WO2021111164A1 - 車両制御方法及び車両制御装置 - Google Patents
車両制御方法及び車両制御装置 Download PDFInfo
- Publication number
- WO2021111164A1 WO2021111164A1 PCT/IB2019/001353 IB2019001353W WO2021111164A1 WO 2021111164 A1 WO2021111164 A1 WO 2021111164A1 IB 2019001353 W IB2019001353 W IB 2019001353W WO 2021111164 A1 WO2021111164 A1 WO 2021111164A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- speed
- oncoming
- oncoming vehicle
- switching line
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 76
- 230000001133 acceleration Effects 0.000 claims description 40
- 230000008569 process Effects 0.000 description 34
- 230000004048 modification Effects 0.000 description 16
- 238000012986 modification Methods 0.000 description 16
- 238000010586 diagram Methods 0.000 description 15
- 238000004364 calculation method Methods 0.000 description 14
- 230000006870 function Effects 0.000 description 8
- 230000010365 information processing Effects 0.000 description 6
- 238000012545 processing Methods 0.000 description 6
- 238000013459 approach Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 238000004590 computer program Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/04—Traffic conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/20—Static objects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
- B60W2554/4041—Position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
- B60W2554/4042—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
- B60W2554/4044—Direction of movement, e.g. backwards
Definitions
- the present invention relates to a vehicle control method and a vehicle control device.
- Patent Document 1 a driving support device for avoiding an oncoming vehicle when there is a possibility that the oncoming vehicle may protrude from the oncoming lane.
- the invention described in Patent Document 1 determines whether or not the passing path of the oncoming vehicle interferes with the own lane side based on the distance between the parked vehicle on the oncoming lane side and the center line. Then, when it is determined that the passing path of the oncoming vehicle interferes with the own lane side, the invention described in Patent Document 1 stops or decelerates the own vehicle.
- Patent Document 1 since the invention described in Patent Document 1 does not reflect the intention of the driver of the oncoming vehicle, even if the own vehicle and the oncoming vehicle can pass each other without interfering with each other, the own vehicle is unnecessarily decelerated. Or there is a risk of stopping the vehicle.
- the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control method and a vehicle control device that reflect the intentions of the driver of an oncoming vehicle.
- the vehicle control method detects the position of a stationary object on the road on which the own vehicle travels, detects the speed of the own vehicle, and determines the oncoming lane adjacent to the traveling lane in which the own vehicle travels. Detects the position and speed of an oncoming vehicle traveling in the direction opposite to the direction of travel of the vehicle, sets an area on the road and is formed along the extending direction of the road including stationary objects, and sets itself. Based on the speed of the vehicle and the position and speed of the oncoming vehicle, the position where the own vehicle and the oncoming vehicle pass each other is calculated, and the vehicle speed threshold that increases as the distance between the stationary object and the oncoming vehicle increases is set.
- the speed of the oncoming vehicle corresponding to the position of the oncoming vehicle separated from the stationary object by a predetermined distance is equal to or greater than the vehicle speed threshold corresponding to the position of the oncoming vehicle separated from the stationary object by a predetermined distance.
- the speed of the oncoming vehicle corresponding to the position of the oncoming vehicle separated from the stationary object by a predetermined distance is the position of the oncoming vehicle separated from the stationary object by a predetermined distance. If it is less than the vehicle speed threshold corresponding to, the speed of the own vehicle is maintained or the own vehicle is accelerated.
- the intention of the driver of the oncoming vehicle can be reflected, and sudden braking or unnecessary acceleration / deceleration is suppressed.
- FIG. 1 is a schematic configuration diagram of a vehicle control device according to a first embodiment of the present invention.
- FIG. 2 is a diagram illustrating an example of a method for setting a switching line according to the first embodiment of the present invention.
- FIG. 3A is a diagram illustrating an example of a speed determination method according to the first embodiment of the present invention.
- FIG. 3B is a diagram illustrating an example of a speed determination method according to the first embodiment of the present invention.
- FIG. 3C is a diagram illustrating an example of a speed determination method according to the first embodiment of the present invention.
- FIG. 4 is a diagram for explaining the passing in a narrow road according to the first embodiment of the present invention.
- FIG. 5 is a diagram illustrating another example of a method for setting a switching line according to the first embodiment of the present invention.
- FIG. 6 is a diagram illustrating another example of the speed determination method according to the first embodiment of the present invention.
- FIG. 7 is a diagram illustrating another example of the method of setting the switching line according to the first embodiment of the present invention.
- FIG. 8 is a diagram illustrating another example of a method for setting a switching line according to the first embodiment of the present invention.
- FIG. 9 is a diagram illustrating another example of the method of setting the switching line according to the first embodiment of the present invention.
- FIG. 10 is a flowchart illustrating an operation example of the vehicle control device according to the first embodiment of the present invention.
- FIG. 11 is a flowchart illustrating an operation example of the vehicle control device according to the first embodiment of the present invention.
- FIG. 12 is a flowchart illustrating an operation example of the vehicle control device according to the first embodiment of the present invention.
- FIG. 13 is a schematic configuration diagram of a vehicle control device according to a second embodiment of the present invention.
- FIG. 14 is a diagram illustrating a vehicle speed threshold value according to a second embodiment of the present invention.
- FIG. 15 is a diagram illustrating a vehicle speed threshold value according to a second embodiment of the present invention.
- FIG. 16 is a diagram illustrating a vehicle speed threshold value according to a second embodiment of the present invention.
- the vehicle control device 1 includes a GPS receiver 10, a sensor 11, a map database 12, a controller 20, and various actuators 30.
- the vehicle control device 1 may be mounted on a vehicle having an automatic driving function, or may be mounted on a vehicle not having an automatic driving function. Further, the vehicle control device 1 may be mounted on a vehicle capable of switching between automatic driving and manual driving.
- the automatic driving in the first embodiment refers to a state in which at least one of the actuators such as a brake, an accelerator, and a steering wheel is controlled without the operation of an occupant. Therefore, other actuators may be operated by the operation of the occupant.
- the automatic operation may be a state in which any control such as acceleration / deceleration control or lateral position control is executed.
- the manual operation in the first embodiment refers to a state in which the occupant is operating the brake, the accelerator, and the steering, for example.
- the GPS receiver 10 detects the position information of its own vehicle on the ground by receiving radio waves from an artificial satellite.
- the position information of the own vehicle detected by the GPS receiver 10 includes latitude information and longitude information.
- the GPS receiver 10 outputs the detected position information of the own vehicle to the controller 20.
- the method of detecting the position information of the own vehicle is not limited to the GPS receiver 10.
- the position may be estimated using a method called odometry.
- the odometry is a method of estimating the position of the vehicle A by obtaining the movement amount and the movement direction of the vehicle A according to the rotation angle and the rotation angular velocity of the vehicle A.
- the sensor 11 is a device mounted on the own vehicle and detecting an object around the own vehicle.
- the sensor 11 is composed of a plurality of sensors such as a camera, a lidar, a radar, a millimeter wave radar, a laser range finder, and a sonar.
- the sensor 11 detects moving objects including other vehicles, motorcycles, bicycles, and pedestrians, and stationary objects including obstacles, falling objects, and parked vehicles as objects around the own vehicle. Further, the sensor 11 detects the position, posture (yaw angle), size, speed, acceleration, deceleration, and yaw rate of the moving object and the stationary object with respect to the own vehicle.
- the senor 11 may include a wheel speed sensor (second sensor), a steering angle sensor, a gyro sensor, and the like.
- the wheel speed sensor detects the rotational speed of the wheels of the own vehicle. The vehicle speed can be obtained by this rotation speed.
- the sensor 11 outputs the detected information to the controller 20.
- the map database 12 is a database stored in a car navigation device or the like, and stores map information necessary for route guidance such as road information and facility information.
- the road information is, for example, information on the number of lanes on the road, road boundaries, lane connection relationships, and the like.
- the map database 12 outputs map information to the controller 20 in response to a request from the controller 20.
- the vehicle control device 1 is described as having the map database 12, but the vehicle control device 1 does not necessarily have the map database 12.
- the map information may be acquired by the sensor 11, or may be acquired by using vehicle-to-vehicle communication or road-to-vehicle communication. Further, when the map information is stored in the server installed outside, the vehicle control device 1 may acquire the map information or the like from the server at any time by communication. Further, the vehicle control device 1 may periodically obtain the latest map information from the server and update the map information it holds.
- the controller 20 is a general-purpose microcomputer including a CPU (central processing unit), a memory, and an input / output unit.
- a computer program for functioning as the vehicle control device 1 is installed in the microprocessor.
- the microcomputer functions as a plurality of information processing circuits included in the vehicle control device 1.
- an example of realizing a plurality of information processing circuits included in the vehicle control device 1 by software is shown, but of course, dedicated hardware for executing each of the following information processing is prepared for information processing. It is also possible to configure a circuit.
- a plurality of information processing circuits may be configured by individual hardware.
- the controller 20 includes a switching line setting unit 21, a stop line setting unit 22, a passing prohibition area setting unit 23, a passing position calculation unit 24, a speed determination unit 25, and vehicle control.
- a unit 26 is provided.
- the switching line setting unit 21 integrates the position information of the own vehicle output from the GPS receiver 10 and the positions of the moving and stationary objects output from the sensor 11 with respect to the own vehicle into the map information output from the map database 12. Then, the map information including the position of the own vehicle, the position of the moving object and the position of the stationary object is generated.
- the switching line setting unit 21 sets a virtual switching line extending in the lane width direction on the oncoming lane adjacent to the traveling lane in which the own vehicle is traveling on the map. As an example, when a parked vehicle is detected on the oncoming lane, the switching line setting unit 21 sets the switching line at a position on the map at a position separated from the parked vehicle by a predetermined distance in the traveling direction of the own vehicle on the oncoming lane. .. In the following, the position will be described as a position on the map unless otherwise specified.
- the stop line setting unit 22 sets a virtual stop line extending in the lane width direction on the traveling lane in which the own vehicle is traveling.
- the stop line setting unit 22 sets the stop line at a position on the traveling lane that is a predetermined distance away from the parked vehicle in the traveling direction of the oncoming vehicle.
- the oncoming vehicle is a vehicle traveling in the oncoming lane.
- the stop line is set at a position where the vehicle can stop at a predetermined deceleration from the current position of the own vehicle. Further, the stop line is set at a position where contact with an oncoming vehicle traveling out of the traveling lane can be avoided in order to avoid the parked vehicle.
- the predetermined distance used in the setting of the switching line and the predetermined distance used in the setting of the stop line may be the same value or different values.
- the passing prohibition area setting unit 23 sets the passing prohibition area using the switching line and the stop line set by the switching line setting unit 21 and the stop line setting unit 22.
- the passing prohibition area setting unit 23 sets the area on the road between the switching line and the stop line and the area including the switching line and the stop line as the passing prohibition area.
- the no-passing area is set on the road around the parked vehicle.
- the passing prohibition area is an area for prohibiting the passing of the own vehicle and the oncoming vehicle.
- the passing position calculation unit 24 determines whether or not the position where the own vehicle and the oncoming vehicle pass each other exists in the passing prohibition area set by the passing prohibition area setting unit 23. Specifically, the passing position calculation unit 24 calculates the position where the own vehicle and the oncoming vehicle pass each other based on the relative distance between the own vehicle and the oncoming vehicle, the speed of the own vehicle, and the speed of the oncoming vehicle. .. Then, the passing position calculation unit 24 determines whether or not the calculated passing position exists in the passing prohibition area. The relative distance between the own vehicle and the oncoming vehicle, the speed of the own vehicle, and the speed of the oncoming vehicle are detected by the sensor 11.
- the speed determination unit 25 determines that the passing position exists in the passing prohibition area by the passing position calculation unit 24, if the oncoming vehicle is manually driven, the intention of the driver of the oncoming vehicle, or the oncoming vehicle is an automatically driven vehicle.
- the speed of the own vehicle is determined by estimating the action content (hereinafter referred to as the intention of the oncoming vehicle) planned by the vehicle travel control device.
- the oncoming vehicle will be described as a vehicle in which the driver manually drives the vehicle. The intention of the oncoming vehicle will be described later.
- the vehicle control unit 26 controls various actuators 30 so that the own vehicle travels at a speed determined by the speed determination unit 25.
- the various actuators 30 include a brake actuator, an accelerator pedal actuator, a steering actuator and the like.
- the road shown in FIG. 2 is a road showing two-way traffic with one lane on each side.
- the own vehicle 50 is traveling to the left, and the oncoming vehicle 51 is traveling to the right. That is, the traveling direction of the own vehicle 50 is opposite to the traveling direction of the oncoming vehicle 51.
- the lane in which the own vehicle 50 travels is referred to as a traveling lane
- the lane in which the oncoming vehicle 51 travels is referred to as an oncoming lane.
- the oncoming lane is adjacent to the driving lane.
- the parked vehicle 52 and the oncoming vehicle 51 are detected by the sensor 11.
- the position information and speed of the parked vehicle 52 and the position information and speed of the oncoming vehicle 51 are detected by the sensor 11.
- the position information of the parked vehicle 52 and the position information of the oncoming vehicle 51 are detected by the laser range finder (first sensor, third sensor) as an example.
- the laser range finder measures the distance and direction to the object by scanning the radio wave toward the object (here, the parked vehicle 52 and the oncoming vehicle 51) and measuring the reflected wave.
- the position of the parked vehicle 52 and the position of the oncoming vehicle 51 may be detected as a relative position with respect to the position of the own vehicle 50, or may be detected as a position on the coordinates with the position of the own vehicle 50 as the origin.
- the speed of the parked vehicle 52 and the speed of the oncoming vehicle 51 are detected by a camera (fourth sensor) as an example. By extracting the difference between the current image captured by the camera and the image one frame before, the speed of the parked vehicle 52 and the speed of the oncoming vehicle 51 can be obtained.
- the frame rate of the camera is not particularly limited, but may be set to 30 fps (frames per second) or 60 fps.
- the parked vehicle 52 since the speed of the parked vehicle 52 is detected as zero, the parked vehicle 52 is determined to be a stationary object. In other words, if the speed of the object detected around the own vehicle 50 is zero or small enough to be regarded as almost zero, the object is determined to be a stationary object.
- the stationary object will be described as the parked vehicle 52, but the stationary object is not limited to the parked vehicle 52.
- stationary objects include falling objects, pylon (also called road cones), and the like.
- the parked vehicle 52 is parked in the oncoming lane.
- the switching line setting unit 21 sets a virtual switching line 60 extending in the lane width direction from the parked vehicle 52 at a position separated by a predetermined distance from the parked vehicle 52 in the traveling direction of the own vehicle 50.
- the stop line setting unit 22 sets a virtual stop line 61 extending in the lane width direction from the parked vehicle 52 at a position separated from the parked vehicle 52 in the traveling direction of the oncoming vehicle 51 by a predetermined distance.
- the passing prohibition area setting unit 23 is an area on the road between the switching line 60 and the stop line 61.
- the area including the switching line 60 and the stop line 61 is set as the passing prohibition area R. More specifically, as shown in FIG. 2, the passing prohibition area R is an area on the road including the switching line 60 and the stop line 61 and surrounded by the switching line 60 and the stop line 61.
- the shape of the passing prohibition region R is not particularly limited, but is, for example, a quadrangular shape.
- the reason for setting the passing prohibition area R is to avoid contact between the oncoming vehicle 51 and the own vehicle 50 when the oncoming vehicle 51 avoids the parked vehicle 52 and passes by the own vehicle 50. Therefore, the parked vehicle 52 exists in the passing prohibited area R.
- the passing position calculation unit 24 determines whether or not the calculated passing position P1 exists in the passing prohibition area R.
- FIG. 2 shows an example in which the passing position P1 exists in the passing prohibited area R.
- the speed determination unit 25 estimates the intention of the driver of the oncoming vehicle 51 and determines the speed of the own vehicle 50.
- two are assumed as the intentions of the driver of the oncoming vehicle 51.
- the oncoming vehicle 51 passes by the side of the parked vehicle 52 before the own vehicle 50, or the oncoming vehicle 51 passes by the side of the parked vehicle 52 after the own vehicle 50 has passed.
- the driver of the oncoming vehicle 51 has two intentions: to wait for the passage of the own vehicle 50 or not.
- the reason for estimating the driver's intention of the oncoming vehicle 51 is that if the driver's intention of the oncoming vehicle 51 can be estimated and the speed of the own vehicle 50 can be determined, sudden braking or unnecessary acceleration / deceleration can be suppressed. ..
- the own vehicle 50 may pass by maintaining the speed or accelerating.
- the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50, the own vehicle 50 protrudes into the traveling lane in order to avoid the parked vehicle 52.
- the vehicle may decelerate so that it can stop smoothly at a position where contact with the vehicle 51 can be avoided (a position outside the passing prohibition area R).
- the oncoming vehicle 51 suddenly brakes or performs unnecessary acceleration / deceleration.
- the oncoming vehicle 51 temporarily decelerates or stops for safety and then accelerates to the side of the parked vehicle 52. May pass through.
- the deceleration of the oncoming vehicle 51 causes the passing position P1 to move to the oncoming vehicle 51 side, so that the own vehicle 50 starts accelerating.
- the oncoming vehicle 51 accelerates and the passing position P1 moves to the own vehicle side, so that the own vehicle 50 decelerates.
- the case where the oncoming vehicle 51 passes by the side of the parked vehicle 52 before the own vehicle 50 includes the case where the oncoming vehicle 51 decelerates and then accelerates and passes by the side of the parked vehicle 52. If the driver's intention of the oncoming vehicle 51 is not estimated, the acceleration / deceleration control of the own vehicle 50 may be switched, and sudden braking or unnecessary acceleration / deceleration may occur. In the first embodiment, since the intention of the driver of the oncoming vehicle 51 is estimated to determine the speed of the own vehicle 50, sudden braking or unnecessary acceleration / deceleration is suppressed.
- the position of the oncoming vehicle 51 is closer to the back side in the traveling direction of the own vehicle 50 (front side in the traveling direction of the own vehicle 50) than the switching line 60 when viewed from the own vehicle 50, and is on the opposite side.
- the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the speed determination unit 25 operates the oncoming vehicle 51. It is presumed that the intention of the person is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50.
- the position of the oncoming vehicle 51 is closer to the front side in the traveling direction of the own vehicle 50 (rear side in the traveling direction of the own vehicle 50) than the switching line 60 when viewed from the own vehicle 50, and is on the opposite side.
- the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the speed determination unit 25 is the driver of the oncoming vehicle 51. It is presumed that the intention of is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 decides to maintain the speed of the own vehicle 50 or accelerate the own vehicle 50.
- the speed determination unit 25 of the oncoming vehicle 51 decides to maintain the speed of the own vehicle 50 or accelerate the own vehicle 50.
- the oncoming vehicle 51 approaches the lane marking 62 means, for example, that the position of the oncoming vehicle 51 in the road width direction is closer to the lane marking 62 than the position when the switching line 60 is passed.
- the fact that the oncoming vehicle 51 is not close to the lane marking 62 means that, for example, the position of the oncoming vehicle 51 in the road width direction is the same as the position when the switching line 60 is passed.
- the speed determining unit 25 faces the oncoming vehicle 51. It is presumed that the driver's intention of the vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the predetermined distance referred to here is set to a distance at which the oncoming vehicle 51 is expected to soon cross the lane marking 62.
- the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 determines to maintain the speed of the own vehicle 50. Further, if the distance between the lane marking 62 and the oncoming vehicle 51 does not become less than or equal to the predetermined distance within the predetermined time, the speed determination unit 25 determines to accelerate the own vehicle 50.
- the predetermined time referred to here is set to a time required for estimating the intention of the driver of the oncoming vehicle 51.
- the speed determination unit 25 may determine the speed of the own vehicle 50 by using the acceleration of the oncoming vehicle 51. For example, when the position of the oncoming vehicle 51 is closer to the own vehicle 50 than the switching line 60 and the acceleration of the oncoming vehicle 51 is equal to or higher than a predetermined acceleration, the speed determination unit 25 operates the oncoming vehicle 51. It is presumed that the intention of the person is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61. As an example, the predetermined acceleration referred to here is set to an acceleration that is assumed that the oncoming vehicle 51 will soon cross the lane marking 62.
- the speed determination unit 25 operates the oncoming vehicle 51. It is presumed that the intention of the person is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 determines to maintain the speed of the own vehicle 50. Further, if the acceleration of the oncoming vehicle 51 does not reach the predetermined acceleration within the predetermined time, the speed determination unit 25 determines to accelerate the own vehicle 50.
- the position of the oncoming vehicle 51 is closer to the back side of the switching line 60 when viewed from the own vehicle 50, and the position of the oncoming vehicle 51 is opposite to the traveling direction of the oncoming vehicle 51 than the switching line 60. It means that it is a position. It should be noted that the position of the oncoming vehicle 51 on the back side of the switching line 60 when viewed from the own vehicle 50 may be expressed as the position of the oncoming vehicle 51 is outside the passing prohibition region R.
- the position of the oncoming vehicle 51 is in front of the switching line 60 when viewed from the own vehicle 50, and the position of the oncoming vehicle 51 is in front of the switching line 60 in the traveling direction of the oncoming vehicle 51. It means that there is. It should be noted that the position of the oncoming vehicle 51 on the front side of the switching line 60 when viewed from the own vehicle 50 may be expressed as the position of the oncoming vehicle 51 is inside the passing prohibition region R.
- the vehicle control unit 26 controls various actuators 30 so that the own vehicle 50 travels at the determined speed. Specifically, the vehicle control unit 26 decelerates the own vehicle 50 at a deceleration determined by the speed determination unit 25, and smoothly stops the own vehicle 50 at the stop line 61. Further, the vehicle control unit 26 accelerates the own vehicle 50 at an acceleration determined by the speed determination unit 25. At this time, the vehicle control unit 26 gradually accelerates the own vehicle 50 so that the passing position P1 moves to the outside of the passing prohibition region R.
- the vehicle control device 1 estimates the intention of the driver of the oncoming vehicle 51 and determines the speed of the own vehicle 50 by reflecting the estimated intention, so that sudden braking or unnecessary is not required. Acceleration / deceleration is suppressed.
- FIG. 3A An example in which the position of the oncoming vehicle 51 is behind the switching line 60 when viewed from the own vehicle 50 is shown in FIG. 3A, and an example in which the position of the oncoming vehicle 51 is closer to the own vehicle 50 than the switching line 60 is shown.
- 3B whether it is on the back side when viewed from the own vehicle 50 or on the front side when viewed from the own vehicle 50 is not limited to the examples shown in FIGS. 3A and 3B.
- FIG. 3C when the oncoming vehicle 51 overlaps the switching line 60, it may be determined that the oncoming vehicle 51 is on the back side when viewed from the own vehicle 50, or is on the front side when viewed from the own vehicle 50. It may be determined.
- the center of the total length of the oncoming vehicle 51 when the center of the total length of the oncoming vehicle 51 is on the back side of the switching line 60 when viewed from the own vehicle 50, it may be determined that it is on the back side.
- the center of the total length of the oncoming vehicle 51 is closer to the own vehicle 50 than the switching line 60, it may be determined that the vehicle is on the front side.
- the own vehicle 50 and the oncoming vehicle 51 cannot pass by the side of the parked vehicle 52 at the same time, or the simultaneous passage is not impossible, but the simultaneous passage is possible because of the possibility of contact. It is assumed that the situation should be avoided.
- the width of the parked vehicle 52, the width of the own vehicle 50, and the width of the oncoming vehicle 51 it may be possible to safely pass the side of the parked vehicle 52 at the same time.
- the necessary conditions for the own vehicle 50 and the oncoming vehicle 51 to safely pass by the side of the parked vehicle 52 at the same time are the contact between the oncoming vehicle 51 and the parked vehicle 52 and the contact between the own vehicle 50 and the oncoming vehicle 51. Enough space to avoid.
- the sensor 11 detects the width W1 for the oncoming vehicle 51 to avoid the parked vehicle 52 and travel.
- the width W1 can be obtained by adding the width of the oncoming vehicle 51 and the space for avoiding contact between the oncoming vehicle 51 and the parked vehicle 52.
- the sensor 11 detects the remaining lane width W2 obtained by subtracting the vehicle width (vehicle width of the portion overlapping the road) and the width W1 from the road width.
- the passing position calculation unit 24 determines whether or not the remaining lane width W2 is sufficient to avoid contact when the own vehicle 50 and the oncoming vehicle 51 pass each other. If the remaining lane width W2 is sufficient to avoid contact when the own vehicle 50 and the oncoming vehicle 51 pass each other, the own vehicle 50 and the oncoming vehicle 51 slow down and pass each other on a narrow road. Just do it.
- the switching line setting unit 21 sets a virtual switching line 60 extending in the lane width direction from the parked vehicle 52 at a position separated by a predetermined distance from the parked vehicle 52 in the traveling direction of the own vehicle 50. did.
- the setting method of the switching line 60 is not limited to this.
- the switching line setting unit 21 can also set the switching line 60 using the speed profile. A method of setting the switching line 60 using the speed profile will be described with reference to FIG.
- the speed profile means time series data of speed.
- the switching line setting unit 21 sets the second stop line 63 before setting the switching line 60.
- the second stop line 63 is a position where the oncoming vehicle 51 is predicted to stop in front of the parked vehicle 52.
- the second stop line 63 is installed at a position where the oncoming vehicle 51 can pass by the side while avoiding the parked vehicle 52 from the stopped state.
- the oncoming vehicle 51 needs to stop away from the parked vehicle 52 to a predetermined extent. How far away from the parked vehicle 52 should be stopped depends on the width of the parked vehicle 52, the parking position, and the like. That is, the second stop line 63 is preferably a position set according to the vehicle width, parking position, etc. of the parked vehicle 52, but even if the distance is a predetermined distance that can sufficiently avoid the parked vehicle 52. Good.
- the switching line setting unit 21 sets a speed profile V3 for the oncoming vehicle 51 to decelerate from the current position of the oncoming vehicle 51 at a constant deceleration and stop at the second stop line 63. Generate.
- the speed profile V3 is set on the assumption that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50.
- the switching line setting unit 21 sets the switching line 60 at the position P3 where the speed related to the speed profile V3 becomes the predetermined speed V4.
- the position P2 shown in FIG. 5 is a position where the second stop line 63 is set.
- the speed determination unit 25 determines the speed of the own vehicle 50 using the speed profile V3. Specifically, when the position of the oncoming vehicle 51 is behind the switching line 60 when viewed from the own vehicle 50, the speed determining unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51. Calculate the speed difference. Then, the speed determination unit 25 determines the speed of the own vehicle 50 based on the calculated speed difference.
- the speed of the oncoming vehicle 51 located behind the switching line 60 with respect to the own vehicle 50 is classified into the following three types.
- the speed of the oncoming vehicle 51 is faster than the speed of the speed profile V3, the speed of the oncoming vehicle 51 is slower than the speed of the speed profile V3, and the speed of the oncoming vehicle 51 is almost the same as the speed of the speed profile V3. is there.
- the speed V5 shown in FIG. 5 means that the speed of the oncoming vehicle 51 located behind the switching line 60 when viewed from the own vehicle 50 is faster than the speed profile V3.
- the speed V6 shown in FIG. 5 means that the speed of the oncoming vehicle 51 located behind the switching line 60 when viewed from the own vehicle 50 is slower than the speed profile V3.
- the purpose of the speed determination unit 25 to calculate the speed difference is to classify whether the speed of the oncoming vehicle 51 is faster than expected, slower, or almost as expected. Based on the classification result, the intention of the driver of the oncoming vehicle 51 is estimated.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can smoothly stop at the stop line 61.
- the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the speed difference described above means the speed difference at a certain time.
- the speed determination unit 25 may compare the speed difference in a predetermined time. For example, as shown in FIG. 5, when the speed of the oncoming vehicle 51 is always faster than the speed related to the speed profile V3 for a predetermined time (for example, the speed V5), the driver of the oncoming vehicle 51 intends to do so. It is presumed that the vehicle passes by the side of the parked vehicle 52 without waiting for the own vehicle 50.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the speed determining unit 25 waits for the driver of the oncoming vehicle 51 to pass the own vehicle 50. I presume that. In this case, the speed determination unit 25 determines to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the speed determination unit 25 may calculate an average value of the speeds of the oncoming vehicle 51 at a predetermined time and use the calculated average value for comparison. Specifically, the speed determination unit 25 calculates the second speed difference by subtracting the speed related to the speed profile V3 from the average value of the speeds of the oncoming vehicle 51. Then, the speed determination unit 25 determines the speed of the own vehicle 50 based on the calculated second speed difference. When the calculated second speed difference is equal to or greater than the third predetermined value, it means that the speed of the oncoming vehicle 51 is faster than expected. That is, it is presumed that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can smoothly stop at the stop line 61.
- the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the median value or the mode value may be used instead of the average value.
- the speed determining unit 25 uses the oncoming vehicle 51. It is presumed that the driver's intention is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50.
- the increase in the speed of the oncoming vehicle 51 in this case means that, for example, the speed of the oncoming vehicle 51 has increased from the predetermined speed V4 as shown in the speed V7 shown in FIG.
- the speed determining unit 25 faces the oncoming vehicle 51. He explained that it is presumed that the driver's intention of the vehicle 51 is to wait for the passage of the own vehicle 50.
- the fact that the speed of the oncoming vehicle 51 does not increase means that, for example, the speed of the oncoming vehicle 51 is the same as the predetermined speed V4, as in the speed V8 shown in FIG.
- the fact that the speed of the oncoming vehicle 51 has not increased means that the speed of the oncoming vehicle 51 has decreased from the predetermined speed V4 as shown in the speed V9 shown in FIG.
- the switching line setting unit 21 generated the speed profile V3, but the speed profile V3 is not limited to the generated one.
- a speed profile model obtained from data of many drivers may be prepared in advance and the speed profile model may be acquired.
- the data of many drivers is, for example, the speed data of the oncoming vehicle 51 in the scene shown in FIG.
- a plurality of speed profile models are prepared, and an appropriate speed profile model is acquired according to the position and speed of the oncoming vehicle 51.
- the switching line setting unit 21 overlaps the pedestrian crossing stop line 70 with the switching line. 60 may be set. In other words, the switching line setting unit 21 may set the switching line 60 at the position of the stop line 70 of the pedestrian crossing.
- the switching line setting unit 21 switches to a position before entering the portion where the oncoming vehicle 51 intersects.
- Line 60 may be set.
- the switching line setting unit 21 switches to a position before the oncoming vehicle 51 enters the three-way junction.
- Line 60 may be set.
- the switching line setting unit 21 sets the switching line 60 at a position before the oncoming vehicle 51 enters the intersection. It may be set.
- a three-way junction and an intersection are the intersections of two or more roads.
- the three-way junction includes a junction and a Y-junction.
- step S101 the controller 20 acquires map information from the map database 12.
- step S103 the position detection sensors such as the GPS receiver 10 and the odometry detect the position information of the own vehicle 50.
- step S105 When the parked vehicle 52 and the oncoming vehicle 51 are detected by the sensor 11 (Yes in step S105), the process proceeds to step S107. On the other hand, when the parked vehicle 52 and the oncoming vehicle 51 are not detected (No in step S105), the series of processes ends.
- step S107 the switching line setting unit 21 sets a virtual switching line 60 extending in the lane width direction from the parked vehicle 52 on the oncoming lane separated by a predetermined distance in the traveling direction of the own vehicle 50 (see FIG. 2).
- the switching line setting unit 21 may set the switching line 60 using the speed profile V3 (see FIG. 5).
- the process proceeds to step S109, and the stop line setting unit 22 sets a virtual stop line 61 extending in the lane width direction from the parked vehicle 52 on the traveling lane separated by a predetermined distance in the traveling direction of the oncoming vehicle 51 (FIG. 2). reference).
- step S111 the passing prohibition area setting unit 23 sets the passing prohibition area R using the switching line 60 and the stop line 61 set in steps S107 and S109 (see FIG. 2).
- step S113 the passing position calculation unit 24 determines whether or not the position P1 at which the own vehicle 50 and the oncoming vehicle 51 pass each other exists in the passing prohibition area R set in step S111.
- step S115 When the position P1 where the own vehicle 50 and the oncoming vehicle 51 pass each other exists in the passing prohibition area R (Yes in step S115), the process proceeds to step S117. On the other hand, when the position P1 at which the own vehicle 50 and the oncoming vehicle 51 pass each other does not exist in the passing prohibition area R (No in step S115), the process proceeds to step S123.
- step S117 the sensor 11 detects the width W1 for the oncoming vehicle 51 to avoid the parked vehicle 52 and travel (see FIG. 4).
- the sensor 11 detects the remaining lane width W2 obtained by subtracting the vehicle width and width W1 of the parked vehicle 52 from the road width (see FIG. 4).
- the process proceeds to step S119, and the passing position calculation unit 24 determines whether or not the lane width W2 detected in step S117 is sufficient to avoid contact when the own vehicle 50 and the oncoming vehicle 51 pass each other. (Step S119). If Yes in step S119, the process proceeds to step S121 and the passing on the narrow road is carried out. When the own vehicle 50 and the oncoming vehicle 51 pass each other (Yes in step S123), a series of processes is completed. On the other hand, if No in step S119, the process proceeds to step S125.
- step S127 the speed determination unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51 to calculate the speed difference.
- the speed determination unit 25 classifies whether the speed of the oncoming vehicle 51 is faster than expected, slower, or almost as expected by using this speed difference.
- step S129 the process proceeds to step S131, and the speed determination unit 25 does not wait for the own vehicle 50 due to the intention of the driver of the oncoming vehicle 51.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can smoothly stop at the stop line 61 in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50. Then, the vehicle control unit 26 decelerates the own vehicle 50 at a deceleration determined by the speed determination unit 25 using the brake actuator. After that, the process proceeds to step S139.
- step S133 if the speed of the oncoming vehicle 51 is not faster than the speed related to the speed profile V3 (No in step S129), the process proceeds to step S133.
- the process proceeds to step S135, and the speed determination unit 25 indicates that the driver of the oncoming vehicle 51 intends to pass the own vehicle 50. Estimate to wait.
- the speed determination unit 25 determines to accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- the vehicle control unit 26 accelerates the own vehicle 50 by using the accelerator actuator. After that, the process proceeds to step S139. Since the process of step S139 is the same as the process of step S123, the description thereof will be omitted.
- step S137 the speed determination unit 25 indicates that the driver of the oncoming vehicle 51 intends to do so. It is presumed to wait for the passage of the own vehicle 50.
- the speed determination unit 25 determines to maintain the speed of the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51.
- step S141 the process proceeds to step S141.
- the process proceeds to step S141.
- the process may proceed to step S139 after the process of step S137.
- step S141 When the position of the oncoming vehicle 51 is closer to the own vehicle 50 than the switching line 60 and the speed of the oncoming vehicle 51 increases (Yes in step S141), the process proceeds to step S143 and the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50.
- the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can smoothly stop at the stop line 61 in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50.
- the vehicle control unit 26 decelerates the own vehicle 50 at a deceleration determined by the speed determination unit 25 using the brake actuator. After that, the process proceeds to step S151.
- step S141 when the position of the oncoming vehicle 51 is closer to the own vehicle 50 than the switching line 60 and the speed of the oncoming vehicle 51 has not increased (No in step S141), the process proceeds to step S145. .. When the position of the oncoming vehicle 51 is closer to the side of the own vehicle 50 than the switching line 60, and the oncoming vehicle 51 approaches the lane marking 62 indicating the boundary between the traveling lane and the oncoming lane (Yes in step S145). ), The process proceeds to step S143.
- step S145 the speed determination unit 25 Estimates that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. After the lapse of a predetermined time (Yes in step S147), the speed determination unit 25 determines to maintain the speed of the own vehicle 50 or accelerate the own vehicle 50 in order to allow the own vehicle 50 to pass before the oncoming vehicle 51. (Step S149). The reason for performing the process in step S147 is to confirm that the estimated driver's intention of the oncoming vehicle 51 has not changed. After step S149, the process proceeds to step S151. Since the process of step S151 is the same as the process of step S123, the description thereof will be omitted.
- the switching line setting unit 21 sets a virtual switching line 60 extending in the lane width direction from the parked vehicle 52 at a position separated by a predetermined distance from the parked vehicle 52 in the traveling direction of the own vehicle 50. Further, the stop line setting unit 22 sets a virtual stop line 61 at a position separated from the parked vehicle 52 by a predetermined distance in the traveling direction of the oncoming vehicle 51 on the traveling lane.
- the passing prohibition area setting unit 23 sets the passing prohibition area R including the switching line 60 and the stop line 61 on the road.
- the passing position calculation unit 24 calculates the position P1 in which the own vehicle 50 and the oncoming vehicle 51 pass each other based on the speed of the own vehicle 50 and the position and speed of the oncoming vehicle 51.
- the position of the oncoming vehicle 51 is closer to the traveling direction of the own vehicle 50 than the switching line 60 in the traveling direction of the own vehicle 50, and the oncoming vehicle 51
- the speed is equal to or higher than a predetermined speed, or when the position of the oncoming vehicle 51 is closer to the traveling direction of the own vehicle 50 when viewed from the own vehicle 50 than the switching line 60, and the speed of the oncoming vehicle 51 increases.
- the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61.
- the position of the oncoming vehicle 51 is closer to the traveling direction of the own vehicle 50 than the switching line 60 in the traveling direction of the own vehicle 50, and the oncoming vehicle
- the speed of 51 is less than a predetermined speed, or the position of the oncoming vehicle 51 is closer to the traveling direction of the own vehicle 50 than the switching line 60 in the traveling direction of the own vehicle 50, and the speed of the oncoming vehicle 51 increases.
- the speed determination unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50.
- the vehicle control unit 26 controls various actuators 30 so that the own vehicle 50 travels at a determined speed.
- the vehicle control device 1 estimates the intention of the driver of the oncoming vehicle 51 and determines the speed of the own vehicle 50 by reflecting the estimated intention, so that sudden braking or unnecessary is not required. Acceleration / deceleration is suppressed.
- the vehicle control unit 26 decelerates the own vehicle 50 and stops. Stop at line 61. As a result, the passing of the oncoming vehicle 51 is not obstructed, and smooth running is realized.
- the switching line setting unit 21 may set the switching line 60 based on the position where the oncoming vehicle 51 can stop.
- the position where the oncoming vehicle 51 can stop is, for example, the stop line 70 (actual stop line) of the pedestrian crossing shown in FIG. Further, as shown in FIGS. 8 and 9, the position where the oncoming vehicle 51 can stop is a position before the oncoming vehicle enters the portion where two or more roads intersect.
- the driver's intention of the oncoming vehicle 51 such as whether the oncoming vehicle 51 is decelerating toward the switching line 60, intending to pass through, or intending to stop is determined.
- the reflected running control of the own vehicle 50 is realized.
- the switching line setting unit 21 may set the switching line 60 using the speed profile.
- the switching line setting unit 21 is virtually located at a position separated from the parked vehicle 52 by a predetermined distance (second predetermined distance) in the traveling direction of the own vehicle 50 on the oncoming lane.
- the second stop line 63 is set.
- the switching line setting unit 21 acquires or generates a speed profile V3 for the oncoming vehicle 51 to stop at the second stop line 63 by using the position and speed of the oncoming vehicle 51. Then, the switching line setting unit 21 sets the switching line 60 at a position where the speed related to the speed profile V3 becomes the predetermined speed V4 (second predetermined speed).
- the speed determination unit 25 estimates the driver's intention of the oncoming vehicle 51 using the switching line 60, and determines the speed of the own vehicle 50 by reflecting the estimated intention. This makes it possible to control the own vehicle 50 that reflects the intention of the driver of the oncoming vehicle 51.
- the speed determination unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51 to calculate the speed difference, and based on the calculated speed difference, whether the speed of the oncoming vehicle 51 is faster or slower than expected. Or, it can be classified as if it is almost as expected. As a result, it becomes possible to control the own vehicle 50 that reflects the driver's intention of the oncoming vehicle 51, and sudden braking or unnecessary acceleration / deceleration is suppressed.
- the speed determination unit 25 estimates the driver's intention of the oncoming vehicle 51 by using the positional relationship between the lane marking 62 indicating the boundary between the traveling lane and the oncoming lane and the oncoming vehicle 51 or the acceleration of the oncoming vehicle 51. You may. As a result, it becomes possible to control the own vehicle 50 that reflects the driver's intention of the oncoming vehicle 51, and sudden braking or unnecessary acceleration / deceleration is suppressed.
- the speed and acceleration of the oncoming vehicle 51 are used when determining the speed of the own vehicle 50, but the speed and acceleration of the oncoming vehicle 51 are not limited to this.
- the speed determination unit 25 may determine the speed of the own vehicle 50 using only the acceleration of the oncoming vehicle 51. Specifically, when the passing position P1 exists in the passing prohibition area R, the position of the oncoming vehicle 51 is closer to the traveling direction of the own vehicle 50 than the switching line 60 in the traveling direction of the own vehicle 50, and When the speed of the oncoming vehicle 51 increases, the speed determining unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. You may. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 may determine the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at the stop line 61. ..
- the speed determination unit 25 may presume that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 may decide to maintain the current speed of the own vehicle 50 or to accelerate the own vehicle 50.
- the vehicle control device 1 can estimate the intention of the driver of the oncoming vehicle 51 using only the acceleration of the oncoming vehicle 51, and can determine the speed of the own vehicle 50 by reflecting the estimated intention. .. As a result, sudden braking or unnecessary acceleration / deceleration is suppressed.
- the vehicle control device 2 includes a vehicle speed threshold value setting unit 27 and a speed comparison unit 28. Unlike the vehicle control device 1 according to the first embodiment, the vehicle control device 2 does not include the line setting unit 21 and the stop line setting unit 22.
- the vehicle speed threshold setting unit 27 sets the vehicle speed threshold value used in the speed comparison unit 28. Specifically, as shown in FIG. 14, the vehicle speed threshold setting unit 27 decelerates the oncoming vehicle 51 from an arbitrary position (which may be the current position) of the oncoming vehicle 51 at a constant deceleration and is in front of the parked vehicle 52. Generate a speed profile to stop at. That is, the speed related to the speed profile generated by the vehicle speed threshold value setting unit 27 increases as the distance between the parked vehicle 52 and the oncoming vehicle 51 increases.
- the vehicle speed threshold value setting unit 27 sets the vehicle speed threshold value using the set speed profile. Specifically, as shown in FIG. 15, the vehicle speed threshold value setting unit 27 sets the speed related to the speed profile corresponding to the position of the oncoming vehicle 51 separated from the parked vehicle 52 by a predetermined distance (distance L3) as the vehicle speed threshold value. .. In the example shown in FIG. 15, the vehicle speed threshold value is V10. As another example, as shown in FIG. 16, the vehicle speed threshold value setting unit 27 sets the speed related to the speed profile corresponding to the position of the oncoming vehicle 51 separated from the parked vehicle 52 by a predetermined distance (distance L4) as the vehicle speed threshold value. .. In the example shown in FIG. 16, the vehicle speed threshold value is V11. Here, L3> L4 and V10> V11. That is, the vehicle speed threshold value increases as the distance between the parked vehicle 52 and the oncoming vehicle 51 increases.
- the speed comparison unit 28 compares the vehicle speed threshold value set by the vehicle speed threshold value setting unit 27 with the speed of the oncoming vehicle 51.
- the speed comparison unit 28 has a vehicle speed threshold value V10 corresponding to the position of the oncoming vehicle 51 separated from the parked vehicle 52 by a distance L3 when the passing position P1 exists in the passing prohibited area R.
- the speed of the oncoming vehicle 51 corresponding to the position of the oncoming vehicle 51 separated from the parked vehicle 52 by a distance L3 is compared.
- the speed comparison unit 28 outputs the comparison result to the speed determination unit 25.
- the speed determining unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. .. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 determines the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at a predetermined position.
- the speed determining unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 decides to maintain the current speed of the own vehicle 50 or accelerate the own vehicle 50.
- the vehicle control device 2 estimates the intention of the driver of the oncoming vehicle 51 and determines the speed of the own vehicle 50 by reflecting the estimated intention, so that sudden braking or unnecessary is not required. Acceleration / deceleration is suppressed.
- the prohibited area setting unit 23 sets the passing prohibited area R without using the switching line 60 and the stop line 61.
- the prohibited area setting unit 23 can set a predetermined area formed along the extending direction of the road including the parked vehicle 52 as the passing prohibited area R (the area on the road). See FIG. 13).
- the speed comparison unit 28 can compare the vehicle speed threshold value with the speed of the oncoming vehicle 51 by using the switching line 60. Specifically, when the position of the oncoming vehicle 51 is behind the switching line 60 in the traveling direction of the own vehicle 50, the speed comparison unit 28 determines the vehicle speed threshold value and the speed of the oncoming vehicle 51. To compare. Since the method for determining the speed based on the comparison result is the same as the above, the description thereof will be omitted. Since the vehicle control device 2 according to the first modification estimates the driver's intention of the oncoming vehicle 51 and determines the speed of the own vehicle 50 by reflecting the estimated intention, sudden braking or unnecessary acceleration / deceleration is suppressed. Will be done.
- Modification 2 Next, a modification 2 according to the second embodiment will be described. It is assumed that the vehicle control device 2 according to the modification 2 also includes the line setting unit 21. The vehicle control device 2 according to the modification 2 has the same function as the vehicle control device 2 according to the modification 1. The vehicle control device 2 according to the second modification estimates the intention of the driver of the oncoming vehicle 51 by using the acceleration of the oncoming vehicle 51 in addition to the speed of the oncoming vehicle 51.
- the speed determining unit 25 estimates that the driver's intention of the oncoming vehicle 51 is to pass the side of the parked vehicle 52 without waiting for the own vehicle 50. You may. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 may determine the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at a predetermined position.
- the speed determination unit 25 may presume that the driver's intention of the oncoming vehicle 51 is to wait for the passage of the own vehicle 50. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 may decide to maintain the current speed of the own vehicle 50 or to accelerate the own vehicle 50. In this way, the vehicle control device 2 according to the modified example 2 can estimate the intention of the driver of the oncoming vehicle 51 and determine the speed of the own vehicle 50 by reflecting the estimated intention. As a result, sudden braking or unnecessary acceleration / deceleration is suppressed.
- Modification example 3 Next, a modification 3 according to the second embodiment will be described. It is assumed that the vehicle control device 2 according to the modification 3 also includes the line setting unit 21. The vehicle control device 2 according to the modification 3 has the same function as the vehicle control device 2 according to the modification 1. The vehicle control device 2 according to the third modification estimates the intention of the driver of the oncoming vehicle 51 using the speed and acceleration of the oncoming vehicle 51 on the front side of the switching line 60.
- the speed determining unit 25 parks the oncoming vehicle 51 without waiting for the driver's intention of the oncoming vehicle 51. It may be presumed that the vehicle passes by the side of the vehicle 52. In this case, in order to avoid contact between the oncoming vehicle 51 and the own vehicle 50, the speed determination unit 25 may determine the deceleration of the own vehicle 50 so that the own vehicle 50 can stop smoothly at a predetermined position.
- the speed determining unit 25 waits for the driver of the oncoming vehicle 51 to pass the own vehicle 50. It may be presumed that there is. In this case, in order to pass the own vehicle 50 before the oncoming vehicle 51, the speed determination unit 25 may decide to maintain the current speed of the own vehicle 50 or to accelerate the own vehicle 50.
- the vehicle control device 2 can estimate the intention of the driver of the oncoming vehicle 51 and determine the speed of the own vehicle 50 by reflecting the estimated intention. As a result, sudden braking or unnecessary acceleration / deceleration is suppressed.
- the processing circuit includes a programmed processing device such as a processing device including an electric circuit.
- Processing circuits also include devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions.
- ASICs application specific integrated circuits
- the vehicle control device 1 can improve the function of the computer.
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Traffic Control Systems (AREA)
Abstract
Description
(車両制御装置の構成例)
図1を参照して、第1実施形態に係る車両制御装置1の構成例について説明する。図1に示すように、車両制御装置1は、GPS受信機10と、センサ11と、地図データベース12と、コントローラ20と、各種のアクチュエータ30を備える。
P1=L÷(1+V2÷V1)
以上説明したように、第1実施形態に係る車両制御装置1によれば、以下の作用効果が得られる。
上述した第1実施形態では、自車両50の速度を決定する際に、対向車両51の速度及び加速度を用いたが、これに限定されない。例えば、速度決定部25は、対向車両51の加速度のみを用いて自車両50の速度を決定してもよい。具体的には、すれ違う位置P1がすれ違い禁止領域R内に存在する場合において、対向車両51の位置が切り替えライン60よりも自車両50から見て自車両50の進行方向で手前側であり、且つ、対向車両51の速度が増加した場合には、速度決定部25は、対向車両51の運転者の意図が自車両50を待たずに駐車車両52の側方を通過することであると推定してもよい。この場合、対向車両51と自車両50との接触を回避するため、速度決定部25は、自車両50が停止ライン61でスムーズに停止できるように自車両50の減速度を決定してもよい。
次に、図13~16を参照して、本発明の第2実施形態を説明する。第1実施形態と重複する構成については符号を引用してその説明は省略する。以下、相違点を中心に説明する。なお、第2実施形態において、すれ違う位置P1がすれ違い禁止領域R内に存在する場合を前提とする。
次に、第2実施形態に係る変形例1について説明する。車両制御装置2は、ライン設定部21を備えていないと説明したが、これに限定されない。車両制御装置2は、ライン設定部21を備えていてもよい。
次に、第2実施形態に係る変形例2について説明する。変形例2に係る車両制御装置2もライン設定部21を備えているものとする。変形例2に係る車両制御装置2は変形例1に係る車両制御装置2と同様の機能を有する。変形例2に係る車両制御装置2は、対向車両51の速度の他に、対向車両51の加速度も用いて対向車両51の運転者の意図を推定する。
次に、第2実施形態に係る変形例3について説明する。変形例3に係る車両制御装置2もライン設定部21を備えているものとする。変形例3に係る車両制御装置2は変形例1に係る車両制御装置2と同様の機能を有する。変形例3に係る車両制御装置2は、切り替えライン60の手前側において、対向車両51の速度及び加速度を用いて対向車両51の運転者の意図を推定する。
10 GPS受信機
11 センサ
12 地図データベース
20 コントローラ
21 ライン設定部
22 停止ライン設定部
23 禁止領域設定部
24 位置算出部
25 速度決定部
26 車両制御部
27 車速閾値設定部
28 速度比較部
30 アクチュエータ
Claims (18)
- 自車両が走行する道路上の静止物体の位置を検出し、
前記自車両の速度を検出し、
前記自車両が走行する走行車線に隣接する対向車線を前記自車両の進行方向と逆方向に走行する対向車両の位置及び速度を検出し、
前記道路上の領域で、かつ、前記道路の延在方向に沿って前記静止物体を含んで形成される領域を設定し、
前記自車両の速度と前記対向車両の位置及び速度とに基づいて、前記自車両と前記対向車両がすれ違う位置を算出し、
前記静止物体と前記対向車両との距離が長いほど大きくなる車速閾値を設定し、
前記すれ違う位置が前記領域内に存在する場合において、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値以上である場合、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値未満である場合、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする車両制御方法。 - 自車両が走行する道路上の静止物体の位置を検出し、
前記自車両の速度を検出し、
前記自車両が走行する走行車線に隣接する対向車線を前記自車両の進行方向と逆方向に走行する対向車両の位置及び速度を検出し、
前記静止物体から、前記対向車線上で前記自車両の進行方向に所定距離離れた位置に車線幅方向に伸びる仮想の切り替えラインを設定し、
前記静止物体から、前記走行車線上で前記対向車両の進行方向に所定距離離れた位置に仮想の停止ラインを設定し、
前記道路上の前記切り替えラインと前記停止ラインの間の領域で、且つ前記切り替えライン及び前記停止ラインを含む領域を設定し、
前記自車両の速度と前記対向車両の位置及び速度とに基づいて、前記自車両と前記対向車両がすれ違う位置を算出し、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加した場合には、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加していない場合には、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする車両制御方法。 - 前記静止物体から、前記対向車線上で前記自車両の進行方向に所定距離離れた位置に車線幅方向に伸びる仮想の切り替えラインを設定し、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側であり、且つ、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値以上である場合、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側であり、且つ、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値未満である場合、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項1に記載の車両制御方法。 - 前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加した場合には、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加していない場合には、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項3に記載の車両制御方法。 - 前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が前記車速閾値以上である、もしくは、前記対向車両の速度が増加した場合には、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が前記車速閾値未満であり、且つ、前記対向車両の速度が増加していない場合には、前記自車両の速度を維持するまたは前記自車両を加速させることを特徴とする請求項3に記載の車両制御方法。 - 前記静止物体から、前記対向車線上で前記自車両の進行方向に所定距離離れた位置に車線幅方向に伸びる仮想の切り替えラインを設定し、
前記静止物体から、前記走行車線上で前記対向車両の進行方向に所定距離離れた位置に仮想の停止ラインを設定し、
前記道路上の前記切り替えラインと前記停止ラインの間の領域で、且つ前記切り替えライン及び前記停止ラインを含む領域を設定し、
前記自車両の速度と前記対向車両の位置及び速度とに基づいて、前記自車両と前記対向車両がすれ違う位置を算出し、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側であり、且つ、前記対向車両の速度が所定速度以上である場合、もしくは前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加した場合には、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側であり、且つ、前記対向車両の速度が所定速度未満である場合、もしくは前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加していない場合には、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項1~4のいずれか1項に記載の車両制御方法。 - 前記すれ違う位置が前記領域内に存在する場合において、前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側であり、且つ、前記対向車両の速度が所定速度以上である場合、もしくは前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加した場合には前記停止ラインで停止するように前記自車両を減速させる
ことを特徴とする請求項6に記載の車両制御方法。 - 前記対向車両が停止可能な位置に基づいて前記切り替えラインを設定する
ことを特徴とする請求項6または7に記載の車両制御方法。 - 前記静止物体から、前記対向車線上で前記自車両の進行方向に第2所定距離離れた位置に仮想の第2停止ラインを設定し、
前記対向車両の位置及び速度を用いて、前記対向車両が前記第2停止ラインで停止するための速度プロファイルを取得または生成し、
前記速度プロファイルに係る速度が第2所定速度となる位置に前記切り替えラインを設定する
ことを特徴とする請求項8に記載の車両制御方法。 - 前記静止物体の後方の前記対向車線上に実際の停止線が存在する場合、前記実際の停止線の位置に前記切り替えラインを設定する
ことを特徴とする請求項8に記載の車両制御方法。 - 前記静止物体の後方に2つ以上の道路が交差する部分が存在する場合、前記対向車両が前記交差する部分に進入する手前の位置に前記切り替えラインを設定する
ことを特徴とする請求項8に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側である場合、前記対向車両の速度から前記速度プロファイルに係る速度を減算して速度差を算出し、
前記速度差が第1所定値以上である場合には前記自車両を減速させ、
前記速度差が第2所定値未満である場合には前記自車両の速度を維持するまたは前記自車両を加速させ、
前記速度差が前記第1所定値未満、且つ前記第2所定値以上である場合には、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項9に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側である場合、所定時間における前記対向車両の速度と前記所定時間における前記速度プロファイルに係る速度とを比較し、
前記所定時間における前記対向車両の速度が前記所定時間における前記速度プロファイルに係る速度より速い場合には前記自車両を減速させ、
前記所定時間における前記対向車両の速度が前記所定時間における前記速度プロファイルに係る速度より遅い場合には前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項9に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で奥側である場合、所定時間における前記対向車両の速度の平均値と前記所定時間における前記速度プロファイルに係る速度の平均値と算出し、
前記所定時間内における前記対向車両の速度の平均値から前記所定時間における前記速度プロファイルに係る速度の平均値を減算して第2速度差を算出し、
前記第2速度差が第3所定値以上である場合には前記自車両を減速させ、
前記第2速度差が第4所定値未満の場合には前記自車両の速度を維持するまたは前記自車両を加速させる
前記第2速度差が前記第3所定値未満であり、且つ前記第4所定値以上である場合には、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項9に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加した場合、または前記対向車両が前記走行車線と前記対向車線との境界を示す区画線に接近した場合には前記自車両を減速させ、
前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の速度が増加していない場合、または前記対向車両が前記区画線に接近していない場合には前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする請求項6~14のいずれか1項に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ前記対向車両の加速度が所定加速度以上である場合には、前記自車両を減速させ、
前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記対向車両の加速度が前記所定加速度未満である場合には前記自車両の速度を維持し、
前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、所定時間内に前記対向車両の加速度が前記所定加速度に達しない場合には前記自車両を加速させる
ことを特徴とする請求項6~14のいずれか1項に記載の車両制御方法。 - 前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記区画線と前記対向車両との距離が予め定められた第3所定距離以下の場合には前記自車両を減速させ、
前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、前記区画線と前記対向車両との距離が前記第3所定距離よりも長い場合には前記自車両の速度を維持し、
前記対向車両の位置が前記切り替えラインよりも前記自車両から見て前記自車両の進行方向で手前側であり、且つ、所定時間内に前記区画線と前記対向車両との距離が前記第3所定距離以下にならない場合に前記自車両を加速させる
ことを特徴とする請求項15に記載の車両制御方法。 - 自車両が走行する道路上の静止物体の位置を検出する第1センサと、
前記自車両の速度を検出する第2センサと、
前記自車両が走行する走行車線に隣接する対向車線を前記自車両の進行方向と逆方向に走行する対向車両の位置を検出する第3センサと、
前記対向車両の速度を検出する第4センサと、
前記第1センサ、前記第2センサ、前記第3センサ、及び前記第4センサによって検出されたデータに基づいて、前記自車両の走行を制御するコントローラと、を備え、
前記コントローラは、
前記道路上の領域で、かつ、前記道路の延在方向に沿って前記静止物体を含んで形成される領域を設定し、
前記自車両の速度と前記対向車両の位置及び速度とに基づいて、前記自車両と前記対向車両がすれ違う位置を算出し、
前記静止物体と前記対向車両との距離が長いほど大きくなる車速閾値を設定し、
前記すれ違う位置が前記領域内に存在する場合において、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値以上である場合、前記自車両を減速させ、
前記すれ違う位置が前記領域内に存在する場合において、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記対向車両の速度が、前記静止物体から所定距離だけ離れた前記対向車両の位置に対応する前記車速閾値未満である場合、前記自車両の速度を維持するまたは前記自車両を加速させる
ことを特徴とする車両制御装置。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2021562193A JP7266709B2 (ja) | 2019-12-02 | 2019-12-02 | 車両制御方法及び車両制御装置 |
CN201980102750.0A CN114761301B (zh) | 2019-12-02 | 2019-12-02 | 车辆控制方法及车辆控制装置 |
EP19955270.4A EP4071025B1 (en) | 2019-12-02 | 2019-12-02 | Vehicle control method and vehicle control device |
EP23155586.3A EP4201772B1 (en) | 2019-12-02 | 2019-12-02 | Vehicle control method and vehicle control device |
MX2022006572A MX2022006572A (es) | 2019-12-02 | 2019-12-02 | Metodo de control de vehiculo y dispositivo de control de vehiculo. |
PCT/IB2019/001353 WO2021111164A1 (ja) | 2019-12-02 | 2019-12-02 | 車両制御方法及び車両制御装置 |
US17/780,115 US11608062B2 (en) | 2019-12-02 | 2019-12-02 | Vehicle control method and vehicle control device |
BR112022010315A BR112022010315A2 (pt) | 2019-12-02 | 2019-12-02 | Método de controle de veículo e dispositivo de controle de veículo |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/IB2019/001353 WO2021111164A1 (ja) | 2019-12-02 | 2019-12-02 | 車両制御方法及び車両制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2021111164A1 true WO2021111164A1 (ja) | 2021-06-10 |
Family
ID=76221669
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB2019/001353 WO2021111164A1 (ja) | 2019-12-02 | 2019-12-02 | 車両制御方法及び車両制御装置 |
Country Status (7)
Country | Link |
---|---|
US (1) | US11608062B2 (ja) |
EP (2) | EP4071025B1 (ja) |
JP (1) | JP7266709B2 (ja) |
CN (1) | CN114761301B (ja) |
BR (1) | BR112022010315A2 (ja) |
MX (1) | MX2022006572A (ja) |
WO (1) | WO2021111164A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20210207973A1 (en) * | 2020-01-06 | 2021-07-08 | Toyota Jidosha Kabushiki Kaisha | System, management method, automated driving vehicle, and program |
CN113487888A (zh) * | 2021-07-16 | 2021-10-08 | 北京交通大学 | 一种城区内部道路机动车泊车与行车控制方法 |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2021171049A1 (ja) * | 2020-02-24 | 2021-09-02 | 日産自動車株式会社 | 車両制御方法及び車両制御装置 |
US11780448B2 (en) * | 2020-04-06 | 2023-10-10 | Nissan Motor Co., Ltd. | Vehicle behavior estimation method, vehicle control method, and vehicle behavior estimation device |
US20230099334A1 (en) * | 2021-09-30 | 2023-03-30 | Waymo Llc | Pull-over location selection using machine learning |
CN115457783B (zh) * | 2022-08-30 | 2023-08-11 | 重庆长安汽车股份有限公司 | 无信号灯交叉口通行、协同、协作通行方法及系统 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008102690A (ja) | 2006-10-18 | 2008-05-01 | Aisin Aw Co Ltd | 運転支援方法及び運転支援装置 |
JP2017224237A (ja) * | 2016-06-17 | 2017-12-21 | 日立オートモティブシステムズ株式会社 | 周辺環境認識装置 |
Family Cites Families (31)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2009023399A (ja) * | 2007-07-17 | 2009-02-05 | Toyota Motor Corp | 衝突防止装置 |
JP4858452B2 (ja) * | 2008-01-22 | 2012-01-18 | 住友電気工業株式会社 | 車両運転支援システム、運転支援装置、車両及び車両運転支援方法 |
JP5757900B2 (ja) | 2012-03-07 | 2015-08-05 | 日立オートモティブシステムズ株式会社 | 車両走行制御装置 |
WO2015198426A1 (ja) * | 2014-06-25 | 2015-12-30 | 日産自動車株式会社 | 車両制御装置 |
JP2016141258A (ja) * | 2015-02-02 | 2016-08-08 | トヨタ自動車株式会社 | 車間距離制御装置 |
EP3091370B1 (en) * | 2015-05-05 | 2021-01-06 | Volvo Car Corporation | Method and arrangement for determining safe vehicle trajectories |
DE102016203086B4 (de) * | 2016-02-26 | 2018-06-28 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Fahrerassistenz |
JP6497349B2 (ja) * | 2016-04-13 | 2019-04-10 | トヨタ自動車株式会社 | 車両走行制御装置 |
US10234864B2 (en) * | 2017-03-07 | 2019-03-19 | nuTonomy Inc. | Planning for unknown objects by an autonomous vehicle |
JP6859239B2 (ja) | 2017-09-19 | 2021-04-14 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
JP6633588B2 (ja) | 2017-10-06 | 2020-01-22 | 本田技研工業株式会社 | 車両制御装置 |
JP6839770B2 (ja) * | 2017-10-20 | 2021-03-10 | 株式会社日立製作所 | 移動体制御システム、および、管制装置 |
JP6676025B2 (ja) * | 2017-10-23 | 2020-04-08 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
WO2019087380A1 (ja) * | 2017-11-06 | 2019-05-09 | 本田技研工業株式会社 | 車両制御装置 |
US10562538B2 (en) * | 2017-11-22 | 2020-02-18 | Uatc, Llc | Object interaction prediction systems and methods for autonomous vehicles |
JP7132713B2 (ja) * | 2017-12-28 | 2022-09-07 | 株式会社Soken | 車両走行制御装置、車両走行制御システムおよび車両走行制御方法 |
US11079764B2 (en) * | 2018-02-02 | 2021-08-03 | Nvidia Corporation | Safety procedure analysis for obstacle avoidance in autonomous vehicles |
JP6832421B2 (ja) * | 2018-03-08 | 2021-02-24 | バイドゥドットコム タイムズ テクノロジー (ベイジン) カンパニー リミテッドBaidu.com Times Technology (Beijing) Co., Ltd. | シミュレーションに基づく自動運転車の感知要求の評価方法 |
JP6637537B2 (ja) * | 2018-03-14 | 2020-01-29 | 本田技研工業株式会社 | 車両制御装置および車両制御方法 |
US10564643B2 (en) * | 2018-05-31 | 2020-02-18 | Nissan North America, Inc. | Time-warping for autonomous driving simulation |
US11001256B2 (en) * | 2018-09-19 | 2021-05-11 | Zoox, Inc. | Collision prediction and avoidance for vehicles |
US11208096B2 (en) * | 2018-11-02 | 2021-12-28 | Zoox, Inc. | Cost scaling in trajectory generation |
WO2020164021A1 (zh) * | 2019-02-13 | 2020-08-20 | 北京百度网讯科技有限公司 | 用于驾驶控制的方法、装置、设备、介质和系统 |
US11643072B2 (en) * | 2019-09-27 | 2023-05-09 | Zoox, Inc. | Planning accommodations for particulate matter |
US11420630B2 (en) * | 2019-10-24 | 2022-08-23 | Zoox, Inc. | Trajectory modifications based on a collision zone |
US10928830B1 (en) * | 2019-11-23 | 2021-02-23 | Ha Q Tran | Smart vehicle |
US11465619B2 (en) * | 2020-05-27 | 2022-10-11 | Zoox, Inc. | Vehicle collision avoidance based on perturbed object trajectories |
EP4162339A4 (en) * | 2020-06-05 | 2024-06-26 | Gatik AI Inc. | METHOD AND SYSTEM FOR DATA-DRIVEN AND MODULAR DECISION-MAKING AND TRAJECTORY GENERATION OF AN AUTONOMOUS AGENT |
US11433885B1 (en) * | 2020-08-20 | 2022-09-06 | Zoox, Inc. | Collision detection for vehicles |
US11794732B2 (en) * | 2020-11-05 | 2023-10-24 | Zoox, Inc. | Allocation of safety system resources based on probability of intersection |
JP7283463B2 (ja) * | 2020-12-07 | 2023-05-30 | トヨタ自動車株式会社 | 衝突回避装置 |
-
2019
- 2019-12-02 WO PCT/IB2019/001353 patent/WO2021111164A1/ja unknown
- 2019-12-02 EP EP19955270.4A patent/EP4071025B1/en active Active
- 2019-12-02 BR BR112022010315A patent/BR112022010315A2/pt unknown
- 2019-12-02 US US17/780,115 patent/US11608062B2/en active Active
- 2019-12-02 CN CN201980102750.0A patent/CN114761301B/zh active Active
- 2019-12-02 JP JP2021562193A patent/JP7266709B2/ja active Active
- 2019-12-02 EP EP23155586.3A patent/EP4201772B1/en active Active
- 2019-12-02 MX MX2022006572A patent/MX2022006572A/es unknown
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008102690A (ja) | 2006-10-18 | 2008-05-01 | Aisin Aw Co Ltd | 運転支援方法及び運転支援装置 |
JP2017224237A (ja) * | 2016-06-17 | 2017-12-21 | 日立オートモティブシステムズ株式会社 | 周辺環境認識装置 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20210207973A1 (en) * | 2020-01-06 | 2021-07-08 | Toyota Jidosha Kabushiki Kaisha | System, management method, automated driving vehicle, and program |
US11644332B2 (en) * | 2020-01-06 | 2023-05-09 | Toyota Jidosha Kabushiki Kaisha | Automated driving vehicle management system, method, and program |
CN113487888A (zh) * | 2021-07-16 | 2021-10-08 | 北京交通大学 | 一种城区内部道路机动车泊车与行车控制方法 |
Also Published As
Publication number | Publication date |
---|---|
MX2022006572A (es) | 2023-01-04 |
EP4201772B1 (en) | 2024-06-26 |
JPWO2021111164A1 (ja) | 2021-06-10 |
US20220410890A1 (en) | 2022-12-29 |
EP4071025A4 (en) | 2023-05-10 |
US11608062B2 (en) | 2023-03-21 |
EP4071025B1 (en) | 2024-04-10 |
JP7266709B2 (ja) | 2023-04-28 |
EP4201772A1 (en) | 2023-06-28 |
CN114761301A (zh) | 2022-07-15 |
BR112022010315A2 (pt) | 2022-08-16 |
CN114761301B (zh) | 2023-05-09 |
EP4071025A1 (en) | 2022-10-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3418150B1 (en) | Vehicle control device | |
JP7266709B2 (ja) | 車両制御方法及び車両制御装置 | |
JP6380919B2 (ja) | 車両制御装置 | |
US11186275B2 (en) | Vehicle control system | |
EP3418151B1 (en) | Vehicle control device | |
CN111845669A (zh) | 车辆控制装置 | |
US11247677B2 (en) | Vehicle control device for maintaining inter-vehicle spacing including during merging | |
CN111587206B (zh) | 车辆控制装置、具有该车辆控制装置的车辆以及控制方法 | |
US11180141B2 (en) | Vehicle control system | |
US10351130B2 (en) | Vehicle control system | |
CN111373457A (zh) | 车辆控制装置、车辆以及车辆控制方法 | |
JP7189318B2 (ja) | 車両の走行制御方法及び走行制御装置 | |
JP7345043B2 (ja) | 車両制御方法及び車両制御装置 | |
WO2018198186A1 (ja) | 走行支援方法及び走行支援装置 | |
EP4206054A1 (en) | Driving assistance method and driving assistance device | |
RU2781021C1 (ru) | Способ управления транспортным средством и устройство управления транспортным средством | |
JP2022061388A (ja) | 車両の走行制御装置 | |
JP7516232B2 (ja) | 車両の走行制御方法及び走行制御装置 | |
JP2023022944A (ja) | 走行制御装置 | |
CN118043247A (zh) | 车辆控制装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 19955270 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2021562193 Country of ref document: JP Kind code of ref document: A |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112022010315 Country of ref document: BR |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 2019955270 Country of ref document: EP Effective date: 20220704 |
|
ENP | Entry into the national phase |
Ref document number: 112022010315 Country of ref document: BR Kind code of ref document: A2 Effective date: 20220526 |