JPWO2018070015A1 - Vehicle overrun determination method and vehicle overrun determination apparatus - Google Patents

Abstract

When the vehicle turns right or left at the intersection and enters the inflow road, the vehicle intrusion determination method is based on the position information of the object existing on the inflow road within a predetermined distance from the intersection and the road structure of the inflow road. The marginal space of the road is calculated, and the possibility that the vehicle protrudes from the intersection road where the vehicle crosses the inflow road is determined based on the marginal space and the size of the vehicle.

Description

  TECHNICAL FIELD The present invention relates to a method for judging the overrun of a vehicle and a device for judging the overrun of a vehicle.

  In the case where the own vehicle turns left or right at the intersection, in order to reduce the hindrance of the traveling of the following vehicle, PTL 1 turns the own vehicle so that the average vehicle speed of the own vehicle and other vehicles becomes maximum. An apparatus for guiding is disclosed.

JP, 2009-230701, A

  However, according to the technology described in Patent Document 1, after the host vehicle starts to turn to the right, the vehicle can not completely enter the inflow destination road, and the possibility of the host vehicle crossing the road can not be determined in advance.

  In the present invention, in view of the above problems, when a vehicle turns right or left, a vehicle that can determine the possibility of the vehicle protruding to a road (intersection road) intersecting the road (inflow road) ahead of the bend It is an object of the present invention to provide a judgment method and a vehicle judgment apparatus.

  According to one aspect of the present invention, when the vehicle makes a right turn or left turn at an intersection to enter an inflow road, position information of an object present on the inflow road in a predetermined distance range from the intersection and The extra space of the inflow road is calculated based on the road structure, and the possibility of the vehicle protruding onto the intersection road where the vehicle intersects the inflow road is determined based on the extra space and the size of the vehicle.

  According to one aspect of the present invention, it is possible to provide a method of judging a vehicle protrusion and a device for judging a vehicle protrusion, which can determine the possibility that the vehicle may protrude on a cross road when the vehicle turns right or left.

FIG. 1 is a schematic block diagram mainly illustrating the basic configuration of a vehicle overrun determination apparatus according to an embodiment of the present invention. FIG. 2 is a view for explaining a scene in which a vehicle equipped with the vehicle protrusion judging device according to the embodiment of the present invention turns left at an intersection. FIG. 3 is a flowchart illustrating an example of processing performed by a control necessity determination unit included in the vehicle overrun determination apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart illustrating an example of processing performed by the area calculation unit included in the vehicle overrun determination apparatus according to the embodiment of the present invention. FIG. 5 is a flowchart illustrating an example of processing performed by the posture calculation unit included in the vehicle overrun determination apparatus according to the embodiment of the present invention. FIG. 6 is a view for explaining the occupied length of the vehicle in the vehicle overrun determination apparatus according to the embodiment of the present invention. FIG. 7 is a flowchart illustrating an example of processing performed by an alarm generation unit provided in the vehicle overrun determination apparatus according to the embodiment of the present invention. FIG. 8 is a schematic block diagram mainly illustrating the basic configuration of a vehicle overrun determination apparatus according to a modification of the embodiment of the present invention. FIG. 9 is a view for explaining a scene where a vehicle equipped with the vehicle overrun determination apparatus according to the embodiment of the present invention turns right at an intersection. FIG. 10 is a view for explaining a scene in which a vehicle equipped with the vehicle protrusion judging device according to the embodiment of the present invention makes a left turn at an intersection without a pedestrian crossing.

  Embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same or similar parts will be denoted by the same or similar reference numerals, and overlapping descriptions will be omitted.

(Vehicle runaway judgment device)
FIG. 1 is a block diagram mainly showing the configuration of a vehicle overrun determination device 1 according to the present embodiment. The vehicle overrun determination device 1 is mounted on a vehicle (own vehicle) 2. As shown in FIG. 2, the vehicle protrusion judgment device 1 is an intersection A (a crossroad, a double-sided road, and other two or more roads when the vehicle 2 crosses two or more roads (a road with a distinction between sidewalks and driveways) When turning left (right or left) the intersection of the road), the path is blocked and it is judged that there is a possibility that the road crosses into the intersection road P1 which intersects the inflow road Q1 of the turning destination. The vehicle 2 is, for example, an automatically driven vehicle that automatically travels a preset traveling route while detecting surrounding information.

  As shown in FIG. 1, the vehicle protrusion determination device 1 includes a detector 10, a vehicle sensor 11, a drive unit 12, a map database (DB) 13, a surrounding environment storage unit 20, and a traveling state storage unit 21. , Processing circuit 22, vehicle control unit 23, inter-vehicle communication device 24, and presentation unit 25.

  The detector 10 includes a road-vehicle communication device 101, a camera 102, and a radar 103. The detector 10 detects, for example, position information of an object present around an intersection A where the vehicle 2 turns to the left or right. The detector 10 detects at least position information of an object present on the inflow road Q1 in a predetermined distance range from the intersection A. The objects include, for example, other vehicles such as a preceding vehicle, an oncoming vehicle, a parked vehicle, a pedestrian, a road construction site, and the like. In addition, the detector 10 detects the state of a traffic signal installed around the intersection A.

  The road-to-vehicle communication device 101 is a communication device that wirelessly communicates with a roadside device (RSU) 3 installed on the road side. The road-vehicle communication device 101 acquires from the RSU 3 the position information of an object present in the vicinity of the nearest intersection A in the traveling direction (forward) of the vehicle 2 and the state of the traffic light installed at the intersection A. The road-to-vehicle communication device 101 may acquire traffic information of roads around the intersection A. The road-vehicle communication device 101 detects at least position information of an object present on the inflow road Q1 in a predetermined distance range from the intersection A.

  The camera 102 captures a predetermined range around the vehicle 2 and acquires an image of the surroundings. The camera 102 detects information of an object present in the surroundings from the acquired image. The object existing around the vehicle 2 is, for example, a preceding vehicle, a following vehicle, a pedestrian or the like. The camera 102 detects the speed, acceleration / deceleration, the size, the state of the brake lamp, the state of the turn signal lamp, and the distance between the vehicle and the surrounding vehicle, around the vehicle 2. The camera 102 may be a stereo camera or an omnidirectional camera, and the number of cameras 102 may be plural.

  The radar 103 scans a predetermined range around the vehicle 2 and acquires three-dimensional distance data of the surroundings. The three-dimensional distance data is point cloud data indicating a relative three-dimensional position from the radar 103. The radar 103 detects information of an object present around the vehicle 2 from the acquired three-dimensional distance data. The radar 103 detects, for example, the speed of the vehicle around the vehicle 2, acceleration / deceleration, the size, and the inter-vehicle distance from the surrounding vehicle. The radar 103 can adopt, for example, a laser range finder (LRF) or a ranging radar using millimeter waves or ultrasonic waves.

  The vehicle sensor 11 detects motion information including the velocity, acceleration, and yaw rate of the vehicle 2 and position information of the vehicle 2. The vehicle sensor 11 includes a speed sensor, an acceleration sensor, an angular velocity sensor, a positioning device, and the like. The vehicle sensor 11 acquires position information of the vehicle 2 using a positioning device such as a global positioning system (GPS) receiver.

  The drive unit 12 includes a brake 121, an accelerator 122, and a steering 123. The drive unit 12 controls the drive of the vehicle 2 according to the operation by the driver or the control by the vehicle control unit 23. The brake 121 includes a brake actuator that controls the depression amount of the brake pedal, and a brake sensor that detects the depression amount of the brake pedal. The accelerator 122 includes an accelerator actuator that controls the opening of the accelerator and an accelerator sensor that detects the opening of the accelerator. The steering 123 includes a steering actuator that controls a steering angle, and a steering sensor that detects the steering angle.

  The map DB 13 is a storage device for storing high definition map data. Map data includes general map information such as roads, intersections, bridges and tunnels, as well as information on road structures such as the position, width and traffic division of each lane, and the ground installed around roads such as traffic lights Information on the position of the object is recorded.

  The surrounding environment storage unit 20 stores the information detected by the detector 10. That is, the surrounding environment storage unit 20 stores position information of an object present in the vicinity of the nearest intersection A in the traveling direction of the vehicle 2 and the state of the traffic signal installed at the intersection A. The surrounding environment storage unit 20 cyclically stores, for example, information acquired from the detector 10. The surrounding environment storage unit 20 may store traffic information of roads around the intersection A.

  The traveling state storage unit 21 stores information detected by the detector 10, the vehicle sensor 11 or the drive unit 12. That is, the traveling state storage unit 21 includes motion information including the position, speed, acceleration / deceleration and angular velocity of the vehicle 2, drive control information including the opening degree of the accelerator, the depression amount of the brake pedal and the steering angle, and the position of the vehicle 2. Information is stored as the traveling state of the vehicle 2. Further, the traveling state storage unit 21 stores surrounding vehicle information regarding surrounding vehicles including the preceding vehicle and the following vehicle existing around the vehicle 2. The surrounding vehicle information includes the inter-vehicle distance from the vehicle 2 to the surrounding vehicle, the speed of the surrounding vehicle, acceleration / deceleration, the size, the state of the brake lamp, the state of the turn signal lamp, and the like.

  The processing circuit 22 includes a control necessity determination unit 221, an area calculation unit 222, an attitude calculation unit 223, and an alarm generation unit 224. The processing circuit 22 can be configured by, for example, a microcomputer including a central processing unit (CPU), a memory, an input / output I / F, and the like. In this case, the microcomputer functions as the processing circuit 22 by executing a computer program (protrusion determination program) necessary for the arithmetic processing by the vehicle overdraft determination device 1. Each part which comprises the processing circuit 22 may be comprised from integral hardware, and may be comprised from separate dedicated hardware. The processing circuit 22 may also be used as an electronic control unit (ECU) used for other control related to the vehicle 2.

  The control necessity determination unit 221 determines that the vehicle 2 enters based on position information of an object existing in a predetermined distance range from the intersection A of the inflow road Q1 to which the vehicle 2 turns, and the road structure of the inflow road Q1. The extra space M of the possible inflow road Q1 is calculated. The predetermined distance range is, for example, the range of the length of the vehicle 2 from the boundary between the inflow road Q1 and the intersection A to the inflow road Q1 side. The road structure of the inflow road Q1 includes at least the total width of the lane in which the vehicle 2 can enter, of the inflow road Q1. That is, when the vehicle 2 can enter all the lanes of the inflow road Q1, the road structure of the inflow road Q1 includes at least the width of the inflow road Q1. Alternatively, as the road structure of the inflow road Q1, the width of the road or the total width of a plurality of lanes continuous to the inflow road Q1 at a point beyond the intersection A may be adopted.

  Based on the extra space M and the size of the vehicle 2, the control necessity determination unit 221 determines the possibility that the vehicle 2 may protrude to the intersection road P1 that intersects the inflow road Q1 of the turning destination. The extra space M is set at least in an area where it can be determined whether or not the vehicle 2 protrudes from the inflow road Q1 to the intersection A. The extra space M is, for example, an area surrounded by the length of the vehicle 2 from the boundary between the inflow road Q1 and the intersection A toward the inflow road Q1 and the lane width in the traveling direction of the inflow road Q1.

  The region calculation unit 222 calculates a minimum travel locus Rmin in which the curvature radius is minimum and a maximum travel locus Rmax in which the curvature radius is maximum among the trajectories entering the spare space M from the lane in which the vehicle 2 travels. Region calculation unit 222 is a region in which vehicle 2 can travel until the vehicle 2 turns from the current lane to left space M based on spare space M and minimum travel locus Rmin and maximum travel locus Rmax. A travelable area R is calculated. The travelable area R is an area surrounded by the end of the spare space M, the minimum travel locus Rmin, and the maximum travel locus Rmax.

  Posture calculation unit 223 calculates a travel locus from the current position of vehicle 2 to the end of travelable area R in travelable area R, and based on the calculated travel locus, vehicle 2 is in an attitude that fits in spare space M Search for a running track.

  The alarm generation unit 224 generates alarm information indicating that the vehicle 2 will stick out on the intersection road P1 that intersects the inflow road Q1 to which the vehicle turns right and left, and transmits the generated alarm information to the intersection road P1 via the inter-vehicle communication device 24. It transmits to the following vehicle (other vehicle) 4 which travels. Thereby, the alarm generation unit 224 issues an alarm to the following vehicle 4.

  The vehicle control unit 23 generates a control signal necessary for the vehicle 2 to travel along the traveling locus calculated by the posture calculating unit 223, and outputs the control signal to the driving unit 12 to drive the vehicle 2. Control.

  The inter-vehicle communication device 24 is a communication device that wirelessly communicates with the inter-vehicle communication device 44 mounted on the following vehicle (other vehicle) 4. The inter-vehicle communication device 24 transmits the alarm information generated by the alarm generation unit 224 to the inter-vehicle communication device 44.

  The presentation unit 25 presents various information to the user according to the control of the processing circuit 22. The presentation unit 25 includes, for example, a speaker for reproducing sound and a display for displaying an image. The processing circuit 22 sends a notification to the user by presenting to the user via the presentation unit 25 notification information indicating that there is a possibility that the intersection road P1 that intersects the inflow road Q1 to which the vehicle 2 turns right and left may pass. put out.

  In the present embodiment, “projecting out” means stopping the vehicle or decelerating the vehicle to a speed equal to or less than a predetermined threshold by blocking the route when the vehicle 2 turns to the inflow road Q1. It means that a part of 2 remains on the cross road P1.

(Process of control necessity judgment unit)
Hereinafter, an example of a specific process of the control necessity determination unit 221 will be described using the flowchart of FIG. 3. A series of processes shown in the flowchart of FIG. 3 are started, for example, when the time taken for the vehicle 2 to reach the intersection ahead is equal to or less than a predetermined value. In the following, as shown in FIG. 2, a scene where the vehicle 2 makes a left turn at the intersection A will be described using an example as appropriate.

  First, in step S101, the control necessity determination unit 221 determines whether to make a left or right turn at the nearest intersection A in the traveling direction of the vehicle 2 (downstream of the runway of the vehicle 2). The control necessity determination unit 221 determines whether to make a right or left turn at the intersection A based on, for example, the traveling route of the vehicle 2 set in advance, the state of the turn signal of the vehicle 2, the passage classification of the runway of the vehicle 2, and the like. Do. If it is determined that the vehicle turns to the left or right, the process proceeds to step S102. If it is determined that the vehicle does not turn to the left or right, the process ends.

  In step S102, the control necessity determination unit 221 reads surrounding vehicle information stored in the traveling state storage unit 21, and determines whether or not the following vehicle 4 exists behind the vehicle 2. The control necessity determination unit 221 determines, for example, that the head time of the vehicle 2 and the following vehicle 4 is a predetermined value when the following vehicle 4 approaches the vehicle 2 when the following vehicle 4 exists within a predetermined distance range from the vehicle 2 In at least one of the following cases, it is determined that the following vehicle 4 is present. If it is determined that the following vehicle 4 exists, the process proceeds to step S103. If it is determined that the following vehicle 4 does not exist, the process ends.

  In step S103, the control necessity determination unit 221 reads the road structure around the intersection A from the map DB 13.

  In step S104, the control necessity determination unit 221 determines from the road structure acquired in step S103 that the road inflowing to the right or left, ie, the margin length L1 and the road width L2 of the inflowing road Q1 to the left or right, The host vehicle information indicating the characteristics is acquired. The allowance length L1 is, for example, the distance from the start of the inflow road Q1 (the end of the intersection A or the boundary of the cross road P1) to the pedestrian crossing. The control necessity determination unit 221 calculates the spare space M of the inflow road Q1 to which the vehicle 2 can enter, from the spare length L1 and the road width L2. The host vehicle information may be stored in advance in a storage device such as the traveling state storage unit 21 or may be stored in advance by the processing circuit 22. The host vehicle information includes the vehicle width, the vehicle length, and the like of the vehicle 2, the wheel base, the maximum steering angle, and the like.

  In step S105, the control necessity determination unit 221 reads the information stored in the surrounding environment storage unit 20, and acquires at least position information of an object present in a predetermined distance range from the intersection A.

  In step S106, the control necessity determination unit 221 calculates the velocity and the traveling direction of the object from the position information of the object acquired in step S105. Thereby, the control necessity determination unit 221 predicts the behavior of the pedestrian walking on the pedestrian crossing of the inflow road Q1 and the behavior of the vehicle and the vehicle 2 present around the intersection A.

  In step S107, from the behavior of the vehicle predicted in step S106, the control necessity determining unit 221 turns left or right toward the inflow road Q1, that is, the preceding vehicle turns left or right in the same direction as the vehicle 2 turns left or right To determine if exists. If it is determined that there is a preceding vehicle that turns to the left or right, the process proceeds to step S108. If it is determined that there is no preceding vehicle to the right or left, the process proceeds to step S111.

  In step S108, from the behavior of the pedestrian and the vehicle predicted in step S106, the control necessity determination unit 221 may cause the preceding vehicle turning to the left to intersect with the pedestrian present on the inflowing road Q1 by, for example, crossing. Determine if it is or not. If it is determined that there is a possibility of crossing, the process proceeds to step S109. If it is determined that there is no possibility of crossing, the process proceeds to step S112.

  In step S109, the control necessity determination unit 221 determines from the information on the preceding vehicle stored in the surrounding environment storage unit 20 or the traveling state storage unit 21 that the preceding vehicle whose route is blocked by the pedestrian on the inflow road Q1. An occupied space in the inflow road Q1 to be occupied is predicted.

  In step S110, the control necessity determination unit 221 corrects the margin length L1 of the spare space M calculated in step S104 using the occupied space of the preceding vehicle predicted in step S109. That is, the control necessity determination unit 221 calculates a space obtained by removing the occupied space from the spare space M as a new spare space M. The allowance length L1 can be calculated for each lane when the number of lanes of the inflow road Q1 is plural.

  In step S111, from the behavior of the pedestrian predicted in step S106, the control necessity determination unit 221 determines whether or not the vehicle 2 may cross the pedestrian present in the inflow road Q1. If it is determined that there is a possibility of intersection, the process proceeds to step S112, and if it is determined that there is no possibility of intersection, the process ends.

  In step S112, the control necessity determining unit 221 determines whether the margin length L1 of the margin space M calculated in step S104 or the margin space M corrected in step S111 is shorter than the vehicle length of the vehicle 2 or not. . In other words, based on the spare space M and the size of the vehicle 2, the control necessity determination unit 221 determines whether there is a possibility that the vehicle 2 may protrude to the intersection road P1 that intersects the inflow road Q1. If it is determined that the extra length L1 is shorter than the vehicle length of the vehicle 2, the process proceeds to step S113. If it is determined that the extra length L1 is greater than or equal to the vehicle length of the vehicle 2, the process ends.

  In step S113, the control necessity determining unit 221 sets the control necessity flag to on (1), and ends the process. The control necessity flag indicates that there is a possibility that the vehicle 2 may protrude onto the intersection road P1, and indicates that there is a need for control processing by the area calculation unit 222, the posture calculation unit 223, and the alarm generation unit 224 which follow. It is.

(Process of area calculation unit)
Hereinafter, an example of specific processing of the area calculation unit 222 will be described using the flowchart of FIG. 4. A series of processes shown in the flowchart of FIG. 4 are started when the series of processes shown in the flowchart of FIG. 3 are completed.

  First, in step S201, the area calculation unit 222 determines whether the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S202. If it is determined that the control necessity flag is off (0), the process ends.

  In step S202, based on the road structure of the inflow road Q1 and the host vehicle information indicating the characteristics of the vehicle 2, the area calculation unit 222 makes a leftward turn from the lane in which the vehicle 2 travels to enter the inflow road Q1. Among them, the minimum travel locus Rmin at which the radius of curvature is minimum is calculated.

  In step S203, based on the road structure of the inflow road Q1 and the host vehicle information indicating the characteristics of the vehicle 2, the area calculation unit 222 makes a leftward turn from the lane on which the vehicle 2 travels to enter the inflow road Q1. Among them, the maximum travel locus Rmax at which the radius of curvature is maximum is calculated.

  In step S204, the region calculation unit 222 calculates the drivable region R based on the spare space M finally calculated by the control necessity determination unit 221, and the minimum travel locus Rmin and the maximum travel locus Rmax.

  In step S205, the area calculation unit 222 mixes with the pedestrian present on the inflow road Q1 by crossing or the like based on the behavior of the object (pedestrian and preceding vehicle) around the intersection A predicted by the control necessity determination unit 221. It is determined whether there is a leading vehicle that can be made. If it is determined that a preceding vehicle exists, the process proceeds to step S206, and if it is determined that a preceding vehicle does not exist, the process ends. Since the determination result in step S205 is the same as the determination result in step S108 of FIG. 3, the determination in step S205 may be omitted, and the determination result in step S108 may be adopted as the determination result.

  In step S206, the region calculation unit 222 reads the occupied space in the inflow road Q1 which is predicted by the control necessity determination unit 221 and which is occupied by the preceding vehicle blocked by the pedestrian present in the inflow road Q1.

  In step S207, the area calculation unit 222 corrects the travelable area R calculated in step S204 using the occupied space read in step S206, and ends the process. That is, the area calculation unit 222 calculates an area obtained by excluding the occupied space from the travelable area R as a new travelable area R, and ends the process.

(Process of attitude calculation unit)
Hereinafter, an example of specific processing of the posture calculation unit 223 will be described using the flowchart of FIG. 5. A series of processes shown in the flowchart of FIG. 5 are started when the series of processes shown in the flowchart of FIG. 4 are completed.

  First, in step S301, the posture calculation unit 223 determines whether the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S302. If it is determined that the control necessity flag is off (0), the process ends.

  In step S302, the posture calculation unit 223 determines whether the travelable area R calculated by the area calculation unit 222 is present. If it is determined that the travelable area R exists, the process proceeds to step S303. If it is determined that the travelable area R does not exist, the process ends.

  In step S303, based on the drivable area R and the host vehicle information, the posture calculation unit 223 travels in the drivable area R until it reaches the end of the drivable area R from the lane in which the vehicle 2 is currently traveling. Calculate the candidate for

  In step S304, the posture calculation unit 223 determines whether or not there is a traveling locus for which the occupancy length L3 of the vehicle 2 is equal to or less than the allowance length L1 from the traveling locus candidates calculated in step S303. The occupation length L3 is a posture when the vehicle 2 reaches the end of the travelable area R, as shown in FIG. 6, and is a length occupied by the vehicle 2 in the longitudinal direction D of the inflow road Q1. That is, in step S304, the posture calculation unit 223 searches for a traveling locus in which the vehicle 2 is in a posture in which the vehicle 2 fits in the spare space M. In other words, the posture calculation unit 223 determines whether the vehicle 2 is blocked in the course at the time of turning to the left or right, and protrudes to the intersection road P1 that intersects the inflow road Q1. If it is determined that there is a traveling locus in which the occupied length L3 is equal to or less than the allowance length L1, the process proceeds to step S305. If it is determined that there is no traveling locus in which the occupied length L3 is less than the allowance length L1, the process ends. .

  In step S305, the attitude calculation unit 223 sets a traveling locus in which the vehicle 2 is in an attitude that fits in the extra space M as the target traveling locus, and sets the target traveling locus flag to ON (1). The target travel path flag indicates that there is a travel path in which the vehicle 2 is in a posture in which the vehicle 2 fits in the extra space M, and indicates that there is no possibility that the vehicle 2 will stick out on the intersection road P1.

  In step S306, the posture calculation unit 223 determines whether there is a plurality of lanes to enter based on the target travel track set in step S305. That is, the posture calculation unit 223 determines whether or not the total number of lanes of the inflow road Q1 connected at each end of the plurality of target travel paths is more than one. If it is determined that there are a plurality of entering lanes, the process proceeds to step S307. If it is determined that a plurality of entering lanes does not exist, the process proceeds to step S310.

  In step S307, the posture calculation unit 223 determines a candidate lane in which the vehicle 2 enters from among a plurality of lanes entering according to the target travel locus based on the traffic segment of the inflow road Q1. For example, the posture calculation unit 223 sets in advance a travel route to turn right at the next intersection after turning left at intersection A, and when the lane to enter according to the target travel track includes the lane for turning right, the lane for turning right is a candidate Determined as a lane.

  In step S308, the posture calculation unit 223 determines whether there is a plurality of candidate lanes determined in step S307. If it is determined that a plurality of candidate lanes exist, the process proceeds to step S309. If it is determined that a plurality of candidate lanes do not exist, the process proceeds to step S310.

  In step S309, the posture calculation unit 223 determines, as the target lane, the lane with the longest margin L1 among the plurality of candidate lanes. The lane with the longest spare length L1 is, for example, the lane with the smallest number of preceding vehicles turning left.

  In step S310, when it is determined in step S306 that there is not a plurality of lanes to enter, the posture calculation unit 223 determines one lane to enter according to the target traveling track as a target lane. Alternatively, when it is determined in step S308 that there is not a plurality of candidate lanes, the posture calculation unit 223 determines one candidate lane as a target lane.

  In step S311, the posture calculation unit 223 extracts, from among the target traveling trajectories entering the target lane, a traveling trajectory in which the vehicle 2 has a posture toward the center of the target lane at the end of the traveling trajectory. The attitude calculation unit 223 sets the attitude at the end of the extracted travel locus as the stop attitude.

  In step S312, the posture calculation unit 223 calculates a traveling locus that realizes the stop posture set in step S311, and ends the process.

(Process of alarm generation unit)
Hereinafter, an example of specific processing of the alarm generation unit 224 will be described using the flowchart of FIG. 7. A series of processes shown in the flowchart of FIG. 7 are started when the series of processes shown in the flowchart of FIG. 5 are completed.

  First, in step S401, the alarm generation unit 224 determines whether the control necessity flag is on (1). If it is determined that the control necessity flag is on, the process proceeds to step S402. If it is determined that the control necessity flag is off (0), the process ends.

  In step S402, the alarm generation unit 224 determines whether the travelable area R calculated by the area calculation unit 222 is present. If it is determined that the travelable area R exists, the process proceeds to step S403. If it is determined that the travelable area R does not exist, the process ends.

  In step S403, the alarm generation unit 224 determines whether the target travel locus flag is on (1). If it is determined that the target travel locus flag is off (0), the process proceeds to step S404. If it is determined that the target travel locus flag is on, the processing ends.

  In step S404, the alarm generation unit 224 controls the vehicle 2 at the end of the travelable area R based on the behavior of the object around the intersection A predicted from the information stored in the surrounding environment storage unit 20 and the traveling state storage unit 21. Calculate the stop position and attitude of

  In step S405, the alarm generation unit 224 calculates an area where the vehicle 2 interferes with the traveling of the following vehicle 4 based on the stop position and the attitude of the vehicle 2 calculated in step S404 and the spare space M. That is, the alarm generation unit 224 calculates an area protruding to the intersection road P1 out of the area occupied by the vehicle 2 at the stop position.

  In step S406, the alarm generation unit 224 sets alarm information including an area where the vehicle 2 interferes with the traveling of the following vehicle 4 as an alarm to be output to the following vehicle 4.

  In step S407, the alarm generation unit 224 transmits the alarm information set in step S406 to the following vehicle 4 via the inter-vehicle communication device 24, and ends the processing. As described above, the vehicle overrun determination method by the vehicle overrun determination apparatus 1 is executed.

  According to the vehicle run-out determination apparatus 1 according to the present embodiment, based on the extra space M of the inflow road Q1 to which the vehicle 2 can enter and the size of the vehicle 2, the possibility of the vehicle 2 protruding to the cross road P1 is determined. be able to. Therefore, it is possible to take measures prior to the obstruction of the runways of other vehicles, such as calculating a new traveling track of the vehicle 2 and giving a warning to the following vehicle 4, etc. As a result, the vehicle overrun determination device 1 can reduce the possibility of contact with the following vehicle 4 in a situation where the vehicle 2 may run over the cross road P1 and interfere with the runway of the following vehicle 4.

  Further, according to the vehicle run-out determination apparatus 1, when it is determined that the vehicle 2 may possibly run out on the cross road P1, it is possible to search for a traveling locus in which the vehicle 2 has an attitude that fits in the spare space M. Therefore, the vehicle overrun determination apparatus 1 can reduce the possibility that the vehicle 2 will run over the cross road P1 and contact the following vehicle 4.

  Further, according to the vehicle run-out determination apparatus 1, when it is determined that the vehicle 2 may possibly run out to the cross road P1, a warning can be issued to the following vehicle 4 traveling on the cross road P1. Therefore, since the vehicle overrun determination device 1 can increase the possibility that the following vehicle 4 takes an action such as steering or deceleration for avoiding contact with the vehicle 2, the possibility of contacting the following vehicle 4 is reduced. .

  Further, according to the vehicle runout judging device 1, when the following vehicle 4 approaches the vehicle 2, it is possible to judge the possibility that the vehicle 2 will run out to the intersection road P1. As a result, it is possible to omit the determination of the possibility of the vehicle protruding in a situation where a measure against the protrusion is unnecessary, and the processing load can be reduced.

  Further, according to the vehicle runout judging device 1, when the inflow road Q1 which is the turning destination has a plurality of lanes, it is possible to calculate the spare space M including the plurality of lanes. Therefore, when searching for a traveling locus in which the vehicle 2 is in a posture in which the vehicle 2 fits in the spare space M, the possibility of extracting the traveling locus satisfying the conditions increases, and the possibility of coming into contact with the following vehicle 4 is reduced.

  Further, according to the vehicle run-out determination apparatus 1, when it is determined that the vehicle 2 may possibly run out on the cross road P1, the user of the vehicle 2 is notified. Thus, for example, even if the traveling locus in which the vehicle 2 is in a posture to fit in the extra space M is different from the traveling locus (normal traveling locus) when it is determined that there is no possibility of overhang, the user for automatic driving The sense of discomfort can be reduced. Alternatively, if the posture calculation unit 223 notifies the driver of the vehicle 2 of the stop position heading the target lane via the presentation unit 25, the driver may drive the vehicle 2 spontaneously toward the stop position. The possibility of contact with the following vehicle 4 is reduced.

  Further, according to the vehicle runout judging device 1, it is possible to judge the presence of the following vehicle 4 based on the head time of the vehicle 2 and the following vehicle 4. Therefore, the processing circuit 22 can calculate the time until the following vehicle 4 approaches the vehicle 2 with high accuracy, and thus can predict the time until the following vehicle 4 crosses the vehicle 2. The processing circuit 22 may notify the user of the time until the following vehicle 4 crosses the vehicle 2 by the presenting unit 25 or may notify the following vehicle 4 by the inter-vehicle communication device 24. This further reduces the possibility of contact with the following vehicle 4.

  Further, according to the vehicle run-out determination apparatus 1, it is possible to predict the behavior of an object around the intersection A, and to determine the possibility that the vehicle 2 may run out to the intersection road P1 based on the predicted behavior. Therefore, the vehicle overrun determination device 1 can improve the accuracy of the determination of the possibility of overrun because the behavior of the pedestrian and the leading vehicle in the real environment is taken into consideration.

  Further, according to the vehicle run-out determination apparatus 1, when there is a preceding vehicle that turns left or right toward the inflow road Q1 in the traveling direction of the vehicle 2, the occupied space of the preceding vehicle is predicted, and the inflowing road Q1 is used using the occupied space. The extra space M of can be calculated. Therefore, the vehicle overrun determination device 1 can improve the accuracy of the determination of the possibility of overrun because the behavior of the pedestrian and the leading vehicle in the real environment is taken into consideration.

  Further, according to the vehicle runout judging device 1, when the inflow road Q1 has a plurality of lanes, it is possible to calculate the spare space M based on the traffic classification of the plurality of lanes. For example, it is possible to omit the lane change after turning to the left or right by calculating the travel path for entering the lane suitable for the travel path set in advance, and to improve the convenience of the user.

  Further, according to the vehicle runout judging device 1, among the traveling trajectories in which the vehicle 2 is in a posture in which the vehicle 2 fits in the extra space M, it is possible to select the traveling trajectories with the lowest possibility of crossing the vehicle 2 with the pedestrian. That is, the processing circuit 22 can set, as a candidate lane or a target lane, a lane having the lowest possibility of the presence of a pedestrian among lanes entering according to the target travel locus. This further reduces the possibility that the vehicle 2 crosses with a pedestrian.

(Modification)
In the above-described embodiment, an example was described in which information including the position information of the vehicle present around the intersection A and the state of the traffic signal installed at the intersection A was obtained from the RSU 3 It may be acquired from another server.

  As shown in FIG. 8, the vehicle out-of-vehicle determination apparatus 1 according to the modification of the present embodiment communicates in wireless communication with the server 8 via a communication line such as the Internet or a dedicated line instead of the road-vehicle communication device 101. The machine 14 is provided. The other configuration, operation, and effects of the vehicle protrusion determination device 1 according to the modification of the present embodiment are substantially the same as those of the above-described embodiment, and are thus omitted.

  The server 8 includes, for example, a driving history DB 81 storing driving history information of a plurality of general vehicles 5 present around the intersection A, a pedestrian DB storing positional information of pedestrians present around the intersection A, and the intersection A And a traffic condition DB for storing traffic conditions in the vicinity.

  The ordinary vehicle 5 includes driving state information including a traveling state storage unit 51 that stores information detected by a camera, a radar, a vehicle sensor, a driving unit, and the like mounted on each vehicle, and information stored in the traveling state storage unit 21. And a communicator 54 for transmitting the data to the server 8. The driving history information includes the vehicle identifier (ID) of each general vehicle 5, the traveling state, and surrounding vehicle information.

  The driving history DB 81 stores driving history information transmitted from the communication device 54 of each general vehicle 5 in association with map data. The pedestrian DB 82 stores the position information of the pedestrian transmitted from the RSU 3 in association with the map data. The traffic situation DB 83 stores the traffic situation including the state of the traffic light in association with the map data. The traffic situation includes traffic information around the intersection A, such as traffic jam information. The server 8 transmits the information stored in the driving history DB 81, the pedestrian DB 82, and the traffic situation DB 83 to the vehicle 2 in response to the request of the vehicle 2.

  The communication device 14 receives at least the information transmitted from the server 8 as a detector for detecting at least position information of an object present on the inflow road Q1 in a predetermined distance range from the intersection A where the vehicle 2 turns right and left. Function. Thereby, the surrounding environment storage unit 20 stores the position information of an object present in the vicinity of the nearest intersection A in the traveling direction of the vehicle 2 and the state of the traffic signal installed at the intersection A.

  The driving history DB 81, the pedestrian DB 82, and the traffic situation DB 83 may be configured as separate servers and function as a single server 8 by cooperating with each other.

(Other embodiments)
As mentioned above, although the present invention was described by the above-mentioned embodiment, it should not be understood that the statement and the drawings which make a part of this disclosure limit the present invention. Various alternative embodiments, examples and operation techniques will be apparent to those skilled in the art from this disclosure.

  For example, in the embodiment described above, the scene in which the vehicle 2 turns left at the intersection A has been described using FIG. 2, but the vehicle protrusion judgment device 1 turns right at the intersection A as shown in FIG. The same applies to the situation where

  That is, when it is determined that the vehicle is protruding at the intersection A, it is determined whether the oncoming vehicle (other vehicle) 6 exists on the intersection road P2 intersecting the inflow road Q2 at the right turn. The vehicle overrun determination device 1 calculates the extra space M on the inflow road Q2, and corrects the extra space M using the occupied space of the preceding vehicle if there is a preceding vehicle that turns right at the intersection A. Therefore, based on the extra space M and the vehicle 2, the vehicle protrusion determination device 1 can determine the possibility of the vehicle 2 being out-crossed on the intersection road P2.

  As described above, in the embodiment described above, the effect of reducing the possibility of contact with the vehicle traveling in the opposite lane at the time of right turn, and the possibility of contact with the vehicle traveling behind the host vehicle at the time of left turn Although the effect which can reduce is mentioned, it is not limited to this. For example, when making a right turn on a road where there is no oncoming lane, there is an effect that the possibility of contact with the following vehicle can be reduced. In addition, in a road environment (a road passing on the right) which travels across the oncoming lane when turning left, the possibility of contact with oncoming vehicles can be reduced.

  In the embodiment described above, the margin length L1 of the spare space M acquired first based on the road structure has been described as the distance from the start end of the inflow road Q1 to the pedestrian crossing, but this is an example. For example, as shown in FIG. 10, the margin length L1 may be the distance from the beginning of the inflow road Q1 to the preceding vehicle 7 in the inflow road Q1. Thereby, even if there is no pedestrian crossing on the inflow road Q1 or if the margin of the inflow road Q1 to which the vehicle 2 can enter is restricted by congestion, parked vehicles, road construction, etc., calculation of the spare space M Accuracy can be improved.

  Further, in the embodiment described above, the inter-vehicle communication device 24 may acquire information on surrounding vehicles, and may thereby function as part of the detector 10.

  Each function described in the above embodiments may be implemented by one or more processing circuits. The processing circuitry comprises a programmed processing device, such as a processing device that includes an electrical circuit. The processing circuitry may also include devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions.

  Besides the above, it is a matter of course that the present invention includes various embodiments and the like which are not described here, such as a configuration in which the above-described respective configurations are mutually applied. Accordingly, the technical scope of the present invention is defined only by the invention-specifying matters according to the scope of claims appropriate from the above description.

1 Vehicle overrun judgment device 2 Vehicle 4 following vehicle (other vehicles)
6 Oncoming car (other vehicles)
Reference Signs List 10 detector 22 processing circuit A intersection M margin space P1, P2 cross road Q1, Q2 inflow road

Claims (7)

When the vehicle turns the intersection to the right or left, it is a method for judging the possibility of the vehicle protruding to the intersection road where the vehicle intersects with the inflow road to which the vehicle turns,
Based on position information of an object present on the inflow road in a predetermined distance range from the intersection and the road structure of the inflow road, an extra space of the inflow road to which the vehicle can enter is calculated.
And a method of judging a vehicle protrusion based on the extra space and the size of the vehicle to determine the possibility that the vehicle will protrude to the intersection.   The method according to claim 1, wherein when it is determined that there is a possibility that the vehicle may run out, a traveling track in which the vehicle is in a posture in which the vehicle fits in the spare space is searched.   The method according to claim 1 or 2, wherein when it is determined that there is a possibility that the vehicle may run out, a warning is issued to the other vehicle traveling on the cross road.   The method according to any one of claims 1 to 3, wherein when the following vehicle of the vehicle approaches the vehicle, the possibility of the vehicle being pushed out is determined.   The method according to any one of claims 1 to 4, wherein when the inflow road has a plurality of lanes, the spare space including the plurality of lanes is calculated.   The method according to any one of claims 1 to 5, wherein a notification is given to a user of the vehicle when it is determined that the vehicle may possibly protrude. When the vehicle turns an intersection right or left, a processing circuit that determines the possibility of the vehicle protruding onto the intersection road where the vehicle turns, and the position of an object present on the entrance road within a predetermined distance from the intersection And a detector for detecting information.
The processing circuit calculates an extra space of the inflow road to which the vehicle can approach based on the position information and the road structure of the inflow road, and the space is based on the extra space and the size of the vehicle. A vehicle protrusion judging device characterized by judging the possibility that the vehicle will stick to the crossing road.

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