning left. In this case, the stopping position is set earlier than when the incoming vehicles 11 and 12 are entering by turning right. Thereby, it is possible to avoid narrowing the selection range of trajectories for the approaching vehicles 11 and 12.

In the present embodiment, the controller 8 moves the stop position to a stop position before the standard stop position only when the selection range of trajectories on which the approaching vehicles 11 and 12 enter the host vehicle road 13 is narrowed when the stop position is set as the standard stop position. Set. This prevents the own vehicle 10 from being stopped unnecessarily before the reference stop position.

In this embodiment, the controller 8 acquires the presence or absence of the approaching vehicles 11 and 12 only when the lane width of the road 13 on which the host vehicle is traveling is less than or equal to a threshold value. Thereby, when there is no need to set the stop position before the reference stop position, it is no longer necessary to make a determination regarding the incoming vehicles 11 and 12, and the calculation load can be reduced.

In the present embodiment, when stopping the own vehicle 10, the controller 8 performs stop control to start deceleration at a first deceleration and switch to a second deceleration lower than the first deceleration to stop the vehicle 10. , a stop position is set during deceleration at a first deceleration. By decelerating in two stages, it is possible to start decelerating at the first deceleration to convey to the occupants the intention to stop before an intersection, and to adjust the stopping position at the second deceleration. This gives the occupants a sense of security and allows the host vehicle 10 to be stopped without sacrificing comfort. Furthermore, if the stop position is set before the start of deceleration, the setting will be done under conditions with low detection accuracy such as the situation around the intersection and the presence or absence of incoming vehicles 11 and 12, but even if the stop position is set during deceleration at the first deceleration. For example, since these settings are made in a situation where the detection accuracy is high, an appropriate stopping position can be set.

In this embodiment, the controller 8 calculates the difference between the stop position and the reference stop position using the lane width of the road 13 the host vehicle is traveling on, the lane width of the intersecting road 14, the dimensions of the host vehicle 10 and the approaching vehicles 11 and 12, or the intersection. The size of the corner cut is set based on at least one of the following. Thereby, it is possible to more appropriately set a stopping position that can avoid narrowing the range of choices of trajectories for the approaching vehicles 11 and 12.

In this embodiment, when the controller 8 sets a stop position before the reference stop position, it notifies the occupant to that effect. As a result, when the vehicle stops before the reference stop position during automatic driving, the occupant can recognize that this is not due to a misjudgment. Furthermore, during manual operation, the occupant can recognize an appropriate stopping position.

The present embodiment provides an automatic driving assistance control method that includes the above-mentioned stop position setting method and stops the vehicle without an operation by a passenger. Specifically, the controller 8 stops the host vehicle 10 at the set stop position.

In this embodiment, the controller 8 stops the host vehicle 10 at a stop position before the reference stop position, and then advances the host vehicle to the reference stop position when the incoming vehicles 11 and 12 pass beside the host vehicle 10. Thereby, it is possible to smoothly pass each other with the approaching vehicles 11 and 12, and to drive in accordance with traffic regulations.

In this embodiment, the controller 8 stops the host vehicle 10 at a stop position before the reference stop position, and then stops the vehicle 10 at an intersecting road 14 without entering the host vehicle road 13. Proceed your vehicle to the standard stopping position. Thereby, it is possible to respond even when the incoming vehicles 11 and 12 give way to the vehicle.

It goes without saying that the present invention is not limited to the embodiments described above, and that various changes can be made within the scope of the technical idea described in the claims.

1 Camera 2 GPS receiver 3 Sensors 4 Communication interface 5 Map database 6 Display device 7 Actuator 8 Controller 10 Own vehicle 11 Left vehicle (approaching vehicle)
12 Right vehicle (approaching vehicle)
13 Road the vehicle is traveling on 14 Intersecting road

Claims (10)

In a stopping position setting method for setting a stopping position of the own vehicle at an intersection where the own vehicle needs to be stopped,
The control unit is
When there is an incoming vehicle turning right or left onto the road the own vehicle is currently traveling on from a crossroad that intersects with the road the own vehicle is currently traveling on, the stop position is the stopping position when there is no vehicle on the approach. Setting the stop position before the reference stop position,
In addition, when the approaching vehicle is a vehicle that enters by turning left, the stopping position is set earlier than when the approaching vehicle is a vehicle that enters by turning right. The stop position setting method according to claim 1,
The control unit includes:
Only when setting the stop position to the reference stop position narrows the selection range of trajectories for the entering vehicle to enter the own vehicle road,
A stop position setting method, wherein the stop position is set before the reference stop position. The stop position setting method according to claim 1 or 2,
The control unit includes:
A stopping position setting method that acquires the presence or absence of the incoming vehicle only when the lane width of the road on which the host vehicle is traveling is less than or equal to a threshold value. In the stop position setting method according to any one of claims 1 to 3,
The control unit includes:
When stopping the host vehicle, perform stop control to start deceleration at a first deceleration, switch to a second deceleration lower than the first deceleration, and stop the vehicle;
A stop position setting method that sets a stop position during deceleration at the first deceleration. In the stop position setting method according to any one of claims 1 to 4,
The control unit calculates the difference between the stop position and the reference stop position by the lane width of the road the host vehicle is traveling on, the lane width of the intersecting road, the dimensions of the host vehicle and the approaching vehicle, or the size of the corner cut at the intersection. A method for setting a stop position based on at least one of the following. In the stop position setting method according to any one of claims 1 to 5,
In the stop position setting method, the control unit, when setting a stop position before the reference stop position, notifies an occupant to that effect. An automatic driving control method for stopping a vehicle without an operation by an occupant, the method comprising the method for setting a stop position according to any one of claims 1 to 6,
An automatic driving control method characterized in that the control unit stops the host vehicle at the set stop position. In the automatic operation control method according to claim 7,
The control unit includes:
After stopping the host vehicle at a stop position before the reference stop position, when the incoming vehicle passes beside the host vehicle, the self-vehicle is advanced to the reference stop position. In the automatic operation control method according to claim 7 or 8,
The control unit includes:
After stopping the host vehicle at a stop position before the reference stop position, if the incoming vehicle does not enter the road on which the host vehicle is traveling but stops at the intersecting road, the host vehicle stops at the stop position before the reference stop position. An automatic driving control method that moves the vehicle forward. A stopping position setting device that sets a stopping position of the own vehicle at an intersection where the own vehicle needs to be stopped,
The control unit is
detecting the presence or absence of another vehicle that is turning right or left into the road the host vehicle is traveling on from an intersecting road that intersects the road the host vehicle is currently traveling on;
When the other vehicle is present, the stopping position is set before the reference stopping position which is the stopping position when there is no other vehicle,
When the other vehicle is a vehicle entering by turning left, the stopping position is set earlier than when the other vehicle is a vehicle entering by turning right.
A stop position setting device characterized in that it is programmed to:

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