RU2789800C1 - Movement assistance method and movement assistance device - Google Patents

Abstract

FIELD: movement facilitating devices.

SUBSTANCE: inventions group relates to a method and a device for facilitating movement. The movement assistance device comprises a sensor for detecting the environment of the vehicle involved. The traffic assistance device is configured to determine the driving route and speed of the vehicle, perform a lane change of the vehicle, detect an oncoming vehicle moving in the oncoming lane, determine the intersection point between the virtual promotion route and the linear promotion route, perform a lane change using route and vehicle speed. The virtual advance route is different from said route and is a virtual continuation of the advance route of the involved vehicle in the forward direction during the period from the beginning to the end of the lane change

EFFECT: exclusion of the approach of another vehicle moving outside the route of movement of the involved vehicle to the involved vehicle in the state of being facing the involved vehicle in front of the involved vehicle is achieved.

13 cl, 13 dwg

Description

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

[0001] The present invention relates to a motion assistance method and a motion assistance device.

BACKGROUND OF THE INVENTION

[0002] In recent years, a system has been researched that detects a state of an obstacle that may be present in the driving path of an actuated vehicle and facilitates movement of the actuated vehicle according to the state of the obstacle. JP 2017-140993 A discloses a method for controlling an actuated vehicle when a crosswalk crossing a traffic route is present at a turn destination when the actuated vehicle turns through an oncoming traffic lane at an intersection.

[0003] According to the method disclosed in JP 2017-140993 A, when a pedestrian walking on a crosswalk is detected, the stop position of the involved vehicle is controlled according to the distance from the crossroad to the crosswalk. Specifically, when the distance from the intersection to the crosswalk is less than the entire length of the vehicle being driven, the vehicle being driven stops without turning. On the other hand, when the distance from the intersection to the crosswalk is longer than the entire length of the operating vehicle, the operating vehicle stops in front of the crosswalk after the turn. By means of such control, it is possible to avoid approaching a pedestrian or an oncoming vehicle, which may be present on the route of the vehicle involved.

SUMMARY OF THE INVENTION

[0004] According to the method disclosed in JP 2017-140993 A, it is possible to prevent an actuated vehicle from approaching an obstacle, such as a pedestrian or an oncoming vehicle, which may exist in the route of the actuated vehicle. However, in the case where the actuated vehicle performs a lane change or the like, even another vehicle (such as an oncoming vehicle) traveling outside the movement route of the actuated vehicle may face and approach the actuated vehicle from the front. the vehicle involved.

[0005] It is an object of the present invention to provide a lane change assistance method and a lane change assistance device capable of preventing another vehicle traveling outside the driving route of an actuated vehicle from approaching an actuated vehicle in a state of being facing the actuated vehicle. means in front of the involved vehicle.

[0006] In accordance with one aspect of the invention, a traffic assistance method is provided for performing a lane change of an occupied vehicle using a determined route and vehicle speed. The traffic facilitation method includes: detecting an oncoming vehicle moving in an oncoming lane opposite to the lane in which the active vehicle is moving when the active vehicle starts to change lanes; determination of the intersection point between the virtual driving route and the linear driving route, along which the oncoming vehicle is moving linearly, while the virtual driving route is different from the route and is a virtual continuation of the driving route of the involved vehicle in the direction of travel during the period from the beginning to the end of the lane change ; performing a lane change using the route and speed of the vehicle in the case where the time difference between the first predicted time when the involved vehicle is assumed to reach the intersection point and the second predicted time until the oncoming vehicle reaches the intersection point is out of predefined range; and when the time difference is within a predetermined range, performing a lane change by changing at least one of the route and vehicle speed such that the time difference is outside the predetermined range.

BRIEF DESCRIPTION OF THE DRAWINGS

[0007] FIG. 1 is a schematic configuration diagram of a motion assist device common to the embodiments.

Fig. 2 is a diagram showing the situation around an operating vehicle in a case where the determined route and vehicle speed (driving control information) are changed in the traffic assistance control according to the first embodiment.

Fig. 3 is a flowchart showing traffic facilitation control.

Fig. 4A is an explanatory scheme of the example of changing the speed of the vehicle.

4B is an explanatory diagram of an example of a route change.

4C is an explanatory diagram of an example of a route change.

Fig. 5A is an explanatory diagram of an example of changing the vehicle speed.

5B is an explanatory diagram of an example of a route change.

Fig. 6 is a flowchart showing the traffic assistance control according to the modification.

Fig. 7 is a diagram showing the situation around the operating vehicle in the case where the route and/or speed of the vehicle is changed in the traffic assistance control according to the second embodiment.

Fig. 8 is a flowchart showing a traffic facilitation control.

Fig. 9 is an explanatory diagram of an oncoming vehicle used to determine whether to change the route and/or speed of the vehicle in the third embodiment.

Fig. 10 is an explanatory scheme of the oncoming vehicle used to determine the need to change the route and/or vehicle speed.

Fig. 11 is an explanatory diagram of an example in which a dividing bar is present.

Fig. 12 is a diagram showing the situation around the operating vehicle in the case where the route and/or speed of the vehicle is changed in the traffic assistance control according to the fourth embodiment.

Fig. 13 is a diagram showing the situation around an operating vehicle in the event of a change in the route and/or speed of the vehicle.

DESCRIPTION OF EMBODIMENTS

[0008] Hereinafter, embodiments of the present invention will be described with reference to drawings and the like.

[0009] (First embodiment)

1 is a schematic configuration diagram of a driving assistance device 100 common to embodiments of the present invention.

[0010] As shown in FIG. 1, the driving assistance device 100 includes a camera 110, a GPS receiver 120, a sensor 130, a communications interface 140, a map database 150, a direction (turn) indicator 160, an actuator 170, and a controller 180. The driving assistance device 100 is installed on, for example, a vehicle (actuated vehicle A) having an autonomous driving function or a driving assistance function.

[0011] The camera 110 is an imaging device that forms an image of the external environment of the driven vehicle A and acquires imaging information about the external environment of the driven vehicle A. The camera 110 is, for example, surround view monitor cameras provided on the outer sides of the vehicle. means on the front, rear, and left and right doors of the actuated vehicle A, a front camera provided on the outer or inner side of the windshield of the vehicle, and a rear camera provided on the rear of the actuated vehicle A. The camera 110 outputs environmental imaging information. to controller 180.

[0012] The GPS receiver 120 periodically receives a signal (GPS data) transmitted from a GPS satellite. The GPS receiver 120 outputs the received GPS data to the controller 180.

[0013] The sensor 130 includes a radar 131, a gyro sensor 132, a vehicle speed sensor 133, and the like. and detects the driving state of the driven vehicle A. The radar 131 detects an object outside the driven vehicle A using radio waves. The radio waves are, for example, millimeter waves, and the radar 131 transmits the radio waves in the vicinity of the involved vehicle A and receives the radio waves reflected by the object to detect the object. Radar 131 may receive, for example, the distance or direction to the surrounding object as information about the object. The gyro sensor 132 detects the direction of the actuated vehicle A. The vehicle speed sensor 133 detects the speed of the actuated vehicle A. The sensor 130 outputs the acquired object information and the detected direction and speed of the actuated vehicle A to the controller 180.

[0014] The communication interface 140 acquires information about the environment of the involved vehicle A from the outside via wireless communication. The communication interface 140 receives various types of information from an intelligent transportation system (ITS) that transmits, for example, traffic information such as traffic congestion and traffic rules information, weather information, and the like. in real time. The ITS includes communication between vehicles and another vehicle, communication between a vehicle-to-road and a roadside device, and the like. The communication interface 140 obtains the acceleration and deceleration of another vehicle around the driven vehicle A, the relative position with respect to the driven vehicle A, and the like, for example, through vehicle-to-vehicle communication.

[0015] The map database 150 stores map information. Map information includes information about shape, slope, width, speed limit, intersection, traffic light, number of lanes, and the like. road, including curvature of a curve, etc. The map information stored in the map database 150 can be accessed by the controller 180 at any time, as will be described below.

[0016] The direction indicator 160 is activated and stopped by the action of the driver or a command from the controller 180. Information about the activation and stop of the direction indicator 160 is output to the controller 180.

[0017] The actuator 170 is a device that performs motion control of the actuated vehicle A based on a command from the controller 180. The actuator 170 includes a drive actuator 171, a brake actuator 172, a steering actuator 173, and the like. .

[0018] The drive actuator 171 is a device for adjusting the driving force of the driven vehicle A.

[0019] When the actuated vehicle A is an internal combustion engine vehicle equipped with an engine as a drive driving source, the drive actuator 171 includes a throttle actuator that controls the amount of air supplied to the engine (throttle opening) , and a fuel injection valve that controls the amount of fuel supplied to the engine (fuel injection amount).

[0020] When the actuated vehicle A is a hybrid vehicle or an electric vehicle equipped with a motor as a drive drive source, the drive actuator 171 includes a circuit (inverter, converter, etc.) capable of adjusting electric power, supplied to the motor.

[0021] The brake actuator 172 is a device that applies the brake system in response to a command from the controller 180 and controls the braking force applied to the wheels of the actuated vehicle A. The brake actuator 172 includes a hydraulic brake or a regenerative brake.

[0022] The steering actuator 173 includes an auxiliary motor that controls the steering torque in an electric power steering system or the like. The controller 180 controls the operation of the steering actuator 173 to control the operation of the wheels, thereby facilitating the lane change of the involved vehicle A.

[0023] The controller 180 is composed of a computer including a central control unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input/output interface (I/O interface). The controller 180 performs processing for realizing a specific control by executing a specific program. Controller 180 may include one computer or multiple computers.

[0024] The controller 180 generates driving control information indicating the driving route (including timing steering mode), the speed of the moving vehicle (including acceleration and deceleration) and the like, and assists the driving vehicle A in accordance with the route and speed of the vehicle indicated by the generated driving control information. When the lane change is included in the driving route, the controller 180 changes the route and speed of the vehicle in the driving control information according to the environment around the actuated vehicle A, and assists the actuated vehicle A in accordance with the changed driving control information.

[0025] FIG. 2 is a diagram showing an example in which the route and speed of the vehicle indicated by the driving control information are changed when a lane change is performed in a state where traffic assistance control is performed. The figure shows a four-lane road with two lanes on each side, and it is assumed that driving on the left side is required by law.

[0026] In two traffic lanes on the lower side of the figure, the involved vehicle A moves from the right side to the left side of the figure. The two traffic lanes on the upper side of the figure are oncoming traffic lanes with respect to the traffic lane of the involved vehicle A, and the oncoming vehicle B is moving from the left side to the right side of the figure in the opposite traffic lanes. In the figure, the position of the involved vehicle A at each of the three times from t1 to t3 is indicated by A1 to A3, and the position of the oncoming vehicle B at each of the three times from t1 to t3 is indicated by B1 to B3.

[0027] Until time T1, the use of the vehicle is moving along the outer lane, which does not contact with the oncoming lane among the lanes from two lanes. It is assumed that the obstacle C is located on the inner lane of movement in contact with the oncoming lane. The obstacle C is, for example, a construction site or a vehicle that has stopped due to a breakdown.

[0028] At time t1, the driven vehicle A reaches the side of the obstacle C, and at time t2, the driven vehicle A passes through the side of the obstacle C and starts the lane change to the inside lane. Then, at time t3, the driven vehicle A starts driving in the inside lane and completes the lane change, and after the time t3, the driven vehicle A moves in the inside lane.

[0029] It is assumed that the oncoming vehicle B is moving in an oncoming inner lane that is in contact with the lane of the involved vehicle A, and the oncoming vehicle B is not performing a lane change. The figure shows oncoming vehicles from B1 to B3 at times t1 to t3.

[0030] In the figure, the driving path of the involved vehicle A is indicated by a thick solid line, and the driving path includes the driving path during the lane change (from time t2 to time t3). The route predicted for the oncoming vehicle B is indicated by a thin solid line.

[0031] The virtual advance path intersects with the predicted path of the oncoming vehicle B at the intersection point X, wherein the virtual advance path differs from the path and is a virtual continuation of the path of the involved vehicle in the direction of advance during the lane change (at any time from the time t2 when the lane change starts until the time t3 when the lane change ends) of the involved vehicle A, indicated by a dotted line. This means that the involved vehicle A and the oncoming vehicle B move towards the intersection point X facing each other and approach each other. That is, since the involved vehicle A and the oncoming vehicle B are moving towards the intersection point X, although the driving paths do not cross each other, both vehicles approach each other from the front. In such a situation, the driver of the involved vehicle A performs a steering operation to avoid the approach of the oncoming vehicle B from the front, and as a result, the driving assistance control may be interrupted.

[0032] Therefore, when both the actuated vehicle A and the oncoming vehicle B are moving towards the intersection point X, the controller 180 changes the driving control information of the actuated vehicle A and performs driving assistance of the actuated vehicle A in accordance with the changed driving control information. Accordingly, the involved vehicle A and the oncoming vehicle B do not move towards the crossing point X facing each other during the lane change, and both vehicles can be prevented from approaching from the front.

[0033] Referring again to FIG. 1, the controller 180 that performs such control includes an actuated vehicle position detection unit 181, a route generation unit 182, a surrounding vehicle information acquisition unit 183, a change need determination unit 184, and a lane change assistance block 185 . In the following, these configurations will be described in detail.

[0034] The actuated vehicle position detection unit 181 continuously detects the current position, vehicle speed, and driving direction of the actuated vehicle A based on the GPS data from the GPS receiver 120 and the vehicle direction and speed of the actuated vehicle A detected by the sensor 130. Block 181 detecting the position of the actuated vehicle detects the position of the actuated vehicle A on the map with reference to the map database 150 .

[0035] The actuated vehicle position detection unit 181 acquires the road information around the actuated vehicle A based on the detected current position, vehicle speed, driving direction, and map position of the actuated vehicle A, environmental imaging information obtained by the camera 110 , and object information received by the sensor 130. The road information includes information about the shape, grade, width, speed limit, intersection, traffic light, lane type, number of lanes, and the like. roads around the involved vehicle A.

[0036] The driving route generating unit 182 generates the driving route of the actuated vehicle A based on information such as the position or condition of the surrounding road of the actuated vehicle A detected by the actuated vehicle position detection unit 181 and the set destination. The driving path shows the driving position in the vehicle width direction on the road. In addition, the driving route generating unit 182 generates speed information (including acceleration and deceleration, steering timing, and the like) in a case where the operating vehicle A is traveling along the driving route.

[0037] In this way, the driving route generating unit 182 generates driving control information including the driving route and speed information. In the example shown in FIG. 2, driving control information indicating a driving route (including a temporary steering mode) and a driving speed (including acceleration and deceleration) is generated so as to avoid a roadside obstacle C and change the lane to an inside lane. The lane after the passage of the side of the obstacle C.

[0038] The surrounding vehicle information acquisition unit 183 acquires information about the surrounding vehicles based on the environmental imaging information obtained by the camera 110, the object information obtained by the sensor 130, and the environment of the involved vehicle A obtained through the interface 140 connections. The information about the surrounding vehicles includes the traffic situation of another vehicle, including an oncoming vehicle moving in the opposite lane with respect to the involved vehicle A.

[0039] The change need determination unit 184 determines whether it is necessary to change the driving control information according to the situation around the actuated vehicle A. Specifically, as shown in FIG. of vehicle A and the predicted linear path of oncoming vehicle B at time t2 when the involved vehicle A starts to change lanes. In addition, the virtual arrival time ta, which is predicted to be required by the involved vehicle A to virtually reach the intersection point X, and the predicted arrival time tb until the oncoming vehicle B reaches the intersection point X, are obtained, and it is determined whether it is necessary to change the driving control information depending on whether the time difference td between the two vehicles is within a predetermined range. Details of the determination processing performed by the change need determination block 184 will be described later with reference to FIG.

[0040] The lane change assistance unit 185 performs a traffic assistance including changing the lane of the involved vehicle A. When the change need determination unit 184 determines that it is necessary to change the driving control information, the lane change assistance unit 185 changes the driving control information and assists the movement of the involved vehicle A based on the route and speed of the vehicle indicated by the changed driving control information.

[0041] FIG. 3 is a flowchart of the motion assistance control executed by the controller 180. The motion assistance control is repeatedly executed with a predetermined cycle. The motion assistance control may be performed by executing a program stored in the controller 180.

[0042] In step S1, the controller 180 (route generating unit 182) generates an approximate driving route and speed information of the actuated vehicle A based on information such as the position of the actuated vehicle A detected from the actuated vehicle position detection unit 181 set destination etc. .

[0043] In step S2, the controller 180 (route generation unit 182) determines whether to start lane change after a predetermined time (eg, 3 seconds) using the route calculated in step S1. In the example of FIG. 2, it is determined at time t1 that a lane change is performed after a predetermined time, and lane change starts at time t2.

[0044] When it is determined that the lane change starts after the predetermined time (S2: Yes), then the processing of step S3 is performed. When it is not determined that the lane change is performed after the predetermined time (S2: No), then, in the processing of step S9, the traffic assistance control is executed such that the vehicle travels along the determined driving route at the determined speed or acceleration.

[0045] In step S3, the controller 180 (route generation unit 182) controls the direction indicator 160 to notify the surrounding vehicles that a lane change needs to be performed.

[0046] In step S4, the controller 180 (travel path generation unit 182) generates driving control information indicating a trajectory, speed information, and the like when a lane change is performed. In the example of FIG. 2, a driving route is generated in which the vehicle travels in the outer lane in front of the obstacle C and changes lane to the inner lane after passing the side of the obstacle C, and speed information according to which the vehicle accelerates and decelerates without significant shaking on the route.

[0047] In step S5, the controller 180 (surrounding vehicle information obtaining unit 183) acquires the environment state of the actuated vehicle A, and detects the presence or absence of an oncoming vehicle B facing the driving route of the actuated vehicle A after the lane change. When an oncoming vehicle B is present, the controller 180 further predicts the route of the oncoming vehicle B.

[0048] When an oncoming vehicle B is present (S5: Yes), then the processing of step S6 is performed, and the intersection point X is calculated, which is used to determine whether to change the driving control information. When there is no oncoming vehicle B (S5: No), then the processing of step S9 is performed, and the traffic assistance is performed such that the lane change is performed in accordance with the route and speed specified in the driving control information generated in step S4.

[0049] In step S6, the controller 180 (change need determination unit 184) obtains the intersection point X used to determine whether the driving control information needs to be changed in the subsequent step S7. Specifically, the controller 180 acquires the virtual advance route, which is a virtual continuation of the forward advance route of the involved vehicle in the forward direction during the lane change, and obtains the intersection point X between the virtual advance route and the predicted oncoming vehicle B's route obtained in step S5.

[0050] In step S7, the controller 180 (change need determination unit 184) obtains a virtual arrival time ta (first predicted time) until the operating vehicle A virtually reaches the intersection point X, and a predicted arrival time tb (second predicted time until the oncoming the vehicle B will not reach the crossing point X, and determines whether the driving assistance information needs to be changed according to whether the time difference td between the virtual arrival time ta and the predicted arrival time tb is within a predetermined range.

[0051] Specifically, as shown in FIG. 2, the controller 180 obtains the virtual arrival time ta until the actuated vehicle A reaches the intersection point X in the case where it is assumed that the actuated vehicle A is advancing linearly along the virtual advance route without completing lane changes. At the same time, the controller 180 predicts the predicted arrival time tb until the oncoming vehicle B reaches the crossing point X.

[0052] In addition, the controller 180 obtains the time difference td between the virtual arrival time ta and the predicted arrival time tb, and determines whether correction is needed according to whether the time difference td is within a predetermined range (e.g., 1 second) . When the time difference td is within a predetermined range, the controller 180 determines that the involved vehicle A and the oncoming vehicle B can advance towards the crossing point X facing each other at the same time. In such a case, since the driver of the involved vehicle A manually controls the vehicle to avoid driving in front of the oncoming vehicle B, and the driving control processing is likely to be interrupted, it is determined that correcting the driving control information is necessary.

[0053] Thus, when the time difference td is within a predetermined range, it is determined that the driving control information needs to be corrected (S7: Yes), and then the processing of step S8 is performed. When the time difference td is outside the predetermined range, it is determined that correction of the driving control information is not required (S7: No), and then the processing of step S9 is performed.

[0054] In step S8, the controller 180 (lane change assistance unit 185) changes the route and the speed indicated in the driving control information of the involved vehicle A. Due to such a change in the driving control information, at least one of the intersection point X, the time ta of the virtual arrival and the predicted arrival time tb is changed, and the time difference td is outside the predetermined range. As a result, since the driven vehicle A and the oncoming vehicle B are prevented from advancing towards the intersection point X while facing each other at the same time, it is possible to reduce the likelihood that the driver of the driven vehicle A will manually control, and the control processing interrupted by movement. A specific example of modifying driving control information will be described later with reference to FIGS. 4A-4C, 5A and 5B.

[0055] In step S9, the controller 180 (lane change assistance unit 185) facilitates the lane change of the involved vehicle A in accordance with the driving control information. When the driving control information is changed in step S8, the driving assistance is performed based on the changed driving control information. Accordingly, the time difference td is outside the predetermined range, and interruption of the driving control processing due to the action of the driver of the actuated vehicle A and instability of the actuated vehicle A can be suppressed.

[0056] Examples of the case where the driving control information is changed in step S8 are shown in FIGS. 4A-4C and FIGS. 5A and 5B. 4A to 4C show examples in which the driving control information is changed when the time difference td is within a predetermined range and it is determined that the change is necessary (S7: Yes) and when the virtual arrival time ta of the involved vehicle A is longer (later ) than the predicted arrival time tb of the oncoming vehicle B. FIGS. 5A and 5B show examples in which the driving control information is changed when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), and when the virtual arrival time ta is shorter (earlier) than the predicted arrival time tb.

[0057] In the example of FIG. 4A, controller 180 (Block 185 to promote the change in the lane) changes information about the speed (driving control information) in such a way that the speed of the involved vehicle A becomes less than the speed that has already been set before the start Changes in the strip without changing the route. Due to this change, the time of T2 ', when the change in the strip begins in accordance with the information of the driving control after the change, is later than the T2 time, when the change in the lane begins in accordance with the information control information before correction. The figure shows the provisions of the involved vehicle A and oncoming vehicle B, corresponding to the moments of time T1, T2 and T2 '. Regulation A2 of the involved vehicle A at the time of time T2 before correction is lowered for the readability.

[0058] Since the lane change start time t2' is delayed by the actuated vehicle A slowing down before the lane change starts, the virtual arrival time ta until the actuated vehicle A virtually reaches the crossing point X becomes longer. The virtual arrival time ta exceeding the predicted arrival time tb becomes even longer, and thus the time difference td is outside the predetermined range. As shown in the figure, the position B2' of the oncoming vehicle B is located in front of the intersection point X at the time t2' when the driven vehicle A starts changing lanes and the driven vehicle A moves towards the rear of the oncoming vehicle B, and thus Thus, it is excluded that the involved vehicle A and the oncoming vehicle B move in such a way as to approach each other facing each other.

[0059] In the example of FIG. 4B, the controller 180 (lane change assistance unit 185) changes the driving route (driving control information) during the lane change so that the steering angle of the involved vehicle A during the lane change is smaller than the angle that has already been set. Because of this change, the lane change start time t2 of the involved vehicle A does not change, and therefore it is not necessary to consider the lane change start time t2' after the change, as in the example shown in FIG. 4A. In the figure, the positions A1 and A2 of the involved vehicle A and the positions B1 and B2 of the oncoming vehicle B are shown in accordance with the times t1 and t2, respectively. With regard to the virtual progress path of the involved vehicle A, the virtual progress path before the correction is indicated by a dotted line, and the virtual advance route after the correction is indicated by a broken line.

[0060] As shown in the figure, by reducing the steering angle of the steering wheel compared to that before the change, the intersection point X is changed to the front side in the direction of advance of the vehicle A involved, and thus the virtual arrival time ta until the involved vehicle A virtually reaches the intersection point X becomes shorter. In addition, since the distance between the oncoming vehicle B and the crossing point X increases, the predicted arrival time tb at the crossing point X of the oncoming vehicle B becomes longer. As a result, the virtual arrival time ta, which is longer than the predicted arrival time tb, becomes even longer, the predicted arrival time tb, which is smaller than the virtual arrival time ta, becomes even shorter, and at the same time, the predicted arrival time tb, which is longer than the virtual arrival time ta arrival becomes even larger, and thus the time difference td is outside the predetermined range. As shown in the figure, the position B2' of the oncoming vehicle B is located in front of the intersection point X at the time t2' when the driven vehicle A starts changing lanes and the driven vehicle A moves towards the rear of the oncoming vehicle B, and thus Thus, it is excluded that the involved vehicle A and the oncoming vehicle B move in such a way as to approach each other facing each other.

[0061] In the example of FIG. 4C, the controller 180 (lane change assistance unit 185) changes the driving route (driving control information) during a lane change such that the lane change start position is on the front side in the forward direction. of the involved vehicle A with respect to the position that has already been set. Due to such a change, the time t2' when the lane change starts according to the driving control information after the change is later than the time t2 when the lane change starts according to the traffic control information before the correction. The figure shows the positions of the involved vehicle A and the oncoming vehicle B corresponding to the times t1, t2 and t2'. The position A2 of the involved vehicle A at the time t2 before correction is omitted for readability.

[0062] Since the intersection point X is changed to the forward side in the advancing direction by changing the start position of the lane change to the front side in the advancing direction of the operable vehicle A, the virtual arrival time ta until the operable vehicle virtually reaches the intersection point X becomes longer . In addition, since the distance between the oncoming vehicle B and the crossing point X decreases, the predicted arrival time tb at the crossing point X of the oncoming vehicle B becomes shorter. As a result, the virtual arrival time ta longer than the predicted arrival time tb becomes even longer, and at the same time, the predicted arrival time tb shorter than the virtual arrival time ta becomes even shorter, and thus the time difference td is outside predefined range. As shown in the figure, the position B2' of the oncoming vehicle B is located on the front side of the intersection point X at the time t2' when the driven vehicle A starts changing lanes and the driven vehicle A moves towards the rear of the oncoming vehicle B, and thus, it is prevented that the involved vehicle A and the oncoming vehicle B move in such a way as to approach each other facing each other.

[0063] In the example of FIG. 5A, the controller 180 (lane change assistance unit 185) changes the speed information (driving control information) so that the speed of the involved vehicle A is higher than the speed that was already set before the start of the change. traffic lanes without rerouting. Due to such a change, the time t2' when the lane change starts according to the driving control information after the change is earlier than the time t2 when the lane change starts according to the driving control information before the correction. In the figure, the positions of the involved vehicle A and the oncoming vehicle B are shown at the respective times t1, t2' and t2, respectively. The position A2 of the involved vehicle A at time t2 before correction is omitted for readability.

[0064] As the lane change start time t2' becomes earlier due to the acceleration of the driven vehicle A before the start of the lane change, the virtual arrival time ta at the crossing point X of the driven vehicle A becomes shorter. Thus, the virtual arrival time ta, which is smaller than the predicted arrival time tb, becomes even longer, and thus the time difference td is out of the predetermined range. As shown in the figure, the position B2' of the oncoming vehicle B is located behind the intersection point X at the time t2' when the driven vehicle A starts changing lanes and the driven vehicle A advances towards the front of the oncoming vehicle B, and thus Thus, the movement of the involved vehicle A and the oncoming vehicle B in such a way as to approach each other facing each other is prevented.

[0065] In the example of FIG. 5B, the controller 180 (lane change assistance unit 185) changes the driving route (driving control information) during the lane change so that the steering angle of the involved vehicle A during the lane change is larger than the angle that has already been set. Because of this change, the lane change start time t2 of the involved vehicle A does not change, and therefore it is not necessary to consider the lane change start time t2' after the change, as in the example shown in FIG. 5A. Similar to Fig. 4B, the positions A1 and A2 of the involved vehicle A and the positions B1 and B2 of the oncoming vehicle B are shown, corresponding to times t1 and t2, respectively. As for the virtual advance path, which is the virtual continuation of the advance path of the actuated vehicle in the advance direction during the lane change of the actuated vehicle A, the virtual advance path before the correction is indicated by a dotted line, and the virtual advance path after the correction is shown by a broken line.

[0066] As shown in the figure, by increasing the steering angle compared to that before the change, the intersection point X is changed to the near side in the direction of advance of the involved vehicle A, and thus the virtual arrival time ta, while the involved vehicle A will virtually not reach the intersection point X, becomes shorter. In addition, since the distance between the oncoming vehicle B and the crossing point X increases, the predicted arrival time tb at the crossing point X of the oncoming vehicle B becomes longer. As a result, the virtual arrival time ta shorter than the predicted arrival time tb becomes even shorter, and at the same time, the predicted arrival time tb larger than the virtual arrival time ta becomes even longer, and thus the time difference td is outside predefined range. As shown in the figure, the position B2' of the oncoming vehicle B is located behind the intersection point X at the time t2' when the driven vehicle A starts changing lanes and the driven vehicle A moves towards the rear of the oncoming vehicle B, and thus Thus, the movement of the involved vehicle A and the oncoming vehicle B in such a way as to approach each other facing each other is prevented.

[0067] Determining the intersection point X (S6) and calculating the time difference between the virtual arrival time ta and the predicted arrival time tb (S7) may be performed at a plurality of times from time t2 when the lane change starts to time t3 when lane change ends. Accordingly, during the lane change from the beginning to the end of the lane change, the operation vehicle A and the oncoming vehicle B can be prevented from moving so that they approach each other facing each other.

[0068] In this embodiment, as shown in FIG. 4A-5B, an example is used in which the installed route and speed of the used vehicle A change, but the present invention is not limited to this. The difference in time can be located without a pre -defined range due to the change in both the path and speed instead of changing the path and speed.

[0069] According to the first embodiment, the following beneficial effects can be obtained.

[0070] According to the traffic assistance method according to the first embodiment, the controller 180 determines the intersection point X between the predicted driving path of the oncoming vehicle B and the virtual advancing path of the involved vehicle A during the lane change (S6). In addition, a virtual arrival time ta until the involved vehicle A virtually reaches the intersection point X and a predicted arrival time tb until the oncoming vehicle B reaches the intersection point X are obtained, and it is determined whether it is necessary to change the driving control information, according to with whether the time difference td between the virtual arrival time ta and the predicted arrival time tb is within a predetermined range (S7).

[0071] When the time difference td is within a predetermined range, there is a possibility that the involved vehicle A and the oncoming vehicle B will advance towards the intersection point X facing each other at the same time. Therefore, the controller 180 changes the driving control information so that the time difference td is outside the predetermined range (S8), and performs driving assistance of the involved vehicle A based on the changed driving control information (S9).

[0072] Here, when the oncoming vehicle B approaches the actuated vehicle A facing each other, the driver of the actuated vehicle A does not prefer such a situation, and there is a possibility that the driver of the actuated vehicle A will perform a driving operation to prevent movement both vehicles facing each other. However, since the time difference td is outside the predetermined range, by correcting the driving control information described above, the operating vehicle A and the oncoming vehicle B are prevented from approaching each other when facing each other. As a result, the behavior of the involved vehicle A is prevented from moving to an unstable point caused by the operation of the driver during the driving assistance, and thus it becomes possible to improve the stability of the driving assistance control.

[0073] According to the traffic assistance method according to the first embodiment, as shown in FIG. 4A, when the time difference td is within a predetermined range and it is determined that correction is necessary (S7: Yes), the controller 180 (lane change assistance unit 185 ) changes the speed information (driving control information) to slow down the involved vehicle A before starting a lane change.

[0074] Since the start time t2' of the lane change is delayed by the deceleration of the involved vehicle A before the start of the lane change, the virtual arrival time ta becomes longer. Thus, the virtual arrival time ta becomes longer, and thus the time difference td is outside the predetermined range. Due to such a change, at the time t2' when the driven vehicle A starts to change lanes, the oncoming vehicle B is further forward, and thus the driven vehicle A and the oncoming vehicle B are prevented from approaching each other when they facing each other.

[0075] Due to such a change, the time of virtual arrival TA is greater than the TB time of the predicted arrival, it becomes even greater when the TD time difference is within a preliminary defined range, and it is determined that the correction is necessary (S7: yes) and when TA time is necessary virtual arrival of the involved vehicle A larger (later) than the TB time of the predicted arrival of the oncoming vehicle B. As a result, at the time of T2 ', when the use of the vehicle A begins to change the lane, the oncoming vehicle B is located further, and thus, and thus , the route of the movement of the involved vehicle A becomes a route of movement to the rear of the oncoming vehicle B, and the approach of the involved vehicle A and the oncoming vehicle B with each other is excluded, while they are addressed to each other.

[0076] As shown in FIG. 4B, when the TD difference is within a preliminary defined range and it is determined that the correction is necessary (S7: yes), controller 180 (block 185 to promote the change in the lane) changes the movement route (driving control information) During the change in the lane in such a way that the angle of the steering of the involved vehicle and during the change in the lane becomes smaller.

[0077] By reducing the steering angle, the intersection point X changes to the forward side in the advancing direction of the operating vehicle A, and thus the virtual arrival time ta becomes longer. In addition, since the distance between the oncoming vehicle B and the crossing point X decreases, the predicted arrival time tb becomes shorter. Due to such a change, the virtual arrival time ta becomes longer, and at the same time, the predicted arrival time tb becomes shorter, and thus the time difference td is out of the predetermined range. Due to such a change, at the time t2, when the driven vehicle A starts changing lanes, the intersection point X is further back and the oncoming vehicle B is further forward, and thus the approach of the driven vehicle A and the oncoming vehicle is prevented. B to each other, facing each other.

[0078] When the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), and when the virtual arrival time ta of the involved vehicle A is longer (later) than the predicted arrival time tb of the oncoming vehicle B, then due to such a change, the virtual arrival time ta longer than the predicted arrival time tb becomes even longer, and at the same time, the predicted arrival time tb smaller than the virtual arrival time ta becomes even shorter, and thus Thus, the virtual arrival time greater than the predicted arrival time tb becomes even longer. As a result, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is further back and the oncoming vehicle B is further forward, and thus the driving route of the driven vehicle A becomes the driving route to the rear. of the oncoming vehicle B, and the approach of the involved vehicle A and the oncoming vehicle B to each other, facing each other, is prevented.

[0079] As shown in FIG. 4C, when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), the controller 180 (lane change assistance unit 185) changes the driving route (driving control information) during the lane change so that the lane change start position is on the front side in the advancing direction of the vehicle involved. A.

[0080] By changing the start position of the lane change to the front side, the intersection point X is changed to the front side, and thus the virtual arrival time ta becomes longer. In addition, since the distance between the oncoming vehicle B and the crossing point X decreases, the predicted arrival time tb becomes shorter. Thus, the virtual arrival time ta becomes longer, and at the same time, the predicted arrival time tb becomes shorter, and thus the time difference td is out of the predetermined range. Due to such a change, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is further back and the oncoming vehicle B is further forward, and thus the approach of the driven vehicle A and the oncoming vehicle is prevented. means B to each other, facing each other.

[0081] When the TD difference in time is within a preliminary defined range and it is determined that the correction is necessary (S7: yes), and when the TA time of virtual arrival of the used vehicle A is more (later) than the TB time of the predicted arrival of the oncoming vehicle B, then, due to such a change, the time of the TA of virtual arrival, more than the TB time of the predicted arrival, becomes even greater, and, at the same time, the TB time of the predicted arrival, less than the time of the TA of virtual arrival, becomes even shorter, and so, so In the way, the TD difference in time is without a preliminary defined range. As a result, point X of the intersection is located further back, and the oncoming vehicle B is located further ahead, and thus, the route of movement of the involved vehicle A becomes a route of movement to the rear of the oncoming vehicle B and the approach of the used vehicle A and the oncoming vehicle and the oncoming vehicle B to each other, facing each other.

[0082] As shown in FIG. 5A, when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), the controller 180 (lane change assistance unit 185) changes the speed information (driving control information ) to accelerate the involved vehicle A before starting the lane change.

[0083] Since the lane change start time t2' becomes earlier due to the acceleration of the involved vehicle A before the start of the lane change, the virtual arrival time ta becomes shorter. Thus, the virtual arrival time ta becomes shorter, and thus the time difference td is out of the predetermined range. Due to such a change, at the time t2' when the driven vehicle A starts to change lanes, the oncoming vehicle B is farther back, and thus the driven vehicle A and the oncoming vehicle B are prevented from approaching each other facing each other. to friend.

[0084] When the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), and when the virtual arrival time ta of the involved vehicle A is shorter (earlier) than the predicted arrival time tb of the oncoming vehicle B, the virtual arrival time ta shorter than the predicted arrival time tb becomes even shorter due to such a change, and thus the time difference td is out of the predetermined range. As a result, at the time t2' when the driven vehicle A starts to change lanes, the oncoming vehicle B is further back, and thus the driving route of the driven vehicle A becomes the driving route towards the front of the oncoming vehicle B, and the approach of the involved vehicle A and the oncoming vehicle B to each other, facing each other, is excluded.

[0085] As shown in FIG. 5B, when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), the controller 180 (lane change assistance unit 185) changes the driving route (driving control information) during the lane change so that the steering angle of the involved vehicle A becomes larger during the lane change.

[0086] By increasing the steering angle, the intersection point X changes to the near side in the advancing direction of the actuated vehicle A, and thus the virtual arrival time ta to the intersection point X of the actuated vehicle A becomes shorter. In addition, since the distance between the oncoming vehicle B and the crossing point X increases, the predicted arrival time tb at the crossing point X of the oncoming vehicle B becomes longer. Therefore, the virtual arrival time ta becomes shorter, and at the same time, the predicted arrival time tb becomes longer, and thus the time difference td is out of the predetermined range. Due to such a change, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is further forward and the oncoming vehicle B is further rearward, and thus the approach of the driven vehicle A and the oncoming vehicle is prevented. means B to each other, facing each other.

[0087] When the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), and when the virtual arrival time ta of the involved vehicle A is shorter (earlier) than the predicted arrival time tb of the oncoming vehicle B, then due to such a change, the virtual arrival time ta smaller than the predicted arrival time tb becomes even shorter, and at the same time, the predicted arrival time tb larger than the virtual arrival time ta becomes even longer, and thus the time difference td is outside the predetermined range. As a result, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is farther forward and the oncoming vehicle B is farther back, and thus the driving route of the driven vehicle A becomes the driving route to front of the oncoming vehicle B, and the approach of the involved vehicle A and the oncoming vehicle B to each other, facing each other, is prevented.

[0088] Although not shown, when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), the controller 180 (lane change assistance unit 185) may change the driving control information so that the initial the lane change position was behind the involved vehicle A.

[0089] Since the crossing point X is changed to the rear side by changing the starting position of the lane change to the rear side of the actuated vehicle A, the virtual arrival time ta to the crossing point X of the actuated vehicle A becomes shorter. In addition, since the distance between the oncoming vehicle B and the crossing point X increases, the predicted arrival time tb at the crossing point X of the oncoming vehicle B becomes longer. Therefore, the virtual arrival time ta becomes shorter, and at the same time, the large forecast arrival time tb becomes even longer, and thus the time difference td is out of the predetermined range. As a result, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is further forward and the oncoming vehicle B is further rearward, and thus the driven vehicle A and the oncoming vehicle B are prevented from approaching each other. to each other, facing each other.

[0090] When the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes), and when the virtual arrival time ta of the involved vehicle A is shorter (earlier) than the predicted arrival time tb of the oncoming vehicle B, then due to such a change, the virtual arrival time ta smaller than the predicted arrival time tb becomes even shorter, and at the same time, the predicted arrival time tb larger than the virtual arrival time ta becomes even longer, and thus the time difference td is outside the predetermined range. As a result, at the time t2' when the driven vehicle A starts changing lanes, the intersection point X is farther forward and the oncoming vehicle B is farther back, and thus the driving route of the driven vehicle A becomes the driving route to front of the oncoming vehicle B, and the approach of the involved vehicle A and the oncoming vehicle B to each other, facing each other, is prevented.

[0091] (Modification)

In the first embodiment, the controller 180 changes the route and speed indicated by the traffic control information, as shown in FIGS. 4A-4C, 5A and 5B, depending on whether the time difference td is between the virtual arrival time ta and the predicted arrival time tb within a predefined range.

[0092] Here, as described above, FIGS. 4A to 4C show examples in which the driving control information is changed when the time difference td is within a predetermined range and it is determined that correction is needed (S7: Yes) and when the time ta of the virtual arrival of the involved vehicle A is greater (later) than the predicted arrival time tb of the oncoming vehicle B. FIGS. 5A and 5B show examples in which the driving control information is changed when the time difference td is within a predetermined range, and it is determined that correction is needed (S7: Yes) and when the virtual arrival time ta is shorter (earlier) than the predicted arrival time tb.

[0093] Thus, the change (first change) shown in Figs. 4A-4C and the change (second change) shown in Figs. 5A and 5B can be switched in accordance with the magnitude relationship between the virtual arrival time ta and the time tb predicted arrival.

[0094] FIG. 6 is a flow chart of a traffic facilitation control method according to the present modification. According to the flowchart, compared with the traffic assistance control of the first embodiment shown in Fig. 2, the determination processing in step S71 is provided after step S7, and the change of step S81 or step S82 is selectively performed in accordance with the determination processing in step S71.

[0095] In step S71, the controller 180 (change determination block 184) determines whether the virtual arrival time ta is greater than the predicted arrival time tb.

[0096] When the virtual arrival time ta is longer than the predicted arrival time tb (S71: Yes), as shown in FIGS. 4A to 4C, then change processing is performed in S81 so that the involved vehicle A moves towards the rear of the oncoming vehicle B. In step S81, the driving control information is changed such that the driving route of the involved vehicle A becomes the driving route to the rear of the oncoming vehicle B.

[0097] on the other hand, when the TA time of the virtual arrival is shorter than the TB time of the predicted arrival (S71: NO), as shown in FIG. 5A and 5B, then the change is performed at the S82 stage, so that the used vehicle is moved to the front Parts of the oncoming vehicle B. At the stage of S82, the information management information changes in such a way that the route of movement of the involved vehicle A becomes a route of movement to the front of the oncoming vehicle B.

[0098] According to the traffic assistance method in this modification, when the time difference td between the virtual arrival time tx and the predicted arrival time tb is within a predetermined range (S7: Yes), and the virtual arrival time ta is longer than the predicted arrival time tb (S71: Yes), the driving control information shown in FIGS. 4A to 4C is changed such that the driven vehicle A moves towards the rear of the oncoming vehicle B (S81). Thus, the operation vehicle A and the oncoming vehicle B are prevented from approaching each other facing each other, and the behavior of the operation vehicle A is prevented from going to an unstable point caused by the operation of the driver during the driving assistance, and thus it is possible to improve driving assistance control stability.

[0099] When the time difference td between the virtual arrival time tx and the predicted arrival time tb is within a predetermined range (S7: Yes), and the virtual arrival time ta is shorter than the predicted arrival time tb (S71: No), the driving control information displayed in Figs. 5A and 5B is changed so that the vehicle A being engaged moves towards the front of the oncoming vehicle B (S82). Thus, the operation vehicle A and the oncoming vehicle B are prevented from approaching each other facing each other, and the behavior of the operation vehicle A is prevented from going to an unstable point caused by the operation of the driver during the driving assistance, and thus it is possible to improve driving assistance control stability.

[0100] (Second embodiment)

In the first embodiment, the controller 180 predicts the virtual arrival time ta (first time) at the intersection point X and the predicted arrival time tb (second time) until the oncoming vehicle B reaches the intersection point X, and determines whether the driving control information needs to be changed, depending on whether the time difference td between the virtual arrival time ta (first time) and the predicted arrival time tb (second time) is within a predetermined range, but the present invention is not limited to this. In the second embodiment, an example will be described in which the controller 180 sets the intersection area Y near the intersection point X and determines whether a change is necessary depending on whether the time difference td is within a predetermined range or an oncoming vehicle B is present inside the area. Y crossing at time ta virtual arrival.

[0101] Specifically, as shown in FIG. 7, the controller 180 sets an intersection area Y having a predetermined area length in the forward-backward direction along the advancing path direction of the oncoming vehicle B with the intersection point X as the center. The controller 180 obtains the virtual arrival time tx in the case where the involved vehicle A is assumed to move linearly along the virtual advance route and reach the intersection point X without completing the lane change.

[0102] The controller 180 estimates the position Bx of the oncoming vehicle B at the virtual arrival time tx, and determines whether a correction is needed according to whether the estimated position Bx of the oncoming vehicle B is present in the intersection region Y. When the position Bx is inside the intersection area Y, the involved vehicle A and the oncoming vehicle B move towards the intersection point X facing each other at the same time, and there is a high probability that both vehicles will approach each other , and thus it is determined that correction of the driving control information is necessary.

[0103] FIG. 8 is a flowchart of a traffic facilitation control according to the second embodiment. According to the flowchart, compared with the traffic facilitation control of the first embodiment shown in FIG. 2, the processing of step S61 is provided after step S6.

[0104] At the stage of the S61, the controller 180 sets the area Y of the intersection, which has a pre-determined length of the region in the direction of the forward and forth along the direction of the promotion route of the oncoming vehicle B with the point X of the intersection as the center. Here, the length of the region can be a fixed value obtained by multiplying the speed of the oncoming vehicle B by the TD difference in time, or can be a variable value, as shown in the modification that will be described below.

[0105] In step S7, the controller 180 estimates the position Bx of the oncoming vehicle B at the virtual arrival time tx, and determines whether a correction is needed according to whether the estimated position Bx of the oncoming vehicle B is present in the intersection region Y. When the position Bx of the oncoming vehicle B at the virtual arrival time tx is inside the intersection area Y, it is determined that the driving control information needs to be corrected.

[0106] Thus, when the position Bx of the oncoming vehicle B at the virtual arrival time tx is inside the intersection area Y, it is determined that the driving control information needs to be corrected (S7: Yes), and then the correction processing is performed in step S8. When the position Bx of the oncoming vehicle B is outside the intersection area Y, it is determined that correction of the driving control information is not required (S7: No), and then the assistance processing of step S9 is performed.

[0107] According to the traffic assistance method of the second embodiment, as shown in FIG. 7, the controller 180 determines the intersection point X between the predicted driving path of the oncoming vehicle B and the virtual advancing path of the involved vehicle A during a lane change (S6), and further defines an intersection area Y having an area length in the front-back direction of the oncoming vehicle B with respect to the intersection point X (S61). Next, the controller 180 determines whether an oncoming vehicle B is present in the intersection area Y at virtual arrival time tx, predicted based on the assumption that the involved vehicle A reaches the intersection point X (S7).

[0108] When an oncoming vehicle B is present in the intersection area Y, the involved vehicle A and the oncoming vehicle B move towards the intersection point X facing each other. Therefore, the controller 180 changes the driving control information (S8) and performs driving assistance of the involved vehicle A based on the changed driving control information (S9), thereby executing control so that the oncoming vehicle B is not present in the intersection area Y at the time tx virtual arrival. Specifically, when the correction shown in FIGS. 4A-4C is performed, the oncoming vehicle B is in front of the intersection area Y at the virtual arrival time tx, and when the correction shown in FIGS. 5A and 5B, the oncoming vehicle B is located behind the Y area crossing during tx virtual arrival.

[0109] Here, in the case where an oncoming vehicle B is present in the intersection area Y at the virtual arrival time tx, before the virtual arrival time time tx, the involved vehicle A and the oncoming vehicle B advance towards the intersection point X facing each other , at the same time, and thus both vehicles approach each other. With this approach, the driver of the involved vehicle A can perform a driving operation to prevent both vehicles from moving when they are facing each other. However, since the oncoming vehicle B is out of the intersection area Y at the virtual arrival time tx, by correcting the driving control information described above, the operating vehicle A and the oncoming vehicle B are prevented from approaching each other when they are facing each other.

[0110] As described above, according to the traffic assistance method of the second embodiment, it is possible to determine whether it is necessary to correct the driving control information by obtaining the crossing area Y and the position Bx of the oncoming vehicle B at the virtual arrival time tx instead of calculating the predicted arrival time tb, as in the first embodiment. As a result, the flexibility of the design method is increased and the behavior of the involved vehicle A is prevented from going to an unstable point caused by the driver's operation at the time of the driving assistance, and thus it becomes possible to improve the stability of the driving assistance control.

[0111] (Modification)

In the first and second embodiments, the intersection area Y is set to have a predetermined area length in the forward-backward direction of the oncoming vehicle B with respect to the intersection point X. In the present modification, an example is given in which the length of the crossover region Y in the front-to-back direction is changed by an external factor.

[0112] As a first example, the higher the relative speed between the involved vehicle A and the oncoming vehicle B, the greater the length of the area at the intersection area in the forward-backward direction. As the relative speed increases, the driver of the involved vehicle A tends not to prefer that the oncoming vehicle B approach the involved vehicle A facing each other. Therefore, by increasing the length of the intersection area Y, as the relative speed between the involved vehicle A and the oncoming vehicle B increases, the oncoming vehicle B is more likely to be included in the intersection area Y, and thus the driving control information is likely to change. As a result, the approach of the involved vehicle A and the oncoming vehicle B can be excluded.

[0113] As a second example, the narrower the road width of the involved vehicle A or the oncoming vehicle B, the longer the length of the area at the intersection area Y. Since the width of the road is narrower, the driver of the involved vehicle A tends not to prefer that the oncoming vehicle B approach the involved vehicle A facing each other. Therefore, by further increasing the length of the intersection area Y, since the road width of the involved vehicle A and the oncoming vehicle B is smaller, the oncoming vehicle B is more likely to be included in the intersection area Y, and thus the driving control information is more likely to will be changed. As a result, the approach of the involved vehicle A and the oncoming vehicle B can be excluded.

[0114] Similarly, since the engaged vehicle A or the oncoming vehicle B is smaller, the driver of the engaged vehicle A tends not to prefer the oncoming vehicle B to approach the engaged vehicle A facing each other. For example, the controller 180 may determine the size of the occupied vehicle A or the oncoming vehicle B based on the vehicle type of the occupied vehicle A stored in advance or the external shape of the oncoming vehicle B as captured by the camera 110. In another example, the controller 180 may set the length of the area according to the width of the involved vehicle A or the oncoming vehicle B.

[0115] Thus, by further increasing the length of the intersection region Y by the controller 180, since the involved vehicle A and the oncoming vehicle B are small, the oncoming vehicle B is more likely to be included in the intersection of the Y region, and thus the control information driving is likely to be changed. As a result, the approach of the involved vehicle A and the oncoming vehicle B can be excluded.

[0116] (Third embodiment)

In the first or second embodiment, the case where one oncoming vehicle B is moving in the opposite lane has been described, but the present invention is not limited thereto. In the third embodiment, it can be determined whether correction of the driving control information is necessary in the case of the presence of a plurality of oncoming vehicles B.

[0117] When detecting a plurality of oncoming vehicles B moving in the opposite lane of the advance route after changing the lane, the controller 180 determines whether it is necessary to change the driving control information for the plurality of oncoming vehicles B. When it is determined that it is necessary to change the driving control information for at least one oncoming vehicle B, the driving control information is changed. However, in order to reduce the processing load, the need for change may not be determined for some oncoming vehicles B. Such a situation will be described with reference to FIGS. 9-11.

[0118] FIGS. 9 and 10 are diagrams showing a situation in which traffic assistance control is performed according to the third embodiment. According to the figures, the involved vehicle A and a plurality of oncoming vehicles D1 to D3 are shown.

[0119] In the example of FIG. 9, oncoming vehicles D1, D2, and D3 are moving in the opposite lane in order of forward direction. The oncoming vehicles D1 and D3 are driving in the inner lane, and the oncoming vehicle D2 is driving in the outer oncoming lane. It is assumed that the oncoming vehicle D1 intends to change lane to the far lane. It is contemplated that the controller 180 can predict the advance path of each of the oncoming vehicles D1-D3 using the imaging information of the camera 110.

[0120] In such a case, the controller 180 skips determining whether to change the driving control information for the oncoming vehicle D2 linearly advancing in the outer lane and the oncoming vehicle D1 attempting to change lane to the outer lane, and determines whether the information needs to be changed driving control for an oncoming vehicle D3 moving in the inner lane. Thus, the number of target oncoming vehicles D can be reduced, and thus the traffic assistance control processing load can be reduced.

[0121] In the example of FIG. 10, oncoming vehicles D1, D2, and D3 are moving in the opposite lane in order of direction of travel. The oncoming vehicles D1 and D2 are driving in the outer lane, and the oncoming vehicle D3 is moving in the inner oncoming lane. It is assumed that the oncoming vehicle D1 intends to change lane to the inside lane and the oncoming vehicle D3 intends to change lane to the outside lane.

[0122] In such a case, the controller 180 skips determining whether it is necessary to change the driving control information for the oncoming vehicle D2 linearly advancing in the outer lane and the oncoming vehicle D3 changing lane to the outer lane, and determines whether it is necessary change the driving control information for the oncoming vehicle D1 changing lane to the inside lane. In this case, an intersection point X is determined between the virtual advance path of the involved vehicle A during the lane change and the predicted path of the oncoming vehicle D1, which performs the lane change. Thus, the number of target oncoming vehicles D can be reduced, and thus the traffic assistance control processing load can be reduced.

[0123] As shown in FIG. 11, in the case where there is a median lane E between the lane of the driven vehicle A and the oncoming lane on which the oncoming vehicle B is traveling, even if the driven vehicle A and the oncoming vehicle B are moving towards the intersection point X, the driver of the involved vehicle A is less likely to be anxious. Therefore, it is possible to reduce the traffic assistance control processing load by eliminating the driving control information change control.

[0124] (Fourth embodiment)

In the first to third embodiments, the lane change performed by the vehicle involved has been described, but the present invention is not limited thereto. In the fourth embodiment, an example of a lane change will be described in which the vehicle involved turns and enters a linear advance lane from a side road at a T-junction where the linear advance lane and the side road intersect each other.

[0125] FIGS. 12 and 13 are diagrams showing a situation in which traffic assistance control is performed according to the fourth embodiment.

[0126] In the example of FIG. 12, it is assumed that at a T-junction where a lane consisting of one lane on each side intersects with a side road, a lane change is performed such that the involved vehicle A turns and enters the traffic lane from the side of the road. When changing lanes at a T-junction, a left turn is made to enter the lane from the side adjacent to the side road, instead of a right turn at a T-junction crossing the oncoming lane.

[0127] With regard to the actuated vehicle A, the actuated vehicle A1 is shown at the time t1 when the lane change (turn) starts, the actuated vehicle A2 at the time t2 when the actuated vehicle A turns, and the actuated vehicle A3 at time t3 when the lane change (turn) is completed. Similarly, with respect to the oncoming vehicle B, oncoming vehicles B1 to B3 are shown corresponding to times t1 to t3.

[0128] Also in such a case, the controller 180 obtains the intersection point X between the predicted lane of the oncoming vehicle B and the virtual advancing route that is a virtual continuation of the advancing route of the involved vehicle A in the advancing direction during the lane change. The virtual arrival time ta until the involved vehicle A reaches the intersection point X and the predicted arrival time tb until the oncoming vehicle B reaches the intersection point X can be obtained, and it can be determined whether it is necessary to change the driving control information according to whether the time difference td between the virtual arrival time ta and the predicted arrival time tb is within a predetermined range.

[0129] In the figure, the next vehicle F is shown on the right side of the driven vehicle A during the lane change, that is, behind the driven vehicle A after the lane change. The controller 180 may determine the intersection point according to the intersection point between the virtual advance path during the turn of the actuated vehicle A and the predicted advance path of the next vehicle F, and may determine whether the driving control information needs to be changed according to the time difference between the time when the involved vehicle A reaches the intersection, and the predicted time until the next vehicle F reaches the intersection. In this way, it is possible to prevent the involved vehicle A and the following vehicle F from approaching each other.

[0130] FIG. 13 shows an example in which the involved vehicle A turns into the main lane when the oncoming vehicle B is a two-wheeler at a T-junction without a lane. Even in this case, when executing the traffic assistance control, the controller 180 can determine whether the driving control information changes by determining the intersection area Y from the intersection point X between the virtual driving path during the turn of the involved vehicle A and the predicted lane of the oncoming vehicle B, and determining whether the oncoming vehicle B is inside the intersection area Y at the virtual arrival time tx.

[0131] The traffic facilitation control described above is not limited to the case where the actuated vehicle performs a lane change, such as lane or route change as described above, and includes the case where the actuated vehicle starts from the roadside. roads.

[0132] Although the embodiments of the present invention have been described above, the embodiments merely illustrate some of the application examples of the present invention and are not intended to limit the technical scope of the present invention to particular configurations of the embodiments.

[0133] Each of the embodiments described above has been described as a separate embodiment, but may be combined as appropriate.

Claims (32)

1. A traffic assistance method for performing a lane change of an involved vehicle using a determined route and vehicle speed, the traffic assistance method comprising the steps of: detecting an oncoming vehicle moving in an oncoming lane opposite to the lane in which the actuated vehicle is traveling when the actuated vehicle starts to change lanes; an intersection point is determined between the virtual advancing path and the linear advancing path along which the oncoming vehicle is advancing linearly, wherein the virtual advancing path differs from said route and is a virtual continuation of the advancing path of the involved vehicle in the direction of advancing during the period from the beginning to the end of the lane change movement; performing a lane change using the route and speed of the vehicle in the case where the time difference between the first predicted time when the involved vehicle is assumed to reach the intersection point and the second predicted time until the oncoming vehicle reaches the intersection point is out of predefined range; And when the time difference is within this predetermined range, the lane change is carried out by changing at least one of the route and the vehicle speed so that the time difference is outside the said predetermined range. 2. The traffic assistance method of claim 1, further comprising decelerating before starting a lane change when the time difference is within said predetermined range and the first predicted time is greater than the second predicted time. 3. The traffic assistance method of claim 1, further comprising accelerating before starting a lane change when the time difference is within said predetermined range and the first predicted time is equal to or less than the second predicted time. 4. The traffic assistance method of claim 1, further comprising changing the route so as to decrease the steering angle when changing lanes when the time difference is within said predetermined range and the first predicted time is greater than the second predicted time. 5. The traffic assistance method of claim 1, further comprising changing the route so as to increase the steering angle when changing lanes when the time difference is within said predetermined range and the first predicted time is equal to or less than the second predicted time. 6. The traffic facilitation method of claim 1, further comprising changing the route such that the start position of the lane change is on the forward side in the direction of advance when the time difference is within said predetermined range and the first predicted time more than the second predicted time. 7. The traffic facilitation method of claim 1, further comprising changing the route such that the start position of the lane change is on the near side in the forward direction when the time difference is within said predetermined range and the first predicted time equal to or less than the second forecast time. 8. The motion facilitation method of claim 1, further comprising the steps of: determining an intersection area having an area length according to the speed of the oncoming vehicle and the time difference in the forward-backward direction of the oncoming vehicle's advance route relative to the intersection point; determining whether the oncoming vehicle is within the intersection area after the first predicted time; performing a lane change using the route and speed of the vehicle when the oncoming vehicle is outside the intersection area after the first predicted time; And when the oncoming vehicle is inside the intersection area after the first predicted time, the traffic lane is changed by changing at least one of the route and the speed of the vehicle so that the oncoming vehicle is outside the intersection area after the first predicted time. 9. The traffic assistance method according to claim 8, wherein the higher the relative speed between the involved vehicle and the oncoming vehicle, the greater the length of the area at the intersection area. 10. The traffic facilitation method according to claim 8, wherein the narrower the road width of the traffic route of the involved vehicle after the lane change or the narrower the road width of the traffic route of the oncoming vehicle, the greater the length of the area at the intersection area. 11. The traffic facilitation method according to claim 8, wherein the smaller the involved vehicle or the oncoming vehicle, the greater the length of the area at the intersection area. 12. The method of facilitating movement according to any one of claims 1 to 11, further comprising the steps of: detecting the presence or absence of a dividing lane between the traffic route after the lane change and the traffic route of the oncoming vehicle; And change the route when changing lanes, when the median lane is not detected. 13. Movement assistance device, comprising: a sensor configured to detect the environment of the vehicle involved, while movement assistance device is configured to: determine a driving route and a vehicle speed of the involved vehicle based on the environment information detected by the sensor; And implement a lane change of the vehicle involved using that determined route and vehicle speed, and the movement assistance device is additionally configured to: detecting an oncoming vehicle traveling in an oncoming lane opposite to the lane in which the actuated vehicle is traveling when the actuated vehicle starts to change lanes; determine the intersection point between the virtual advance path and the linear advance path along which the oncoming vehicle advances linearly, wherein the virtual advance path differs from said path and is a virtual continuation of the advance path of the involved vehicle in the forward direction during the period from the beginning to the end of the lane change movement; perform a lane change using the route and speed of the vehicle in the case where the time difference between the first predicted time, when the involved vehicle is assumed to reach the intersection point, and the second predicted time, until the oncoming vehicle reaches the intersection point, is out of predefined range; And when the time difference is within this predetermined range, to change the lane by changing the route or speed of the vehicle so that the time difference is outside said predetermined range.

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