WO2019235358A1 - 車両制御装置 - Google Patents

車両制御装置 Download PDF

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Publication number
WO2019235358A1
WO2019235358A1 PCT/JP2019/021576 JP2019021576W WO2019235358A1 WO 2019235358 A1 WO2019235358 A1 WO 2019235358A1 JP 2019021576 W JP2019021576 W JP 2019021576W WO 2019235358 A1 WO2019235358 A1 WO 2019235358A1
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WIPO (PCT)
Prior art keywords
vehicle
oncoming
timing
control device
host vehicle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
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PCT/JP2019/021576
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English (en)
French (fr)
Japanese (ja)
Inventor
理宏 黒木
光宏 時政
巧 植松
勇多 菰口
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Denso Corp
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Denso Corp
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Publication of WO2019235358A1 publication Critical patent/WO2019235358A1/ja
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Ceased legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present disclosure relates to a vehicle control device that controls a vehicle.
  • Patent Document 1 a vehicle control device that controls the host vehicle when the host vehicle turns right or left at an intersection.
  • Patent Document 1 when waiting for an own vehicle to make a right turn at an intersection of a left-hand drive road, a technique for determining whether or not the own vehicle can make a right turn based on the running state of the oncoming vehicle, and the own vehicle makes a right turn And a technique for calculating a possible timing.
  • Patent Document 1 does not consider a case where there is no traveling space for the vehicle at the right turn due to traffic congestion at the right turn. Further, when there is an oncoming vehicle scheduled to turn left, it is not considered to optimize the timing at which the host vehicle can turn right. Thus, there is room for further improvement in estimating the timing at which the host vehicle can turn right.
  • Such a problem is not limited to a right turn on a left-hand drive road, but is a problem common to a left turn on a right-hand drive road. Moreover, it was a common problem not only at the intersection but also in any case where the host vehicle makes a right / left turn across the opposite lane. Therefore, there has been a demand for a technique that can suppress a decrease in the estimation accuracy of the timing at which the host vehicle can turn left and right.
  • a vehicle control device is provided.
  • This vehicle control device is a vehicle control device that is mounted on a host vehicle and controls the host vehicle, and detects that the host vehicle is going to make a right / left turn across an oncoming lane.
  • a situation detection unit for detecting the situation of the left and right turn destination of the host vehicle
  • an oncoming vehicle schedule detection unit for detecting a schedule of the oncoming vehicle to the right and left turn destination, the detected situation and the running schedule
  • a timing estimation unit that estimates a timing at which the host vehicle can execute the right / left turn.
  • the timing for estimating the timing at which the host vehicle can execute the right / left turn using the situation of the right / left turn of the host vehicle and the plan to travel to the right / left turn of the oncoming vehicle Since the estimation unit is provided, the timing can be estimated according to the situation of the right / left turn destination and the oncoming vehicle travel schedule, which affect the timing at which the right / left turn can be executed. For this reason, it is possible to suppress a decrease in the estimation accuracy of the timing at which the host vehicle can perform a right / left turn.
  • the present disclosure can be realized in various forms.
  • the present invention can be realized in the form of a vehicle including a vehicle control device, a vehicle control method, a computer program for realizing these devices and methods, and the like.
  • FIG. 1 is a block diagram showing a schematic configuration of a vehicle control device
  • FIG. 2 is a flowchart showing the procedure of the vehicle control process.
  • FIG. 3 is an explanatory diagram for explaining a traveling space
  • FIG. 4 is an explanatory diagram showing a situation where the result of step S150 is NO
  • FIG. 5 is an explanatory diagram showing a situation where the result of step S150 is YES
  • FIG. 6 is a block diagram illustrating a schematic configuration of the vehicle control device according to the second embodiment.
  • FIG. 7 is a flowchart showing a procedure of vehicle control processing in the second embodiment.
  • FIG. 8 is a block diagram illustrating a schematic configuration of the vehicle control device according to the third embodiment.
  • FIG. 9 is an explanatory diagram for explaining the situation of the pedestrian crossing.
  • FIG. 10 is a flowchart showing the procedure of the vehicle control process in the third embodiment.
  • a vehicle control device 10 according to an embodiment of the present disclosure illustrated in FIG. 1 is mounted on a vehicle and controls traveling when the vehicle travels an intersection.
  • the vehicle control apparatus 10 may control a vehicle not only when driving
  • the vehicle on which the vehicle control device 10 is mounted is also referred to as “own vehicle M1”.
  • the host vehicle M1 is a vehicle equipped with an engine.
  • the host vehicle M1 is a vehicle that can execute automatic driving, and is configured to be able to switch between automatic driving and manual driving.
  • “Automatic driving” means driving that automatically executes engine control, brake control, and steering control on behalf of the driver.
  • “Manual operation” means an operation for engine control (depressing the accelerator pedal), an operation for brake control (depressing the brake pedal), and an operation for steering control (rotation of the steering wheel) It means driving performed by the driver.
  • “Automatic operation” means an operation for engine control (depressing the accelerator pedal), an operation for brake control (depressing the brake pedal), and an operation for steering control (rotation of the steering wheel) It means driving performed by the driver.
  • automatic driving of the host vehicle M1 is performed in accordance with traffic regulations that determine that the vehicle travels on the left side.
  • the vehicle control device 10 of the present embodiment is configured by an ECU (Electronic Control Unit) equipped with a microcomputer and a memory.
  • the vehicle control device 10 is connected to the monitoring sensor 70, the self-position detection device 80, the vehicle speed sensor 90, and the operation control device 200 via an in-vehicle network such as CAN (ControllerCAArea Network).
  • CAN ControllerCAArea Network
  • the monitoring sensor 70 is configured by a sensor that detects an object around the host vehicle M1. “Around the host vehicle M1” includes the front, side, and rear of the host vehicle M1.
  • the monitoring sensor 70 includes an image sensor 71, a radio wave radar 72, a laser radar 73, and an ultrasonic sensor 74.
  • the image sensor 71 is configured by an imaging camera, and acquires at least a captured image in front of the host vehicle M1.
  • the imaging camera of the present embodiment is a stereo camera, but may be a monocular camera instead of the stereo camera.
  • the radio wave radar 72 detects the reflected wave of the radiated radio wave, so that the presence or absence of an object around the host vehicle M1, the distance between the object and the host vehicle M1, the position of the object, the size of the object, the shape of the object, and The relative speed of the object with respect to the host vehicle M1 is detected.
  • the laser radar 73 detects the presence or absence of an object around the host vehicle M1 by using infrared laser light.
  • the ultrasonic sensor 74 detects the distance between the object around the host vehicle M1 and the host vehicle M1 by using the ultrasound.
  • the self-position detecting device 80 detects the position of the own vehicle M1.
  • the self-position detection device 80 includes a GNSS sensor 81, a gyro sensor 82, and a digital map 83.
  • the GNSS sensor 81 is composed of, for example, a GPS (Global Positioning System) sensor, and detects the current position of the host vehicle M1 based on radio waves received from artificial satellites constituting the GPS.
  • the gyro sensor 82 detects the angular velocity of the host vehicle M1.
  • the digital map 83 is configured by a dynamic map.
  • the dynamic map has dynamic information such as traffic jam information in addition to static map information such as road width and lane.
  • the vehicle speed sensor 90 detects the speed of the host vehicle M1.
  • the operation control device 200 is a functional unit that controls the operation of the host vehicle M1.
  • the operation control apparatus 200 includes an engine ECU 201, a brake ECU 202, a steering ECU 203, and a notification ECU 204.
  • the engine ECU 201 controls the operation of the engine 211. Specifically, by controlling various actuators (not shown), the throttle valve opening / closing operation, the igniter ignition operation, the intake valve opening / closing operation, and the like are controlled.
  • the brake ECU 202 controls the brake mechanism 212.
  • the brake mechanism 212 includes a group of devices (actuators) related to brake control such as sensors, motors, valves, and pumps.
  • the brake ECU 202 determines the brake application timing and the brake amount (braking amount), and controls each device constituting the brake mechanism 212 so that the brake amount determined at the determined timing is obtained.
  • the steering ECU 203 controls the steering mechanism 213.
  • the steering mechanism 213 includes a device group (actuator) related to steering such as a power steering motor.
  • the steering ECU 203 determines a steering amount (steering angle) based on a measurement value obtained from the gyro sensor 82 and the like, and controls each device constituting the steering mechanism 213 so as to be the determined steering amount.
  • the notification ECU 204 controls the notification mechanism 214.
  • the notification mechanism 214 includes a display device that displays characters, images, and the like, a speaker that outputs sound, warning sound, and the like, and notifies various types of information to the driver of the host vehicle M1 using visual information and auditory information.
  • the notification ECU 204 determines the notification content and the timing for executing the notification, and causes the notification mechanism 214 to display and output the notification.
  • the vehicle control device 10 includes a scene identification unit 12, a scene determination unit 13, a right turn detection unit 14, a right turn determination unit 15, a situation detection unit 20, an oncoming vehicle detection unit 30, a timing estimation unit 40, and a guidance. Part 50.
  • Each of these functional units 12 to 50 is realized by executing a control program stored in advance in a storage unit (not shown) of the vehicle control device 10 by a microcomputer (not shown) of the vehicle control device 10.
  • Scene specifying unit 12 specifies the traveling scene of host vehicle M1 based on the detection results by monitoring sensor 70 and self-position detecting device 80.
  • the traveling scene corresponds to, for example, an intersection scene indicating that the host vehicle M1 is scheduled to travel through an intersection, a parking lot entry scene indicating that the host vehicle M1 is scheduled to enter the parking lot, and the like.
  • the scene determination unit 13 determines whether or not the scene specified by the scene specification unit 12 is an intersection scene.
  • the right turn detection unit 14 detects that the host vehicle M1 is scheduled to make a right turn across the oncoming lane.
  • the schedule of a right turn is detected based on the travel route determined according to the destination information set by the driver when the host vehicle M1 is automatically driven. Further, when the host vehicle M1 is being manually operated, the right turn schedule is detected based on a signal input to the direction indicator in accordance with the operation of the direction indicator by the driver.
  • the right turn determination unit 15 determines whether or not the right turn detection unit 14 has detected a right turn plan of the host vehicle M1 at the intersection.
  • the situation detection unit 20 detects the situation of the right turn of the host vehicle M1.
  • the road situation ahead of the right turn at the intersection is detected as the situation of the right turn destination.
  • the road condition is detected based on detection results by the monitoring sensor 70 and the self-position detection device 80.
  • the road condition is a wireless (not shown) mounted on the host vehicle M1.
  • the device may be detected based on information acquired by wireless communication.
  • Wireless communication includes wireless communication performed with Intelligent Transport System, vehicle-to-vehicle communication performed with other vehicles, roadside radio installed in road equipment, Road-to-vehicle communication executed between the two.
  • the status detection unit 20 has a space detection unit 21.
  • the space detection unit 21 detects the traveling space of the host vehicle M1 at the right turn destination of the host vehicle M1.
  • the “traveling space” means a space that allows the entire vehicle M1 to be located on the road. Therefore, the travel space has a size corresponding to the size of the vehicle body of the host vehicle M1. A detailed description of the traveling space will be described later.
  • the oncoming vehicle detection unit 30 detects information related to the oncoming vehicle at the intersection where the host vehicle M1 makes a right turn.
  • the information related to the oncoming vehicle includes the presence / absence of the oncoming vehicle, the vehicle speed of the oncoming vehicle, the relative speed of the oncoming vehicle with respect to the host vehicle M1, the scheduled operation of the oncoming vehicle, and the like.
  • Information on the oncoming vehicle is detected based on the detection results of the monitoring sensor 70 and the self-position detection device 80.
  • the information related to the oncoming vehicle is acquired by “wireless communication”. It may be detected based on “information”.
  • the oncoming vehicle detection unit 30 includes an oncoming vehicle schedule detection unit 35.
  • the oncoming vehicle schedule detection unit 35 detects the traveling schedule of the host vehicle M1 to the right turn as the traveling schedule of the oncoming vehicle. That is, the left turn plan of the oncoming vehicle to the right turn destination of the own vehicle M1 is detected.
  • the left turn schedule of the oncoming vehicle is detected based on the blinking of the direction indicator of the oncoming vehicle detected by the image sensor 71, but is detected based on the above-described “information acquired by wireless communication”. May be.
  • the oncoming vehicle schedule detection unit 35 detects the left turn schedule of the oncoming vehicle that is estimated to be executed before the right turn of the host vehicle M1.
  • the oncoming vehicle is scheduled to turn left and the oncoming vehicle is within the predetermined distance (for example, within 50 m) while the host vehicle M1 is waiting for a right turn, It may be detected.
  • the vehicle is an oncoming vehicle scheduled to turn left and the own vehicle M1 first makes a right turn, it is estimated that the distance from the own vehicle M1 is within a predetermined distance (for example, within 30 m).
  • the left turn schedule of the oncoming vehicle may be detected.
  • the oncoming vehicle schedule detection unit 35 includes a time estimation unit 36.
  • the time estimation unit 36 estimates the time required for the oncoming vehicle to make a left turn to the right turn of the host vehicle M1 as at least part of the oncoming vehicle travel schedule. A detailed description of the time estimation will be described later.
  • the timing estimation unit 40 estimates the timing at which the vehicle M1 can make a right turn (hereinafter also referred to as “right turn timing”).
  • the right turn timing is estimated based on the determination result by the scene determination unit 13 and the right turn determination unit 15 and the detection result by the situation detection unit 20 and the oncoming vehicle detection unit 30. A detailed description of the right turn timing estimation will be given later.
  • the guiding unit 50 outputs a control command to the operation control device 200 to guide the traveling, stopping, and steering of the host vehicle M1.
  • the guide unit 50 guides a right turn of the host vehicle M1 at the right turn timing estimated by the timing estimation unit 40.
  • the target position, target vehicle speed, target acceleration, target rudder angle, etc. of the host vehicle M1 are calculated, path planning is performed using such calculated values, and a control command is issued to the motion control device 200 at the estimated right turn timing. Is executed by outputting.
  • the guidance of the right turn when the host vehicle M1 is being driven manually is performed by notifying the driver of the host vehicle M1 of the right turn timing by the notification mechanism 214. For example, it may be guided to make a right turn at an estimated right turn timing by a voice instruction from a speaker constituting the notification mechanism 214.
  • the right turn detection unit 14 corresponds to a subordinate concept of the right / left turn detection unit in the means for solving the problem.
  • the presence or absence of the traveling space FS corresponds to a subordinate concept of the situation of the right or left turn in the means for solving the problem.
  • Vehicle control processing The vehicle control process shown in FIG. 2 is executed in the vehicle control device 10 from when the start switch of the host vehicle M1 is turned on until it is turned off.
  • the vehicle control device 10 acquires various sensor values (step S105). Such sensor values include the detection results of the monitoring sensor 70, the self-position detecting device 80, and the vehicle speed sensor 90.
  • step S105 the traveling state of the host vehicle M1, information on objects existing around the host vehicle M1, traveling environment information including the shape of the traveling road of the host vehicle M1, and the like are detected.
  • the host vehicle M1 travels by constant speed control or follow-up control (step S110). For example, when a preceding vehicle traveling in front of the host vehicle M1 is detected in the travel lane of the host vehicle M1 as a result of step S105, a predetermined inter-vehicle distance is provided with respect to the preceding vehicle so as to follow the vehicle. Control may be performed. For example, when a preceding vehicle is not detected, control may be performed so that the vehicle travels at a set speed.
  • Scene specifying unit 12 specifies the traveling scene of host vehicle M1 (step S115).
  • the scene determination unit 13 determines whether or not the identified scene is an intersection scene (step S120). If it is determined that the scene is not an intersection scene (step S120: NO), the process returns to step S105. In this case, the host vehicle M1 travels continuously by constant speed control or follow-up control.
  • step S120 when it is determined that it is an intersection scene (step S120: YES), the right turn determination unit 15 determines whether or not the right turn detection unit 14 has detected the right turn plan of the host vehicle M1 at the intersection (step S125). ). When it is determined that the right turn schedule of the vehicle M1 at the intersection has not been detected (step S125: NO), the process returns to step S105. When the right turn schedule is not detected, the case where the host vehicle M1 is planning to go straight or turn left at the intersection is applicable.
  • step S125 YES
  • the guide unit 50 outputs a control command to the motion control device 200 and turns the host vehicle M1 right at the intersection. Wait (step S130).
  • the situation detection unit 20 determines whether or not the space detection unit 21 has detected the travel space of the host vehicle M1 at the right turn of the host vehicle M1 (step S135).
  • FIG. 3 shows a situation where the host vehicle M1 turns right at the intersection Cr1. Further, the road to the right of the host vehicle M1 is congested by another vehicle M2.
  • the space detection unit 21 detects a region surrounded by a broken line in FIG. 3 as the traveling space FS.
  • the traveling space FS is detected as a standby space for stopping and waiting after the host vehicle M1 makes a right turn when the other vehicle M2 traveling on the right destination road is stopped due to traffic congestion on the right turn destination road. Is done.
  • step S135 when it is determined that the traveling space FS of the host vehicle M1 at the right turn destination is not detected (step S135: NO), the process returns to step S130.
  • the traveling space FS of the host vehicle M1 is not detected.
  • the traveling space FS does not exist, even if the host vehicle M1 performs a right turn operation at the intersection Cr1, the vehicle M1 cannot enter the right turn destination road and stops in the intersection Cr1. If the lighting state of the traffic light changes in this state, there is a possibility that the path of the vehicle traveling in the opposite lane of the right turn lane may be blocked. Therefore, if step S135 is NO, the process returns to step S130 and the host vehicle M1 is kept waiting for a right turn.
  • step S135 when it is determined that the traveling space FS of the host vehicle M1 at the right turn has been detected (step S135: YES), the oncoming vehicle detection unit 30 displays information on the oncoming vehicle scheduled to travel at the intersection Cr1. It detects (step S140).
  • a plurality of oncoming vehicles M3 and M4 scheduled to travel on the intersection Cr1 are detected as an oncoming vehicle group OG.
  • the oncoming vehicle M3 is scheduled to turn right at the intersection Cr1, and the oncoming vehicle M4 is scheduled to go straight through the intersection Cr1.
  • step S140 for example, a right turn plan of the oncoming vehicle M3 and a straight ahead plan of the two oncoming vehicles M4 are detected as information on the oncoming vehicle.
  • the left turn schedule of the oncoming vehicle is not detected because there is no oncoming vehicle scheduled to turn left.
  • the oncoming vehicle detection unit 30 determines whether or not the oncoming vehicle schedule detection unit 35 has detected a left turn plan of the oncoming vehicle (step S145). In step S145, it is determined whether or not a left turn schedule of an oncoming vehicle that is estimated to be executed before the right turn of the host vehicle M1 is detected. When it is determined that the left turn schedule of the oncoming vehicle has not been detected (step S145: NO), the timing estimation unit 40 estimates the timing (right turn timing) at which the vehicle M1 can make a right turn (step S160). In this case, the timing estimation unit 40 estimates the right turn timing based on the timing when the oncoming vehicle M4 scheduled to go straight as shown in FIG. 3 passes the intersection Cr1.
  • step S165 the process returns to step S105.
  • step S145 when it is determined that the left turn schedule of the oncoming vehicle has been detected (step S145: YES), the timing estimation unit 40 has the travel space FS of the own vehicle M1 at the right turn of the own vehicle M1 after the left turn of the oncoming vehicle. It is determined whether or not there is (step S150). Step S150 is determined based on the detection result of the space detection unit 21 and the left turn schedule of the oncoming vehicle.
  • step S145 YES
  • the traveling space FS at the right turn destination of the host vehicle M1 disappears when the oncoming vehicle M5 performs a left turn. In such a case, it is determined that there is no travel space FS of the host vehicle M1 at the right turn of the host vehicle M1 after the left turn of the oncoming vehicle M5.
  • step S150 NO
  • the process returns to step S130. If the result of step S150 is NO, even if the host vehicle M1 performs a right turn operation at the intersection Cr1, the vehicle M1 cannot enter the right turn destination road and stops in the intersection Cr1. For this reason, when step S150 is NO, it returns to step S130 and makes the own vehicle M1 continue the right turn waiting.
  • the time estimation unit 36 determines that the oncoming vehicle M5 is the host vehicle M1.
  • the time required for a left turn to the right turn destination is estimated (step S155).
  • the time estimation unit 36 determines the distance and speed to the intersection Cr1 of the oncoming vehicle M5 detected by the oncoming vehicle detection unit 30, and the intersection Cr1 detected by the monitoring sensor 70 and the self-position detection device 80. Based on the size and the radius of curvature, the time until the left turn of the oncoming vehicle M5 is completed is estimated.
  • a time obtained by adding a preset time (for example, 5 seconds) to the time until the oncoming vehicle M5 reaches the intersection Cr1 calculated from the distance and speed to the intersection Cr1 of the oncoming vehicle M5. May be estimated as the time required to travel left.
  • the timing estimation unit 40 estimates the timing (right turn timing) at which the vehicle M1 can make a right turn (step S160).
  • the timing estimation unit 40 estimates the right turn timing using the time required for the left turn of the oncoming vehicle M5 estimated by the time estimation unit 36. That is, the timing estimation unit 40 estimates the timing after the left turn of the oncoming vehicle M5 is completed as the right turn timing.
  • the guiding unit 50 guides the vehicle M1 to turn right at the right turn timing estimated by the timing estimating unit 40 (step S165). After completion of step S165, the process returns to step S105.
  • the presence / absence of the travel space FS at the right turn destination of the host vehicle M1 (steps S135 and S150) and the left turn plan of the oncoming vehicle M5 (step S145) are used. Since the right turn timing of the host vehicle M1 is estimated, the right turn timing can be estimated according to the presence or absence of the traveling space FS that affects the right turn timing and the left turn plan of the oncoming vehicle M5. For this reason, the fall of the estimation precision of the right turn timing of the own vehicle M1 can be suppressed.
  • the host vehicle M1 can execute a right turn only when the traveling space FS capable of making a right turn exists at the right turn destination. For this reason, when the traveling space FS does not exist, it is possible to suppress the host vehicle M1 from starting a right turn operation, and it is possible to suppress the host vehicle M1 from entering the right turn destination road and stopping within the intersection Cr1. Further, since the right turn timing is estimated using the left turn schedule of the oncoming vehicle M5, it can be considered that the traveling space FS disappears due to the oncoming vehicle M5 turning left before the right turn of the host vehicle M1.
  • the timing estimation unit 40 estimates the right turn timing using the time required for the left turn of the oncoming vehicle M5 estimated by the time estimation unit 36, the right turn of the host vehicle M1 is executed when the left turn of the oncoming vehicle M5 is executed. It is possible to suppress the collision of the host vehicle M1 and the other vehicle M2 at the intersection Cr1. Moreover, since the time estimation part 36 estimates the time until the left turn of the oncoming vehicle M5 is completed, the right turn of the host vehicle M1 can be executed after the left turn of the oncoming vehicle M5 is completed, and the decrease in safety can be suppressed. Further, since the right turn of the host vehicle M1 is guided at the estimated right turn timing, the right turn operation of the host vehicle M1 can be executed smoothly. Moreover, since the right turn timing is estimated when the traveling scene of the host vehicle M1 is an intersection scene, the right turn timing can be estimated in a specific scene set in advance.
  • the vehicle control device 10a of the second embodiment shown in FIG. 6 is different from that of the oncoming vehicle detection unit 30 in that it includes an oncoming vehicle detection unit 30a and specific means for estimating the right turn timing. This is different from the vehicle control device 10. Since the other configuration is the same as that of the vehicle control device 10 of the first embodiment, the same reference numeral is given to the same configuration, and detailed description thereof is omitted.
  • the oncoming vehicle detection unit 30a in the vehicle control device 10a of the second embodiment includes a trajectory estimation unit 36a instead of the time estimation unit 36.
  • the trajectory estimation unit 36a estimates the travel trajectory of the oncoming vehicle M5 when the oncoming vehicle M5 travels left to the right turn of the host vehicle M1 as at least a part of the travel schedule of the oncoming vehicle M5.
  • the vehicle control process of the second embodiment shown in FIG. 7 differs from the vehicle control process of the first embodiment in that step S155a is executed instead of step S155.
  • the trajectory estimation unit 36a when it is determined that the traveling space FS of the host vehicle M1 is present at the right turn of the host vehicle M1 after the left turn of the oncoming vehicle M5 (step S150: YES), the trajectory estimation unit 36a. Estimates the traveling locus of the oncoming vehicle M5 when the oncoming vehicle M5 makes a left turn toward the right turn of the host vehicle M1 (step S155a).
  • the trajectory estimation unit 36a detects the distance and speed to the intersection Cr1 of the oncoming vehicle M5 detected by the oncoming vehicle detection unit 30, and the intersection Cr1 detected by the monitoring sensor 70 and the self-position detection device 80. Based on the size and the radius of curvature, the traveling locus of the left turn traveling of the oncoming vehicle M5 is estimated.
  • the timing estimation unit 40 estimates the right turn timing based on the travel trajectory of the left turn travel of the oncoming vehicle M5 estimated by the trajectory estimation unit 36a (step S160).
  • the right turn timing may be estimated so that the right turn operation of the host vehicle M1 is started at a timing when the traveling position of the oncoming vehicle M5 during the left turn is a predetermined position (such as a position immediately before the completion of the left turn operation).
  • the same effects as those of the vehicle control device 10 of the first embodiment are obtained.
  • the right turn timing is estimated based on the estimated traveling locus of the oncoming vehicle M5
  • the right turn operation of the own vehicle M1 can be started before the left turn operation of the oncoming vehicle M5 is completed, and the right turn of the own vehicle M1 is started. The operation can be executed more smoothly.
  • the vehicle control device 10b according to the third embodiment shown in FIG. 8 includes the vehicle according to the first embodiment in that a situation detection unit 20b is provided instead of the situation detection unit 20 and the specific means of the right turn timing estimation method. Different from the control device 10. Since the other configuration is the same as that of the vehicle control device 10 of the first embodiment, the same reference numeral is given to the same configuration, and detailed description thereof is omitted.
  • the situation detection unit 20b in the vehicle control device 10b of the third embodiment further includes a pedestrian crossing situation detection unit 22b.
  • the pedestrian crossing situation detection unit 22b detects the situation of a pedestrian crossing existing at the right turn of the host vehicle M1 (hereinafter also referred to as “pedestrian crossing situation”).
  • FIG. 9 shows a pedestrian crossing Cw existing at the right turn of the host vehicle M1 at the intersection Cr2.
  • the pedestrian crossing situation CS includes the presence / absence of a pedestrian crossing Cw, the presence / absence of a crossing person who is crossing or planning to cross the pedestrian crossing Cw, and the like.
  • Pedestrian CP, bicycle CB, etc. correspond to a crossing person. That is, the pedestrian crossing situation CS includes the situation in the vicinity of the pedestrian crossing Cw in addition to the situation in the pedestrian crossing Cw constituted by white lines or the like.
  • the pedestrian crossing situation CS may include information on the lighting state of a traffic light (not shown) for the pedestrian crossing Cw.
  • the pedestrian crossing situation CS is detected based on detection results by the monitoring sensor 70 and the self-position detection device 80.
  • the pedestrian crossing situation CS is acquired in addition to the detection result by the monitoring sensor 70 and the self-position detection device 80 or in place of the detection result by the monitoring sensor 70 and the self-position detection device 80. It may be detected based on “information”.
  • the pedestrian crossing situation detection unit 22b corresponds to a subordinate concept of the travel disturbance detection unit in the present disclosure.
  • the pedestrian crossing situation CS corresponds to a situation in which traveling at the right or left turn destination in the present disclosure is hindered and a subordinate concept of the situation at the right or left turn destination.
  • step S150 when it is determined that the travel space FS of the host vehicle M1 is present at the right turn of the host vehicle M1 after the left turn of the oncoming vehicle M5 (step S150: YES), the time estimation unit 36 Estimates the time required when the oncoming vehicle M5 makes a left turn to the right turn of the host vehicle M1 (step S155).
  • the pedestrian crossing situation detection unit 22b detects the pedestrian crossing situation CS (step S156b).
  • the time estimation unit 36 determines whether or not the oncoming vehicle M5 stops when making a left turn based on the detection result of the pedestrian crossing situation detection unit 22b (step S157b). For example, when there is a pedestrian CP or a bicycle CB crossing the pedestrian crossing Cw, it may be determined that the oncoming vehicle M5 stops when turning left. In such a case, traveling on the left side of the oncoming vehicle M5 is hindered, so there is a high possibility that the oncoming vehicle M5 will stop when making a left turn.
  • the oncoming vehicle You may determine with M5 stopping at the time of a left turn. Further, for example, when there is no pedestrian CP or bicycle CB around the pedestrian crossing Cw and the pedestrian crossing Cw, it may be determined that the oncoming vehicle M5 does not stop when turning left.
  • step S160 the timing estimation unit 40 estimates the right turn timing (step S160).
  • step S157b the time estimation unit 36 corrects the time required for the oncoming vehicle M5 to turn left (step S158b).
  • the oncoming vehicle M5 is estimated by estimating the time until the pedestrian CP or the bicycle completes passing the pedestrian crossing Cw (hereinafter also referred to as “crossing time”) and adding the crossing time to the time estimated in step S155. You may correct
  • step S158b is completed, the process proceeds to step S160.
  • the same effects as those of the vehicle control device 10 of the first embodiment can be obtained.
  • the right turn timing is estimated in consideration of the pedestrian crossing situation CS that may hinder the left turn of the oncoming vehicle M5
  • the time required for the left turn of the oncoming vehicle M5 can be corrected and the time required for the left turn of the oncoming vehicle M5 can be corrected.
  • a decrease in estimation accuracy can be suppressed. Accordingly, it is possible to further suppress a decrease in estimation accuracy of the right turn timing of the host vehicle M1.
  • the present disclosure may be applied not only to the case where the vehicle complies with the traffic regulations that determine that the vehicle runs on the left side but also the case that the vehicles comply with the traffic regulations that specify that the vehicle travels on the right side. That is, in general, the present disclosure may be applied when the host vehicle M1 makes a right / left turn across the oncoming lane.
  • step S115 and step S120 of the vehicle control process may be omitted, and the right turn timing may be estimated without executing the scene determination.
  • the scene determination unit 13 and the right turn determination unit 15 are omitted, and the timing estimation unit 40 determines whether or not it is an intersection scene and whether or not a right turn schedule at the intersection is detected.
  • the guide unit 50 may be omitted, and the operation control device 200 may function as a guide unit.
  • the vehicle control devices 10, 10 a, and 10 b may have the operation control device 200.
  • the oncoming vehicle schedule detection unit 35 includes both the time estimation unit 36 and the trajectory estimation unit 36a.
  • step S160 the time required for the left turn of the oncoming vehicle M5 and the travel trajectory of the left turn travel are integrated. And may be used to estimate the right turn timing. Even in such an aspect, the same effects as those of the above-described embodiments can be obtained.
  • step S145 the information on the last oncoming vehicle among the oncoming vehicles constituting the oncoming vehicle group OG is detected, and in step S150, it is determined whether the left turn schedule of the last oncoming vehicle is detected. Also good. Also, for example, in the vehicle control process of the third embodiment, when it is determined that the oncoming vehicle M5 stops when turning left (step S157b: YES), the timing at which the oncoming vehicle M5 starts running again after the oncoming vehicle M5 stops.
  • the right turn timing may be estimated so as to start the right turn operation of the host vehicle M1, or the right turn timing may be estimated using the travel locus of the left turn traveling of the oncoming vehicle M5. Even with such a configuration, the same effects as those of the above embodiments can be obtained.
  • the pedestrian crossing situation CS is detected (step S156b), and it is determined whether or not the oncoming vehicle M5 stops when turning left based on the pedestrian crossing situation CS (step S157b).
  • the present disclosure is not limited to this.
  • it may be determined whether or not the oncoming vehicle M5 stops at the time of a left turn based on an arbitrary situation that prevents the oncoming vehicle M5 from traveling, such as the presence or absence of an obstacle on the road. .
  • the vehicle control device 10b includes a travel disturbance detection unit that detects a situation in which the traveling of the oncoming vehicle M5 at the right or left turn is prevented, and the timing estimation unit 40 is based on the detected situation in which the traveling is prevented.
  • the timing at which the host vehicle M1 can make a right / left turn may be estimated. Even with this configuration, the same effects as those of the third embodiment can be obtained.
  • the vehicle control devices 10, 10 a, and 10 b in each of the above embodiments are mounted and used in the own vehicle M ⁇ b> 1 that can execute automatic driving and uses an engine as a power source, but the present disclosure is limited to this. Is not to be done. For example, you may mount in the vehicle which can perform only a manual driving
  • vehicle control devices 10, 10a, and 10b in the above embodiments are mounted and used in the host vehicle M1, they may be applied to a server device (not shown).
  • a server device may be provided, for example, in a data sensor including a communication device, and may control the host vehicle M1 by wireless communication performed with the host vehicle M1.
  • a vehicle control device that controls a vehicle detects a right / left turn detection unit that detects that the vehicle is going to make a right / left turn across an oncoming lane, and detects the presence / absence of a vehicle traveling space at a right / left turn destination of the vehicle.
  • a space detection unit an oncoming vehicle plan detection unit that detects a travel schedule of an oncoming vehicle that is in an oncoming lane to the right or left turn, and when a travel plan is detected, the vehicle is moved into a travel space by the oncoming vehicle traveling.
  • a timing estimation unit that estimates a timing at which the vehicle can make a right / left turn based on whether or not the traveling space disappears before reaching the vehicle. Even with such a configuration, the same effects as those of the above embodiments can be obtained.
  • a part of the configuration realized by hardware may be replaced by software, and conversely, a part of the configuration realized by software may be replaced by hardware. Also good.
  • at least one functional unit of the scene specification unit 12, the scene determination unit 13, the right turn detection unit 14, the right turn determination unit 15, the situation detection unit 20, the oncoming vehicle detection unit 30, the timing estimation unit 40, and the guidance unit 50 is included.
  • the software (computer program) can be provided in a form stored in a computer-readable recording medium.
  • Computer-readable recording medium is not limited to a portable recording medium such as a flexible disk or CD-ROM, but is also fixed to an internal storage device in a computer such as various types of RAM and ROM, or a computer such as a hard disk. It also includes an external storage device. That is, the “computer-readable recording medium” has a broad meaning including an arbitrary recording medium capable of fixing a data packet instead of temporarily.
  • the present disclosure is not limited to the above-described embodiments, and can be realized with various configurations without departing from the spirit of the present disclosure.
  • the technical features in the embodiments corresponding to the technical features in the embodiments described in the summary section of the invention are intended to solve part or all of the above-described problems or to achieve one of the above-described effects. In order to achieve part or all, replacement or combination can be appropriately performed. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

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PCT/JP2019/021576 2018-06-06 2019-05-30 車両制御装置 Ceased WO2019235358A1 (ja)

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JP2022171071A (ja) * 2021-04-30 2022-11-11 日野自動車株式会社 車両制御装置
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JP2006268414A (ja) * 2005-03-24 2006-10-05 Fujitsu Ten Ltd 運転支援装置
JP2008015670A (ja) * 2006-07-04 2008-01-24 Denso Corp 交差点通過所要時間出力装置および交差点通過所要時間出力用プログラム
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