WO2021074659A1

WO2021074659A1 - Driving assistance method and driving assistance device

Info

Publication number: WO2021074659A1
Application number: PCT/IB2019/001219
Authority: WO
Inventors: 南里卓也; 方芳
Original assignee: 日産自動車株式会社; ルノーエス．ア．エス．
Priority date: 2019-10-18
Filing date: 2019-10-18
Publication date: 2021-04-22

Abstract

A driving assistance method in which a host vehicle (1) is stopped at a location which is a prescribed distance in front of a stopping target (50) ahead of the host vehicle (1) in an advancing direction of the host vehicle, wherein: it is estimated whether the forward path of another vehicle (53), which is any of a following vehicle, an intersecting vehicle, or a neighboring vehicle, is different from the forward path of the host vehicle (1); it is determined whether a future travel orbit of the other vehicle (53) will interfere with the host vehicle (1); and, when the host vehicle (1) stops or attempts to stop at the stopping target (50), a prescribed distance in a case in which the forward path of the other vehicle (53) and the forward path of the host vehicle (1) are different and the traveling orbit of the other vehicle (53) will interfere with the host vehicle (1) is set as a shorter distance than a prescribed distance in a case in which the forward path of the other vehicle (53) and the forward path of the host vehicle (1) are the same, or in which the travel orbit of the other vehicle (53) will not interfere with the host vehicle (1).

Description

Driving support method and driving support device

The present invention relates to a driving support method and a driving support device.

In recent years, various technologies have been proposed to assist the driver in driving a vehicle. For example, in Patent Document 1 below, the position of the own vehicle stopped at the stop line is determined by the oncoming vehicle based on the travel path of the oncoming vehicle approaching the own vehicle by turning left or right at the intersection in front of the own vehicle. Described is an automatic driving support device that moves an oncoming vehicle to a retreat location where the position on the traveling path of the oncoming vehicle and the position of the own vehicle do not overlap when it is determined to interfere.

Japanese Unexamined Patent Publication No. 2016-031570

However, other vehicles whose running is hindered by the stopped own vehicle are not limited to oncoming vehicles. For example, even if the vehicle is following, a crossing vehicle that runs or stops in a lane that intersects the driving lane of the own vehicle, or an adjacent vehicle that runs or stops in an adjacent lane, the course may be blocked by the stopped own vehicle. ..
In particular, when the course of the other vehicle is different from the course of the own vehicle, it is necessary for the other vehicle to stop due to the same cause as the cause of the stop of the own vehicle (for example, traffic jam in the driving lane of the own vehicle or waiting for a traffic light). There is no risk of obstructing the course of these other vehicles, which may hinder smooth traffic.
The present invention has been made by paying attention to the above-mentioned problems of the prior art, and is smooth when the own vehicle is stopped in a driving scene in which a following vehicle, a crossing vehicle, or an adjacent vehicle traveling on a course different from the own vehicle exists. The purpose is to contribute to good traffic.

According to one aspect of the present invention, there is provided a driving support method for stopping the own vehicle at a position a predetermined distance before the stop target in front of the own vehicle. In this driving support method, it is predicted whether or not the course of another vehicle, which is a following vehicle, a crossing vehicle, or an adjacent vehicle, is different from the course of the own vehicle, and the traveling track of the other vehicle interferes with the own vehicle. When the own vehicle is stopped or is about to stop with respect to the stop target, the course of the other vehicle is different from the course of the own vehicle, and the traveling track of the other vehicle is different from that of the own vehicle. The predetermined distance in the case of interference is set to be the same as the course of the other vehicle and the course of the own vehicle, or shorter than the predetermined distance in the case where the traveling track of the other vehicle does not interfere with the own vehicle.

According to one embodiment of the present invention, it is possible to contribute to smooth traffic when the own vehicle is stopped in a driving scene in which a following vehicle, a crossing vehicle, or an adjacent vehicle traveling on a course different from the own vehicle is present around the own vehicle.
The objects and advantages of the present invention are embodied and achieved by using the elements and combinations thereof shown in the claims. It should be understood that both the general description above and the detailed description below are merely illustrations and explanations and do not limit the invention as in the claims.

It is a schematic block diagram of the driving support device of an embodiment. It is explanatory drawing of an example of the driving support method of embodiment. It is a block diagram which shows an example of the functional structure of the driving support device in embodiment. It is explanatory drawing of another example in the case where the traveling track of the following vehicle which has a different course from the own vehicle interferes with the own vehicle. It is explanatory drawing of an example of the case where the traveling track of an intersecting vehicle having a different course from the own vehicle interferes with the own vehicle. It is explanatory drawing of an example of the case where the traveling track of an adjacent vehicle having a different course from the own vehicle interferes with the own vehicle. It is a flowchart of an example of the driving support method of an embodiment. It is a flowchart of an example of the operation of the stop reference setting part.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(Constitution)
The own vehicle 1 includes a driving support device 10 that provides driving support for the own vehicle 1. The driving support device 10 detects the self-position which is the current position of the own vehicle 1 and supports the driving of the own vehicle 1 based on the detected self-position.
For example, the driving support device 10 supports driving by performing autonomous driving control that automatically drives the own vehicle 1 without the driver's involvement, based on the detected self-position and the surrounding driving environment. It should be noted that the driving operation related to the traveling of the own vehicle 1 may be partially supported, such as controlling only the steering angle or only the acceleration / deceleration based on the estimated self-position and the surrounding traveling environment.
Further, the driving support may include the output of information (message) prompting the driver to perform a steering operation, an acceleration operation, and a deceleration operation.

The driving support device 10 includes an object sensor 11, a vehicle sensor 12, a positioning device 13, a map database 14, a communication device 15, a navigation system 17, a controller 18, an actuator 19, and a notification device 20. In the drawings, the map database is referred to as "map DB".
The object sensor 11 is a plurality of different types that detect an object in the vicinity of the own vehicle 1, such as a laser radar, a millimeter-wave radar, a camera, and a LIDAR (Light Detection and Ranger) mounted on the own vehicle 1. It is equipped with an object detection sensor.

The vehicle sensor 12 is mounted on the own vehicle 1 and detects various information (vehicle signals) obtained from the own vehicle 1. The vehicle sensor 12 includes, for example, a vehicle speed sensor that detects the traveling speed (vehicle speed) of the own vehicle 1, a wheel speed sensor that detects the rotation speed of each tire included in the own vehicle 1, and an acceleration in the three axial directions of the own vehicle 1. 3-axis accelerometer (G sensor) that detects deceleration), steering angle sensor that detects steering angle (including steering angle), gyro sensor that detects angular speed generated in own vehicle 1, yaw rate that detects yaw rate It includes a sensor, an accelerator sensor that detects the accelerator opening of the own vehicle, and a brake sensor that detects the amount of brake operation by the driver.

The positioning device 13 includes a global positioning system (GNSS) receiver, receives radio waves from a plurality of navigation satellites, and measures the current position of the own vehicle 1. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver or the like. The positioning device 13 may be, for example, an inertial navigation system.
The map database 14 may store high-precision map data (hereinafter, simply referred to as “high-precision map”) suitable as a map for automatic driving. The high-precision map is map data with higher accuracy than the map data for navigation (hereinafter, simply referred to as "navigation map"), and includes lane-based information that is more detailed than road-based information.

For example, in a high-precision map, lane-based information includes lane node information indicating a reference point on a lane reference line (for example, a central line in a lane) and lane link information indicating a lane section mode between lane nodes. including.
The lane node information includes the identification number of the lane node, the position coordinates, the number of connected lane links, and the identification number of the connected lane links. The lane link information includes the identification number of the lane link, the type of lane, the width of the lane, the type of the lane boundary line, the shape of the lane, the shape of the lane dividing line, and the shape of the lane reference line. High-precision maps also include the types and position coordinates of features such as traffic lights, stop lines, signs, buildings, utility poles, curbs, and pedestrian crossings that exist on or near the lane, and lane nodes that correspond to the position coordinates of the features. Includes feature information such as identification numbers for lane links and identification numbers for lane links.

Since the high-precision map includes node and link information for each lane, it is possible to identify the lane in which the own vehicle 1 travels on the traveling route. The high-precision map has coordinates that can represent positions in the extending direction and the width direction of the lane. A high-precision map has coordinates (for example, longitude, latitude, and altitude) that can represent a position in three-dimensional space, and a lane or the above-mentioned feature may be described as a shape in three-dimensional space.
The communication device 15 performs wireless communication with an external communication device of the own vehicle 1. The communication method by the communication device 15 may be, for example, wireless communication by a public mobile phone network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.

The navigation system 17 recognizes the current position of the own vehicle by the positioning device 13, and acquires the map information at the current position from the map database 14. The navigation system 17 sets a travel route to the destination input by the occupant, and guides the occupant according to the travel route.
Further, the navigation system 17 outputs the information of the set traveling route to the controller 18. When performing autonomous driving control, the controller 18 automatically drives the own vehicle so as to travel along the traveling route set by the navigation system 17.

The controller 18 is an electronic control unit (ECU: Electronic Control Unit) that controls the driving support of the own vehicle 1. The controller 18 includes a processor 21 and peripheral components such as a storage device 22. The processor 21 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).
The storage device 22 may include a semiconductor storage device, a magnetic storage device, an optical storage device, and the like. The storage device 22 may include a memory such as a register, a cache memory, a ROM (Read Only Memory) and a RAM (Random Access Memory) used as a main storage device.

The function of the controller 18 described below is realized, for example, by the processor 21 executing a computer program stored in the storage device 22.
The controller 18 may be formed by dedicated hardware for executing each information processing described below.
For example, the controller 18 may include a functional logic circuit set in a general-purpose semiconductor integrated circuit. For example, the controller 18 may have a programmable logic device (PLD: Programmable Logic Device) such as a field programmable gate array (FPGA: Field-Programmable Gate Array).

The actuator 19 operates the steering wheel, accelerator opening degree, and braking device of the own vehicle in response to the control signal from the controller 18 to generate the vehicle behavior of the own vehicle. The actuator 19 includes a steering actuator, an accelerator opening actuator, and a brake control actuator. The steering actuator controls the steering direction and steering amount of the steering of the own vehicle. The accelerator opening actuator controls the accelerator opening of the own vehicle. The brake control actuator controls the braking operation of the brake device of the own vehicle.
The notification device 20 is an information output device that outputs information (for example, a message prompting a steering operation, an acceleration operation, and a deceleration operation) presented by the controller 18 to the driver for driving assistance. The notification device 20 may include, for example, a display device that outputs visual information, a lamp or a meter, or a speaker that outputs audio information.

Next, an example of driving support control by the controller 18 will be described. In the present specification, attention is paid to the driving support control for stopping the own vehicle 1 at a position predetermined distance before the stop target in front of the own vehicle 1.
See FIG. Now, it is assumed that the preceding vehicle 50 of the own vehicle 1 is the stop target. The controller 18 performs driving support control for stopping the own vehicle 1 at a position in front of the preceding vehicle 50 by a predetermined distance d in the traveling direction of the own vehicle 1.

For example, when traveling following the preceding vehicle 50 by ACC (Adaptive Cruise Control) or the like, the controller 18 controls the inter-vehicle distance D with the preceding vehicle 50 according to the speed. For example, the controller 18 controls the inter-vehicle distance D with the preceding vehicle 50 based on the following equation.
Inter-vehicle distance D = α × V + d

Here, the constant α is a predetermined inter-vehicle time, the variable V is the vehicle speed of the own vehicle 1, and the predetermined distance d is a margin. The predetermined distance d is provided for safety in order to prevent the inter-vehicle distance D from becoming too small due to an error of a sensor or the like, especially in a high speed range.
When the preceding vehicle 50 is stopped or is trying to stop at a very low speed, the vehicle speed V of the own vehicle 1 following the stop is zero or close to zero. Therefore, the inter-vehicle distance D is substantially the same as the predetermined distance d. That is, the controller 18 stops the own vehicle 1 at a position in front of the preceding vehicle 50 by a predetermined distance d.

In the example of FIG. 2, since the traffic light 51 in front represents a stop indication, the preceding vehicle 50 is stopped or is about to stop, and the own vehicle 1 following the preceding vehicle 50 and going straight in the lane 52. Is stopped or is about to stop.
On the other hand, the course 54 of the other vehicle 53, which is the following vehicle, is a left turn to the side road 55, which is different from the course of the own vehicle 1. Therefore, the other vehicle 53 does not have to wait for the display of the traffic light 51 to change. However, if the future traveling track of the other vehicle 53 (hereinafter, simply referred to as the traveling track) interferes with the own vehicle 1, the other vehicle 53 may travel due to the own vehicle 1 that has stopped or is about to stop. It is necessary to wait for the cause of the stop of the own vehicle 1 (in this case, the stop indication of the traffic light 51) to be resolved. As a result, smooth traffic is hindered.

Therefore, the controller 18 predicts whether or not the course of the other vehicle 53 and the course of the own vehicle 1 are different, and determines whether or not the traveling track of the other vehicle 53 interferes with the own vehicle 1. When the own vehicle 1 is stopped or is about to stop with respect to the stop target, the controller 18 uses that the course of the other vehicle 53 is different from the course of the own vehicle 1 and the traveling track of the other vehicle 53 is the own vehicle 1. The predetermined distance d when interfering with the own vehicle 1 is set shorter than when the course of the other vehicle 53 and the course of the own vehicle 1 are the same or the traveling track of the other vehicle 53 does not interfere with the own vehicle 1.

As a result, the own vehicle 1 approaches the preceding vehicle 50 and moves to the position of the broken line 56. As a result, the other vehicle 53 can turn left on the side road 55 before the cause of the stop of the own vehicle 1 is resolved. Therefore, the waiting time of the other vehicle 53 is reduced. In addition, the waiting time of the following vehicle of the other vehicle 53 is also reduced. As a result, smooth traffic around the own vehicle 1 can be realized.

Even when the predetermined distance d is set as the margin in the above-mentioned traveling following the preceding vehicle, the predetermined distance d is set according to the high-speed range as described above. Therefore, there is no problem even if the predetermined distance d is shortened in a very low speed range where the vehicle is stopped or is about to stop.
Further, in FIG. 2, an example in which the stop target is the preceding vehicle 50 has been described, but the same effect can be obtained even if the stop target is the stop line.

The function of the controller 18 will be described in detail with reference to FIG. The controller 18 includes an object detection unit 30, an own vehicle position estimation unit 31, a map acquisition unit 32, a detection integration unit 33, an object tracking unit 34, a map position calculation unit 35, and a stop reference setting unit 36. , Own vehicle route generation unit 37 and vehicle control unit 38.
The object detection unit 30 detects the position, posture, size, speed, and the like of an object around the own vehicle 1, such as a vehicle, a motorcycle, a pedestrian, or an obstacle, based on the detection signal of the object sensor 11. The object detection unit 30 outputs a detection result representing a two-dimensional position, posture, size, speed, etc. of an object in, for example, a zenith view (also referred to as a plan view) in which the own vehicle 1 is viewed from the air.

The own vehicle position estimation unit 31 determines the absolute position of the own vehicle 1, that is, the position of the own vehicle 1 with respect to a predetermined reference point, based on the measurement result by the positioning device 13 and the odometry using the detection result from the vehicle sensor 12. , Measure posture and speed.
The map acquisition unit 32 acquires map information indicating the structure of the road on which the own vehicle 1 travels from the map database 14. The map acquisition unit 32 may acquire map information from an external map data server by the communication device 15.

The detection integration unit 33 integrates a plurality of detection results obtained by the object detection unit 30 from each of the plurality of object detection sensors, and outputs one two-dimensional position, posture, size, speed, etc. for each object. To do. Specifically, from the behavior of the object obtained from each of the object detection sensors, the most rational behavior of the object with the least error is calculated in consideration of the error characteristics of each object detection sensor.
Specifically, by using a known sensor fusion technique, the detection results acquired by a plurality of types of sensors are comprehensively evaluated to obtain more accurate detection results.

The object tracking unit 34 tracks the object detected by the object detecting unit 30. Specifically, based on the detection result integrated by the detection integration unit 33, the identity of the object between different times is verified (associated) from the behavior of the objects output at different times, and the same is performed. Based on the association, the behavior such as the velocity of the object is predicted.

The position calculation unit 35 in the map estimates the position and posture of the own vehicle 1 on the map from the absolute position of the own vehicle 1 obtained by the own vehicle position estimation unit 31 and the map information acquired by the map acquisition unit 32. To do.
Further, the position calculation unit 35 in the map identifies the road on which the own vehicle 1 is traveling and the lane in which the own vehicle 1 is traveling on the road.

The stop reference setting unit 36 is based on the detection results obtained by the detection integration unit 33 and the object tracking unit 34 and the position of the own vehicle 1 specified by the position calculation unit 35 in the map. Predict the movement of the object. The stop reference setting unit 36 sets the above-mentioned predetermined distance d, which is a stop reference for controlling the own vehicle 1 to be stopped at the stop target according to the movement of another object.

The stop reference setting unit 36 includes a own vehicle state determination unit 40, a surrounding vehicle detection unit 41, a surrounding vehicle course prediction unit 42, a course difference determination unit 43, and a reference change unit 44.
Based on the vehicle speed of the own vehicle 1, the own vehicle state determination unit 40 determines whether the own vehicle 1 is stopped or is decelerating to stop with respect to the stop target in front of the own vehicle 1.
The surrounding vehicle detection unit 41 extracts another vehicle 53 from the objects existing around the own vehicle 1. The other vehicle 53 intersects with a following vehicle traveling or stopping behind the own vehicle 1, an adjacent vehicle traveling or stopping in an adjacent lane adjacent to the traveling lane of the own vehicle, and a traveling lane of the own vehicle 1. Includes crossing vehicles running or stopped in the lane.

The surrounding vehicle course prediction unit 42 predicts the course of another vehicle 53 detected by the surrounding vehicle detection unit 41.
For example, the surrounding vehicle course prediction unit 42 predicts the course of the other vehicle 53 based on the lighting of the direction indicator of the other vehicle 53. As a result, the surrounding vehicle course prediction unit 42 can accurately predict the course of the other vehicle 53 even if the own vehicle 1 and the other vehicle 53 are separated from each other.

Further, for example, the surrounding vehicle course prediction unit 42 predicts the course of the other vehicle 53 based on whether or not the distance between the own vehicle 1 and the other vehicle 53 is smaller than the threshold value. This is because the course of the other vehicle 53 and the course of the own vehicle 1 are different, and when the own vehicle 1 that is stopped or is about to stop is obstructing the course of the other vehicle 53, the driver of the other vehicle 53 This is because the other vehicle 53 may be brought closer to the own vehicle 1 in an attempt to pass through between the own vehicle 1 and surrounding objects.

Alternatively, the other vehicle 53 may be brought closer to the own vehicle 1 in an attempt to show the driver of the own vehicle 1 the intention to pass between the own vehicle 1 and surrounding objects.
In this way, the surrounding vehicle course prediction unit 42 predicts that the course of the other vehicle 53 is different from the course of the own vehicle 1 based on the short distance between the own vehicle 1 and the other vehicle 53. it can.
Further, for example, the surrounding vehicle course prediction unit 42 can predict the course of the other vehicle 53 based on the behavior of the other vehicle 53 detected by the object tracking unit 34.

Further, the surrounding vehicle course prediction unit 42 predicts the traveling track of the other vehicle 53 based on the predicted course and the map information of the other vehicle 53, and whether or not the traveling track of the other vehicle 53 interferes with the own vehicle 1. Is determined. For example, the surrounding vehicle course prediction unit 42 determines that the traveling track of the other vehicle 53 interferes with the own vehicle 1 when the traveling area of the other vehicle 53 traveling on the predicted traveling track interferes with the own vehicle 1. Good. The surrounding vehicle course prediction unit 42 may calculate, for example, a region sandwiched between the predicted track on which the left end of the other vehicle 53 passes and the predicted track on which the right end passes as a traveling area.

The course difference determination unit 43 predicts whether or not the course of the other vehicle 53 and the course of the own vehicle 1 are different based on the prediction result of the surrounding vehicle course prediction unit 42.
If the course of the other vehicle 53 and the course of the own vehicle 1 are not different, the other vehicle 53 cannot proceed unless the cause of the stop of the own vehicle 1 is resolved like the own vehicle 1, so the predetermined distance d is shortened. The effect of approaching the stop target and creating space for the other vehicle 53 is small. Therefore, it is determined whether or not the effect of approaching the stop target can be expected by shortening the predetermined distance d.

When the own vehicle 1 is stopped or is about to stop with respect to the stop target, the reference changing unit 44 has a different course from the other vehicle 53 and a different course from the own vehicle 1, and the traveling track of the other vehicle 53 is self-propelled. When it interferes with the vehicle 1, the predetermined distance d is changed.
Specifically, a smaller predetermined distance d is set as compared with the case where the course of the other vehicle 53 and the course of the own vehicle 1 are the same or the traveling track of the other vehicle 53 does not interfere with the own vehicle 1.

As a result, the own vehicle 1 is controlled to stop at a position closer to the stop target, and a space for the course of the other vehicle 53 can be provided. As a result, the waiting time of the other vehicle 53, which has been blocked if the own vehicle 1 does not approach the stop target, can be significantly shortened.
For example, as shown in FIG. 2, when the own vehicle 1 is following the preceding vehicle 50 and is stopped before the entrance of the side road 55 or is about to stop by the preceding vehicle following control, it is the following vehicle. It is assumed that another vehicle 53 tries to enter the side road 55 and turns on the turn signal. Alternatively, it is assumed that the own vehicle 1 stops before the entrance of the side road 55, and another vehicle 53 approaches the own vehicle 1 in order to enter the side road 55.

In this way, when the own vehicle 1 is stopped or is about to stop with respect to the preceding vehicle 50 which is the stop target, the course of the other vehicle 53 and the course of the own vehicle 1 are different, and the other vehicle 53 is traveling. When the track interferes with the own vehicle 1, the predetermined distance d is shortened to stop the own vehicle 1 at a position 56 close to the preceding vehicle 50.
As a result, since the space for the path for the other vehicle 53 to enter the side road 55 is freed, the other vehicle 53 can enter the side road 55 without waiting for the preceding vehicle 50 to start, and the other vehicle 53 waits. You can save a lot of time. If the following vehicle of the other vehicle 53 is also about to enter the side road 55, the waiting time of the following vehicle can be reduced.

The reference changing unit 44 changes the target lateral position for stopping the own vehicle as a stop reference for controlling the stop of the own vehicle 1 with respect to the stop target, instead of or in addition to shortening the predetermined distance d. You may. That is, the position of the own vehicle (stop reference) when the vehicle 1 is stopped with respect to the stop target is set to a predetermined position (target lateral position) in the lane width direction at a predetermined distance d before the stop target. When the course of the vehicle 53 and the course of the own vehicle 1 are different and the traveling track of the other vehicle 53 interferes with the own vehicle 1, the predetermined distance d is shortened and the predetermined distance d is shortened in the lane width direction. A predetermined position (target horizontal position) may be changed.
Specifically, the target lateral position may be moved in the direction opposite to the course of the other vehicle 53. In the example of FIG. 2, the target lateral position is moved in the direction opposite to the side road 55 on which the other vehicle 53 is about to enter. As a result, the space for the path for the other vehicle 53 to enter the side road 55 can be opened, and the other vehicle 53 can enter the side road 55 without waiting for the preceding vehicle 50 to start.

See FIG. In this example, the preceding vehicle 50 is about to turn right at the intersection 61 and enter the intersection road 62. The own vehicle 1 follows the preceding vehicle 50. The paths of the own vehicle 1 and the preceding vehicle 50 are indicated by the alternate long and short dash line 60.
Further, the preceding vehicle 50 has entered the right turn dedicated lane and has stopped or is about to stop. Therefore, the own vehicle 1 enters the right turn dedicated lane with the preceding vehicle 50 as the stop target, and is stopped or is about to stop without completely entering the right turn dedicated lane.

In this case, if the course of the other vehicle 53, which is the following vehicle, is straight as shown by the alternate long and short dash line 63, the own vehicle 1 hinders the traveling.
At this time, let's go straight with the other vehicle 53 not turning on the turn signal, not approaching the right side of the lane, or the own vehicle 1 being stopped and the other vehicle 53 approaching the own vehicle 1. In this case, the surrounding vehicle course prediction unit 42 predicts that the other vehicle 53 is about to go straight, and determines that the traveling track of the other vehicle 53 interferes with the own vehicle 1. The course difference determination unit 43 determines that the course 60 of the own vehicle 1 turning right at the intersection 61 and the course 63 of the other vehicle 53 going straight are different.

The reference changing unit 44 shortens the predetermined distance d and stops the own vehicle 1 at the position 64 approaching the preceding vehicle 50. Alternatively, the lateral position with respect to the preceding vehicle 50 is shifted to the right side in the opposite direction of the course 63 of the other vehicle 53 that is going to pass the left side of the own vehicle 1. As a result, it is possible to leave a space for the course on which the other vehicle 53 goes straight, and it becomes possible to go straight on the intersection 61 without waiting for the preceding vehicle 50 to start.

See FIG. In this example, the own vehicle 1 follows the preceding vehicle 50 on the lane 71. The preceding vehicle 50 is stopped or is about to stop due to the stop indication of the traffic light 70, and the own vehicle 1 is stopped or is about to stop with the preceding vehicle 50 as the stop target by the preceding vehicle following control. There is. As a result, the own vehicle 1 blocks the lane 72 that intersects the lane 71.
In this case, the crossing vehicle, which is another vehicle 53, travels in the lane 72 and approaches from the left to try to go straight on the route 73 indicated by the alternate long and short dash line 74, or to follow the route indicated by the alternate long and short dash line 74 and turn right to lane. If you try to enter the oncoming lane 75 of 71, your vehicle 1 will hinder your travel.

At this time, if the other vehicle 53 does not turn on the turn signal, the surrounding vehicle course prediction unit 42 predicts that the other vehicle 53 is going straight, and the traveling track of the other vehicle 53 is the own vehicle 1. It is determined that it interferes with. The course difference determination unit 43 determines that the course of the own vehicle 1 going straight in the lane 71 and the course 73 of the other vehicle 53 going straight in the lane 72 are different.

Further, when the other vehicle 53 lights the right direction indicator, the surrounding vehicle course prediction unit 42 predicts that the other vehicle 53 is about to turn right, and the traveling track of the other vehicle 53 is the own vehicle. It is determined that it interferes with 1. The course difference determination unit 43 determines that the course of the own vehicle 1 going straight in the lane 71 and the course 73 of the other vehicle 53 that turns right and enters the oncoming lane 75 are different.

The reference changing unit 44 shortens the predetermined distance d and stops the own vehicle 1 at a position 76 close to the preceding vehicle 50. Alternatively, the reference changing unit 44 lengthens the predetermined distance d to increase the inter-vehicle distance from the preceding vehicle 50. As a result, the other vehicle 53 can make a space for a course to go straight in the lane 72, and can go straight without waiting for the preceding vehicle 50 to start.
Alternatively, the other vehicle 53 can turn right to make space for a course to enter the oncoming lane 75, and can enter the oncoming lane 75 without waiting for the preceding vehicle 50 to start.

See FIG. In this example, the own vehicle 1 follows the preceding vehicle 50 on the lane 81. The preceding vehicle 50 has stopped or is about to stop due to the stop indication of the traffic light 80, and the own vehicle 1 has stopped or is about to stop with the preceding vehicle 50 as the stop target by the preceding vehicle following control. .. As a result, the own vehicle 1 blocks the entrance to the side road 84.
In this case, if another vehicle 53, which is an adjacent vehicle traveling in the adjacent lane 82 adjacent to the lane 81, tries to enter the side road 84 along the route 83 indicated by the alternate long and short dash line, the traveling is hindered by the own vehicle 1. Become.

At this time, the other vehicle 53 shows the behavior that the left direction indicator is lit, or the own vehicle 1 is stopped, and the other vehicle 53 approaches the own vehicle 1 and tries to enter the side road 84. If so, the surrounding vehicle course prediction unit 42 predicts that the other vehicle 53 is about to enter the side road 84, and determines that the traveling track of the other vehicle 53 interferes with the own vehicle 1. The course difference determination unit 43 determines that the course of the own vehicle 1 traveling straight in the lane 81 and the course 83 of the other vehicle 53 entering the side road 84 are different.
The reference changing unit 44 shortens the predetermined distance d and stops the own vehicle 1 at a position 85 close to the preceding vehicle 50. Alternatively, the reference changing unit 44 lengthens the predetermined distance d to increase the inter-vehicle distance from the preceding vehicle 50. As a result, it is possible to make space for the course for the other vehicle 53 to enter the side road 84, and the preceding vehicle 50 can go straight without waiting for the start.

See FIG. The own vehicle route generation unit 37 generates a target travel route and a speed profile of the own vehicle 1 so as to travel along the traveling lane of the own vehicle 1 according to traffic rules without colliding with other vehicles.
At this time, the own vehicle route generation unit 37 generates the target travel route and the speed profile based on the stop reference (that is, the predetermined distance d and the target lateral position) set by the stop reference setting unit 36.
Specifically, the own vehicle route generation unit 37 generates a target travel route and a speed profile for stopping the own vehicle at a position d before a predetermined distance d from the stop target.
Alternatively, the target traveling route and speed profile for stopping the own vehicle at the target lateral position set by the stop reference setting unit 36 are generated.

The vehicle control unit 38 drives the actuator 19 so that the own vehicle 1 travels on the target traveling track at a speed according to the speed profile generated by the own vehicle route generation unit 37.
For example, when the stop reference setting unit 36 shortens the predetermined distance d to increase the distance to the position where the own vehicle 1 is stopped, the brake control actuator as the control drive device is controlled to weaken the braking force.

Further, for example, when the predetermined distance d is shortened when the own vehicle 1 is stopped and it becomes necessary to approach the stop target, the accelerator opening actuator and the brake control actuator as the control drive device are controlled. The stop position of the own vehicle 1 is changed.
When the target lateral position is changed, the steering actuator is controlled to stop the own vehicle 1 at the changed target lateral position.
The travel control of the vehicle control unit 38 does not necessarily require a target travel track and a speed profile. For example, braking control, acceleration control, and steering control based on the relative distance of the own vehicle 1 from the stop target are also possible.

The stop reference setting unit 36 may output information for driving support of a predetermined driving action from the notification device 20 and present it to the driver based on the set stop reference.
For example, in the example of FIG. 2, a message urging the own vehicle 1 to approach the preceding vehicle 50 and stop may be output so as not to obstruct the course of the other vehicle 53 entering the side road 55. Alternatively, a message prompting the owner vehicle 1 to stop away from the side road 55 may be output.
Further, in the example of FIG. 4, a message urging the own vehicle 1 to approach the preceding vehicle 50 and stop may be output so as not to obstruct the course of the other vehicle 53 traveling straight. Alternatively, a message urging the own vehicle 1 to stop away from the straight-ahead dedicated lane may be output.

In the example of FIG. 5, a message urging the own vehicle 1 to stop approaching or moving away from the preceding vehicle 50 may be output so as not to obstruct the course of the other vehicle 53 which is an intersecting vehicle.
Further, in the example of FIG. 6, a message urging the own vehicle 1 to be brought closer to or further away from the preceding vehicle 50 and stopped may be output so as not to obstruct the course of the other vehicle 53 entering the side road 84.

(motion)
Next, an example of the operation of the driving support device 10 in the embodiment will be described with reference to FIG. 7.
In step S1, the object detection unit 30 detects the position, posture, size, speed, and the like of the object around the own vehicle 1 by using a plurality of object detection sensors.
In step S2, the detection integration unit 33 integrates a plurality of detection results obtained by the object detection unit 30 from each of the plurality of object detection sensors, and one two-dimensional position, posture, size, and velocity for each object. Etc. are output. The object tracking unit 34 tracks each detected and integrated object, and predicts the behavior of the objects around the own vehicle 1.

In step S3, the own vehicle position estimation unit 31 measures the position, posture, and speed of the own vehicle 1 with respect to a predetermined reference point based on the measurement result by the positioning device 13 and the odometry using the detection result from the vehicle sensor 12. To do.
In step S4, the map acquisition unit 32 acquires map information indicating the structure of the road on which the own vehicle 1 travels.
In step S5, the position calculation unit 35 in the map estimates the position and posture of the own vehicle 1 on the map from the position of the own vehicle 1 measured in step S3 and the map data acquired in step S4.

In step S6, the stop reference setting unit 36 sets a stop reference (that is, a predetermined distance d or a target lateral position) for controlling the stop target to stop the own vehicle 1 according to the movement of another object detected in step S2. Set.
The stop reference setting process by the stop reference setting unit 36 will be described later with reference to FIG.
In step S7, the own vehicle route generation unit 37 generates the target travel route and speed profile of the own vehicle 1 so as to travel along the traveling lane of the own vehicle 1 according to the traffic rules without colliding with other vehicles.

At this time, the own vehicle route generation unit 37 generates a target traveling route and a speed profile based on the stop reference set by the stop reference setting unit 36.
In step S8, the vehicle control unit 38 controls the actuator 19 so that the own vehicle 1 travels according to the target traveling track and the speed profile generated in step S7, and drives the own vehicle 1.

With reference to FIG. 8, a process in which the stop reference setting unit 36 sets the stop reference in step S6 will be described.
In step S10, the own vehicle state determination unit 40 of the stop reference setting unit 36 determines whether the own vehicle 1 is stopped or decelerated to stop with respect to the stop target in front of the own vehicle 1.
When the own vehicle 1 is stopped or decelerating to stop (S11: Y), the process proceeds to step S12. When the own vehicle 1 is neither stopped nor decelerated (S11: N), the process ends.

In step S12, the surrounding vehicle detection unit 41 extracts the other vehicle 53 from the objects existing around the own vehicle 1. When the other vehicle 53 exists around the own vehicle 1 (S13: Y), the process is a step. Proceed to S14. When there is no other vehicle 53 around the own vehicle 1 (S13: N), the process ends.

In step S14, the surrounding vehicle course prediction unit 42 predicts the course of the other vehicle 53 detected by the surrounding vehicle detection unit 41.
In step S15, the course difference determination unit 43 predicts whether or not the course of the other vehicle 53 and the course of the own vehicle 1 are different. When the course of the other vehicle 53 and the course of the own vehicle 1 are different (S15: Y), the process proceeds to step S16. When the course of the other vehicle 53 and the course of the own vehicle 1 are not different (S15: N), the process proceeds to step S18.

In step S16, the surrounding vehicle course prediction unit 42 determines whether or not the traveling track of the other vehicle 53 interferes with the own vehicle 1.
When the traveling track of the other vehicle 53 interferes with the own vehicle 1 (S16: Y), the process proceeds to step S17. When the traveling track of the other vehicle 53 does not interfere with the own vehicle 1, the process proceeds to step S18 (S16: N).

In step S17, the reference changing unit 44 changes the stop reference. For example, the reference changing unit 44 shortens the predetermined distance d more than when the course of the other vehicle 53 and the course of the own vehicle 1 are the same or the traveling track of the other vehicle 53 does not interfere with the own vehicle 1. In addition to or instead of this, the reference changing unit 44 moves the target lateral position at which the own vehicle 1 is stopped at the stop target in the direction opposite to the course of the other vehicle 53.
In step S18, the stop reference setting unit 36 determines whether or not the processes of steps S10 to S17 have been performed for all other vehicles around the own vehicle 1. If steps S10 to S17 have not been performed for all the other vehicles, the other vehicles that have not been processed are selected as the processing target, and the processing returns to step S14. When steps S10 to S17 are performed for all the other vehicles, the stop reference setting process is completed, and the process proceeds to step S7 in FIG.

(Effect of embodiment)
(1) The driving support device 10 executes driving support control for stopping the own vehicle 1 at a position d before the predetermined distance d in the traveling direction of the own vehicle with respect to the stop target in front of the own vehicle 1. The course difference determination unit 43 predicts whether or not the course of the other vehicle 53, which is any of the following vehicle, the crossing vehicle, or the adjacent vehicle, and the course of the own vehicle 1 are different. The surrounding vehicle course prediction unit 42 determines whether or not the future traveling track of the other vehicle 53 interferes with the own vehicle 1. When the own vehicle is stopped or is about to stop with respect to the stop target, the reference changing unit 44 determines that the course of the other vehicle 53 is different from the course of the own vehicle 1 and the traveling track of the other vehicle 53 is the own vehicle. The predetermined distance d when interfering with 1 is set to be shorter than when the course of the other vehicle 53 and the course of the own vehicle 1 are the same or the traveling track of the other vehicle 53 does not interfere with the own vehicle 1.

As a result, it is possible to make space for the course of the other vehicle 53 before the cause of the stop of the own vehicle 1 is eliminated. Therefore, the waiting time of the other vehicle 53 is reduced, and the waiting time of the following vehicle of the other vehicle 53 is also reduced. As a result, smooth traffic around the own vehicle 1 can be realized.
Further, in the present embodiment, in the driving support control for stopping the own vehicle 1 at a position before the stop target by a predetermined distance, the own vehicle 1 is driven so as to reduce the predetermined distance and stop approaching the stop target. It realizes smooth traffic around the own vehicle 1 and targets specific improvements in the field of automatic driving control. Therefore, this embodiment is limited to practical applications.

(2) The surrounding vehicle course prediction unit 42 may predict the course of the other vehicle 53 based on the lighting of the direction indicator of the other vehicle 53.
As a result, the course of the other vehicle 53 can be predicted even when the distance between the own vehicle 1 and the other vehicle 53 is long.

(3) The surrounding vehicle course prediction unit 42 and the course difference determination unit 43 determine the course of the own vehicle 1 and the other vehicle 53 based on whether or not the distance between the own vehicle 1 and the other vehicle 53 is smaller than the threshold value. You may predict whether or not the course is different.
As a result, it is possible to predict whether or not the course of the own vehicle 1 and the course of the other vehicle 53 are different even in a positional relationship in which the direction indicator of the other vehicle 53 cannot be detected.

(4) The stop target may be a preceding vehicle or a stop line that has stopped or is about to stop.
As a result, smooth traffic around the own vehicle 1 can be realized when the preceding vehicle or the stop line that has stopped or is about to stop is the stop target.

(5) When the own vehicle 1 is stopped or is about to stop with respect to the stop target, the reference changing unit 44 differs from the course of the other vehicle 53 and the course of the own vehicle 1 and the traveling track of the other vehicle 53. When the vehicle interferes with the own vehicle 1, the target lateral position for stopping the own vehicle 1 at the stop target is moved in the direction opposite to the course of the other vehicle 53.
As a result, it is possible to make space for the course of the other vehicle 53 by moving the target lateral position, reduce the waiting time of the other vehicle 53 and the following vehicle, and smooth traffic around the own vehicle 1. Can be realized.

All examples and conditional terms described herein are for educational purposes to help the reader understand the invention and the concepts conferred by the inventor for the advancement of technology. Is intended and should be construed without limitation to the above examples and conditions specifically described and the constitution of the examples herein relating to demonstrating superiority and inferiority of the present invention. It is a thing. Although examples of the present invention have been described in detail, it should be understood that various changes, substitutions and modifications can be made to this without departing from the spirit and scope of the invention.

1 ... own vehicle, 10 ... driving support device, 11 ... object sensor, 12 ... vehicle sensor, 13 ... positioning device, 14 ... map database, 15 ... communication device, 17 ... navigation system, 18 ... controller, 19 ... actuator, 20 ... Notification device, 21 ... Processor, 22 ... Storage device, 30 ... Object detection unit, 31 ... Own vehicle position estimation unit, 32 ... Map acquisition unit, 33 ... Detection integration unit, 34 ... Object tracking unit, 35 ... Position in map Calculation unit, 36 ... Stop reference setting unit, 37 ... Own vehicle route generation unit, 38 ... Vehicle control unit, 40 ... Own vehicle state determination unit, 41 ... Surrounding vehicle detection unit, 42 ... Surrounding vehicle course prediction unit, 43 ... Course Difference judgment unit, 44 ... Standard change unit

Claims

This is a driving support method for stopping the own vehicle at a position a predetermined distance in front of the stop target in front of the own vehicle in the direction of travel of the own vehicle.
Predict whether the course of another vehicle, which is a following vehicle, a crossing vehicle, or an adjacent vehicle, is different from the course of the own vehicle.
It is determined whether or not the future traveling track of the other vehicle interferes with the own vehicle.
When the own vehicle is stopped or is about to stop with respect to the stop target, the course of the other vehicle and the course of the own vehicle are different, and the traveling track of the other vehicle interferes with the own vehicle. In this case, the predetermined distance is set shorter than the predetermined distance when the course of the other vehicle and the course of the own vehicle are the same or the traveling track of the other vehicle does not interfere with the own vehicle.
A driving support method characterized by that.
The driving support method according to claim 1, wherein the course of the other vehicle is predicted based on the lighting of the direction indicator of the other vehicle.
A claim characterized in that it predicts whether or not the course of the own vehicle and the course of the other vehicle are different based on whether or not the distance between the own vehicle and the other vehicle is smaller than the threshold value. Item 2. The driving support method according to item 1 or 2.
The driving support method according to any one of claims 1 to 3, wherein the stop target is a preceding vehicle or a stop line that has stopped or is about to stop.
When the own vehicle is stopped or is about to stop with respect to the stop target, the course of the other vehicle and the course of the own vehicle are different, and the traveling track of the other vehicle interferes with the own vehicle. 1. The target lateral position as a stop position in the lane width direction when the own vehicle is stopped with respect to the stop target is moved in a direction opposite to the course of the other vehicle. The driving support method according to any one of ~ 4.
A driving support device that stops the own vehicle at a position a predetermined distance in front of the stop target in front of the own vehicle in the direction of travel of the own vehicle.
A control drive device that applies a control drive force to the own vehicle, and
It predicts whether the course of another vehicle, which is a following vehicle, a crossing vehicle, or an adjacent vehicle, is different from the course of the own vehicle, and the future traveling track of the other vehicle interferes with the own vehicle. When it is determined whether or not the vehicle is stopped or is about to stop with respect to the stop target, the course of the other vehicle is different from the course of the own vehicle, and the traveling track of the other vehicle is different. The predetermined distance when the vehicle interferes with the own vehicle is set from the predetermined distance when the course of the other vehicle and the course of the own vehicle are the same or the traveling track of the other vehicle does not interfere with the own vehicle. Also set short, and a controller that controls the control drive device so that the own vehicle stops at a position that is a predetermined distance before the stop target.
A driving support device characterized by being equipped with.