WO2023067793A1

WO2023067793A1 - Driving assistance method and driving assistance device

Info

Publication number: WO2023067793A1
Application number: PCT/JP2021/039086
Authority: WO
Inventors: 泰久早川
Original assignee: 日産自動車株式会社
Priority date: 2021-10-22
Filing date: 2021-10-22
Publication date: 2023-04-27

Abstract

Provided are a driving assistance method and a driving assistance device which involve: in the case when a first indication that notifies the surroundings of intention of parking or intention of moving from a parked state is detected from a first vehicle (V1) traveling ahead in the travel direction of a second vehicle (V2), or in the case when a second indication that notifies the outside of the existence of an available parking space is detected from an area ahead in the travel direction of the second vehicle (V2), determining whether or not the route of the second vehicle (V2) is to cross a passing area (X) which the first vehicle (V1) will pass through when the first vehicle (V1) is to be parked or is to move from the parked state; and when the route of the second vehicle (V2) has been determined to cross the passing area (X), performing autonomous control on the traveling of the second vehicle (V2) so as not to enter the passing area (X). Also provided are a driving assistance method and a driving assistance device which involve, in the case when a parking space for parking of the first vehicle (V1) is detected, causing direction indicators on both sides of the first vehicle (V1) to blink.

Description

Driving support method and driving support device

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

Information on obstacles existing in the parking lot, information on the vehicle, and map information including information on the travel route on which the vehicle can move in the parking lot are used to include a moving route for driving the vehicle to the target point. A control system is known that generates an instruction, transmits the instruction and map information to a vehicle, and controls the running of the vehicle (Patent Document 1).

JP 2020-131787 A

In the conventional technology described above, when a camera installed in a parking lot detects a first vehicle that is parked or is starting from a parked state, a second vehicle running near the first vehicle is detected as the first vehicle. The vehicle is stopped at a predetermined distance from the vehicle. However, in the above-described conventional technology, the deceleration of the second vehicle starts after the camera in the parking lot detects the parking or departure of the first vehicle. Vehicles may approach each other. In this case, there is a problem that the first vehicle stops in order to avoid contact between the vehicles, and parking or departure cannot be completed.

The problem to be solved by the present invention is that, when a second vehicle approaches a first vehicle that is running in order to park or depart, the second vehicle is forced to travel for the first vehicle to park or depart. It is an object of the present invention to provide a driving support method and a driving support device capable of suppressing the occurrence of an impeding situation.

The present invention detects a first display informing the surroundings that the vehicle will be parked or that the vehicle will depart from a parked state, from a first vehicle traveling in front of a second vehicle in the direction of travel, or that there is a parking space available for parking. When the second display for informing the outside is detected from the front in the traveling direction of the second vehicle, the path of the second vehicle will pass when the first vehicle is parked or the first vehicle will depart from the parked state. When it is determined that the course of the second vehicle intersects with the passage area when the second vehicle is to pass, autonomous control is performed so that the second vehicle does not enter the passage area. This solves the above problems.

Also, the present invention solves the above problem by causing the direction indicators on both sides of the vehicle to start blinking when a parking space for parking the vehicle (first vehicle) is detected.

According to the present invention, when the second vehicle approaches the first vehicle in motion to park or depart, the second vehicle may prevent the first vehicle from traveling for parking or departure. can be suppressed.

1 is a block diagram showing an example of an embodiment of a driving assistance system according to the present invention; FIG. FIG. 4 is a block diagram showing another example of an embodiment of the driving assistance system according to the present invention; FIG. 3 is a plan view showing an example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 1); FIG. 3 is a plan view showing an example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 2); FIG. 3 is a plan view showing an example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 3); FIG. 3 is a plan view showing another example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 1); FIG. 3 is a plan view showing another example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 2); FIG. 4 is a plan view showing still another example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 1); FIG. 9 is a plan view showing still another example of a driving scene in which autonomous control is executed by the driving support system shown in FIGS. 1 and 2 (No. 2); 2 is a flow chart showing an example of an information processing procedure in the driving support system of FIG. 1; 3 is a flowchart showing an example of an information processing procedure in the driving support system of FIG. 2;

An embodiment of a driving assistance method and a driving assistance device according to the present invention will be described below based on the drawings. It should be noted that the following description is based on the premise that the vehicle travels on the left side of the road in a country that has left-hand traffic laws. In countries that have right-hand traffic laws, vehicles drive on the right-hand side, so the following descriptions should be read symmetrically between right and left.

[Configuration of driving support system]
FIG. 1 is a block diagram showing a first driving assistance system 1 according to the present invention. The first driving support system 1 is an in-vehicle system for a first vehicle, and is mainly used in a parking lot. It is a device group for starting with. In addition, in this embodiment, being parked in the parking space is also called "parking state."

The parking lot can be an indoor parking lot or an outdoor parking lot. In addition, the parking lot may be equipped with automatic valet parking facilities, or may be partially compatible with automatic valet parking. Automatic valet parking refers to driving a vehicle from a parking lot to a target parking space and parking the vehicle in the target parking space by autonomous driving control. In automated valet parking, the user of the vehicle may or may not be in the vehicle (ie unmanned). Moreover, not all vehicles traveling in the parking lot need to travel under autonomous travel control, and some vehicles may travel under manual operation.

Here, the term "autonomous driving control" refers to the autonomous control of the vehicle's driving behavior, and the driving behavior includes acceleration, deceleration, starting, stopping, steering to the right or left, changing lanes, It includes all running motions, such as squeezing. Further, autonomously controlling the running and autonomously controlling the running motion means controlling the running motion of the vehicle using a device provided in the vehicle to be controlled. In other words, the first driving assistance device and the second driving assistance device, which will be described later, intervene and control these running actions within a predetermined range. The uninterrupted driving behavior is controlled manually by the driver.

As shown in FIG. 1, the first driving support system 1 includes an imaging device 11, a distance measuring device 12, map information 13, a vehicle position detecting device 14, a navigation device 15, a vehicle control device 16, a display device 17, and an input device. 18 and a first driving support device 19 . Devices included in the first driving support system 1 are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other.

The imaging device 11 is a device that recognizes objects around the vehicle from images, and is a camera such as a camera equipped with an imaging device such as a CCD, an ultrasonic camera, or an infrared camera. A plurality of imaging devices 11 can be provided in one vehicle. For example, they can be arranged in the front grille, under the left and right door mirrors, and in the vicinity of the rear bumper of the vehicle. This can reduce blind spots when recognizing objects around the vehicle.

The ranging device 12 is a device for calculating the relative distance and relative speed between the vehicle and the object, and includes laser radar, millimeter wave radar (LRF, etc.), LiDAR (Light Detection And Ranging) unit, ultrasonic radar radar equipment or sonar, such as A plurality of distance measuring devices 12 can be provided in one vehicle, and can be arranged, for example, in the front, right side, left side, and rear of the vehicle. Accordingly, it is possible to accurately calculate the relative distance and relative speed of the vehicle to surrounding objects.

Objects detected by the imaging device 11 and the distance measuring device 12 include road lane boundaries, center lines, road markings, median strips, guardrails, curbs, side walls of highways, road markings, traffic lights, pedestrian crossings, and construction work. Installed at the site, accident site, traffic restriction, parking lot boundary, parking lot side wall and ceiling, parking space, drop-off area, boarding area, parking lot entrance and exit, lane boundary and parking lot such as signs. Objects also include obstacles that may affect the travel of the own vehicle, such as automobiles other than the own vehicle (other vehicles), motorcycles, bicycles, pedestrians, and pillars in parking lots. The detection results of the imaging device 11 and the distance measuring device 12 are acquired by the first driving support device 19 at predetermined time intervals.

In addition, the detection results of the imaging device 11 and the distance measuring device 12 can be integrated or synthesized by the first driving support device 19, thereby complementing the missing information of the detected object. For example, the first driving support device 19 can detect a can calculate the position information of the object. The calculated positional information of the object is integrated with the detection results of the imaging device 11 and the distance measuring device 12 and a plurality of pieces of information such as the map information 13 in the first driving support device 19, and the environment around the own vehicle is integrated. become information. Also, using the detection results of the imaging device 11 and the distance measuring device 12 and the map information 13, it is possible to recognize objects around the own vehicle and predict their movements.

The map information 13 is information used for generating a travel route and/or for travel control, and includes road information, facility information, and attribute information thereof. Road information and road attribute information include road width, road curvature radius, road shoulder structures, road traffic regulations (speed limit, lane change availability), road junctions and junctions, increase/decrease in number of lanes, Information such as the location of the fall is included. The map information 13 is high-definition map information that can grasp the movement trajectory for each lane, and includes two-dimensional position information and/or three-dimensional position information at each map coordinate, road/lane boundary information at each map coordinate, and road attribute information. , lane uplink/downlink information, lane identification information, connection destination lane information, and the like.

The road/lane boundary information in the high-definition map information is information that indicates the boundary between the road on which the vehicle is traveling and other areas. The road on which the vehicle travels is a road on which the vehicle travels, and the shape of the road is not particularly limited. The boundaries exist on the left and right with respect to the traveling direction of the host vehicle, and the form is not particularly limited. Boundaries include road markings, road structures, etc. Road markings include lane boundaries, center lines, etc. Road structures include medians, guardrails, curbs, tunnels, highway sidewalls, etc. be At a point such as an intersection where the road boundary cannot be clearly specified, the road boundary is set in advance. This boundary is fictitious and is not an actual pavement marking or road structure.

In addition, the map information 13 includes, as map information of the parking lot, the position of the parking space, the position of the get-off place, the position of the boarding place, the entrance and exit positions of the parking lot, the width and curvature radius of the road, Information such as directions, signs installed in parking lots, positions of obstacles such as pillars, and drivable areas are included. The map information 13 is stored in a readable state in a recording medium provided in the first driving support device 19, an in-vehicle device, or a server on a network. The first driving assistance device 19 acquires the map information 13 as necessary.

The own vehicle position detection device 14 is a positioning system for detecting the current position of the own vehicle, and is not particularly limited, and a known system can be used. The vehicle position detection device 14 calculates the current position of the vehicle from radio waves received from GPS (Global Positioning System) satellites, for example. Further, the vehicle position detection device 14 estimates the current position of the vehicle from the vehicle speed information obtained from the vehicle speed sensor and the acceleration information obtained from the acceleration sensor and the gyro sensor. The current position of the own vehicle may be calculated by collating it with the map information of the car park.

The navigation device 15 is a device that refers to the map information 13 and calculates a travel route from the current position of the vehicle detected by the vehicle position detection device 14 to the destination set by the driver. The navigation device 15 uses the road information and facility information of the map information 23 to search for a travel route for the vehicle to reach the destination from the current position. The travel route includes at least information about the road on which the vehicle travels, the travel lane, and the travel direction of the vehicle, and is displayed linearly, for example. A plurality of travel routes may exist depending on the search conditions. The travel route calculated by the navigation device 15 is output to the first driving assistance device 19 .

The vehicle control device 16 is an in-vehicle computer such as an electronic control unit (ECU: Electronic Control Unit), and electronically controls in-vehicle equipment that regulates the running of the vehicle. The vehicle control device 16 includes a vehicle speed control device 161 that controls the running speed of the vehicle and a steering control device 162 that controls the steering operation of the vehicle. The vehicle speed control device 161 and the steering control device 162 autonomously control the operations of these drive device and steering device according to control signals input from the first driving support device 19 . As a result, the own vehicle can autonomously travel along the set travel route.

The drive devices controlled by the vehicle speed control device 161 include an electric motor and/or an internal combustion engine as a travel drive source, a power transmission device including a drive shaft and an automatic transmission that transmit the output from these travel drive sources to the drive wheels, A driving device for controlling a power transmission device is included. A braking device controlled by vehicle speed control device 161 is, for example, a braking device for braking wheels. A control signal corresponding to the set running speed is input from the first driving support device 19 to the vehicle speed control device 161 . The vehicle speed control device 161 generates a signal for controlling these drive devices based on the control signal input from the first driving support device 19, and transmits the signal to the drive device, thereby increasing the running speed of the vehicle. control autonomously.

On the other hand, the steering device controlled by the steering control device 162 includes a steering device that controls all the steering wheels according to the steering angle of the steering wheel (so-called steering wheel), for example, a steering actuator such as a motor attached to the steering column shaft. be Based on the control signal input from the first driving support device 19, the steering control device 162 obtains the detection results of the imaging device 11 and the distance measuring device 12, the map information 13, and the current position information obtained by the vehicle position detection device 14. autonomously control the operation of the steering system so that the vehicle travels while maintaining a predetermined lateral position (position in the left-right direction of the vehicle) with respect to the set travel route using at least one of do.

Information necessary for autonomous control in the vehicle speed control device 161 and the steering control device 162, such as the running speed, acceleration, steering angle, and attitude of the own vehicle, is detected using various sensors provided in the vehicle control device 16. Various sensors include a vehicle speed sensor, an acceleration sensor, a gyro sensor, a steering angle sensor, an inertial measurement unit (IMU), and the like. The vehicle control device 26 outputs the detection results of these sensors to the first driving assistance device 19 .

The display device 17 is a device for providing necessary information to the occupants of the vehicle, and is, for example, a projector such as a liquid crystal display provided on the instrument panel or a head-up display (HUD).

The input device 18 is a device for a vehicle occupant to input instructions to the first driving support device 19. The input device 18 includes a touch panel input by a user's finger touch or a stylus pen, a microphone for acquiring a user's voice instruction, Examples include a switch attached to the steering wheel of a vehicle.

The first driving support device 19 controls the running of the first vehicle by controlling and cooperating with the devices included in the first driving support system 1, and controls the running of the first vehicle, in particular, parking and stopping from the parking state. It is a device for controlling departure. The first driving support device 19 is, for example, a computer, and includes a CPU (Central Processing Unit) 191 that is a processor, a ROM (Read Only Memory) 192 that stores a program, and a RAM (Random Access Memory) 193. The CPU 191 is an operating circuit for functioning as the first driving support device 19 by executing a program stored in the ROM 192 .

The program stored in the ROM 192 includes the first control unit 3, which is a functional block for realizing functions required for autonomous driving control by the first driving support device 19. The first control unit 3 has a function of processing information necessary for autonomous travel control of the first vehicle and causing the first vehicle to travel under autonomous travel control. The 1st control part 3 is provided with the 1st detection part 31, the 1st determination part 32, the 1st production|generation part 33, and the 1st travel part 34, as shown in FIG. In FIG. 1, each part is extracted and shown for convenience. The roles of these functional blocks will be described later.

Next, FIG. 2 is a block diagram showing the second driving support system 2 according to the present invention. The second driving support system 2 is an in-vehicle system for a second vehicle, and is mainly used in a parking lot. It is a device group for starting with.

FIG. 2 is a block diagram showing devices included in the second driving support system 2. As shown in FIG. As shown in FIG. 2, the second driving support system 2 includes an imaging device 21, a distance measuring device 22, map information 23, a vehicle position detecting device 24, a navigation device 25, a vehicle control device 26, a display device 27, and an input device. 28 and a second driving assistance device 29 . The vehicle control device 26 also includes a vehicle speed control device 261 and a steering control device 262 . These devices are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other.

Among the devices provided in the second driving support system 2, those other than the second driving support device 29, that is, the imaging device 21, the distance measuring device 22, the map information 23, the own vehicle position detection device 24, the navigation device 25, and the vehicle control The device 26, the vehicle speed control device 261, the steering control device 262, the display device 27, and the input device 28 are the imaging device 11, the distance measuring device 12, the map information 13, and the vehicle position detection device 14 of the first driving support system 1, respectively. , the navigation device 15, the vehicle control device 16, the vehicle speed control device 161, the steering control device 162, the display device 17, and the input device 18, so the description thereof will be omitted.

The second driving support device 29 controls the running of the second vehicle by controlling and cooperating with the devices included in the second driving support system 2, and controls the running of the second vehicle, particularly parking and from the parking state. It is a device for controlling departure. The second driving support device 29 is a computer, for example, and includes a CPU 291 that is a processor, a ROM 292 in which programs are stored, and a RAM 293 that functions as an accessible storage device. The CPU 291 is an operation circuit for functioning as the second driving support device 29 by executing a program stored in the ROM 292 .

The program stored in the ROM 292 includes the second control unit 4, which is a functional block for realizing functions required for autonomous driving control by the second driving support device 29. The second control unit 4 has a function of processing information necessary for autonomous travel control of the second vehicle and causing the second vehicle to travel under autonomous travel control. The 2nd control part 4 is provided with the 2nd detection part 41, the 2nd determination part 42, the 2nd production|generation part 43, and the 2nd travel part 44, as shown in FIG. In FIG. 2, each part is extracted and shown for convenience. The roles of these functional blocks will be described later.

It should be noted that the first driving support system 1 and the second driving support system 2 according to the present invention can be applied not only to driving by autonomous driving control but also to navigation systems that support manual driving by the driver. In addition, the first driving support system 1 and the second driving support system 2 autonomously control both speed control and steering control. Applicable.

[Functions of First Control Unit and Second Control Unit]
The first control unit 3 and the second control unit 4 of the present embodiment control, for example, the driving scenes shown in FIGS. and autonomously control. The driving scene shown in FIG. 3A is a scene in which the first vehicle V1 is driving in an indoor parking lot inside a building such as a building. The current position of the first vehicle V1 is the position P1, and the walls W of the parking lot exist on both left and right sides of the first vehicle V1. Four parking spaces S1 to S4 are defined on the right side of the first vehicle V1. Each parking space is separated by a white line, and indicator lights I1 to I4 indicating the state of the parking space are installed for each parking space. The indicator lights I1 to I4 are assumed to indicate blue indicating an empty state when there is no parked vehicle in the parking space, and indicate red indicating a parked state when there is a parked vehicle in the parking space. In front of the parking spaces S1 to S4 is the road of the parking lot, and two-way traffic is possible on the road.

In the driving scene shown in FIG. 3A, it is assumed that the first vehicle V1 is about to park in the parking space under autonomous driving control, and that the parking spaces S3 and S4 have parked vehicles V3 and V4, respectively. In this case, functions performed by each functional block of the first control unit 3 shown in FIG. 1 and each functional block of the second control unit 4 shown in FIG. 2 will be described.

First, the first detection section 31 of the first control section 3 has a function of detecting a parking space for parking the first vehicle V1. Further, when a parking space is detected, it has a function of detecting an obstacle existing in the parking space. Detection results of the imaging device 11 and the distance measuring device 12 are used to detect parking spaces and obstacles. When detecting a parking space, for example, edge extraction processing is performed on image data acquired by the imaging device 11 to recognize the position of a boundary line such as a white line. If a space for parking the first vehicle V1 exists in the area surrounded by the recognized boundary line, the area is detected as a parking space. Instead of or in addition to this, the current position of the first vehicle V1 obtained from the own vehicle position detection device 14 is collated with the position information of the parking space obtained from the map information 13 to detect the parking space. . In the case of obstacle detection, pattern matching processing is performed on the image data acquired by the imaging device 11 to recognize the photographed object. Then, from the detection result of the distance measuring device 12, the distance between the recognized object and the first vehicle V1 is calculated.

In the driving scene shown in FIG. 3A, edge extraction processing is performed on the image data acquired from the imaging device 11 by the function of the first detection unit 31 . As a result of the edge extraction process, areas S1 to S4 are detected on the right side of the first vehicle V1. Since each of the areas S1 to S4 has a space for parking the first vehicle V1, the areas S1 to S4 are detected as parking spaces.

The first determination unit 32 has a function of determining whether or not the first vehicle V1 can be parked in the parking space. For the determination, for example, obstacle information obtained from the detection results of the imaging device 11 and the distance measuring device 12 is used. Specifically, pattern matching processing is performed on the image data acquired by the imaging device 11 to recognize the photographed object, and from the detection result of the distance measuring device 12, the recognized object and the first vehicle are detected. Calculate the distance to V1. Then, the detected position of the parking space and the detected position of the obstacle are compared to determine whether or not there is an obstacle in the parking space. If there is an obstacle in the parking space, it is determined that the parking space cannot be parked, and if there is no obstacle in the parking space, it is determined that the parking space is available for parking.

Alternatively or in addition to this, the states of the indicator lights I1 to I4 installed in the parking spaces S1 to S4 are detected, and the parking spaces are detected from the detection results. For example, in the driving scene shown in FIG. 3A, since there are no parked vehicles in the parking spaces S1 and S2, the indicator lights I1 and I2 show an empty blue color. On the other hand, since the parked vehicles V3 and V4 are present in the parking spaces S3 and S4, the indicator lights I3 and I4 indicate the parking state in red. Therefore, the colors indicated by the indicator lights I1 to I4 are detected, and when the color of the indicator lights is blue, it is determined that the parking space is available for parking, and when the color of the indicator lights is red, the parking space is available for parking. It can be determined that it is not

In the driving scene shown in FIG. 3A, the function of the first determination unit 32 performs pattern matching processing on the image data acquired by the imaging device 11, and recognizes the parked vehicles V3 and V4 as objects. Further, from the detection result of the distance measuring device 12, the separation distance between the first vehicle V1 and the parked vehicles V3 and V4 is calculated, and the accurate positions of the parked vehicles V3 and V4 are calculated. Further, the imaging device 11 detects the colors indicated by the indicator lights I1 to I4, and recognizes that the indicator lights I1 and I2 indicate blue and the indicator lights I3 and I4 indicate red. Based on the positional relationship between the first vehicle V1, the parked vehicles V3 and V4, and the parking spaces S1 to S4 and the states indicated by the indicator lights I1 to I4, the parking spaces S1 and S2 can be parked, and the parking space S3 can be parked. and S4 determine that parking is not possible.

The first generator 33 has a function of generating a travel route for the first vehicle V1 to travel. Specifically, when the function of the first determination unit 32 determines that the detected parking space is available for parking, the first generation unit 33 sets a target parking space for parking the first vehicle V1, Set the parking position in the target parking space. Then, a travel route is generated on which the first vehicle V1 travels from the current position to the parking position by autonomous travel control. The travel route includes map information including the full width, length and minimum turning radius of the first vehicle V1, the width of the travel path or road on which the first vehicle V1 travels, the travelable area of the road or parking lot, and the surroundings of the first vehicle V1. Generated using the position of obstacles that exist in

In the driving scene shown in FIG. 3A, it is assumed that the occupant of the first vehicle V1 has set the parking space S1 as the target parking space. In this case, the first generator 33 sets the position P4 of the parking space S1 as the stop position. Further, using the detection results of the distance measuring device 12, the distance from the current position P1 to the wall W, the distance from the current position P1 to the parked vehicle V3, and the distance from the current position P1 to the parked vehicle V4 are calculated. . Then, the travel routes R1 and R2 are generated in consideration of the calculated distance to the obstacle, the minimum turning radius of the first vehicle V1, and the like.

A travel route R1 shown in FIG. 3A is a route that travels straight along the travel path of the parking lot from the current position P1 to the position P2 toward the parking space S1, which is the target parking space. When the first vehicle V1 reaches the position P2, the first generator 33 generates a travel route R2 for traveling from the position P2 on the travel path to the parking position P4 in the parking space S1. On the travel route R2, the first vehicle V1 makes a turnaround at the position P3.

At the position P2, the autonomous control of the travel of the first vehicle V1 shifts from the autonomous control of traveling on the travel road toward the target parking space to the autonomous control of parking at the parking position P4 of the target parking space. This is also referred to as transition position P2 where autonomous control transitions. In the present embodiment, parking the vehicle means traveling from the transition position P2 where the autonomous control transitions to the parking position P4 set as the target parking space. At the transition position P2, obstacles existing in the target parking space are detected, deceleration to a predetermined speed set when traveling along the travel route R2, and steering for traveling along the travel route R2 are started.

The first traveling unit 34 has a function of causing the first vehicle V1 to travel by autonomous travel control so that the first vehicle V1 is parked in the target parking space. The first vehicle V1 travels along the set travel route by autonomous control, and completes parking by autonomous control. A vehicle control device 16 is used for autonomous travel control of the first vehicle V1. In the driving scene of FIG. 3A, the vehicle speed control device 161 and the steering control device 162 are used to cooperatively control the driving device, the braking device, and the steering device so that the first vehicle V1 travels along the traveling routes R1 and R2. .

The first traveling unit 34 also has a function of blinking the direction indicator of the first vehicle V1 when it is determined that the target parking space is available for parking. A control signal for blinking the direction indicator is input from the first driving support device 19 to the vehicle control device 16 by the function of the first traveling unit 34 . The direction indicator may blink on one side or both sides. The interval between lighting and extinguishing in blinking is a predetermined time interval (for example, 0.1 to 1 second).

In particular, the first traveling unit 34 detects the parking space for parking the first vehicle V1 before the first vehicle V1 starts traveling for parking. flash the device. Driving motions for parking include, for example, lane change, narrowing, deceleration, stopping, and steering. to start. Further, before starting the traveling operation for parking, for example, the autonomous control of traveling of the first vehicle V1 is shifted from the autonomous control of traveling toward the target parking space to the autonomous control of parking at the parking position P4. before. Specifically, before reaching the vicinity of the destination set by the occupant, while driving on the road toward the destination set by the occupant, and toward the target parking space, the vehicle is driven straight along the road in the parking lot. while

In the driving scene shown in FIG. 3A, it is determined that the first vehicle V1 can be parked in the parking spaces S1 and S2 before the driving routes R1 and R2 are generated. Therefore, as shown in FIG. 3B, the first traveling unit 34 blinks the left and right direction indicators when the first vehicle V1 reaches the position P5 on the traveling route R1. As a result, the second vehicle V2 traveling at the position Q1 behind the first vehicle V1 can be notified that the first vehicle V1 will be parked. In this embodiment, as shown in FIG. 3A, a vehicle traveling around the first vehicle V1 is referred to as a second vehicle V2.

Next, the second detection section 41 of the second control section 4 has a function of detecting objects existing around the second vehicle V2, including parking spaces and obstacles. The second detection unit 41 uses the image data acquired by the imaging device 21 and the detection result of the distance measuring device 22 in the same manner as the first detection unit 31 of the first control unit 3 to detect the second vehicle V2. Detects obstacles around the

The second detection unit 41 of the present embodiment detects the first display that informs the surroundings that the vehicle will be parked or that the vehicle will depart from the parked state. Notifying the surroundings that the vehicle will be parked or that it will depart from the parked state means that the first vehicle V1 will steer and decelerate as it parks, or that the first vehicle V1 will steer and accelerate as it departs. It refers to informing vehicles traveling around V1. When the second vehicle V2 detects the first display from the first vehicle V1 while traveling around the first vehicle V1, the second vehicle V2 travels while considering the acceleration, deceleration, steering and turning of the first vehicle V1. . The first display includes, for example, blinking of the direction indicator of the first vehicle V1, and also includes changes in roll angle and vehicle speed of the first vehicle V1.

Also, the second detection unit 41 of the present embodiment detects a second display that informs the outside that there is a parking space available for parking. Informing the outside means detecting parked vehicles in the parking space, determining whether or not the parking space can be parked, and displaying the determination result to vehicles traveling around the parking space. This means that the detection is performed using a device other than the on-vehicle equipment of the vehicle (for example, a detection device provided in a parking lot, etc.). The second display is, for example, the status of the indicator lights I1-I4 installed in the parking spaces S1-S4. The indicator lights I1 to I4 detect vehicles parked in the parking space using a sonar and a vehicle weight sensor provided in the parking space, acquire detection results, and indicate blue when the parking space is empty. If it is in a parking state, it shows red. In addition, the second detection unit 41, as a second indication, changes the state indicated by the indicator lamps I1 to I4 from blue to red (that is, changes from an empty state to a parked state), and changes from red to blue. A change (that is, a change from a parked state to an empty state) can be detected.

In the driving scene shown in FIG. 3B, the second vehicle V2 is driving at the position Q1, and the imaging device 21 can be used to detect blinking of the direction indicator of the first vehicle V1. In addition, the imaging device 21 can be used to detect the states displayed by the indicator lamps I1 to I4. The indicator lights I1 and I2 indicate that the parking spaces S1 and S2 are empty, respectively, and this indication can be detected from the position P5 of the first vehicle V1. Therefore, it can be said that the indicator lights I1 and I2 indicate to the first vehicle V1 traveling around that the parking spaces S1 and S2 can be parked. Thus, the second display is detected based on the positional relationship between the first vehicle V1 and the display means such as the indicator lamp.

When the first display is detected from the first vehicle V1 traveling in front of the second vehicle in the direction of travel, the second determination unit 42 determines that the route of the second vehicle V2 is the same as when the first vehicle V1 is parked. It has a function of determining whether or not it intersects with a passage area through which the first vehicle V1 passes or when it departs from a parked state. The second determination unit 42 also has a function of determining whether or not the paths of the two vehicles V2 intersect with the passage area even when the second display present in front of the second vehicle V2 in the traveling direction is detected. have The second vehicle V2 includes all vehicles traveling around the first vehicle V1, and the traveling position of the second vehicle V2 may be in front of or behind the first vehicle V1. Also, the second vehicle V2 may be moving forward or backward. Note that the front in the traveling direction indicates the front of the second vehicle V2 when the second vehicle V2 is moving forward, and indicates the rear of the second vehicle V2 when the second vehicle V2 is moving backward. shall be

The passage area is, for example, an area through which the body of the first vehicle V1 passes when traveling along a travel route R2 that travels from the transition position P2 to the parking position P4, like the area X shown in FIG. 3B. . Specifically, based on the image data of the first vehicle V1 acquired by the imaging device 21 and the position information of the first vehicle V1 detected by the distance measuring device 22, the change in vehicle speed, the blinking start position of the direction indicator, and the The parking space where the first vehicle V1 is going to park is estimated from the steering start position and the like. Then, a parking route for parking in the estimated target parking space is calculated from the current position of the first vehicle V1, and the passage area X is set using the parking route.

The passage area X is set as, for example, a rectangular area when the first vehicle V1 is viewed from above. When determining whether or not the route of the second vehicle V2 intersects with the passage area, first, when the second vehicle V2 is viewed from above, the second vehicle V2 traveling along the set route is Set the area through which the vehicle body of the Then, it is determined whether part or all of the area through which the vehicle body of the second vehicle V2 passes is included in the passage area of the first vehicle V1. That is, in a plan view of the second vehicle V2, if at least part of the area through which the vehicle body of the second vehicle V2 passes is included in the passage area, if the course of the second vehicle V2 intersects the passage area, If it is determined that the entire area through which the vehicle body of the second vehicle V2 passes is not included in the passage area, it is determined that the course of the second vehicle V2 does not cross the passage area.

In the driving scene shown in FIG. 3B, it is assumed that the second vehicle V2 travels straight from the lower side of the drawing to the upper side along the set route. In this case, when the second vehicle V2 is viewed from above, part of the area Y through which the body of the second vehicle V2 passes is included in the passage area X, so the course of the second vehicle V2 intersects with the passage area X. Then judge. Then, when it is determined that the course of the second vehicle V2 intersects with the passage area X, the travel of the second vehicle V2 is autonomously controlled so that the second vehicle V2 does not enter the passage area X. Specifically, the function of the second determination unit 42 determines whether or not the second vehicle V2 can avoid the first vehicle V1. For this determination, the total length and width of the first vehicle V1 and the second vehicle V2, the position of the obstacle, the minimum turning radius of the second vehicle V2, and the like are used. When it is determined that the second vehicle V2 cannot avoid the first vehicle V1, the second vehicle V2 is stopped before the passage area X by autonomous control. On the other hand, when it is determined that the second vehicle V2 can avoid the first vehicle V1, the second vehicle V2 is driven to avoid the first vehicle V1 by autonomous control.

On the other hand, when it is determined that the route of the second vehicle V2 does not intersect with the passage area X, the second vehicle V2 does not impede the running of the first vehicle V1, so the second vehicle V2 follows the set route. continue running along When the second vehicle V2 is caused to travel autonomously, the function of the second generation unit 43 is used to generate a travel route, and the function of the second travel unit 44 is used to autonomously control the travel operation of the second vehicle V2. The method of generating the travel route by the second generation unit 43 is the same as that of the first generation unit 33, and based on the determination result of the second determination unit 42, the overall width, the overall length, the minimum turning radius, the width of the travel path or road , the positions of obstacles existing in the surroundings, and the like are used to generate a travel route for traveling to the target position. Further, like the first traveling unit 34, the second traveling unit 44 uses the vehicle speed control device 261 and the steering control device 262 of the vehicle control device 26 so as to perform autonomous control along the set travel route. Coordinated control of the drive, brake and steering systems.

In the driving scene of FIG. 3B, when it is determined that the second vehicle V2 cannot avoid the first vehicle V1, for example, as shown in FIG. The function of the 2 generation unit 43 generates a travel route T1 that travels from the position Q1, which is the current position, to the stop position Q2. Then, the function of the second traveling section 44 causes the second vehicle V2 to travel along the travel route T1 and stop at the position Q2. In this case, the distance between the first vehicle V1 and the second vehicle V2 or the distance between the passage area X and the second vehicle V2 is set without setting the stop position, and the set distance is maintained. , the second vehicle V2 may be driven. In the driving scene of FIG. 3C, the first vehicle V1 is traveling to position P6 while the second vehicle V2 is traveling to position Q2, and the separation distance between the first vehicle V1 and second vehicle V2 is the second vehicle V2. The distance is such that the vehicle V2 does not interfere with the parking of the first vehicle V1. The direction indicator of the first vehicle V1 may continue to flash until it is parked at the parking position P4, or may be extinguished at a predetermined timing such as when the second vehicle V2 stops or reaches the turning position P3. good too.

On the other hand, in the driving scene of FIG. 3B, when it is determined that the second vehicle V2 can avoid the first vehicle V1, for example, as shown in FIG. The function of the generator 43 generates a travel route T2 that travels from the current position Q1 to the target position Q3. Then, the function of the second traveling section 44 causes the second vehicle V2 to travel along the travel route T2 and overtake the first vehicle V1. As shown in FIG. 3C, the second vehicle V2 can overtake the first vehicle V1 without entering the passage area X. As shown in FIG. Here, avoiding the first vehicle V1 specifically means avoiding the first vehicle V1 by changing the traveling direction and the vehicle speed without stopping the second vehicle V2. Avoidance of the first vehicle V1 includes overtaking and overtaking the first vehicle V1 if the second vehicle V2 is a following vehicle of the first vehicle V1. Avoiding the first vehicle V1 also includes changing the traveling direction to enter a different traveling path from the traveling path on which the second vehicle V2 is currently traveling.

In addition, the second determination unit 42 can determine whether or not the second vehicle V2 is entering the passage area X. When determining whether or not the second vehicle V2 is entering the passage area X, part or all of the vehicle body of the second vehicle V2 is included in the passage area X when the second vehicle V2 is viewed from above. It is determined by whether or not That is, if at least a portion of the vehicle body of the second vehicle V2 is included in the passage area X when the second vehicle V2 is viewed from above, it is determined that the second vehicle V2 is entering the passage area. If the entire vehicle body of the second vehicle V2 is not included in the passage area X, it is determined that the second vehicle V2 has not entered the passage area.

Then, when it is determined by the function of the second determination unit 42 that the second vehicle V2 is entering the passage area X, the second vehicle V2 is controlled so that the second vehicle V2 exits the passage area X. autonomously control the running of the Specifically, it is determined whether or not the second vehicle V2 can avoid the first vehicle V1. When it is determined that the second vehicle V2 can avoid the first vehicle V1, the first vehicle V1 is controlled by autonomous control. The second vehicle V2 is driven so as to avoid On the other hand, if it is determined that the second vehicle V2 cannot avoid the first vehicle V1, the second vehicle V2 is stopped by autonomous control, and after the second vehicle V2 has stopped, the vehicle passes through the passage area X. The second vehicle V2 is reversed and stopped. The stopped second vehicle V2 departs after the first vehicle V1 passes through the area Y through which the body of the second vehicle V2 passes, and continues running along the continuation. At this time, the second vehicle V2 may continue to stop until the parking of the first vehicle V1 is completed. , may depart. This is the same when the second vehicle V2 stops at the position Q2 shown in FIG. 3C.

In the driving scene of FIG. 4A, the inter-vehicle distance between the first vehicle V1 and the second vehicle V2 was short, so the start of deceleration of the second vehicle V2 was delayed. Assume that vehicle V2 is traveling at position Q4. In this case, since part of the body of the second vehicle V2 is included in the passage area X when the second vehicle V2 is viewed from above, it is determined that the second vehicle V2 is entering the passage area X. be done. Next, it is determined whether or not the second vehicle V2 can avoid the first vehicle V1. When it is determined that the second vehicle V2 can avoid the first vehicle V1, the position Q3 is set as the target position, and the function of the second generation unit 43 generates A travel route T3 that travels from a certain position Q4 to a target position Q3 is generated. Then, the function of the second traveling section 44 causes the second vehicle V2 to travel along the travel route T3 and overtake the first vehicle V1.

On the other hand, if it is determined that the second vehicle V2 cannot avoid the first vehicle V1, the second vehicle V2 is stopped at the position Q5. At this time, the stop position is set to the position Q5, the function of the second generator 43 generates the travel route T4a, and the function of the second travel unit 44 causes the second vehicle V2 to travel along the travel route T4. Alternatively, instead of generating the travel route T4a, the function of the second travel unit 44 is used to set the deceleration of the second vehicle V2 and autonomously stop the second vehicle V2 without steering. Control. After the second vehicle V2 stops at the position Q5, the second vehicle V2 is reversed to the position Q2, which is a position before the passing area X, and stopped as shown in FIG. 4B. At this time, the function of the second generator 43 generates a travel route T4b traveling from the position Q5 to the position Q2. The stopped second vehicle V2 comes into contact with the first vehicle V1 and the second vehicle V2, for example, after the first vehicle V1 reaches the parking position P4 or when the entire vehicle body of the first vehicle V1 is not included in the region Y. After the fear has passed, the vehicle departs from position Q2.

Next, the case where the first vehicle V1 departs from the parked state will be described. The driving scene shown in FIG. 5A is the same parking lot as the parking lot shown in FIG. 3A, and the first vehicle V1 is about to depart from the parking position P7 in the parking space S3. In the driving scene shown in FIG. 5A, the parked vehicle V5 is parked in the parking space S1, and the parked vehicle V4 is parked in the parking space S4. In addition, the second vehicle V2a runs at position Q6 toward the upper side of the drawing, and the second vehicle V2b runs at position Q7 toward the lower side of the drawing.

In the driving scene shown in FIG. 5A, first, by the function of the first detection unit 31 of the first control unit 3, parked vehicles V4 and V5 and second vehicles V2a and V2b are detected as obstacles around the first vehicle V1. to detect Next, the function of the first generator 33 generates a travel route for starting from the parking position P7 using the obstacle detection result. When the first vehicle V1 turns right and departs, for example, a travel route R3 shown in FIG. 5A is generated. A travel route R3 shown in FIG. 5A travels from a parking position P7 to a position P10, and turns at positions P8 and P9. When the first vehicle V1 reaches the position P10, the first generation unit 33 generates a travel route R4 that travels straight on the travel path of the parking lot from the position P10 to the position P11.

At the position P10, the autonomous control of the travel of the first vehicle V1 shifts from the autonomous control in which the vehicle departs from the parking space to the autonomous control in which it travels along the travel road toward the exit of the parking lot. It is also referred to as a transition position P10 where control transitions. In this embodiment, the vehicle starts from the parked state means that the vehicle travels from the parking position P7 set in the target parking space to the transition position P10 to which the autonomous control transitions.

When the travel routes R3 and R4 are generated, the function of the first travel unit 34 autonomously controls travel of the first vehicle V1 so that the first vehicle V1 travels along the travel routes R3 and R4. In addition, the first traveling unit 34 flashes the direction indicator before the first vehicle V1 starts traveling for departure. In the driving scene shown in FIG. 5A, the turn indicator on the right side of the first vehicle V1 is blinking. Running motions for parking are, for example, acceleration, deceleration, steering, and stopping for turning back. For example, before starting these running motions, blink the direction indicator in the direction to which the vehicle is headed after departure. Moreover, before starting the traveling operation for parking is, for example, the state in which the vehicle is parked at the parking position P7.

When the first vehicle V1 flashes its direction indicator, the second detection unit 41 detects a first display in front of the second vehicles V2a and V2b in the direction of travel that informs the surroundings that the vehicle will depart from the parked state. In the driving scene shown in FIG. 5A, blinking of the turn indicator on the right side of the first vehicle V1 is the first display. At this time, the second detection unit 41 can detect a change in the state indicated by the indicator lamp I3 from red (parking state) to blue (empty state) in addition to blinking of the direction indicator. Next, by the function of the second determination unit 42, a passing area Xa through which the first vehicle V1 passes when starting from the parked state is set, and whether the paths of the second vehicles V2a and V2b intersect with the passing area Xa is determined. determine whether or not Specifically, a passage area Xa shown in FIG. 5A is set, and in addition, an area Ya through which the vehicle body passes when the second vehicle V2a travels along the set route, and a second vehicle V2b. However, an area Yb through which the vehicle body passes when traveling along the set route is set. In the driving scene shown in FIG. 5A, when the second vehicle V2 is viewed from above, both the areas Ya and Yb are partly included in the passing area Xa, so the paths of the second vehicles V2a and V2b are It is determined that it intersects with the passing area Xa.

Next, the second determination unit 42 determines whether or not the second vehicles V2a and V2b can avoid the first vehicle V1. In the driving scene shown in FIG. 5A, it is determined that the second vehicle V2a cannot avoid the first vehicle V1 and the second vehicle V2b can avoid the first vehicle V1. In this case, the travel routes T5 and T6 shown in FIG. 5B are generated by the second generator 43 . Due to the function of the second travel section 44, the second vehicle V2a travels along the travel route T5 and stops at a position Q8 in front of the passage area Xa. On the other hand, the second vehicle V2b travels along the travel route T6 to avoid the first vehicle V1 and travels to the position Q9. At this time, the first vehicle V1 is traveling at the position P12, and can travel to the position P11 without being hindered by the second vehicles V2a and V2b to complete the departure. The stopped second vehicle V2a departs, for example, after the first vehicle V1 reaches the transition position P10 or the position P11. Alternatively, the stopped second vehicle V2a starts when the separation distance between the first vehicle V1 and the second vehicle V2 exceeds a predetermined distance. The predetermined distance can be set to an appropriate value (for example, 0.5 to 20 m) within a range in which contact between the first vehicle V1 and the second vehicle V2 can be avoided. Alternatively, the stopped second vehicle V2a starts when the state indicated by the indicator lamp I3 changes from red to blue (that is, from the parked state to the empty state).

3C and the passage area Xa shown in FIG. 5B, the passage area Xa extends to the near side (that is, to the bottom of the drawing) in the running direction of the second vehicle V2. I understand. Therefore, when the first vehicle V1 turns back from the parked state and departs, the position Q8 at which the second vehicle V2 is to be stopped when the first vehicle V1 departs is set higher than when the first vehicle V1 turns back and parks. It may be set on the front side. As a result, it is possible to anticipate in advance the difference in behavior between the turning back when parking and the turning back when departing.

So far, autonomous control of the first vehicle V1 and the second vehicle V2 in the parking lot has been described using the first driving assistance system and the second driving assistance system. It can also be applied to scenes where the vehicle is parked on the shoulder of the road, and scenes where the vehicle in front stops on a highway with its turn signal blinking.

[Processing of First Driving Support System and Second Driving Support System]
With reference to FIGS. 6 and 7, the processing when the first driving assistance device 19 and the second driving assistance device 29 respectively execute the autonomous travel control of the first vehicle V1 and the second vehicle V2 will be described. FIG. 6 is an example of a flowchart showing an information processing procedure in the first driving support system 1 of FIG. The processing described below is executed at predetermined time intervals by the CPU (processor) 191 of the first driving assistance device 19 when the first vehicle V1 is parked near the destination.

First, in step S1, the function of the first detection unit 31 detects a parking space using the imaging device 11, and in subsequent step S2, it is determined whether or not the parking space has been detected. When it is determined that the parking space could not be detected, the process proceeds to step S1, and the parking space is detected again. When the detection of the parking space is repeated a predetermined number of times (for example, 5 times) or more, the execution of the routine is stopped and the processing by the CPU 191 ends. On the other hand, if it is determined that the parking space has been detected, the process proceeds to step S3.

In step S3, the function of the first detection unit 31 detects the parking space and obstacles around the parking space. determines whether or not parking is possible. When it is determined that the first vehicle V1 cannot be parked, the process proceeds to step S1, and the parking space is detected again. When the detection of the parking space is repeated a predetermined number of times (for example, 5 times) or more, the execution of the routine is stopped and the processing by the CPU 191 ends. On the other hand, if it is determined that the parking space has been detected, the process proceeds to step S5.

In step S5, the function of the first generator 33 sets a target parking space from among the detected parking spaces, sets a parking position in the target parking space, and then the first vehicle V1 moves to the current position P1. to the parking position P4. In subsequent step S6, the direction indicator of the first vehicle V1 is flashed by the function of the first traveling unit 34, and in subsequent step S7, the vehicle controller 16 is used to cause the vehicle to travel along the travel route. , autonomously control the running of the first vehicle V1. After the parking of the first vehicle V1 is completed, the execution of the routine is stopped, and the processing by the CPU 191 ends.

Next, FIG. 7 is an example of a flowchart showing an information processing procedure in the second driving support system 2 of FIG. In the example shown in FIG. 8, it is assumed that the second vehicle is a following vehicle of the first vehicle. The processing described below is executed at predetermined time intervals by the CPU (processor) 291 of the second driving support device 29 .

First, in step S11, by the function of the second detection unit 41, the imaging device 21 is used to detect blinking of the direction indicator of the first vehicle. Detect space status. In the subsequent step S13, it is determined whether or not the flickering of the direction indicator of the first vehicle, which is the preceding vehicle of the second vehicle V2, or the vacant state of the indicator lamp ahead of the second vehicle V2 in the traveling direction has been detected. If it is determined that neither the blinking of the direction indicator of the first vehicle nor the vacant state of the indicator lamp can be detected, the process proceeds to step S11, and the blinking of the direction indicator of the first vehicle is detected again. When the detection of blinking of the direction indicator is repeated a predetermined number of times (for example, 5 times) or more, the execution of the routine is stopped and the processing by the CPU 291 is terminated. On the other hand, if it is determined that the blinking of the direction indicator of the first vehicle or the vacant state of the indicator lamp in front of the second vehicle V2 in the traveling direction has been detected, the process proceeds to step S14.

In step S14, the travel route on which the first vehicle V1 is parked is estimated by the function of the second determination unit 42, and in subsequent step S15, the passing area X of the first vehicle V1 is determined based on the estimated parking route. set. In subsequent step S16, a region Y through which the body of the second vehicle V2 passes when the second vehicle V2 travels along the set route is set. Then, in step S17, using the set passage areas X and Y, it is determined whether or not the route of the second vehicle V2 intersects with the passage area X of the first vehicle V1. If it is determined that the route of the second vehicle V2 does not intersect with the passage area X, the process advances to step S22 to autonomously control the travel of the second vehicle V2 so as to travel along the travel route. On the other hand, if it is determined that the route of the second vehicle V2 intersects with the passage area X, the process proceeds to step S18, and using the detection results of the imaging device 21 and the distance measuring device 22, the second vehicle V2 It is determined whether or not the vehicle has entered the passage area X of the vehicle V1.

When it is determined that the second vehicle V2 has not entered the passage area X of the first vehicle V1, the process proceeds to step S19 to determine whether the second vehicle V2 can overtake the first vehicle V1. . When it is determined that the first vehicle V1 can be overtaken, the process proceeds to step S20, and the function of the second generation unit 43 generates a travel route along which the second vehicle V2 overtakes the first vehicle V1. On the other hand, if it is determined that the first vehicle V1 cannot be overtaken, the process advances to step S21 to generate a travel route that stops the second vehicle V2 before the passing area X. FIG. After the travel route is generated, the process proceeds to step S22 to autonomously control travel of the second vehicle V2 so as to travel along the travel route.

On the other hand, if it is determined in step S18 that the second vehicle V2 has entered the passage area X, the process proceeds to step S23 to determine whether or not the second vehicle V2 can overtake the first vehicle V1. do. If it is determined that the first vehicle V1 can be overtaken, the process proceeds to step S20, and if it is determined that the first vehicle V1 cannot be overtaken, the process proceeds to step S24. In step S24, a travel route for stopping the second vehicle V2 is generated, and in subsequent step S25, a travel route for reversing the second vehicle V2 to the front of the passing area X and stopping is generated. Then, the process proceeds to step S22. When the autonomous driving control in step S22 is completed, execution of the routine is stopped, and normal autonomous driving control for heading to the set destination is started.

[Embodiment of the present invention]
As described above, according to the present embodiment, in the driving assistance method executed by the processor of the second vehicle, the processor provides the first display or the parking available information to inform the surroundings that the vehicle will be parked or that the vehicle will depart from the parking state. A second display that informs the outside that a parking space exists is detected, and the first display is detected from a first vehicle V1 traveling in front of the second vehicle in the direction of travel, or the second vehicle travels. When the second indication present in front of the direction is detected, the path of the second vehicle V2 passes when the first vehicle V1 is parked or when the first vehicle V1 departs from the parked state. When it is determined that the course of the second vehicle V2 intersects with the passage area X through which the second vehicle V2 passes, the second vehicle V2 is instructed not to enter the passage area X. A driving support method is provided for autonomously controlling driving of V2. As a result, even when the second vehicle V2 approaches the running first vehicle V1 for parking or departure, the separation distance between the first vehicle V1 and the second vehicle V2 is maintained. It is possible to suppress the occurrence of a situation in which V2 hinders the first vehicle V1 from traveling for parking or departure.

Further, according to the driving assistance method of the present embodiment, when the processor determines that the route of the second vehicle V2 intersects with the passage area X, the second vehicle V2 moves over the first vehicle V1. When it is determined that the second vehicle V2 can avoid the first vehicle V1, the second vehicle V2 is controlled to avoid the first vehicle V1 by the autonomous control. When it is determined that the second vehicle V2 cannot avoid the first vehicle V1, the second vehicle V2 is stopped in front of the passage area by the autonomous control. As a result, when the second vehicle V2 can avoid the first vehicle V1, it is possible to prevent the second vehicle V2 from stopping.

Further, according to the driving support method of the present embodiment, the processor determines whether or not the second vehicle V2 is entering the passage area X, and the second vehicle V2 is in the passage area X If it is determined that the second vehicle V2 can avoid the first vehicle V1, and if it is determined that the second vehicle V2 can avoid the first vehicle V1 causes the second vehicle V2 to travel so as to avoid the first vehicle V1 by the autonomous control, and when it is determined that the second vehicle V2 cannot avoid the first vehicle V1, the autonomous control , the second vehicle V2 is stopped, and after the second vehicle V2 is stopped, the second vehicle V2 is reversed to the front of the passage area and stopped. As a result, it is possible to suppress an increase in the change in behavior of the second vehicle V2.

Further, according to the driving assistance method of the present embodiment, the first display includes blinking of the direction indicator of the first vehicle V1, and the second display indicates that the parking space is empty. It includes the status of the indicator light I1 installed in the car park. Thereby, the first display and the second display can be detected more accurately.

Further, according to the driving assistance method of the present embodiment, when the first vehicle V1 turns back from the parked state and departs, the processor controls the second vehicle V2 when the first vehicle V1 departs. The position where the vehicle is stopped is set closer to the front side than when the first vehicle V1 is turned back and parked. As a result, the first vehicle V1 can more reliably complete the running for parking or the running for starting from the parked state.

Further, according to the present embodiment, in the driving assistance device including the processor that causes the second vehicle V2 to travel by autonomous travel control, the processor provides the first display to inform the surroundings that the vehicle will be parked or that the vehicle will depart from the parked state. Or when the second display V2 that informs the outside that there is a parking space available for parking is detected, and the first display is detected from the first vehicle V1 traveling ahead in the direction of travel of the second vehicle V2, or When the second display present in front of the traveling direction of the second vehicle V2 is detected, the course of the second vehicle V2 passes when the first vehicle V1 is parked or the first vehicle V1 is parked. intersects with the passage area X through which the vehicle departs from the parking state, and when it is determined that the route of the second vehicle V2 intersects with the passage area X, the second vehicle V2 enters the passage area X. A driving support device is provided that autonomously controls the running of the second vehicle V2 so as not to cause the vehicle to move. As a result, even when the second vehicle V2 approaches the running first vehicle V1 for parking or departure, the separation distance between the first vehicle V1 and the second vehicle V2 is maintained. It is possible to suppress the occurrence of a situation in which V2 hinders the first vehicle V1 from traveling for parking or departure.

Further, according to the present embodiment, in the driving assistance method executed by the processor of the vehicle, the processor, when detecting a parking space for parking the vehicle, blinks the direction indicators on both sides of the vehicle. A driving assistance method is provided for initiating the As a result, even when the second vehicle V2 approaches the vehicle (the first vehicle V1) that is traveling to park or depart, the second vehicle V1 can be notified that the first vehicle V1 is traveling to park or depart. The vehicle V2 can be notified, and the separation distance between the vehicle (the first vehicle V1) and the second vehicle V2 is maintained. Therefore, it is possible to prevent the second vehicle V2 from hindering the first vehicle V1 from traveling for parking or departure.

Further, according to the present embodiment, in the driving support device including the processor that controls blinking of the direction indicator of the vehicle, the processor detects the parking space for parking the vehicle, and A driving assistance device is provided that initiates blinking of both turn signals. As a result, even when the second vehicle V2 approaches the vehicle (the first vehicle V1) that is traveling to park or depart, the second vehicle V1 can be notified that the first vehicle V1 is traveling to park or depart. The vehicle V2 can be notified, and the separation distance between the vehicle (the first vehicle V1) and the second vehicle V2 is maintained. Therefore, it is possible to prevent the second vehicle V2 from hindering the first vehicle V1 from traveling for parking or departure.

DESCRIPTION OF SYMBOLS 1... 1st driving assistance system 11... Imaging device 12... Ranging device 13... Map information 14... Own vehicle position detection device 15... Navigation device 16... Vehicle control device 161... Vehicle speed control device 162... Steering control device 17... Display device 18... Input device 19... First driving support device 191... CPU (processor)
192 ROM
193 RAM
2 Second driving support system 21 Imaging device 22 Ranging device 23 Map information 24 Own vehicle position detection device 25 Navigation device 26 Vehicle control device 261 Vehicle speed control device 262 Steering control device 27 Display device 28... Input device 29... Second driving support device 291... CPU (processor)
292 ROM
293 RAM
3... First control unit 31... First detection unit 32... First determination unit 33... First generation unit 34... First travel unit 4... Second control unit 41... Second detection unit 42... Second determination unit 43... Second generating unit 44 Second traveling units I1, I2, I3, I4 Indicator lights P1, P2, P3, P4, P5, P6, P7, P8, P9, P10, P11 Position (first vehicle)
Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9... Position (Second vehicle)
R1, R2, R3, R4... Travel route (first vehicle)
S1, S2, S3, S4... Parking spaces T1, T2, T3, T4, T5, T6... Driving route (second vehicle)
V1 First vehicle V2 Second vehicle V3, V4, V5 Parked vehicle W Wall X, Xa Passing area Y, Ya, Yb Area

Claims

In the driving assistance method executed by the processor of the second vehicle,
The processor
Detecting a first display that informs the surroundings that the vehicle will be parked or that the vehicle will depart from the parking state, or a second display that informs the outside that there is a parking space available for parking;
When the first display is detected from the first vehicle traveling in front of the second vehicle in the direction of travel, or when the second display present in front of the second vehicle in the direction of travel is detected, the first display is detected. Determining whether the route of the second vehicle intersects with a passage area through which the first vehicle passes when parking or when the first vehicle departs from the parked state;
A driving support method, wherein when it is determined that the course of the second vehicle intersects with the passage area, the second vehicle is autonomously controlled so as not to enter the passage area.
The processor
Determining whether the second vehicle can avoid the first vehicle when it is determined that the course of the second vehicle intersects the passage area,
when it is determined that the second vehicle can avoid the first vehicle, causing the second vehicle to travel so as to avoid the first vehicle by the autonomous control;
2. The driving support method according to claim 1, wherein, when it is determined that said second vehicle cannot avoid said first vehicle, said autonomous control causes said second vehicle to stop before said passing area.
The processor
determining whether the second vehicle is entering the passage area;
when it is determined that the second vehicle has entered the passage area, determining whether the second vehicle can avoid the first vehicle;
when it is determined that the second vehicle can avoid the first vehicle, causing the second vehicle to travel so as to avoid the first vehicle by the autonomous control;
When it is determined that the second vehicle cannot avoid the first vehicle, the second vehicle is stopped by the autonomous control, and after the second vehicle is stopped, the second vehicle is moved to the front of the passing area. 3. The driving support method according to claim 1, wherein the vehicle is stopped by reversing.
3. The first indication includes blinking of a direction indicator of the first vehicle, and the second indication includes the state of an indicator light installed in the parking lot indicating that the parking space is empty. 4. The driving support method according to any one of 1 to 3.
The processor
When the first vehicle turns back from a parked state and departs, the position at which the second vehicle is stopped when the first vehicle departs is set to the nearer side than when the first vehicle turns back and parks. The driving support method according to any one of claims 2 to 4, wherein the driving support method is set.
In a driving support device equipped with a processor that causes a second vehicle to travel by autonomous travel control,
The processor
Detecting a first display that informs the surroundings that the vehicle will be parked or that the vehicle will depart from the parking state, or a second display that informs the outside that there is a parking space available for parking;
When the first display is detected from the first vehicle traveling in front of the second vehicle in the direction of travel, or when the second display present in front of the second vehicle in the direction of travel is detected, the first display is detected. Determining whether the route of the second vehicle intersects with a passage area through which the first vehicle passes when parking or when the first vehicle departs from the parked state;
A driving support device that autonomously controls travel of the second vehicle so as not to enter the passage area when it is determined that the course of the second vehicle intersects with the passage area.
In a driving assistance method executed by a processor of a vehicle,
The processor
A method of assisting driving, wherein, when a parking space for parking the vehicle is detected, blinking of direction indicators on both sides of the vehicle is started.
In a driving support device equipped with a processor that controls blinking of a vehicle direction indicator,
The processor
A driving assistance device that causes direction indicators on both sides of the vehicle to start blinking when a parking space for parking the vehicle is detected.