Vehicle-mounted device and driving assistance method

Abstract

The vehicle-mounted device comprises: a driving planning unit (27c) which plans at least the positioning of the vehicle during driving as a driving plan based on a driving strategy; and a confirmation unit (28c) which evaluates the driving plan planned by the driving planning unit (27c) based on driving rule judgment information and determines whether to allow the driving plan based on the evaluation. The driving planning unit (27c) plans the positioning of the vehicle based on a driving strategy that reduces the frequency of a blind spot entry situation in which a mobile body other than the vehicle is located in a blind spot within a detection range of a peripheral monitoring sensor due to the presence of other vehicles other than the vehicle.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on patent application No. 2019-188281 filed in Japan on October 14, 2019, and the contents of the basic application are cited in their entirety by reference. Technical Field

[0003] The present disclosure relates to a vehicle-mounted device and a driving assistance method. Background Art

[0004] For example, Patent Document 1 states that in autonomous driving, a minimum distance between the vehicle and obstacles such as other vehicles and pedestrians is calculated by a mathematical formula model called RSS (Responsibility Sensitive Safety) model and serves as a benchmark for evaluating safety (hereinafter referred to as a safety distance). Patent Document 1 states that the vehicle side that fails to apply brakes with a reasonable force when the safety distance is not met bears the responsibility for the accident. The contents of the prior art document are cited by reference as an explanation of the technical elements in this specification.

[0005] For example, Patent Document 2 discloses a technique for controlling the braking of a vehicle based on the inter-vehicle distance and relative speed between the vehicle and the vehicle ahead calculated from the scanning result of a radar device. In the technique disclosed in Patent Document 2, the setting value of the limit inter-vehicle distance is corrected based on the inertial mass estimated based on the type or weight of the vehicle ahead, and when the measured value of the inter-vehicle distance is smaller than the setting value of the limit inter-vehicle distance, the braking device of the vehicle is controlled to be in an operating state.

[0006] Patent Document 1: International Publication No. 2018 / 115963

[0007] Patent Document 2: Japanese Patent Application Publication No. 2007-030655

[0008] In the technology disclosed in Patent Document 1, when the vehicle passes the obstacle in front of it, if the safe distance with the oncoming vehicle is satisfied, the vehicle can start passing the obstacle in front of it. However, if the safe distance with the oncoming vehicle is not satisfied during the process of passing the obstacle in front of it, the vehicle may need to apply brakes and stop in the middle of the passing. If the vehicle stops in the middle of the passing, the obstacle and the vehicle stop side by side in the road width direction, so there is a concern that the traffic flow may be obstructed.

[0009] The technology disclosed in Patent Document 2 has room for improvement in order to avoid approach of vehicles other than the vehicle ahead. The details are as follows.

[0010] In the technology disclosed in Patent Document 2, although the vehicle distance to avoid approaching the vehicle ahead can be ensured, it is not assumed that the moving object will fly out from the front side. In the technology disclosed in Patent Document 2, depending on the height and width of the vehicle ahead, there is a possibility that the scanning range of the radar device will be largely blocked by the vehicle ahead, and the detection of the moving object flying out from the front side may be delayed. In this case, there is a concern that even if the moving object can be detected and braked, it is difficult to avoid approaching the moving object.

[0011] In addition, the technology disclosed in Patent Document 2 does not assume the turning of the oncoming vehicle or parallel vehicle. Depending on the length of the oncoming vehicle or parallel vehicle, the range of the vehicle body of the oncoming vehicle or parallel vehicle when turning may vary greatly. Therefore, there is a concern that it is difficult to avoid approaching the oncoming vehicle or parallel vehicle when turning.

[0012] In addition, there is room for improvement in the technology disclosed in Patent Document 2 for reducing the possibility of the vehicle potentially deviating from traffic regulations. The details are as follows.

[0013] When the front vehicle largely blocks the scanning range of the radar device, it is difficult to correctly identify the position of the mobile object located in the blind spot based on the scanning range of the front vehicle. In this case, it is difficult to evaluate the driving plan of the vehicle suitable for avoiding approaching the mobile object located in the blind spot. Summary of the invention

[0014] A first object of the present disclosure is to provide a vehicle-mounted device and a driving assistance method that reduce the possibility of a vehicle deviating from potential traffic regulations.

[0015] In addition, a second object of the present disclosure is to provide a vehicle-mounted device and a driving assistance method that can more easily avoid approaching a moving object.

[0016] In addition, the third purpose of the present disclosure is to provide a vehicle-mounted device and a driving assistance method that are less likely to interfere with traffic flow and can pass the side of an obstacle ahead even when a safety distance that should be kept at a minimum distance from the vehicle is set in order to avoid the vehicle from approaching an obstacle during automatic driving.

[0017] The above-mentioned object is achieved by the combination of features described in the independent claims, and the dependent claims specify more advantageous specific examples disclosed. The reference numerals in parentheses in the claims indicate the correspondence with the specific units described in the embodiments described later as one mode, and do not limit the technical scope of the present disclosure.

[0018] In order to achieve the above-mentioned first purpose, the first vehicle-mounted device of the present invention comprises: a driving planning unit, which plans at least the positioning of the vehicle during driving as a driving plan based on the driving strategy; and a confirmation unit, which evaluates the driving plan planned by the driving planning unit based on driving rule judgment information constructed corresponding to the traffic rules, and determines whether to allow the driving plan based on the evaluation. The driving planning unit plans the positioning of the vehicle based on a driving strategy that reduces the frequency of occurrence of a blind spot entry condition. The blind spot entry condition is a condition in which a mobile body other than the vehicle is located in a blind spot within the detection range of a peripheral monitoring sensor around the monitoring vehicle due to the presence of other vehicles other than the vehicle.

[0019] In order to achieve the above-mentioned first purpose, the first driving assistance method disclosed in the present invention plans at least the positioning of the vehicle during driving as a driving plan based on a driving strategy that reduces the frequency of blind spot entry conditions. The blind spot entry condition is a condition in which a mobile body other than the vehicle is located in a blind spot of a detection range of a peripheral monitoring sensor that monitors the periphery of the vehicle due to the presence of other vehicles other than the vehicle. The driving plan is evaluated based on driving rule judgment information constructed corresponding to traffic rules, and whether the driving plan is allowed is decided based on the evaluation.

[0020] According to this, according to the driving strategy that reduces the frequency of occurrence of blind spot entry situations in which a mobile body other than other vehicles is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles, at least the positioning of the vehicle during driving is planned as a driving plan. As a result, a driving plan that positions the host vehicle in such a way that the frequency of occurrence of blind spot entry situations is reduced can be performed. Then, such a driving plan is evaluated based on the driving rule judgment information constructed corresponding to the traffic rules, and it is determined whether the driving plan is permitted. Therefore, in a state where the mobile body is more correctly identified, the possibility of being able to evaluate the driving plan based on the driving rule judgment information increases. As a result, the possibility of the host vehicle deviating from potential traffic rules can be reduced.

[0021] In order to achieve the above-mentioned second purpose, the second vehicle-mounted device of the present invention comprises: a safety distance setting unit, which sets the safety distance that the vehicle should maintain at a minimum distance from an obstacle in order to avoid the vehicle and the obstacle from approaching; a leading vehicle determination unit, which determines the size of the leading vehicle of the vehicle; and a safety distance adjustment unit, which adjusts the safety distance in front of the vehicle set by the safety distance setting unit to a distance within a detection range of a surrounding monitoring sensor that detects obstacles around the vehicle, which is estimated to be below a specified range as an angular range that accommodates the leading vehicle, based on the size of the leading vehicle determined by the leading vehicle determination unit.

[0022] In order to achieve the above-mentioned second purpose, the second driving assistance method of the present invention sets a safety distance that the vehicle should maintain at a minimum distance from an obstacle in order to avoid the vehicle from approaching the obstacle, determines the size of the vehicle in front of the vehicle, and adjusts the set safety distance in front of the vehicle to a distance within the detection range of a peripheral monitoring sensor that detects obstacles around the vehicle, which is estimated to be below a specified range for the angular range that accommodates the vehicle in front, based on the determined size of the vehicle in front.

[0023] Accordingly, the set safety distance in front of the vehicle is adjusted to a distance within the detection range of the surrounding monitoring sensor that detects obstacles around the vehicle, where the angle range estimated to accommodate the preceding vehicle is below the prescribed range. Since the safety distance is the minimum distance that the vehicle should be separated from the obstacle in order to avoid the vehicle approaching the obstacle, the distance to the preceding vehicle can be at least a distance within the detection range of the surrounding monitoring sensor where the angle range estimated to accommodate the preceding vehicle is not below the prescribed range. If the angle range within the detection range of the surrounding monitoring sensor that is estimated to accommodate the preceding vehicle is not below the prescribed range, the range of the detection range of the surrounding monitoring sensor that is blocked by the preceding vehicle can be suppressed. Thus, even if the preceding vehicle is a vehicle with a relatively wide vehicle width, the surrounding monitoring sensor can easily detect the flying out of the moving body from the front side. As a result, it is easier to avoid approaching the moving body.

[0024] In order to achieve the above-mentioned second purpose, the third vehicle-mounted device of the present invention comprises: a safety distance setting unit, which sets the safety distance that the vehicle should maintain at a minimum distance from an obstacle in order to avoid the vehicle and the obstacle from approaching; a surrounding vehicle determination unit, which determines the size of vehicles surrounding the vehicle; and a safety distance adjustment unit, which adjusts the safety distance in front of or to the side of the vehicle set by the safety distance setting unit to a distance at which the vehicle does not intrude into the range estimated to be occupied by the surrounding vehicle when the surrounding vehicle turns, based on the size of the surrounding vehicles determined by the surrounding vehicle determination unit.

[0025] In order to achieve the above-mentioned second purpose, the third driving assistance method of the present invention sets a safety distance that the vehicle should maintain at a minimum distance from an obstacle in order to avoid the vehicle from approaching the obstacle, determines the size of the vehicle's surrounding vehicles, and adjusts the set safety distance in front of or to the side of the vehicle to a distance that the vehicle does not intrude into the range estimated to be occupied by the surrounding vehicles when the surrounding vehicles turn based on the determined size of the surrounding vehicles.

[0026] Accordingly, the safety distance set in front of or to the side of the vehicle is adjusted to a distance within which the vehicle does not intrude into the range estimated to be occupied by the surrounding vehicle when the surrounding vehicle turns, depending on the size of the surrounding vehicles. Since the safety distance is the minimum distance that the vehicle should be separated from the obstacle in order to avoid the vehicle from approaching the obstacle, even when the surrounding vehicle turns, a non-contact distance can be kept between the surrounding vehicle. Thus, even if the surrounding vehicle is a long vehicle, it is possible to avoid approaching the surrounding vehicle when the surrounding vehicle turns. As a result, it is easier to avoid approaching the moving object.

[0027] In order to achieve the above-mentioned third purpose, the fourth vehicle-mounted device of the present invention comprises: a safety distance setting unit, which sets the minimum safety distance that the vehicle should maintain between itself and the obstacle in order to avoid the vehicle capable of autonomous driving from approaching the obstacle; an obstacle determination unit, which determines obstacles around the vehicle; a range determination unit, which determines a necessary range when the obstacle determination unit determines that there is a front obstacle that requires sideways passing, and the necessary range is a range where it is estimated that the oncoming vehicle should not be located in order for the vehicle to complete the sideways passing of the front obstacle in a manner that ensures at least the safety distance set by the safety distance setting unit between the vehicle and the oncoming vehicle; and an autonomous driving function unit, which automatically performs the sideways passing of the front obstacle when there is no oncoming vehicle in the necessary range determined by the range determination unit.

[0028] In order to achieve the above-mentioned third purpose, the fourth driving assistance method of the present invention sets a safety distance that the vehicle should maintain at a minimum from an obstacle in order to avoid the approach of an autonomous driving vehicle to an obstacle, determines obstacles around the vehicle, and when a front obstacle that requires lateral passing is determined, determines a necessary range. The necessary range is a range where it is estimated that the oncoming vehicle should not be located in order for the vehicle to complete the lateral passing of the front obstacle in a manner that ensures at least the set safety distance between the vehicle and the oncoming vehicle. When there is no oncoming vehicle within the determined necessary range, the lateral passing of the front obstacle is automatically performed.

[0029] Accordingly, when there is no oncoming vehicle in the determined necessary range, the side passage of the determined obstacle ahead is automatically performed. The necessary range is a range where it is estimated that the oncoming vehicle should not be located in order for the vehicle to complete the side passage of the obstacle ahead by ensuring at least a set safety distance between the vehicle and the oncoming vehicle. Therefore, when there is no oncoming vehicle in the necessary range, it is estimated that the side passage of the obstacle ahead can be completed by ensuring a safety distance between the vehicle and the oncoming vehicle. In the case where the side passage of the obstacle ahead can be completed by ensuring a safety distance between the vehicle and the oncoming vehicle that should be separated from the obstacle to the minimum extent in order to avoid the vehicle and the obstacle approaching, it is also unnecessary to apply braking during the passage process in order to ensure a safety distance. Thus, the situation of stopping during the passage process of the obstacle ahead can be avoided. As a result, even when the safety distance that should be separated from the vehicle to the minimum extent in order to avoid the vehicle and the obstacle approaching during automatic driving is set, it is possible to pass the side of the obstacle ahead with less obstruction to the traffic flow. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 1 is a diagram showing an example of a schematic configuration of a vehicle system 1 and an automatic driving device 2 .

[0031] Figure 2 This is a diagram for explaining an example of determination of the required range Rr when the traveling environment recognition unit 25 recognizes the oncoming vehicle OV of the host vehicle HV as an obstacle and can identify the oncoming vehicle OV.

[0032] Figure 3 This is a diagram for explaining an example of determination of the required range Rr when the traveling environment recognition unit 25 does not recognize the oncoming vehicle of the host vehicle HV as an obstacle and cannot identify the oncoming vehicle.

[0033] Figure 4 This is a flowchart showing an example of the flow of processing related to the automatic driving in the automatic driving device 2.

[0034] Figure 5 1 is a diagram showing an example of a schematic configuration of a vehicle system 1 a and an automatic driving device 2 a .

[0035] Figure 6 This is a diagram for explaining an example of a ramp.

[0036] Figure 7 It is a diagram for explaining an example of the front driving range.

[0037] Figure 8 This is a flowchart showing an example of the flow of processing related to the safety distance adjustment in the automatic driving device 2a.

[0038] Fig. 9 1 is a diagram showing an example of a schematic configuration of a vehicle system 1b and an automatic driving device 2b.

[0039] Fig.10 This is a diagram for explaining an example of a situation when surrounding vehicles turn.

[0040] Fig.11 This is a diagram for explaining an example of a situation when surrounding vehicles turn.

[0041] Fig.12 This is a diagram for explaining an example of a situation when surrounding vehicles turn.

[0042] Fig.13 This is a diagram for explaining an example of a situation when surrounding vehicles turn.

[0043] Fig.14 This is a diagram for explaining an example of a situation when surrounding vehicles turn.

[0044] Fig.15 This is a flowchart showing an example of the flow of processing related to the safety distance adjustment in the automatic driving device 2b.

[0045] Fig.16 This is a diagram showing an example of a schematic configuration of a vehicle system 1c and an automatic driving device 2c.

[0046] Fig.17 This is a diagram showing an example of a schematic configuration of a vehicle system 1d and an automatic driving device 2d.

[0047] Fig.18 This is a diagram for explaining an example of the effect brought about by the configuration of the tenth embodiment.

[0048] Fig.19 This is a diagram for explaining an example of the effect brought about by the configuration of the tenth embodiment.

[0049] Fig. 20 This is a diagram for explaining an example of the effect brought about by the configuration of the tenth embodiment.

[0050] Fig.21 This is a diagram for explaining an example of the effect brought about by the configuration of the tenth embodiment.

[0051] Fig. 22 This is a diagram showing an example of a schematic configuration of a vehicle system 1e and an automatic driving device 2e.

[0052] Fig.23 This is a diagram for explaining an example of the effect brought about by the configuration of embodiment 11.

[0053] Fig.24 This is a diagram for explaining an example of the effect brought about by the configuration of embodiment 11.

[0054] Fig.25 This is a diagram showing an example of a schematic configuration of a vehicle system 1f and an automatic driving device 2f.

[0055] Fig.26 This is a diagram for illustrating an example of the effect brought about by the configuration of embodiment 12.

[0056] Fig. 27 This is a diagram for illustrating an example of the effect brought about by the configuration of embodiment 12.

[0057] Fig.28 This is a diagram for explaining an example of changing the setting range according to the driving action planned by the vehicle.

[0058] Fig.29 This is a diagram for explaining an example of changing the setting range according to the driving action planned by the vehicle.

[0059] Fig.30 1 is a diagram showing an example of a schematic configuration of a vehicle system 1g and an automatic driving device 2g.

[0060] Fig.31 This is a diagram showing an example of a schematic configuration of a vehicle system 1h and an automatic driving device 2h.

[0061] Fig.32 This is a diagram for illustrating an example of the effect brought about by the configuration of embodiment 15.

[0062] Fig.33 This is a diagram for illustrating an example of the effect brought about by the configuration of embodiment 15. DETAILED DESCRIPTION

[0063] With reference to the accompanying drawings, a plurality of embodiments for disclosure are described. In addition, for the convenience of description, sometimes between a plurality of embodiments, the same reference numerals are attached to parts having the same functions as the parts shown in the drawings used in the description so far, and their descriptions are omitted. The parts attached with the same reference numerals can refer to the descriptions in other embodiments. In addition, the following description is given by taking the areas where left-hand traffic is legalized as an example. In addition, in areas where right-hand traffic is legalized, the left and right can be reversed.

[0064] (Implementation Method 1)

[0065] <Schematic Configuration of Vehicle System 1>

[0066] Hereinafter, Embodiment 1 of the present disclosure will be described with reference to the drawings. Figure 1 The vehicle system 1 shown is used in a vehicle capable of automatic driving (hereinafter referred to as an automatic driving vehicle). Figure 1 As shown, the vehicle system 1 includes an automatic driving device 2, a positioner 3, a map database (hereinafter referred to as a map DB) 4, a surrounding monitoring sensor 5, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1 is not necessarily limited to an automobile, the case of using the vehicle system 1 in an automobile is used as an example for explanation below.

[0067] The autonomous driving vehicle in the first embodiment can be any vehicle capable of autonomous driving as described above. As the degree of autonomous driving (hereinafter referred to as the automation level), there can be multiple levels, for example, as defined by SAE. The automation level is divided into levels 0 to 5, for example, as defined by SAE.

[0068] Level 0 is a level where the system does not intervene and the driver performs all driving tasks. Driving tasks are, for example, steering and acceleration and deceleration. Level 0 is equivalent to so-called manual driving. Level 1 is a level where the system assists in either steering or acceleration and deceleration. Level 2 is a level where the system assists in steering and acceleration and deceleration. Levels 1 and 2 are equivalent to so-called driving assistance.

[0069] Level 3 is a level where the system can perform all driving tasks in specific places such as highways, and the driver can perform driving operations in emergencies. In Level 3, the driver is required to respond quickly when there is a request for driving change from the system. Level 3 is equivalent to so-called conditional autonomous driving. Level 4 is a level where the system can perform all driving tasks except for specific conditions such as roads that cannot be handled and extreme environments. Level 4 is equivalent to so-called highly automated driving. Level 5 is a level where the system can perform all driving tasks in all environments. Level 5 is equivalent to so-called fully automated driving. Levels 3 to 5 are equivalent to so-called automated driving.

[0070] The autonomous driving vehicle in Implementation 1 may be, for example, an autonomous driving vehicle with an automation level of level 3, or an autonomous driving vehicle with an automation level of level 4 or higher. In addition, the automation level may be switched. As an example, it may be possible to switch between autonomous driving with an automation level of level 3 or higher, and manual driving with a level 0. The following is an example of an autonomous driving vehicle performing autonomous driving with at least an automation level of level 3 or higher.

[0071] The locator 3 is equipped with a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from a plurality of positioning satellites. The inertial sensor includes, for example, a gyro sensor and an acceleration sensor. The locator 3 sequentially locates the vehicle position of the vehicle equipped with the locator 3 by combining the positioning signal received by the GNSS receiver with the measurement result of the inertial sensor. The vehicle position is represented, for example, by coordinates of latitude and longitude. In addition, the vehicle position may be located using the travel distance obtained based on the signal sequentially output from the vehicle speed sensor mounted on the vehicle.

[0072] Map DB4 is a non-volatile memory that stores map data such as link data, node data, road shape, and structures. Link data is composed of data such as link ID that determines the link, link length that indicates the length of the link, link direction, link travel time, shape information of the link (hereinafter referred to as link shape), node coordinates of the starting point and end point of the link, and road attributes. As an example, the link shape is composed of a coordinate column that indicates the coordinate positions of the two ends of the link and the shape interpolation points that indicate the shape between them. As road attributes, there are road names, road types, road widths, lane number information indicating the number of lanes, speed limit values, etc. Node data is composed of data such as node ID to which the number inherent to each node on the map is attached, node coordinates, node names, node types, and connection link IDs that record the link IDs of the links connected to the nodes. It can also be configured so that the link data is subdivided not only by road sections, but also by lanes (i.e., lanes).

[0073] It is sufficient as long as it is possible to distinguish whether the road section (i.e., link) corresponds to a one-way multi-lane, a one-way single lane, a two-way road without a center line, etc. based on the lane number information and / or road type. A two-way road without a center line does not include a one-way road. In addition, the center line can also be called a center line. The two-way road without a center line mentioned here refers to a two-way road without a center line in a general road other than an expressway or a road dedicated to automobiles.

[0074] The map data may also include a three-dimensional map composed of a point group of characteristic points of the road shape and the structure. When a three-dimensional map composed of a point group of characteristic points of the road shape and the structure is used as the map data, the locator 3 may be configured to determine the position of the vehicle by using the three-dimensional map and the detection results of the surrounding monitoring sensor 5 such as LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) or a surrounding monitoring camera that detects the point group of characteristic points of the road shape and the structure without using a GNSS receiver. In addition, a three-dimensional map may be generated based on the captured image by REM (Road Experience Management).

[0075] The perimeter monitoring sensor 5 is an autonomous sensor that monitors the perimeter of the vehicle. As an example, the perimeter monitoring sensor 5 detects objects around the vehicle, such as pedestrians, animals other than humans, and vehicles other than the vehicle (hereinafter referred to as moving objects), and stationary objects such as guardrails, curbs, trees, and objects dropped on the road. In addition, road markings such as lane lines around the vehicle are also detected. Examples of the perimeter monitoring sensor 5 include perimeter monitoring cameras that capture images of a specified range around the vehicle, and ranging sensors such as millimeter-wave radars, sonars, and LIDARs that send detection waves to a specified range around the vehicle.

[0076] The vehicle control ECU 6 is an electronic control device that performs driving control of the vehicle. As driving control, acceleration and deceleration control and / or steering control can be listed. As the vehicle control ECU 6, there are a steering ECU that performs steering control, a power unit control ECU that performs acceleration and deceleration control, and a brake ECU. The vehicle control ECU 6 performs driving control by outputting control signals to various driving control devices such as the electronically controlled throttle valve, brake actuator, and EPS (Electric Power Steering) motor installed in the vehicle.

[0077] The communication module 7 and the communication module 7 of the vehicle system 1 of the surrounding vehicles mounted on the vehicle transmit and receive information via wireless communication (hereinafter referred to as inter-vehicle communication). The communication module 7 may also transmit and receive information via wireless communication with a roadside device installed on the roadside (hereinafter referred to as roadside-to-vehicle communication). In this case, the communication module 7 may also receive information of the surrounding vehicles transmitted from the communication module 7 of the vehicle system 1 of the surrounding vehicles mounted on the vehicle via the roadside device.

[0078] In addition, the communication module 7 can also send and receive information with a center outside the vehicle via wireless communication (hereinafter referred to as wide area communication). When vehicles send and receive information via the center through wide area communication, by sending and receiving information including the vehicle position, the center can adjust the transmission and reception of vehicle information between vehicles within a constant range based on the vehicle position. Hereinafter, the case where the communication module 7 receives information about the surrounding vehicles of the vehicle through at least any one of vehicle-to-vehicle communication, road-to-vehicle communication, and wide area communication will be used for explanation.

[0079] In addition, the communication module 7 may receive map data distributed from an external server distributing map data by wide area communication, for example, and store the map data in the map DB 4. In this case, the map DB 4 may be a volatile memory, and the communication module 7 may sequentially acquire map data of an area corresponding to the vehicle position.

[0080] The vehicle state sensor 8 is a sensor group for detecting various states of the vehicle. The vehicle state sensor 8 includes a vehicle speed sensor, a steering sensor, an acceleration sensor, a yaw rate sensor, and the like. The vehicle speed sensor detects the vehicle speed. The steering sensor detects the steering angle of the vehicle. The acceleration sensor detects accelerations such as the front and rear acceleration and the lateral acceleration of the vehicle. The acceleration sensor only needs to detect acceleration in the negative direction, that is, deceleration. The yaw rate sensor detects the angular velocity of the vehicle.

[0081] The automatic driving device 2 includes, for example, a processor, a memory, an I / O, and a bus connecting them, and executes processing related to the automatic driving by executing a control program stored in the memory. The memory mentioned here is a non-transitory tangible storage medium that can be read by a computer and stores programs and data non-temporarily. In addition, the non-transitory tangible storage medium is implemented by a semiconductor memory or a magnetic disk. In addition, the details of the automatic driving device 2 are described below.

[0082] <Schematic structure of the automatic driving device 2>

[0083] Next, use Figure 1 , the schematic structure of the automatic driving device 2 is described. Figure 1As shown, the automatic driving device 2 includes a vehicle position acquisition unit 21, a sensor information acquisition unit 22, a map data acquisition unit 23, a communication information acquisition unit 24, a driving environment recognition unit 25, and an automatic driving unit 26 as functional blocks. In addition, part or all of the functions performed by the automatic driving device 2 may be constituted in hardware by one or more ICs, etc. In addition, part or all of the functional blocks of the automatic driving device 2 may be implemented by a combination of software execution based on a processor and hardware components. The automatic driving device 2 is equivalent to a vehicle-mounted device.

[0084] The vehicle position acquisition unit 21 acquires the vehicle position of the vehicle sequentially measured by the locator 3. The sensing information acquisition unit 22 acquires the detection results (that is, sensing information) sequentially detected by the surrounding monitoring sensor 5.

[0085] The map data acquisition unit 23 acquires map data stored in the map DB 4. The map data acquisition unit 23 may acquire map data of the surrounding area of ​​the vehicle based on the vehicle position of the vehicle acquired by the vehicle position acquisition unit 21. Preferably, the map data acquisition unit 23 acquires map data of a range wider than the detection range of the surrounding monitoring sensor 5.

[0086] The communication information acquisition unit 24 acquires information about the surrounding vehicles of the vehicle using the communication module 7. The surrounding vehicle information may include, for example, identification information, speed information, acceleration information, yaw rate information, and position information of the surrounding vehicles. The identification information may include, for example, information for identifying each vehicle, such as a vehicle ID. The identification information may also include classification information indicating the type of vehicle, model, and other specified divisions that the vehicle complies with.

[0087] The driving environment recognition unit 25 recognizes the driving environment of the vehicle based on the vehicle position acquired by the vehicle position acquisition unit 21, the sensing information acquired by the sensing information acquisition unit 22, the map data acquired by the map data acquisition unit 23, the information of the surrounding vehicles acquired by the communication information acquisition unit 24, etc. As an example, the driving environment recognition unit 25 uses this information to recognize the position, shape, movement state, etc. of the surrounding objects of the vehicle, or recognize the position of the road surface markings around the vehicle, etc., and generates a virtual space that reproduces the actual driving environment. The driving environment recognition unit 25 is equivalent to an obstacle identification unit.

[0088] In the driving environment recognition unit 25, the distance between the vehicle and the surrounding objects, the relative speed of the surrounding objects relative to the vehicle, the shape and size of the surrounding objects, etc. can be recognized as the driving environment based on the sensing information obtained by the sensing information acquisition unit 22. In addition, the driving environment recognition unit 25 can also be configured to use the information of the surrounding vehicles to recognize the driving environment when the information of the surrounding vehicles can be obtained through the communication information acquisition unit 24. For example, the position, speed, acceleration, yaw rate, etc. of the surrounding vehicles can be recognized based on the information such as the position, speed, acceleration, yaw rate, etc. of the surrounding vehicles. In addition, the performance information such as the maximum deceleration and maximum acceleration of the surrounding vehicles can also be recognized based on the identification information of the surrounding vehicles. As an example, it is configured to store the correspondence between the identification information and the performance information in the non-volatile memory of the automatic driving device 2 in advance, and refer to the correspondence to recognize the performance information based on the identification information. In addition, the above-mentioned classification information can also be used as the identification information.

[0089] It is preferred that the driving environment recognition unit 25 distinguishably recognizes whether the surrounding objects detected by the surrounding monitoring sensor 5 are moving objects or stationary objects. In addition, it is preferred to distinguishably recognize the types of surrounding objects. Regarding the types of surrounding objects, for example, the types can be distinguishably recognized by pattern matching the images captured by the surrounding monitoring camera. Regarding the types, for example, structures such as guardrails, objects dropped on the road, pedestrians, bicycles, motorcycles, cars, etc. can be distinguishably recognized. In the case where the surrounding objects are cars, the types of surrounding objects can be the type of vehicle, the type of vehicle, etc. It is sufficient to recognize whether the surrounding objects are moving objects or stationary objects according to the types of surrounding objects. For example, in the case where the types of surrounding objects are structures and objects dropped on the road, they can be recognized as stationary objects. In the case where the types of surrounding objects are pedestrians, bicycles, motorcycles, and cars, they can be recognized as moving objects. In addition, objects with a low possibility of immediate movement, such as parked vehicles, can also be recognized as stationary objects. It is sufficient to recognize a parked vehicle based on the fact that it is stopped and the brake lights can be recognized to be not on through image recognition.

[0090] The automatic driving unit 26 performs processing related to the proxy of the driver's driving operation. Figure 1 As shown, the automatic driving unit 26 includes a travel planning unit 27 , a confirmation unit 28 , and an automatic driving function unit 29 as sub-functional blocks.

[0091] The driving planning unit 27 generates a driving plan for driving the vehicle by automatic driving using the driving environment recognized by the driving environment recognition unit 25. For example, a path search process is performed to generate a recommended path from the vehicle position to the destination as a medium- to long-term driving plan. In addition, a driving plan for changing lanes, a driving plan for driving in the center of a lane, a driving plan for following the vehicle in front, and a driving plan for avoiding obstacles are generated as short-term driving plans for driving in accordance with the medium- to long-term driving plan.

[0092] In the driving planning unit 27, for example, a path that is a constant distance from the identified driving lane line or becomes the center is generated as a driving plan, or a path that follows the behavior or driving trajectory of the identified preceding vehicle is generated as a driving plan. In addition, the driving planning unit 27 may generate a path that causes the vehicle to change lanes to an empty area of ​​an adjacent lane in the same direction of travel as a driving plan. The driving planning unit 27 may generate a path that avoids obstacles and maintains driving as a driving plan, or may generate a deceleration plan to stop in front of an obstacle as a driving plan. The driving planning unit 27 may also be configured to generate a driving plan that is judged to be optimal through machine learning or the like. The driving planning unit 27, for example, calculates one or more paths as a short-term driving plan. For example, the driving planning unit 27 may be configured to also include acceleration and deceleration information for speed adjustment on the calculated path as a short-term driving plan.

[0093] As an example, when the obstacle ahead identified by the driving environment recognition unit 25 is an obstacle ahead that hinders the driving of the vehicle (hereinafter referred to as a driving obstacle), the driving plan unit 27 evaluates the safety by the confirmation unit 28 described later, and generates a driving plan corresponding to the situation. Below, the case where the driving obstacle is identified and determined is further described. In addition, the driving obstacle can be a fallen object on the road in the driving lane of the vehicle, a parked vehicle, or a front vehicle in the driving lane of the vehicle. The front vehicle equivalent to the driving obstacle can be a front vehicle whose average speed is greatly reduced compared with the speed limit value of the driving road, although it is not a traffic congestion road. In addition, for narrow roads, since there are many cases where slow driving is required, it is preferably configured not to use the front vehicle as a driving obstacle. Below, in the case where the driving road of the vehicle is equivalent to a two-way road without a central line, it is assumed that the moving body such as the front vehicle is not determined as a driving obstacle, and the stationary object such as the parked vehicle is determined as a driving obstacle for explanation.

[0094] For example, when the driving environment recognition unit 25 identifies and determines that there is a driving obstacle, the driving planning unit 27 performs processing corresponding to the driving road of the vehicle. For example, when the driving road of the vehicle is equivalent to a two-way road without a center line, the driving planning unit 27 determines whether it is possible to drive in the driving lane of the vehicle in a manner that ensures a distance in the left and right directions above a threshold value between the driving obstacle. The threshold value mentioned here can be a lower limit value that can be set as a safety distance described later. The lower limit value can be, for example, a value of a safety distance set when the speed of the vehicle is suppressed to a minimum for driving. In other words, the driving planning unit 27 determines whether it is possible to drive in the driving lane of the vehicle in a manner that ensures a safety distance in the left and right directions between the driving obstacle. In addition, the threshold value can be a pre-set fixed value, or a value that changes according to the behavior of the moving body when the driving obstacle is a moving body.

[0095] As an example, the driving planning unit 27 may determine that the vehicle can travel in the driving lane of the vehicle while ensuring a safe distance in the left-right direction from the driving obstacle when the width of the lane width of the vehicle's driving lane that is not blocked by the driving obstacle is larger than the value obtained by adding the above threshold to the vehicle width of the vehicle. When it is determined that the vehicle can travel in the driving lane of the vehicle while ensuring a safe distance in the left-right direction from the driving obstacle, a driving plan may be generated to maintain the driving lane of the vehicle and pass the side of the driving obstacle while avoiding the oncoming vehicle.

[0096] On the other hand, when the width of the portion of the lane width of the driving lane of the host vehicle that is not blocked by the driving obstacle is less than the value obtained by adding the above-mentioned threshold value to the vehicle width of the host vehicle, it is determined that the vehicle cannot travel in the driving lane of the host vehicle in a manner that ensures a safe distance in the left and right directions between the driving obstacle. The value of the vehicle width of the host vehicle may be a value pre-stored in the non-volatile memory of the automatic driving device 2. The lane width of the driving lane may be determined based on the map data acquired by the map data acquisition unit 23. When it is determined that the vehicle cannot travel in the driving lane of the host vehicle in a manner that ensures a safe distance in the left and right directions between the driving obstacle, a driving plan for parking may be generated. This is because when the driving road of the host vehicle corresponds to a two-way road without a center line, when it is determined that the vehicle cannot travel in the driving lane of the host vehicle in a manner that ensures a safe distance in the left and right directions between the driving obstacle, the vehicle cannot pass. In this case, for example, the automatic driving device 2 may switch from automatic driving to manual driving. In addition, when switching from automatic driving to manual driving, it may be configured to shift to manual driving after a notification requesting a driving switch is made in advance.

[0097] When the driving road of the vehicle is equivalent to a one-way multi-lane road, the driving planning unit 27 may generate a driving plan for changing lanes to an adjacent lane in the same direction as the driving lane of the vehicle. When the driving road of the vehicle is equivalent to a one-way single-lane road, the driving planning unit 27 may determine whether it is possible to drive in the driving lane of the vehicle in a manner that ensures a distance in the left and right directions above the threshold between the vehicle and the driving obstacle, as described above. When it is determined that it is possible to drive in the driving lane of the vehicle in a manner that ensures a safe distance in the left and right directions between the vehicle and the driving obstacle, a driving plan may be generated to maintain the driving lane of the vehicle and pass the side of the driving obstacle. On the other hand, when the driving road of the vehicle is equivalent to a one-way single-lane road, and when it is determined that it is not possible to drive in the driving lane of the vehicle in a manner that ensures a safe distance in the left and right directions between the vehicle and the driving obstacle, a driving plan may be generated to exceed the driving lane of the vehicle and pass the side of the driving obstacle while avoiding the oncoming vehicle.

[0098] The confirmation unit 28 evaluates the safety of the driving plan generated by the driving plan unit 27. As an example, in order to more easily evaluate the safety of the driving plan, the confirmation unit 28 can use a mathematical formula model that formulates the concept of safe driving to evaluate the safety of the driving plan. The confirmation unit 28 can evaluate the safety based on whether the distance between the object of the vehicle and the surrounding objects (hereinafter referred to as the inter-object distance) is calculated by a preset mathematical formula model and is a distance (hereinafter referred to as a safety distance) that serves as a benchmark for evaluating the safety between the objects. As an example, the inter-object distance is the distance in the front and rear directions and the left and right directions of the vehicle.

[0099] In addition, the mathematical formula model, as a model for ensuring the prescribed safety, can be a model with soundness that reasonable people agree on. The mathematical formula model means that as long as appropriate actions are taken, the state in which the vehicle follows the driving rules corresponding to the traffic rules can be maintained. As an example of the appropriate action mentioned here, braking with a reasonable force can be cited. For example, braking with the maximum deceleration that can be achieved for the vehicle can be cited. The safe distance calculated by the mathematical formula model can be said to be the minimum distance that the vehicle should be separated from the obstacle in order to avoid the vehicle from approaching the obstacle.

[0100] The confirmation unit 28 includes a safety distance setting unit 281 and a range determination unit 282 as sub-functional blocks. The safety distance setting unit 281 calculates the safety distance using the above-mentioned mathematical formula model and sets the calculated safety distance as the safety distance. The safety distance setting unit 281 calculates and sets the safety distance using at least information about the behavior of the vehicle. The safety distance setting unit 281 may also use, for example, an RSS (Responsibility Sensitive Safety) model as the mathematical formula model.

[0101] The safety distance setting unit 281 sets the safety distance in front of the vehicle and in the left and right directions, for example. As a reference, for the front of the vehicle, the safety distance setting unit 281 can calculate the distance at which the vehicle can stop in the shortest time based on the information of the behavior of the vehicle, for example. As a specific example, based on the speed, maximum acceleration, maximum deceleration, and response time of the vehicle, the distance at which the vehicle can stop after the vehicle moves forward at the maximum acceleration from the current speed during the response time and then decelerates at the maximum deceleration can be calculated as the safety distance in front. The speed, maximum acceleration, and maximum deceleration of the vehicle here are the speeds in the front and rear directions of the vehicle. The response time here is the time from the instruction to the action of the braking device to the start of the action when the vehicle is stopped by automatic driving. As an example, the maximum acceleration, maximum deceleration, and response time of the vehicle can be determined by pre-storing in the non-volatile memory of the automatic driving device 2. When the safety distance setting unit 281 does not recognize a moving object in front of the vehicle but recognizes a stationary object, it is sufficient to set the safety distance in front as the reference.

[0102] When the safety distance setting unit 281 recognizes a moving body in front of the vehicle, the distance at which the vehicle and the moving body in front (hereinafter referred to as the moving body in front) can be calculated as the safety distance in front based on the information of the behavior of the vehicle and the moving body in front (hereinafter referred to as the moving body in front). Here, the case where the moving body is a car is used as an example for explanation. As the moving body in front, there can be listed the vehicle in front, the oncoming vehicle, etc. As a specific example, when the moving directions of the vehicle and the moving body in front are opposite, based on the speed, maximum acceleration, maximum deceleration, and response time of the vehicle and the moving body in front, the vehicle and the moving body in front respectively travel forward at the maximum acceleration from the current speed during the response time, and then decelerate at the maximum deceleration and stop without contact with each other, which is calculated as the safety distance in front. On the other hand, when the moving direction of this vehicle and the moving object in front are in the same direction, the moving object in front is decelerated from the current speed at the maximum deceleration. Conversely, the distance at which this vehicle decelerates from the current speed at the maximum acceleration forward during the response time and then decelerates at the maximum deceleration and can stop without contacting each other can be calculated as the safety distance in front.

[0103] In the case where the speed, maximum acceleration, maximum deceleration, and response time of the moving body can be acquired by the communication information acquisition unit 24, the safety distance setting unit 281 may use the information acquired by the communication information acquisition unit 24. In addition, for the information that can be recognized by the driving environment recognition unit 25, the information recognized by the driving environment recognition unit 25 may be used. In addition, for the maximum acceleration, maximum deceleration, and response time of the moving body, the values ​​of general vehicles may be stored in the non-volatile memory of the automatic driving device 2 in advance, and the safety distance setting unit 281 may use the values ​​of the general vehicles.

[0104] In addition, when the safety distance setting unit 281 recognizes a moving object behind the vehicle, the distance at which the vehicle and the moving object behind (hereinafter referred to as the rear moving object) can be stopped without contact can be calculated as the rear safety distance based on the information of the behavior of the vehicle and the moving object behind (hereinafter referred to as the rear moving object). As the rear moving object, the following vehicle and the vehicle traveling in the adjacent lane behind the vehicle (that is, the rear side vehicle) can be listed. The safety distance setting unit 281 can set the rear safety distance of the vehicle by calculating the safety distance for the rear moving object in the same way as calculating the safety distance in front.

[0105] As a benchmark, for the left and right directions of the vehicle, the safety distance setting unit 281 calculates the distance that the vehicle moves in the left and right directions until the speed in the left and right directions is reduced to 0 in the shortest time as the safety distance based on the behavior information of the vehicle. For example, based on the left and right speed, maximum acceleration, maximum deceleration, and response time of the vehicle, the distance that the vehicle moves in the left and right directions from the current left and right speed during the response time at the maximum acceleration, and then decelerates at the maximum deceleration until the left and right speed is reduced to 0 is calculated as the safety distance in the left and right directions. The response time here is the time from the indication of the action of the steering control device to the start of the action when the vehicle is steered by automatic driving. In the case where the safety distance setting unit 281 does not recognize a moving object in the left and right directions of the vehicle but recognizes a stationary object, the safety distance in the left and right directions as the benchmark can also be set.

[0106] When the safety distance setting unit 281 recognizes a moving body in the left or right direction of the vehicle, for the direction in which the moving body exists, the distance moved in the left or right direction until the vehicle and the moving body are not in contact and the speeds of each other in the left or right direction are 0 is calculated as the safety distance in the direction. As a specific example, based on the speed, maximum acceleration, maximum deceleration, and response time of the vehicle and the moving body, the distance that the vehicle and the moving body travel in the left or right direction at the maximum acceleration during the response time from the current speed, and then decelerate at the maximum deceleration to stop without contacting each other is calculated as the safety distance in the left or right direction.

[0107] When generating a driving plan to avoid an oncoming vehicle and pass the side of a driving obstacle, the range determination unit 282 determines a range (hereinafter referred to as a necessary range) in which it is estimated that the oncoming vehicle should not be located in order for the host vehicle to complete the side of the obstacle in a manner that at least the safety distance set by the safety distance setting unit 281 is ensured between the host vehicle and the oncoming vehicle. In other words, the necessary range is a range within which it can be estimated that the oncoming vehicle will not intrude into the safety distance of the host vehicle until the host vehicle completes the side of the driving obstacle if the oncoming vehicle is not located within the range.

[0108] The range determination unit 282 may determine the area occupied by the range from the vehicle to the safety distance set by the safety distance setting unit 281 until the vehicle completes the side of the driving obstacle as the necessary range. The trajectory of the vehicle until the vehicle completes the side of the driving obstacle may be estimated based on the driving plan for passing the side of the driving obstacle generated by the driving plan unit 27. For the safety distance, the value set in the same manner as described above based on the information on the behavior of the vehicle and the oncoming vehicle may be used as a fixed value until the vehicle completes the side of the driving obstacle.

[0109] The range determination unit 282 may be configured to perform processing corresponding to whether the driving environment recognition unit 25 recognizes the oncoming vehicle as an obstacle and can identify the oncoming vehicle. Figure 2 , Figure 3 This configuration will be described. Figure 2 , Figure 3 HV represents the vehicle, PV represents the obstacle, and Rr represents the required range. Figure 2 The OV indicates an oncoming vehicle.

[0110] like Figure 2 As shown, when the driving environment recognition unit 25 recognizes the oncoming vehicle OV of the host vehicle HV as an obstacle and can identify the oncoming vehicle OV, the range determination unit 282 can use the information of the nearest oncoming vehicle OV of the host vehicle to determine the necessary range Rr. The information of the nearest oncoming vehicle OV of the host vehicle can be information based on the sensing information acquired by the sensing information acquisition unit 22, or information based on the information of the surrounding vehicles acquired by the communication information acquisition unit 24. In this case, the range determination unit 282 determines the necessary range Rr using the safety distance for the actual oncoming vehicle OV calculated based on the information of the behavior of the host vehicle HV and the nearest oncoming vehicle OV.

[0111] On the other hand, Figure 3 As shown, when the driving environment recognition unit 25 fails to identify the oncoming vehicle of the host vehicle HV as an obstacle and cannot determine the oncoming vehicle, the range determination unit 282 can use the pre-set virtual oncoming vehicle information to determine the necessary range Rr. The information of the virtual oncoming vehicle may be, for example, speed, maximum acceleration, maximum deceleration, response time, etc. It is configured so that the value of a general vehicle is stored in the non-volatile memory of the automatic driving device 2 in advance, and the value of the general vehicle is used as the information of the virtual oncoming vehicle. In addition, the speed is a value corresponding to the driving road of the host vehicle, so for example, the same value as the speed limit value of the driving road of the host vehicle can also be used. In this case, the range determination unit 282 uses the safety distance for the virtual oncoming vehicle calculated based on the information of the behavior of the host vehicle HV and the virtual oncoming vehicle to determine the necessary range Rr.

[0112] The confirmation unit 28 may evaluate that the driving plan generated by the driving plan unit 27 is safe when the distance between the objects is greater than the safety distance set by the safety distance setting unit 281. On the other hand, the confirmation unit 28 may evaluate that the driving plan generated by the driving plan unit 27 is unsafe when the distance between the objects is less than the safety distance. The confirmation unit 28 may output the driving plan to the automatic driving function unit 29 based on the evaluation that it is safe. On the other hand, the confirmation unit 28 may be configured not to output the driving plan evaluated as unsafe to the automatic driving function unit 29.

[0113] The confirmation unit 28 can, for example, correct the driving plan according to the safety distance set by the safety distance setting unit 281, or cause the driving plan unit 27 to correct the driving plan so that it is evaluated as safe. For example, when the driving plan unit 27 generates multiple path candidates, a path that satisfies the safety distance can be selected. In addition, in the case where there is no path that satisfies the safety distance, for example, the driving plan can be corrected to reduce the speed of the vehicle until the safety distance that is evaluated as safe is reached. In addition, in the case where there is no path that satisfies the safety distance, the driving plan can be corrected to temporarily stop and wait until a path that satisfies the safety distance exists.

[0114] In addition, when the driving plan section 27 generates a driving plan for passing the side of the driving obstacle while avoiding the oncoming vehicle, and when there is no oncoming vehicle in the necessary range determined by the range determination section 282, the confirmation section 28 outputs the driving plan to the automatic driving function section 29. On the other hand, when the driving plan section 27 generates a driving plan for passing the side of the driving obstacle while avoiding the oncoming vehicle, and when there is an oncoming vehicle in the necessary range determined by the range determination section 282, the confirmation section 28 does not output the driving plan to the automatic driving function section 29. As an example, the driving plan may be corrected to stop temporarily. Then, it may wait until there is no oncoming vehicle in the necessary range determined by the range determination section 282. The confirmation section 28 may determine whether there is an oncoming vehicle in the necessary range determined by the range determination section 282 based on the recognition result of the driving environment by the driving environment recognition section 25.

[0115] The automatic driving function unit 29 can perform the driving operation of the driver (that is, automatic driving) by causing the vehicle control ECU 6 to automatically accelerate, decelerate and / or steer the vehicle according to the driving plan output from the confirmation unit 28. The automatic driving function unit 29 performs automatic driving according to the driving plan evaluated by the confirmation unit 28 as being used for automatic driving. When the driving plan is driving along a path, automatic driving is performed along the path. When the driving plan is stopping or decelerating, stopping or decelerating is performed automatically. The automatic driving function unit 29 performs automatic driving while avoiding the vehicle from approaching surrounding objects by performing automatic driving according to the driving plan output from the confirmation unit 28.

[0116] <Automatic driving related processing in automatic driving device 2>

[0117] Here, use Figure 4 , an example of the process of processing related to the automatic driving (hereinafter referred to as the automatic driving related processing) in the automatic driving device 2 is described. The steps included in the automatic driving related processing executed by a computer are equivalent to executing the driving assistance method.

[0118] The automatic driving is started when a switch (hereinafter referred to as a power switch) for starting the internal combustion engine or the electric generator of the vehicle is turned on. Figure 4 In addition, in the case of a configuration that can switch between manual driving and automatic driving of the vehicle, it can be configured to start when the power switch is turned on in a state where the setting for automatic driving is set. In addition, it can also be configured to start when the setting for automatic driving during manual driving is switched to on and switched to automatic driving. Figure 4 In the flowchart of FIG. 1 , the driving environment recognition unit 25 sequentially recognizes the driving environment of the vehicle. In addition, the case where a moving body such as a preceding vehicle is not determined as a driving obstacle is described by way of example.

[0119] First, in step S1, if the driving environment recognition unit 25 recognizes a driving obstacle (S1: Yes), the process proceeds to step S2. On the other hand, if the driving environment recognition unit 25 does not recognize a driving obstacle (S1: No), the process proceeds to step S4. As described above, a driving obstacle is a front obstacle that hinders the driving of the vehicle.

[0120] In step S2, for example, the driving planning unit 27 determines whether it is possible to drive in the driving lane of the vehicle in a manner that ensures a distance in the left-right direction of a threshold value or more from the driving obstacle (in other words, whether it is possible to drive in the lane). And, if it is determined that it is possible to drive in the lane (S2: Yes), the process moves to step S3. On the other hand, if it is determined that it is not possible to drive in the lane (S2: No), the process moves to step S5. In addition, the process is not limited to the structure in which the driving planning unit 27 determines whether it is possible to drive in the lane, and for example, it can also be configured to be performed by other functional blocks of the automatic driving device 2 such as the confirmation unit 28.

[0121] In step S3, if the driving road of the host vehicle is equivalent to a two-way road without a center line (S3: Yes), the process proceeds to step S8. On the other hand, if the driving road of the host vehicle is not equivalent to a two-way road without a center line (S3: No), the process proceeds to step S4. The case where the driving road of the host vehicle is not equivalent to a two-way road without a center line here means that the driving road of the host vehicle is a one-way multi-lane road or a one-way single-lane road. For example, the driving environment recognition unit 25 determines whether the driving road of the host vehicle is equivalent to a two-way road without a center line.

[0122] In step S4, the driving planning unit 27 generates a driving plan for passing the side of the driving obstacle while maintaining the driving lane of the vehicle. Here, the driving planning unit 27 generates the driving plan to perform the necessary deceleration when the vehicle needs to decelerate in order to drive in the driving lane of the vehicle in a manner that ensures a safe distance in the left and right directions from the driving obstacle. Then, the automatic driving function unit 29 automatically drives in the driving lane of the vehicle in a manner that ensures a safe distance in the left and right directions from the driving obstacle, and moves to step S14. In other words, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires side passage, the automatic driving function unit 29 automatically drives the vehicle to pass the side of the driving obstacle while maintaining the driving lane of the vehicle, when driving in the lane is possible and the driving road of the vehicle is not equivalent to a two-way road without a center line.

[0123] In step S5, if the road on which the vehicle is traveling is equivalent to a one-way multi-lane road (S5: Yes), the process proceeds to step S6. On the other hand, if the road on which the vehicle is traveling is not equivalent to a one-way multi-lane road (S5: No), the process proceeds to step S7. For example, the driving environment recognition unit 25 may determine whether the road on which the vehicle is traveling is equivalent to a one-way multi-lane road.

[0124] In step S6, the driving planning unit 27 generates a driving plan for changing lanes to an adjacent lane in the same direction as the driving lane of the vehicle. Here, when the distance between the vehicle and the vehicle on the rear side is less than the safety distance to the vehicle on the rear side set by the safety distance setting unit 281, the driving planning unit 27 generates a driving plan to wait until the distance to the vehicle on the rear side becomes greater than the safety distance to the vehicle on the rear side before changing lanes. Then, the automatic driving function unit 29 automatically changes lanes to an adjacent lane in the same direction as the driving lane of the vehicle and moves to step S14. In other words, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires sideways passage, and when the driving road of the vehicle is a one-way multi-lane road, the automatic driving function unit 29 automatically changes lanes to an adjacent lane in the same direction as the driving lane of the vehicle.

[0125] In step S7, if the driving road of the host vehicle is equivalent to a one-way single lane road (S7: Yes), the process proceeds to step S8. On the other hand, if the driving road of the host vehicle is not equivalent to a one-way single lane road (S7: No), the process proceeds to step S13. The case where the driving road of the host vehicle is not equivalent to a one-way single lane road here means that the driving road of the host vehicle is a two-way road or a one-way road without a center line. For example, the driving environment recognition unit 25 may determine whether the driving road of the host vehicle is equivalent to a one-way single lane road.

[0126] In step S8, the range determination unit 282 determines the necessary range. For example, the range determination unit 282 may determine the necessary range in which the oncoming vehicle is estimated not to be located in order for the vehicle to pass the side of the driving obstacle while ensuring at least the safety distance set by the safety distance setting unit 281 at the time of determining the necessary range.

[0127] In step S9, if there is an oncoming vehicle within the necessary range determined in S8 (S9: Yes), the process proceeds to step S11. On the other hand, if there is no oncoming vehicle within the necessary range determined in S8 (S9: No), the process proceeds to step S10. For example, the confirmation unit 28 may determine whether there is an oncoming vehicle within the necessary range based on the recognition result of the driving environment by the driving environment recognition unit 25.

[0128] In step S10, the driving planning unit 27 generates a driving plan for passing the side of the driving obstacle. When the driving road of the vehicle is a two-way road without a center line, the driving planning unit 27 generates a driving plan for passing the side of the driving obstacle while maintaining the driving lane of the vehicle. The driving plan is a driving plan that can be estimated that there is no oncoming vehicle in the necessary range, and the oncoming vehicle will not invade the safe distance of the vehicle until the side of the driving obstacle is completed. In other words, it is equivalent to a driving plan that maintains the driving lane of the vehicle and passes the side of the driving obstacle while avoiding the oncoming vehicle. On the other hand, when the driving road of the vehicle is a one-way single-lane road, the driving planning unit 27 generates a driving plan that exceeds the driving lane of the vehicle and passes the side of the driving obstacle. The driving plan is a driving plan that is estimated that there is no oncoming vehicle in the necessary range, and the oncoming vehicle will not invade the safe distance of the vehicle until the side of the driving obstacle is completed. In other words, it is equivalent to a driving plan that exceeds the driving lane of the vehicle and passes the side of the driving obstacle while avoiding the oncoming vehicle.

[0129] Then, in S10, the automatic driving function unit 29 automatically passes the obstacle to the side, and the process moves to step S14. In other words, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires passing to the side, and when the vehicle can travel in the lane and the vehicle's travel road is equivalent to a two-way road without a center line, and when there are no oncoming vehicles within the required range, the automatic driving function unit 29 automatically passes the obstacle to the side while maintaining the vehicle's travel lane. In addition, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires passing to the side, and when the vehicle cannot travel in the lane and the vehicle's travel road is equivalent to a one-way single lane road, and when there are no oncoming vehicles within the required range, the automatic driving function unit 29 exceeds the vehicle's travel lane and automatically passes the obstacle to the side.

[0130] According to this, the vehicle can automatically pass the obstacle at the timing when the oncoming vehicle is estimated not to enter the safe distance of the vehicle during the passage of the obstacle. Thus, the vehicle can avoid stopping due to failure to ensure the safe distance of the vehicle during the passage of the obstacle.

[0131] In step S11, the driving planning unit 27 generates a driving plan for temporarily stopping the vehicle. Then, the automatic driving function unit 29 temporarily stops the vehicle without automatically passing the obstacle to the side, and moves to S12. In other words, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires passing to the side, and when the vehicle can travel in the lane and the vehicle's driving road is equivalent to a two-way road without a center line, and when there is an oncoming vehicle within the required range, the automatic driving function unit 29 temporarily stops the vehicle without automatically passing the obstacle to the side. In addition, when the driving environment recognition unit 25 determines that there is an obstacle ahead that requires passing to the side, and when the vehicle cannot travel in the lane and the vehicle's driving road is equivalent to a one-way single lane road, and when there is an oncoming vehicle within the required range, the automatic driving function unit 29 temporarily stops the vehicle without automatically passing the obstacle to the side.

[0132] In step S12, when the time elapsed since the temporary parking in S11 reaches the timeout of the prescribed time (S12: Yes), move to step S13. On the other hand, when it does not time out (S12: No), return to S8, the range determination unit 282 redefines the necessary range again, and repeats the process. The prescribed time mentioned here can be set arbitrarily. In other words, when the driving environment recognition unit 25 determines that there is a front obstacle as a stationary object that requires lateral passage, and when there is an oncoming vehicle within the necessary range, and when the driving road of the vehicle is equivalent to a one-way single lane road or a two-way road without a center line, the automatic driving function unit 29 temporarily stops the vehicle, and based on the fact that there is no oncoming vehicle in the necessary range re-determined by the range determination unit 282, the lateral passage of the front obstacle is automatically performed.

[0133] Thus, even when there is an oncoming vehicle in the required range, the automatic driving function unit 29 can wait until the timing when there is no oncoming vehicle in the required range, and automatically pass the side of the running obstacle. Therefore, even when it is not possible to automatically pass the side of the running obstacle at the timing when it is estimated that the oncoming vehicle will not enter the safe distance of the vehicle during the passing process on the side of the running obstacle, it is possible to wait until the timing when it is estimated that the oncoming vehicle will not enter the safe distance of the vehicle during the passing process on the side of the running obstacle, and automatically pass the side of the running obstacle.

[0134] In step S13, the automatic driving device 2 switches driving from automatic driving to manual driving, and moves to step S14. Thus, in a case where it is difficult to avoid driving obstacles by automatic driving, manual driving can be used to avoid driving obstacles. In addition, it is not limited to the configuration of switching driving from automatic driving to manual driving in S13. For example, in a case where communication with a center that can remotely operate the vehicle can be performed via the communication module 7, it can also be configured to notify the center in S13, and remotely operate the vehicle from the center side so that it can pass through the driving obstacles.

[0135] In step S14, if it is the end timing of the automatic driving related processing (S14: Yes), the automatic driving related processing is ended. On the other hand, if it is not the end timing of the automatic driving related processing (S14: No), it returns to S1 and repeats the processing. As an example of the end timing of the automatic driving related processing, there is a case where the power switch of the vehicle is turned off, and the vehicle is switched to manual driving. In addition, Figure 4 The flowchart is only an example, and the processing order may be partially changed.

[0136] In addition, although Figure 4 In the flowchart of , the case where a moving body such as a preceding vehicle is not determined as a driving obstacle is given as an example for explanation, but in the case where a moving body such as a preceding vehicle is determined as a driving obstacle, the following may be sufficient. For example, in the case where the driving road of the vehicle is equivalent to a two-way road without a center line, a moving body such as a preceding vehicle is not determined as a driving obstacle. On the other hand, in the case of a road equivalent to a one-way multi-lane road or a one-way single-lane road, a moving body such as a preceding vehicle is determined as a driving obstacle in the same manner as a stationary object such as a parked vehicle. In addition, in the case where the driving obstacle is a moving body, it is configured so that in S11, the automatic driving function unit 29 continues to follow the driving obstacle as a moving body for a constant time, and then moves to S14.

[0137] <Summary of Implementation 1>

[0138] According to the configuration of the first embodiment, when there is no oncoming vehicle in the necessary range, the side passage of the driving obstacle is automatically performed. The necessary range is a range in which it is estimated that the oncoming vehicle should not be located in order for the vehicle to complete the side passage of the driving obstacle in a manner that at least the safety distance set by the safety distance setting unit 281 is ensured between the vehicle and the oncoming vehicle. Therefore, when there is no oncoming vehicle in the necessary range, it is estimated that the side passage of the driving obstacle can be completed in a manner that the safety distance is ensured between the vehicle and the oncoming vehicle. In the case where the side passage of the driving obstacle can be completed in a manner that the safety distance that the vehicle should be separated from the obstacle to the minimum in order to avoid the vehicle and the obstacle is ensured between the vehicle and the oncoming vehicle, it is not necessary to apply braking during the passage in order to ensure the safety distance. Thus, the situation of stopping during the side passage of the driving obstacle can be avoided. As a result, even when the safety distance that should be separated from the vehicle to the minimum in order to avoid the vehicle and the obstacle during automatic driving is set, it is more difficult to hinder the traffic flow and pass the side of the obstacle in front.

[0139] (Implementation Method 2)

[0140] Although the configuration in which the safety of the driving plan generated by the driving plan unit 27 is evaluated by the confirmation unit 28 is shown in the first embodiment, the present invention is not necessarily limited to this. For example, the driving plan unit 27 may also have the function of the confirmation unit 28 and generate the driving plan in a manner that satisfies the same safety as the safety evaluated by the confirmation unit 28.

[0141] (Implementation 3)

[0142] Although the configuration in which the driving environment recognition unit 25 recognizes and identifies driving obstacles is shown in the first embodiment, the present invention is not necessarily limited to this. For example, the driving environment recognition unit 25 may recognize driving obstacles by the control unit of the surrounding monitoring sensor 5, and the driving environment recognition unit 25 may identify driving obstacles based on the recognition result of the surrounding monitoring sensor 5. In addition, the control unit of the surrounding monitoring sensor 5 may recognize a part of the driving environment, such as recognition of obstacles based on the captured image.

[0143] (Implementation 4)

[0144] <Schematic Configuration of Vehicle System 1a>

[0145] Hereinafter, Embodiment 4 of the present disclosure will be described using the drawings. Figure 5The vehicle system 1a shown is used in an autonomous vehicle. The autonomous vehicle mentioned here is the same as the autonomous vehicle described in Embodiment 1. In Embodiment 4, for example, the vehicle system 1a may be used in an autonomous vehicle that performs autonomous driving at automation level 3 or higher.

[0146] like Figure 5 As shown, the vehicle system 1a includes an automatic driving device 2a, a locator 3, a map DB 4a, a surrounding monitoring sensor 5a, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. The vehicle using the vehicle system 1a is not necessarily limited to an automobile, but the following example uses an automobile for description. The locator 3, the vehicle control ECU 6, the communication module 7, and the vehicle state sensor 8 may be the same as the functional blocks described in the first embodiment.

[0147] The map DB 4a is the same as the map DB 4 of the first embodiment except that it also includes data of longitudinal slope as data of road shape in the map data. The data of longitudinal slope may be data of at least various points on the road, for example, data of various observation points of the map data. As an example, regarding the data of transverse slope, a positive value may represent an uphill slope, and a negative value may represent a downhill slope.

[0148] The peripheral monitoring sensor 5a is the same as the peripheral monitoring sensor 5 of Embodiment 1, except that it uses at least a specified range in front of the vehicle as the detection range. As the peripheral monitoring sensor 5a, a camera can be used, and a ranging sensor such as a millimeter-wave radar, sonar, or LIDAR can also be used. The detection range of the peripheral monitoring sensor 5a can also be said to be a field of view. In addition, when the peripheral monitoring sensor 5a is a camera, it can also be said to be a viewing angle. In the case where the peripheral monitoring sensor 5a is a scanning ranging sensor, it can also be said to be a scanning angle. The detection range in front of the vehicle (hereinafter referred to as the front detection range) is a range that is wider than the specified range described later in at least the horizontal direction. In addition, the front detection range is not limited to the detection range based on one sensor. For example, the front detection range can also be a detection range that combines the detection ranges of multiple sensors with different detection ranges.

[0149] The automatic driving device 2a includes, for example, a processor, a memory, an I / O, and a bus connecting them, and executes processing related to the automatic driving by executing a control program stored in the memory. The memory mentioned here is a non-transitory tangible storage medium that can be read by a computer and stores programs and data non-temporarily. In addition, the non-transitory tangible storage medium is realized by a semiconductor memory or a magnetic disk. In addition, the details of the automatic driving device 2a are described below.

[0150] <Schematic Configuration of Automatic Driving Device 2a>

[0151] Next, use Figure 5 , the schematic structure of the automatic driving device 2a is described. Figure 5 As shown, the automatic driving device 2a has a vehicle position acquisition unit 21, a sensing information acquisition unit 22a, a map data acquisition unit 23a, a communication information acquisition unit 24, a driving environment recognition unit 25a, and an automatic driving unit 26a as functional blocks. In addition, part or all of the functions performed by the automatic driving device 2a can also be constituted in hardware by one or more ICs, etc. In addition, part or all of the functional blocks of the automatic driving device 2a can also be realized by the execution of software based on a processor and a combination of hardware components. The automatic driving device 2a is equivalent to a vehicle-mounted device.

[0152] The vehicle position acquisition unit 21 and the communication information acquisition unit 24 are the same as the vehicle position acquisition unit 21 and the communication information acquisition unit 24 of the first embodiment. The sensing information acquisition unit 22a acquires the detection results (that is, sensing information) detected sequentially by the surrounding monitoring sensor 5a. The map data acquisition unit 23a acquires the map data stored in the map DB 4a. The map data acquisition unit 23a may also acquire the map data of the surrounding area of ​​the vehicle based on the vehicle position of the vehicle acquired by the vehicle position acquisition unit 21. Preferably, the map data acquisition unit 23a acquires the map data about the range wider than the detection range of the surrounding monitoring sensor 5a.

[0153] The driving environment recognition unit 25a recognizes the driving environment of the vehicle based on the vehicle position acquired by the vehicle position acquisition unit 21, the sensing information acquired by the sensing information acquisition unit 22a, the map data acquired by the map data acquisition unit 23a, the information of surrounding vehicles acquired by the communication information acquisition unit 24, etc. As an example, the driving environment recognition unit 25a uses this information to recognize the position, shape, size, and movement state of objects around the vehicle, or recognizes the position of road surface markings around the vehicle, and generates a virtual space that reproduces the actual driving environment.

[0154] It is preferred that the driving environment recognition unit 25a distinguishably recognizes whether the surrounding object detected by the surrounding monitoring sensor 5a is a moving object or a stationary object. In addition, it is preferred that the driving environment recognition unit 25a also distinguishably recognizes the type of the surrounding object. Regarding the type of the surrounding object, for example, when the surrounding monitoring sensor 5a includes a camera, the type can be distinguishably recognized by pattern matching the image captured by the camera. Regarding the type, for example, structures such as guardrails, objects dropped on the road, pedestrians, bicycles, motorcycles, cars, etc. can be distinguishably recognized. When the surrounding object is a car, the type of the surrounding object can be the type of vehicle, the type of vehicle, etc. It is sufficient to recognize whether the surrounding object is a moving object or a stationary object according to the type of the surrounding object. For example, when the type of the surrounding object is a structure or an object dropped on the road, it can be recognized as a stationary object. When the type of the surrounding object is a pedestrian, a bicycle, a motorcycle, or a car, it can be recognized as a moving object. In addition, objects with a low possibility of moving immediately, such as parked vehicles, can also be recognized as stationary objects. It is sufficient to recognize a parked vehicle based on the fact that it is stopped and the brake lights can be recognized to be not lit through image recognition.

[0155] In the driving environment recognition unit 25a, at least the surrounding objects and road signs in the front detection range are recognized based on the sensing information acquired by the sensing information acquisition unit 22a. In the driving environment recognition unit 25a, the distance between the vehicle and the surrounding objects, the relative speed of the surrounding objects with respect to the vehicle, the shape and size of the surrounding objects, etc. are also recognized as the driving environment based on the sensing information acquired by the sensing information acquisition unit 22a.

[0156] In addition, the driving environment recognition unit 25a can also be configured to recognize the driving environment using the information of the surrounding vehicles when the information of the surrounding vehicles can be obtained through the communication information acquisition unit 24. For example, the position, speed, acceleration, yaw rate, etc. of the surrounding vehicles can be recognized based on the information of the position, speed, acceleration, yaw rate, etc. of the surrounding vehicles. In addition, the size of the vehicle can be recognized based on the recognition information of the surrounding vehicles, or the performance information such as the maximum deceleration and the maximum acceleration can be recognized. The size of the vehicle can be the value of the size such as the height, width, and length of the vehicle itself, or it can be information such as the model of the vehicle indicating the different scales of these values.

[0157] The driving environment recognition unit 25a includes a preceding vehicle determination unit 251a and a slope determination unit 252a as sub-functional blocks. The preceding vehicle determination unit 251a determines the size of the preceding vehicle of the vehicle. As an example, for the preceding vehicle of the vehicle, the driving environment recognition unit 25a may identify the nearest preceding vehicle identified in the same lane as the driving lane of the vehicle as the preceding vehicle. When the preceding vehicle determination unit 251a can determine the size of the preceding vehicle based on the sensing information acquired by the sensing information acquisition unit 22a, the preceding vehicle determination unit 251a may determine the size of the preceding vehicle based on the sensing information. In addition, when the preceding vehicle determination unit 251a can determine the size of the preceding vehicle based on the information acquired from the preceding vehicle through the communication information acquisition unit 24, the preceding vehicle determination unit 251a may determine the size of the preceding vehicle based on the information.

[0158] The preceding vehicle determination unit 251a may determine the model of the preceding vehicle identified by the driving environment recognition unit 25a as the size of the preceding vehicle, or may determine the vehicle height and vehicle width of the preceding vehicle identified by the driving environment recognition unit 25a as the size of the preceding vehicle. The preceding vehicle determination unit 251a may also determine the vehicle height and vehicle width of the preceding vehicle as the size of the preceding vehicle based on the classification of the vehicle type and model of the preceding vehicle identified by the driving environment recognition unit 25a and referring to the correspondence between the classification and the vehicle height and vehicle width. In this case, the preceding vehicle determination unit 251a may use the correspondence by storing the correspondence in the non-volatile memory of the automatic driving device 2a in advance.

[0159] The size of the preceding vehicle determined by the preceding vehicle determining unit 251a is at least roughly correlated with the vehicle width of the preceding vehicle. Preferably, the size of the preceding vehicle determined by the preceding vehicle determining unit 251a is the vehicle width, but even if it is the vehicle height, vehicle length, vehicle model, etc., it is roughly correlated with the vehicle width, so it may also be the vehicle height, vehicle length, vehicle model, etc.

[0160] The slope determination unit 252a determines whether the vehicle's driving road is an uphill or downhill road. The slope determination unit 252a may determine whether the vehicle's driving road is an uphill or downhill road based on data of the longitudinal slope of the vehicle's driving road in the map data acquired by the map data acquisition unit 23a, for example. For example, in a case where the longitudinal slope of the vehicle's driving road is above a threshold value for distinguishing between a flat road and a slope, it may be determined that the vehicle's driving road is an uphill or downhill road. On the other hand, in a case where the longitudinal slope of the vehicle's driving road is less than the threshold value, it may not be determined whether the vehicle's driving road is an uphill or downhill road. It can also be said that the slope determination unit 252a determines that the vehicle's driving road is a slope.

[0161] The slope determination unit 252a may also determine whether the driving road of the vehicle is uphill or downhill by distinguishing, but may determine without distinguishing. In the case where the driving road of the vehicle is determined to be either uphill or downhill without distinguishing whether the driving road of the vehicle is uphill or downhill, the processing load can be reduced corresponding to not distinguishing. In the case where the slope determination unit 252a also determines whether the driving road of the vehicle is uphill or downhill by distinguishing, for example, it may determine by distinguishing based on the positive or negative value of the cross-slope.

[0162] The automatic driving unit 26a performs processing related to the proxy of the driver's driving operation. Figure 5 As shown, the automatic driving unit 26a includes a travel planning unit 27a, a confirmation unit 28a, and an automatic driving function unit 29a as sub-functional blocks.

[0163] The driving plan unit 27a generates a driving plan for driving the vehicle by automatic driving using the driving environment identified by the driving environment identification unit 25a. For example, a path search process is performed to generate a recommended path from the vehicle position to the destination as a medium- to long-term driving plan. In addition, a driving plan for lane change, a driving plan for driving in the center of the lane, a driving plan for following the preceding vehicle, and a driving plan for avoiding obstacles are generated as short-term driving plans for driving according to the medium- to long-term driving plan. For example, the driving plan in the driving plan unit 27a may be generated by calculating a path that is a constant distance from the identified driving lane line or becomes the center, or by calculating a path that follows the behavior or driving trajectory of the preceding vehicle identified. In addition, the generation of the driving plan in the driving plan unit 27a may also be configured to calculate and determine the best path by machine learning or the like. The driving plan unit 27a calculates one or more paths as a short-term driving plan. For example, the driving plan unit 27a may be configured to also include acceleration and deceleration information for speed adjustment on the calculated path as a short-term driving plan.

[0164] The confirmation unit 28a evaluates the safety of the driving plan generated by the driving plan unit 27a. As an example, in order to more easily evaluate the safety of the driving plan, the confirmation unit 28a can use the mathematical formula model described in Implementation Example 1 to evaluate the safety of the driving plan. The confirmation unit 28a can evaluate the safety based on whether the distance between the object of the vehicle and the surrounding objects (hereinafter referred to as the inter-object distance) is calculated by a preset mathematical formula model and is a distance (hereinafter referred to as the safety distance) that serves as a benchmark for evaluating the safety between the objects. As an example, the inter-object distance is at least the distance in front of the front and rear directions and the left and right directions of the vehicle.

[0165] The confirmation unit 28a includes a safety distance setting unit 281a and a safety distance adjustment unit 283a as sub-functional blocks. The safety distance setting unit 281a may be the same as the safety distance setting unit 281 of the first embodiment. The safety distance setting unit 281a may be the same as the first embodiment, for example, using an RSS (Responsibility Sensitive Safety) model as a mathematical formula model. The safety distance setting unit 281a at least sets the safety distance in front of the vehicle.

[0166] As an example, as a reference, for the front of the vehicle, the safety distance setting unit 281a can calculate the distance at which the vehicle can stop in the shortest time based on the information of the behavior of the vehicle. As a specific example, based on the speed, maximum acceleration, maximum deceleration, and response time of the vehicle, the distance at which the vehicle can stop after the vehicle moves forward at the maximum acceleration from the current speed during the response time and then decelerates at the maximum deceleration as the safety distance in front. The speed, maximum acceleration, and maximum deceleration of the vehicle here are the speeds in the front and rear directions of the vehicle. The response time here is the time from the instruction to the action of the braking device to the start of the action when the vehicle is stopped by automatic driving. As an example, the maximum acceleration, maximum deceleration, and response time of the vehicle can be determined by pre-storing in the non-volatile memory of the automatic driving device 2a. When the safety distance setting unit 281a does not recognize a moving object in front of the vehicle but recognizes a stationary object, it is sufficient to set the safety distance in front as the reference.

[0167] When the vehicle ahead of the vehicle is identified, the safety distance setting unit 281a calculates the distance at which the vehicle ahead of the vehicle can stop without contacting the vehicle ahead of the vehicle based on the information of the behavior of the vehicle ahead of the vehicle. As a specific example, based on the speeds, maximum deceleration, response time, and maximum acceleration of the vehicle ahead of the vehicle, the distance at which the vehicle ahead of the vehicle decelerates from the current speed at the maximum deceleration, and the vehicle ahead of the vehicle decelerates from the current speed at the maximum acceleration during the response time and then decelerates at the maximum deceleration and stops without contacting each other is calculated as the safety distance ahead.

[0168] The configuration is such that when the speed, maximum acceleration, maximum deceleration, and response time of the moving body can be obtained by the communication information acquisition unit 24, the safety distance setting unit 281a can use the information obtained by the communication information acquisition unit 24. In addition, for information that can be recognized by the driving environment recognition unit 25a, the information recognized by the driving environment recognition unit 25a can be used. In addition, it can also be configured so that the values ​​of the general vehicle are stored in the non-volatile memory of the automatic driving device 2a in advance for the maximum acceleration, maximum deceleration, and response time of the preceding vehicle, and the safety distance setting unit 281a uses the values ​​of the general vehicle.

[0169] The safety distance adjustment unit 283a adjusts the safety distance set by the safety distance setting unit 281a. When the slope determination unit 252a determines that the driving road of the vehicle is either uphill or downhill, the safety distance adjustment unit 283a increases the safety distance set by the safety distance setting unit 281a according to the increase in the size of the preceding vehicle determined by the preceding vehicle determination unit 251a, regardless of whether the driving road of the vehicle is uphill or downhill. In other words, when the driving road of the vehicle is a slope, the safety distance set by the safety distance setting unit 281a increases according to the increase in the size of the preceding vehicle determined by the preceding vehicle determination unit 251a.

[0170] Here, use Figure 6 Provide explanation. Figure 6 A is an example of an uphill situation, and B is an example of a downhill situation. Figure 6 The HV in the figure indicates the vehicle in front, and the LV indicates the vehicle in front. Figure 6 In the case of an uphill slope as shown in A, there is a tendency that the larger the size of the leading vehicle is, the shorter the braking distance is. This is because there is a tendency that the braking performance is higher as the size of the leading vehicle is larger and the weight is heavier. Therefore, it is preferred to easily avoid approaching by adjusting the safety distance more. On the other hand, in the case where the driving road of the vehicle is downhill, there are cases where the braking distance is longer as the size of the leading vehicle is larger, and there are also cases where the braking distance is shorter as the size of the leading vehicle is larger. This is because there are cases where the braking distance is longer due to the increase in vehicle weight, and there are also cases where the braking distance is shortened due to the braking performance when the load is small. Therefore, from the perspective of risk reduction, it is preferred to easily avoid approaching by adjusting the safety distance more in accordance with the shortening of the braking distance.

[0171] For example, the amount of increase in the safety distance according to the size of the preceding vehicle may be determined by using the correspondence between the size of the preceding vehicle and the increase in the safety distance pre-stored in the non-volatile memory of the automatic driving device 2. For example, the increase in the safety distance may be increased in proportion to the estimated reduction in the braking distance when the braking distance is shortened according to the size of the preceding vehicle. In addition, when the slope determination unit 252a distinguishes whether the driving road of the vehicle is uphill or downhill, the amount of increase in the safety distance may be changed according to the size of the preceding vehicle, depending on whether the driving road of the vehicle is uphill or downhill. In this case, the correspondence between the size of the preceding vehicle and the increase in the safety distance may be achieved by separately using the correspondence for uphill and the correspondence for downhill.

[0172] The safety distance adjustment unit 283a adjusts the safety distance in front of the vehicle set by the safety distance setting unit 281a to a distance within a predetermined range within the detection range of the surrounding monitoring sensor 5a, which is estimated to accommodate the leading vehicle (hereinafter referred to as the leading vehicle range), based on the size of the leading vehicle determined by the leading vehicle determination unit 251a. The leading vehicle range mentioned here is a range corresponding to the width of the leading vehicle. Therefore, it is more preferred that the leading vehicle range is, for example, an angular range in the horizontal direction. In addition, there are many cases where the approximate relationship that the width and height of the vehicle increase as the vehicle body increases is established, so the leading vehicle range can also be an angular range in the vertical direction.

[0173] The following, such as Figure 7 As shown, the case where the front vehicle range is the angle range in the horizontal direction is used as an example for explanation. Figure 7 HV represents the host vehicle, LV represents the preceding vehicle, SR represents the detection range of the surrounding monitoring sensor 5a, and LVR represents the preceding vehicle range.

[0174] As the size of the preceding vehicle increases, the vehicle width also increases. Therefore, even if the inter-vehicle distance between the vehicle and the preceding vehicle is the same, the preceding vehicle range also increases as the size of the preceding vehicle increases. However, if the preceding vehicle range becomes wider, the range blocked by the preceding vehicle in the detection range of the surrounding monitoring sensor 5a increases, and there is a possibility that the detection of the moving body flying out from the front side will be delayed. In contrast, in the present embodiment, regardless of the size of the preceding vehicle, the preceding vehicle range is suppressed to less than a predetermined range, and it is difficult to cause a situation where the detection of the moving body flying out from the front side is delayed.

[0175] The safety distance adjustment unit 283a may determine the size corresponding distance based on the size of the preceding vehicle determined by the preceding vehicle determination unit 251a, for example, by using the correspondence relationship between the size of the preceding vehicle and the distance at which the preceding vehicle range becomes less than a predetermined range (hereinafter referred to as the size corresponding distance) pre-stored in the non-volatile memory of the automatic driving device 2. The configuration may be such that the correspondence relationship between the size of the preceding vehicle and the size corresponding distance is obtained in advance through experiments, simulations, etc.

[0176] As an example, the prescribed range is an angle range in which the frequency of accommodating the front vehicle in the detection range of the surrounding monitoring sensor 5a is estimated to be constant or above when the model driver is driving manually. The model driver mentioned here is a driver who drives safely. For example, the model driver drives with the distance between the front vehicle and the front vehicle increasing according to the size of the front vehicle so as to be able to cope with the flying of the moving body from the front side. For example, the prescribed range is an angle range of 20 degrees to 40 degrees in front of the vehicle.

[0177] In addition, it is preferred that the safety distance adjustment unit 283a does not change the safety distance set by the safety distance setting unit 281a according to the size of the preceding vehicle determined by the preceding vehicle determination unit 251a when the size corresponding distance is smaller than the safety distance set by the safety distance setting unit 281a. In other words, it is preferred that the safety distance adjustment unit 283a does not adjust the safety distance set by the safety distance setting unit 281a to the size corresponding distance when the size corresponding distance is smaller than the safety distance set by the safety distance setting unit 281a. This is because even when the size corresponding distance is smaller than the safety distance set by the safety distance setting unit 281a, it is not preferred to reduce the adjustment of the safety distance.

[0178] On the other hand, when the size-corresponding distance is greater than the safety distance set by the safety distance setting unit 281a, the safety distance adjustment unit 283a can increase the safety distance set by the safety distance setting unit 281a according to the increase in the size of the preceding vehicle determined by the preceding vehicle determination unit 251a. In other words, when the size-corresponding distance is greater than the safety distance set by the safety distance setting unit 281a, the safety distance adjustment unit 283a can adjust the safety distance set by the safety distance setting unit 281a to the size-corresponding distance. Accordingly, only when the size-corresponding distance is greater than the safety distance set by the safety distance setting unit 281a, the safety distance can be adjusted to the size-corresponding distance, and a margin corresponding to the size of the preceding vehicle can be set for the safety distance.

[0179] In addition, in a system where the size correspondence distance cannot be less than the safety distance set by the safety distance setting unit 281a, the safety distance may be adjusted to the size correspondence distance regardless of whether the size correspondence distance is less than the safety distance set by the safety distance setting unit 281a. In addition, in a system where the size correspondence distance is allowed to be less than the safety distance set by the safety distance setting unit 281a, the safety distance may be adjusted to the size correspondence distance regardless of whether the size correspondence distance is less than the safety distance set by the safety distance setting unit 281a.

[0180] The confirmation unit 28a may evaluate the driving plan generated by the driving planning unit 27a as safe when the distance between objects is greater than the safety distance set by the safety distance setting unit 281a. On the other hand, the confirmation unit 28a may evaluate the driving plan generated by the driving planning unit 27a as unsafe when the distance between objects is less than the safety distance. The confirmation unit 28a may output the driving plan to the automatic driving function unit 29a based on the evaluation that it is safe. On the other hand, the confirmation unit 28a may correct the driving plan evaluated as unsafe, for example, to a driving plan evaluated as safe and output it to the automatic driving function unit 29a. In other words, whether the path calculated by the driving planning unit 27a will be used for automatic driving is evaluated based on whether the distance between objects is greater than the safety distance.

[0181] The automatic driving function unit 29a performs the driver's driving operation proxy (in other words, automatic driving) by causing the vehicle control ECU 6 to automatically perform acceleration / deceleration and / or steering of the vehicle according to the driving plan output from the confirmation unit 28a. The automatic driving function unit 29a performs automatic driving according to the driving plan evaluated by the confirmation unit 28a as being used for automatic driving. The automatic driving function unit 29a automatically performs an avoidance action for avoiding the vehicle from approaching an obstacle when the distance between objects is less than the safety distance set by the safety distance setting unit 281a. As an example, the automatic driving function unit 29a makes the distance between objects less than the safety distance, for example, by braking the vehicle to make it greater than the safety distance. In addition, when the safety distance set by the safety distance setting unit 281a is adjusted by the safety distance adjustment unit 283a, the automatic driving function unit 29a automatically performs an avoidance action for avoiding the vehicle from approaching an obstacle when the distance between objects is less than the safety distance adjusted by the safety distance adjustment unit 283a.

[0182] <Processing related to safety distance adjustment in the automatic driving device 2a>

[0183] Here, use Figure 8The flowchart of FIG. 1 illustrates an example of a process of processing related to the adjustment of the safety distance in the automatic driving device 2a (hereinafter referred to as the safety distance adjustment related processing). The steps included in the safety distance adjustment related processing executed by a computer are equivalent to executing the driving assistance method.

[0184] When the vehicle's power switch is turned on and automatic driving is started, Figure 8 In addition, in the case of a configuration that can switch between manual driving and automatic driving of the vehicle, it can be configured to start when the power switch is turned on in a state where the setting for automatic driving is set. In addition, it can also be configured to start when the setting for automatic driving during manual driving is switched to on and switched to automatic driving. Figure 8 In the flowchart of FIG. 1 , the driving environment recognition unit 25a recognizes the driving environment of the vehicle in sequence.

[0185] First, in step S21, when the running environment recognition unit 25a recognizes the preceding vehicle (S21: Yes), the process proceeds to step S23. On the other hand, when the running environment recognition unit 25a does not recognize the preceding vehicle (S21: No), the process proceeds to step S22.

[0186] In step S22, the safety distance setting unit 281a calculates the distance at which the vehicle can stop in the shortest time as the safety distance ahead based on the information of the behavior of the vehicle. Then, the calculated safety distance is set as the safety distance ahead of the vehicle, and the process moves to step S30. On the other hand, in step S23, the safety distance setting unit 281a calculates the distance at which the vehicle can stop without contact with the vehicle ahead as the safety distance ahead based on the information of the behavior of the vehicle and the vehicle ahead. Then, the calculated safety distance is set as the safety distance ahead of the vehicle, and the process moves to step S24.

[0187] In step S24, the preceding vehicle identification unit 251a identifies the size of the identified preceding vehicle. The processing of S24 may be performed before the processing of S23. The processing of S24 may be performed together with the identification of the preceding vehicle by the driving environment identification unit 25a.

[0188] In step S25, if the driving road of the vehicle is a slope (S25: Yes), the process proceeds to step S26. On the other hand, if the driving road of the vehicle is not a slope (S25: No), the process proceeds to step S27. As an example, the case where the driving road of the vehicle is determined by the slope determination unit 252a to be either an uphill slope or a downhill slope may be regarded as the case where the driving road of the vehicle is a slope. In addition, the case where the driving road of the vehicle is not determined by the slope determination unit 252a to be either an uphill slope or a downhill slope may be regarded as the case where the driving road of the vehicle is not a slope.

[0189] In step S26, the safety distance adjustment unit 283a increases the safety distance set by the safety distance setting unit 281a according to the increase in the size of the preceding vehicle determined in S24. In step S27, the safety distance adjustment unit 283a determines the size corresponding distance of the preceding vehicle range below the prescribed range based on the size of the preceding vehicle determined in S24.

[0190] In step S28, when the size-corresponding distance determined in S27 is greater than the safety distance set by the safety distance setting unit 281a (S28: Yes), the process proceeds to step S29. On the other hand, when the size-corresponding distance determined in S27 is less than the safety distance set by the safety distance setting unit 281a (S28: No), the process proceeds to step S30. When the driving road of the vehicle is a slope in S25, the safety distance compared with the size-corresponding distance in S28 is the safety distance after adjusting the safety distance set in S23 in S26. On the other hand, when the driving road of the vehicle is not a slope in S25, the safety distance compared with the size-corresponding distance in S28 is the safety distance set in S23.

[0191] In step S29, the safety distance adjustment unit 283a adjusts the safety distance set by the safety distance setting unit 281a to a distance corresponding to the size determined in S27. In step S30, if it is the end timing of the safety distance adjustment related processing (S30: Yes), the safety distance adjustment related processing is ended. On the other hand, if it is not the end timing of the safety distance adjustment related processing (S30: No), return to S21 and repeat the processing. As an example of the end timing of the safety distance adjustment related processing, there is a case where the power switch of the vehicle is turned off, the vehicle is switched to manual driving, etc. In addition, Figure 8 The flowchart is merely an example, and a part of the processing order may be exchanged.

[0192] <Summary of Implementation Method 4>

[0193] According to the configuration of the fourth embodiment, the set safety distance in front of the vehicle is adjusted to a distance corresponding to the size of the angle range estimated to accommodate the vehicle in front, that is, the range of the vehicle in front, which is below the prescribed range, in the detection range of the surrounding monitoring sensor 5a. Since the safety distance is the distance that the vehicle should be separated from the obstacle to a minimum in order to avoid the vehicle from approaching the obstacle, the distance to the vehicle in front can be made a distance at least at which the range of the vehicle in front is not below the prescribed range. If the range of the vehicle in front is not below the prescribed range, the range of the detection range of the surrounding monitoring sensor 5a that is blocked by the vehicle in front can be suppressed. Thus, even if the vehicle in front is a vehicle with a wider vehicle width, the surrounding monitoring sensor 5a can be easily used to detect the flying out of the moving body from the front side. As a result, it is easier to avoid approaching the moving body.

[0194] (Implementation method 5)

[0195] Although the fourth embodiment shows that the safety distance adjustment unit 283a increases the safety distance set by the safety distance setting unit 281a according to the increase in the size of the preceding vehicle determined by the preceding vehicle determination unit 251a when the slope determination unit 252a determines that the vehicle's driving road is either uphill or downhill, the present invention is not necessarily limited to this. For example, the configuration may be such that the above-mentioned processing corresponding to the determination result in the slope determination unit 252a is not performed. In this case, the automatic driving device 2a may also be configured without the slope determination unit 252a. In addition, Figure 8 The processing configuration of the flowchart may be such that the processing of S25 to S26 is omitted.

[0196] (Implementation 6)

[0197] In the fourth embodiment, the vehicle system 1a is used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher, but the present invention is not limited thereto. For example, the vehicle system 1a may be used in a vehicle at automation level 2 or lower.

[0198] For example, when a vehicle that performs driving assistance at automation levels 1 to 2 uses the vehicle system 1a, the vehicle can be configured to automatically accelerate or decelerate so that the inter-vehicle distance with the preceding vehicle becomes a set value, and the inter-vehicle distance is replaced with the above-mentioned safety distance and used. Even with this configuration, by increasing the inter-vehicle distance according to the size of the preceding vehicle, it is easy to detect the flying of a moving object from the front side using the surrounding monitoring sensor 5a. As a result, it is easier to avoid approaching a moving object.

[0199] In addition, when the vehicle system 1a is used in a vehicle of automation level 0, the inter-vehicle distance when the attention is called when the inter-vehicle distance with the preceding vehicle becomes less than a set value can be replaced with the above-mentioned safe distance and used. Even with this configuration, by increasing the inter-vehicle distance as a condition for calling attention according to the size of the preceding vehicle, the driver can easily notice the moving object flying out from the front side at an earlier timing. As a result, it is easier to avoid approaching the moving object.

[0200] (Implementation 7)

[0201] Hereinafter, Embodiment 7 of the present disclosure will be described using the drawings. Fig. 9 The vehicle system 1b shown is used in an autonomous driving vehicle. The autonomous driving vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 7, for example, the vehicle system 1b may be used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher.

[0202] like Fig. 9 As shown, the vehicle system 1b includes an automatic driving device 2b, a locator 3, a map DB 4b, a surrounding monitoring sensor 5b, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. The vehicle using the vehicle system 1b is not necessarily limited to an automobile, but the following example uses an automobile for description. The locator 3, the vehicle control ECU 6, the communication module 7, and the vehicle state sensor 8 may be the same as the functional blocks described in the first embodiment.

[0203] The map DB 4b is the same as the map DB 4 of the first embodiment except that it also includes curvature data as road shape data in the map data. The curvature data may be at least data on each link on the road, data between shape interpolation points, etc. As an example, the curvature data may be data calculated from the shape interpolation points.

[0204] The surrounding monitoring sensor 5b is the same as the surrounding monitoring sensor 5 of the first embodiment except that the detection range includes the predetermined range in front of the vehicle and / or the side of the vehicle. Hereinafter, the surrounding monitoring sensor 5b is described by taking the case where the detection range includes the predetermined range in front of the vehicle and the side of the vehicle. In addition, although it is preferred that the detection range in front of the vehicle is wider than the predetermined range described in the fourth embodiment at least in the horizontal direction, it is not necessarily limited to this.

[0205] The automatic driving device 2b includes, for example, a processor, a memory, an I / O, and a bus connecting them, and executes processing related to the automatic driving by executing a control program stored in the memory. The memory mentioned here is a non-transitory tangible storage medium that can be read by a computer and stores programs and data non-temporarily. In addition, the non-transitory tangible storage medium is realized by a semiconductor memory or a magnetic disk. In addition, the details of the automatic driving device 2b are described below.

[0206] <Schematic structure of the automatic driving device 2b>

[0207] Next, use Fig. 9 , the schematic structure of the automatic driving device 2b is described. Fig. 9 As shown, the automatic driving device 2b has a vehicle position acquisition unit 21, a sensing information acquisition unit 22b, a map data acquisition unit 23b, a communication information acquisition unit 24, a driving environment recognition unit 25b, and an automatic driving unit 26b as functional blocks. In addition, part or all of the functions performed by the automatic driving device 2b can also be constituted in hardware by one or more ICs. In addition, part or all of the functional blocks of the automatic driving device 2b can also be realized by the combination of processor-based software execution and hardware components. The automatic driving device 2b is equivalent to a vehicle-mounted device.

[0208] The vehicle position acquisition unit 21 and the communication information acquisition unit 24 are the same as the vehicle position acquisition unit 21 and the communication information acquisition unit 24 of the first embodiment. The sensing information acquisition unit 22b acquires the detection results (that is, sensing information) detected by the surrounding monitoring sensor 5b in sequence. The map data acquisition unit 23b is the same as the map data acquisition unit 23a of the fourth embodiment except that it acquires the map data stored in the map DB 4b instead of the map DB 4a.

[0209] The running environment recognition unit 25b is the same as the running environment recognition unit 25a of the fourth embodiment except for a part of the processing. The running environment of the vehicle is recognized in the same manner as the running environment recognition unit 25b of the fourth embodiment, using the sensing information acquired by the sensing information acquisition unit 22b instead of the sensing information acquisition unit 22a and using the map data acquired by the map data acquisition unit 23b instead of the map data acquisition unit 23a. In the running environment recognition unit 25b, at least the surrounding objects and road signs in the detection range in front of and on the sides of the vehicle are recognized based on the sensing information acquired by the sensing information acquisition unit 22b.

[0210] The driving environment recognition unit 25b includes a surrounding vehicle determination unit 253b as a sub-functional block. The surrounding vehicle determination unit 253b determines the size of the surrounding vehicles of the vehicle. When the size of the surrounding vehicles can be determined based on the sensing information acquired by the sensing information acquisition unit 22b, the surrounding vehicle determination unit 253b can determine the size of the surrounding vehicles based on the sensing information. In addition, when the size of the surrounding vehicles can be determined using the information acquired from the surrounding vehicles by the communication information acquisition unit 24, the surrounding vehicle determination unit 253b can determine the size of the surrounding vehicles based on the information.

[0211] The surrounding vehicle determination unit 253b may determine the model of the surrounding vehicle identified by the driving environment recognition unit 25b as the size of the surrounding vehicle, or may determine the length of the surrounding vehicle identified by the driving environment recognition unit 25b as the size of the preceding vehicle. The surrounding vehicle determination unit 253b may also determine the length of the surrounding vehicle as the size of the surrounding vehicle based on the classification of the type and model of the surrounding vehicle identified by the driving environment recognition unit 25b, referring to the correspondence between the classification and the length. In this case, the correspondence may be stored in the non-volatile memory of the automatic driving device 2b in advance so that the surrounding vehicle determination unit 253b can use it.

[0212] The size of the surrounding vehicles determined by the surrounding vehicle determination unit 253b is at least roughly correlated with the vehicle length of the surrounding vehicles. Although the size of the surrounding vehicles determined by the surrounding vehicle determination unit 253b is preferably the vehicle length, the vehicle height, vehicle width, vehicle model, etc. may also be the vehicle height, vehicle width, vehicle model, etc., since they are roughly correlated with the vehicle length.

[0213] The automatic driving unit 26b performs processing related to the proxy of the driver's driving operation. Fig. 9 As shown, the automatic driving unit 26b includes a travel planning unit 27b, a confirmation unit 28b, and an automatic driving function unit 29b as sub-functional blocks.

[0214] The driving planning unit 27b is the same as the driving planning unit 27a of the fourth embodiment, except that the driving plan for driving the vehicle by automatic driving is generated using the driving environment recognized by the driving environment recognition unit 25b instead of the driving environment recognition unit 25a.

[0215] The confirmation unit 28b evaluates the safety of the driving plan generated by the driving plan unit 27b. As an example, the confirmation unit 28b is the same as the confirmation unit described in Embodiment 4, and can evaluate the safety of the driving plan using a mathematical formula model. In this embodiment, as an example, the distance between objects can be the distance in the front-rear direction and the left-right direction of the vehicle.

[0216] The confirmation unit 28b includes a safety distance setting unit 281b and a safety distance adjustment unit 283b as sub-functional blocks. The safety distance setting unit 281b may be the same as the safety distance setting unit 281 of the first embodiment. The safety distance setting unit 281b may be the same as the first embodiment, for example, using the RSS (Responsibility Sensitive Safety) model as a mathematical formula model. The safety distance setting unit 281b sets at least the safety distance in front of the vehicle and to the left and right (i.e., to the side).

[0217] As an example, as a reference, for the front of the vehicle, the safety distance setting unit 281b is the same as the safety distance setting unit 281 of embodiment 1, and based on the information of the behavior of the vehicle, for example, the distance at which the vehicle can stop in the shortest time is calculated as the safety distance. In addition, when the safety distance setting unit 281b recognizes a moving body in front of the vehicle, it is the same as the safety distance setting unit 281 of embodiment 1, and based on the information of the behavior of the vehicle and the moving body in front, the distance at which the vehicle and the moving body in front can stop without contact is calculated as the safety distance in front.

[0218] As a reference, for the left and right directions of the vehicle, the safety distance setting unit 281b is the same as the safety distance setting unit 281 of the first embodiment, and based on the behavior information of the vehicle, the distance that the vehicle moves in the left and right directions until the speed in the left and right directions is 0 in the shortest time can be calculated as the safety distance. In addition, when the safety distance setting unit 281b recognizes a moving body in the left and right directions of the vehicle, the safety distance setting unit 281b is the same as the safety distance setting unit 281 of the first embodiment, and for the direction in which the moving body exists, based on the information of the behavior of the vehicle and the moving body, the distance that the vehicle moves in the left and right directions until the speed in the left and right directions of the vehicle and the moving body is 0 can be calculated as the safety distance in that direction.

[0219] The safety distance adjustment unit 283b adjusts the safety distance set by the safety distance setting unit 281b. The safety distance adjustment unit 283b adjusts the safety distance in front of and / or to the left and right of the vehicle set by the safety distance setting unit 281b to a distance within which the vehicle does not intrude into the range occupied by the surrounding vehicle when the surrounding vehicle is estimated to be turning, based on the size of the surrounding vehicle determined by the surrounding vehicle determination unit 253b.

[0220] As an example, the safety distance adjustment unit 283b determines the distance to be ensured between the surrounding vehicles in order not to intrude into the range estimated to be occupied by the surrounding vehicles when the surrounding vehicles turn (hereinafter referred to as the required distance to be ensured) based on the size of the preceding vehicle determined by the surrounding vehicle determination unit 253b. For example, the safety distance adjustment unit 283b can determine the required distance to be ensured using the correspondence between the size of the surrounding vehicles and the required distance to be ensured pre-stored in the non-volatile memory of the automatic driving device 2b. The structure can be such that the correspondence between the size of the surrounding vehicles and the required distance to be ensured is obtained in advance through experiments, simulations, etc.

[0221] When the surrounding vehicles are turning, the range estimated to be occupied by the surrounding vehicles varies according to the scene when the surrounding vehicles are turning, so the safety distance adjustment unit 283b determines the distance that needs to be ensured with a margin that can meet multiple scenes. In addition, the safety distance adjustment unit 283b can also be configured to determine the distance that needs to be ensured corresponding to the scene when the surrounding vehicles are turning. In this case, it is sufficient to be configured to use the correspondence between the size of the surrounding vehicles in each scene and the distance that needs to be ensured. As the scene when the surrounding vehicles are turning, there are turns at intersections, turns at curves, etc. Preferably, the scene when the surrounding vehicles are turning is different depending on whether the surrounding vehicles are turning right or left. It is sufficient to estimate the scene when the surrounding vehicles are turning according to the driving environment identified by the driving environment recognition unit 25b. In addition, regarding the turn at the curve, the distance that needs to be ensured can also be determined according to the curvature radius of the curve. Regarding the turn at the intersection, for example, the turning angle can be set to 90 degrees to determine the distance that needs to be ensured.

[0222] Here, use Figure 10 to Figure 14 , an example of a scenario when surrounding vehicles turn is described. Figure 10 to Figure 14 HV represents the host vehicle, and SV represents the surrounding vehicles. Fig.10 An example is shown in which a surrounding vehicle SV, which is a parallel vehicle of the host vehicle HV, turns right at an intersection. Fig.10 In the example of FIG. 1 , depending on the vehicle length of the surrounding vehicle SV, there is a concern that the body of the surrounding vehicle SV may swing greatly to the left of the surrounding vehicle SV and approach the own vehicle HV. Fig.11 An example is shown in which a surrounding vehicle SV, which is an oncoming vehicle of the host vehicle HV, turns left at an intersection. Fig.11 In the example, depending on the vehicle length of the surrounding vehicle SV, there is a concern that the body of the surrounding vehicle SV may swing greatly to the right of the surrounding vehicle SV and approach the own vehicle HV.

[0223] Fig.12 An example is shown in which a surrounding vehicle SV that turns left into an adjacent lane of the host vehicle HV turns left. Fig.12In the example, depending on the vehicle length of the surrounding vehicle SV, there is a concern that the body of the surrounding vehicle SV may swing greatly to the right of the surrounding vehicle SV and approach the own vehicle HV. Fig.13 An example is shown in which a surrounding vehicle SV that turns right into an adjacent lane of the host vehicle HV turns right. Fig.13 In the example of FIG. 1 , depending on the vehicle length of the surrounding vehicle SV, there is a concern that the body of the surrounding vehicle SV may swing greatly to the left of the surrounding vehicle SV and approach the own vehicle HV. Fig.14 An example is shown in which a surrounding vehicle SV, which is an oncoming vehicle of the host vehicle HV, turns to pass on a left-turn curve. Fig.14 In the example, depending on the vehicle length of the surrounding vehicle SV, there is a concern that the body of the surrounding vehicle SV may swing greatly to the right of the surrounding vehicle SV and approach the own vehicle HV.

[0224] When the distance to be ensured is less than the safety distance set by the safety distance setting unit 281b, the safety distance adjustment unit 283b can maintain the setting of the safety distance set by the safety distance setting unit 281b. This is because if the safety distance is satisfied, the distance to be ensured can also be satisfied. On the other hand, when the distance to be ensured is greater than the safety distance set by the safety distance setting unit 281b, the safety distance adjustment unit 283b can adjust the safety distance set by the safety distance setting unit 281b to the distance to be ensured. Accordingly, only when the distance to be ensured is greater than the safety distance set by the safety distance setting unit 281b, the safety distance can be adjusted to the distance to be ensured, and a margin corresponding to the size of the surrounding vehicles can be set for the safety distance.

[0225] The safety distance adjustment unit 283b is configured to perform the above-mentioned processing on the safety distances in these directions set by the safety distance setting unit 281b using the required distances to be ensured for the surrounding vehicles determined in the corresponding directions when there are surrounding vehicles for which a distance needs to be ensured in multiple directions in front of the vehicle and in the left and right directions.

[0226] In addition, the safety distance adjustment unit 283b is configured to perform the above-mentioned processing on the safety distance in that direction set by the safety distance setting unit 281b, using the longest required distance to be ensured among the required distances to be ensured for these surrounding vehicles when there are multiple surrounding vehicles in the same direction in front of the vehicle and on the left and right sides for which the required distances to be ensured are to be determined.

[0227] In addition, the safety distance adjusted by the required distance may be the safety distance in front of the vehicle and the left and right safety distances, or may be limited to the safety distance in front of the vehicle and a part of the left and right safety distances. Figure 10 to Figure 14As shown in the figure, the safe distance that should have a margin when the surrounding vehicles turn is the safe distance on the side of the left and right sides of the vehicle where the surrounding vehicles exist. Therefore, the safe distance adjusted using the required distance can be limited to the safe distance on the side of the left and right sides of the vehicle where the surrounding vehicles exist. According to this, the safe distance is limited to the direction where the margin should be provided when the surrounding vehicles turn, and unnecessary processing corresponding to adjusting the safety distance using the required distance can be reduced.

[0228] The safety distance adjustment unit 283b may be configured to sequentially perform the process of adjusting the safety distance as needed after determining the distance to be ensured at a constant period, or may be configured to perform the process when a specific trigger is detected. Examples of specific triggers include detection of a turn of a surrounding vehicle, prediction of a turn of a surrounding vehicle, etc. Thus, the trouble of performing the above process even when the surrounding vehicle does not turn can be omitted.

[0229] As an example, the detection of the turning of the surrounding vehicles can be detected by the safety distance adjustment unit 283b based on the yaw rate of the surrounding vehicles identified by the driving environment recognition unit 25b being above the threshold value for distinguishing the presence or absence of the turning. In addition, the prediction of the turning of the surrounding vehicles can be predicted by the driving environment recognition unit 25b based on the position of the surrounding vehicles identified by the driving environment recognition unit 25b being near the intersection. In addition, the prediction of the turning of the surrounding vehicles can also be predicted by the driving environment recognition unit 25b based on the curvature of the driving range of the vehicle identified by the driving environment recognition unit 25b being above the threshold value for distinguishing the curve. Below, as an example, the processing of the safety distance adjustment unit 283b determining the distance to be ensured when a specific trigger is detected and then adjusting the safety distance as needed is explained as an example.

[0230] The confirming unit 28b evaluates the safety of the driving plan generated by the driving planning unit 27b in the same manner as the confirming unit 28a of the fourth embodiment, except that the confirming unit 28b uses the safety distance set by the safety distance setting unit 281b instead of the safety distance set by the safety distance setting unit 281a.

[0231] The automatic driving function unit 29b performs automatic driving in the same manner as the automatic driving function unit 29a of the fourth embodiment, except that the automatic driving function unit 29b uses the driving plan output from the confirmation unit 28a instead of the driving plan output from the confirmation unit 28a.

[0232] <Processing related to safety distance adjustment in the automatic driving device 2b>

[0233] Here, use Fig.15The flowchart of FIG. 1 is used to explain an example of the process of the safety distance adjustment related processing of the automatic driving device 2b. The steps included in the safety distance adjustment related processing executed by the computer are equivalent to executing the driving assistance method.

[0234] When the vehicle's power switch is turned on and automatic driving is started, Fig.15 In addition, in the case of a configuration that can switch between manual driving and automatic driving of the vehicle, it can be configured to start when the power switch is turned on in a state where the setting for automatic driving is set. In addition, it can also be configured to start when the setting for automatic driving during manual driving is switched to on and switched to automatic driving. Fig.15 In the flowchart of FIG. 1 , the driving environment recognition unit 25b recognizes the driving environment of the vehicle in sequence.

[0235] First, in step S41, when the running environment recognition unit 25b recognizes the surrounding vehicles (S41: Yes), the process proceeds to step S43. On the other hand, when the running environment recognition unit 25b does not recognize the surrounding vehicles (S41: No), the process proceeds to step S42.

[0236] In step S42, the safety distance setting unit 281b calculates the safety distance based on the information of the behavior of the vehicle. In S42, the distance that the vehicle can stop in the shortest time is calculated as the front safety distance. In addition, in S42, the distance that the vehicle moves in the left and right directions until the speed in the left and right directions is 0 in the shortest time is calculated as the safety distance. Then, the calculated safety distance is set as the front and left and right safety distances of the vehicle, and the process moves to step S49.

[0237] On the other hand, in step S43, the safety distance setting unit 281b calculates the safety distance based on the information of the behavior of the vehicle and the identified surrounding vehicles. In S43, when the surrounding vehicles are the front moving body of the vehicle, the distance at which the vehicle and the front moving body can stop without contact is calculated as the safety distance in front. In S43, when the surrounding vehicles are the moving bodies in the left and right directions of the vehicle, the distance moved in the left and right directions until the vehicle and the moving body are not in contact and the speeds in the left and right directions of each other are 0 is calculated as the safety distance in that direction. In S43, the safety distance in the direction in which the surrounding vehicles are not identified is calculated in the same way as in S42. Then, in S43, the calculated safety distance is set as the safety distance, and the process moves to step S44.

[0238] In step S44, the surrounding vehicle identification unit 253b identifies the size of the recognized surrounding vehicle. The process of S44 may be performed before the process of S43. The process of S44 may be performed together with the recognition of the surrounding vehicle by the driving environment recognition unit 25b.

[0239] In step S45, if a specific trigger is detected (S45: Yes), the process proceeds to step S46. On the other hand, if a specific trigger is not detected (S45: No), the process proceeds to step S49. A specific trigger is, for example, when a surrounding vehicle turns, when a surrounding vehicle turns, etc. A specific trigger may also be a trigger using Figure 10 to Figure 15 When detecting or predicting at least a part of the scenarios described above, as an example, the safety distance adjustment unit 283b may be configured to detect a specific trigger using the driving environment recognized by the driving environment recognition unit 25b.

[0240] In step S46, the safety distance adjustment unit 283b determines the required distance based on the size of the surrounding vehicle determined in S44. The safety distance adjustment unit 283b also determines the required distance based on the scenario detected as a specific trigger in S45 as described above.

[0241] In step S47, if the required distance determined in S46 is greater than the safety distance set by the safety distance setting unit 281b (S47: Yes), the process proceeds to step S48. On the other hand, if the required distance determined in S46 is less than the safety distance set by the safety distance setting unit 281b (S47: No), the process proceeds to step S49. In step S48, the safety distance adjustment unit 283b adjusts the safety distance set by the safety distance setting unit 281b to the required distance determined in S46.

[0242] In step S49, if it is the end timing of the safety distance adjustment related processing (S49: Yes), the safety distance adjustment related processing is ended. On the other hand, if it is not the end timing of the safety distance adjustment related processing (S49: No), it returns to S41 and repeats the processing. As an example of the end timing of the safety distance adjustment related processing, there is a case where the power switch of the vehicle is turned off, and the vehicle is switched to manual driving. In addition, Fig.15 The flowchart is merely an example, and a part of the processing order may be exchanged.

[0243] <Summary of Implementation 7>

[0244] According to the configuration of Embodiment 7, the set safety distance in front of or to the side of the vehicle is adjusted to a distance within which the vehicle does not intrude into the range estimated to be occupied by the surrounding vehicle when the surrounding vehicle turns, depending on the size of the surrounding vehicle. Since the safety distance is the distance that the vehicle should be separated from the obstacle to a minimum in order to avoid the vehicle from approaching the obstacle, even when the surrounding vehicle turns, a non-contact distance can be kept between the surrounding vehicle and the surrounding vehicle. Thus, even if the surrounding vehicle is a long vehicle, it is possible to avoid approaching the surrounding vehicle when the surrounding vehicle turns. As a result, it is easier to avoid approaching the moving body.

[0245] (Implementation 8)

[0246] In the seventh embodiment, the vehicle system 1b is used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher, but the present invention is not necessarily limited to this. For example, the vehicle system 1b may be used in a vehicle at automation level 2 or lower.

[0247] For example, when the vehicle system 1b is used in a vehicle that performs driving assistance at automation levels 1 to 2, the vehicle system 1b can be configured to automatically perform acceleration and deceleration and / or steering so that the vehicle distance in front of and / or to the side of the surrounding vehicle becomes a set value, and then replace the vehicle distance with the above-mentioned safe distance and use it. Even with this configuration, by increasing the vehicle distance with the surrounding vehicle according to the size of the surrounding vehicle, it is possible to avoid approaching the surrounding vehicle when the surrounding vehicle turns. As a result, it is easier to avoid approaching a moving object.

[0248] In addition, when the vehicle system 1b is used in a vehicle of automation level 0, the vehicle distance when calling attention is replaced with the above-mentioned safe distance when the vehicle distance in front and / or on the side of the surrounding vehicles becomes less than a set value. Accordingly, by increasing the vehicle distance as a condition for calling attention according to the size of the surrounding vehicles, the vehicle distance between the driver and the surrounding vehicles vacated according to the attention call can be increased according to the size of the surrounding vehicles. Thus, by increasing the vehicle distance between the surrounding vehicles according to the size of the surrounding vehicles, it is possible to avoid approaching the surrounding vehicles when the surrounding vehicles turn. As a result, it is easier to avoid approaching a moving object.

[0249] (Implementation method 9)

[0250] <Schematic Configuration of Vehicle System 1c>

[0251] Hereinafter, Embodiment 9 of the present disclosure will be described using the drawings. Fig.16The vehicle system 1c shown is used in an autonomous driving vehicle. The autonomous driving vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 9, for example, the vehicle system 1c may be used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher.

[0252] like Fig.16 As shown, the vehicle system 1c includes an automatic driving device 2c, a locator 3, a map DB 4a, a surrounding monitoring sensor 5a, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1a is not necessarily limited to a car, the following description takes the case of using the vehicle as an example. The vehicle system 1c is the same as the vehicle system 1a of the fourth embodiment except that the automatic driving device 2a is replaced with the automatic driving device 2c.

[0253] The automatic driving device 2c includes, for example, a processor, a memory, an I / O, and a bus connecting them, and executes processing related to the automatic driving by executing a control program stored in the memory. The memory mentioned here is a non-transitory tangible storage medium that can be read by a computer and stores programs and data non-temporarily. In addition, the non-transitory tangible storage medium is realized by a semiconductor memory or a magnetic disk. In addition, the details of the automatic driving device 2c are described below.

[0254] <Schematic structure of the automatic driving device 2c>

[0255] Next, use Fig.16 , the schematic structure of the automatic driving device 2a is described. Fig.16 As shown, the automatic driving device 2a has a vehicle position acquisition unit 21, a sensor information acquisition unit 22a, a map data acquisition unit 23a, a communication information acquisition unit 24, a driving environment recognition unit 25a, and an automatic driving unit 26c as functional blocks. The automatic driving device 2c is the same as the automatic driving device 2a of embodiment 4, except that the automatic driving unit 26c is replaced by the automatic driving unit 26a. In addition, part or all of the functions performed by the automatic driving device 2c can also be constituted in hardware by one or more ICs. In addition, part or all of the functional blocks possessed by the automatic driving device 2c can also be realized by the execution of software based on a processor and a combination of hardware components. The automatic driving device 2a is equivalent to a vehicle-mounted device.

[0256] The automatic driving unit 26c performs processing related to the proxy of the driver's driving operation. Fig.16As shown in the figure, the automatic driving unit 26c includes a driving plan unit 27c, a confirmation unit 28c, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26c is the same as the automatic driving unit 26a of the fourth embodiment except that the driving plan unit 27a and the confirmation unit 28a are replaced by the driving plan unit 27c and the confirmation unit 28c, and the automatic driving function unit 29 is replaced by the automatic driving function unit 29a. The execution of the processing of the driving plan unit 27a and the confirmation unit 28a by the computer is equivalent to the execution of the driving assistance method.

[0257] The driving planning unit 27c is the same as the driving planning unit 27a of the fourth embodiment, except that it plans at least the positioning of the vehicle during driving as a driving plan based on the driving strategy. The driving planning unit 27c is also the same as the driving planning unit 27a in that it uses the driving environment identified by the driving environment identification unit 25a to generate a driving plan for driving the vehicle by automatic driving. The driving strategy refers to at least one of the strategies and rules that define the control actions of the vehicle. The driving strategy can be said to be a pointer for planning the positioning of the vehicle during driving. The driving strategy can also be said to be a mapping from the result of environmental identification to the acceleration command value for vehicle control. The concept of the driving strategy can also be expanded to include the permission and rejection of the driving plan based on the evaluation of the driving rule judgment information described later.

[0258] The driving planning unit 27c plans the positioning of the vehicle during driving according to a driving strategy (hereinafter referred to as a blind spot reduction driving strategy) that reduces the frequency of occurrence of a situation in which a moving body other than the vehicle is located in a blind spot of the detection range of the surrounding monitoring sensor 5a due to the presence of other vehicles other than the vehicle (hereinafter referred to as a blind spot entry situation). In the example of the present embodiment, the blind spot reduction driving strategy is a driving strategy that reduces the frequency of occurrence of the blind spot entry situation by performing the adjustment in the safety distance adjustment unit 283a described later. The blind spot entry situation is not necessarily limited to a situation in which the entire moving body is located in a blind spot of the detection range of the surrounding monitoring sensor 5a. For example, it also includes a situation in which a part of the moving body is located in a blind spot of the detection range of the surrounding monitoring sensor 5a to the extent that the recognition of the moving body in the driving environment recognition unit 25a cannot be performed.

[0259] The confirmation unit 28c evaluates the safety of the driving plan generated by the driving plan unit 27c in the same manner as the confirmation unit 28a of the fourth embodiment. As described in the fourth embodiment, the confirmation unit 28c may evaluate the safety of the driving plan using the mathematical formula model described in the first embodiment. For example, the RSS model may be used as the mathematical formula model. The confirmation unit 28c includes the same safety distance setting unit 281a and safety distance adjustment unit 283a as the sub-function blocks as the confirmation unit 28a of the fourth embodiment.

[0260] The confirmation unit 28c is the same as the confirmation unit 28a of the fourth embodiment, except that it evaluates the driving plan based on the driving rule judgment information and determines whether to allow the driving plan based on the evaluation. The evaluation may be an evaluation that simply indicates the judgment result of whether the vehicle driving according to the driving plan complies with the driving rules or deviates from the driving rules. The evaluation may also be an evaluation that numerically indicates the possibility that the vehicle driving according to the driving plan deviates from the driving rules.

[0261] The driving rule judgment information is information for judging whether the vehicle traveling according to the driving plan complies with the driving rules or deviates from the driving rules. The driving rule judgment information can also be stored in a memory as data that can be referenced in the process of the confirmation unit 28c performing the evaluation. In the case where the confirmation unit 28c performs the evaluation process by a learning model including a neural network, the driving rule judgment information can also be set in the learning model. In this case, the driving rules can also be given as teacher data used when learning the learning model. The driving rules can include at least one of the longitudinal speed rule, the longitudinal position rule, the lateral speed rule, the lateral position rule, the rule of priority of the driving direction, the rule based on the signal light, the rule based on the traffic sign, and the rule of priority of the route. The driving rules can be constituted corresponding to the traffic rules. As an example of the composition corresponding to the traffic rules, the driving rules can also have a compatibility with the traffic rules without having a contradiction that cannot be ignored with the traffic rules. As another example of the composition corresponding to the traffic rules, the driving rules can also be the traffic rules themselves. In addition, the driving rules can also be the installation of the mathematical formula model described in the above-mentioned embodiment 1. Traffic rules may include rules for each driving area and rules that are independent of the driving area. As rules for each driving area, traffic rules for each driving area can be listed. Traffic rules can be stipulated by laws and regulations. For traffic rules, traffic rules stored in a database mounted on the vehicle can be obtained, or they can be obtained from the outside of the vehicle via the communication module 7. When obtaining traffic rules, it is sufficient to obtain traffic rules for the driving area around the vehicle position measured by the locator 3. As rules that are independent of the driving area, for example, there are rules that stipulate whether driving is allowed based on the color of traffic lights.

[0262] In addition, the driving rules may also include a rule that the distance between vehicles is kept above the safe distance. In this case, the safe distance adjusted by the safe distance adjustment unit 283a can be used as the safe distance. The rule that the distance between vehicles is kept above the safe distance is an example of a rule that maintains a state that does not violate the safety envelope. The safety envelope defines the margin of the physical basis around the autonomous driving vehicle. According to the concept of the safety envelope, the autonomous driving vehicle has one or more boundaries around the vehicle, and violations of one or more of these boundaries will cause different responses from the autonomous driving vehicle.

[0263] As described above, the driving planning unit 27c plans the positioning of the vehicle during driving based on the driving strategy that reduces the frequency of blind spot entry conditions by performing adjustments in the safety distance adjustment unit 283a. Positioning based on such a driving strategy helps to improve the recognition status of mobile bodies around the vehicle using the surrounding monitoring sensor 5a and improve the recognition accuracy. That is, the driving strategy of the present embodiment provides a scenario in which the blind spot area (unconfirmed area) with the possibility of the existence of a mobile body around the vehicle traveling according to the driving plan is reduced by evaluating the driving rule judgment information based on the confirmation unit 28c. In this way, the judgment accuracy when the confirmation unit 28c performs the evaluation based on the driving rule judgment information can be improved. The driving planning unit 27c plans the positioning of the vehicle during driving so that the vehicle is positioned to ensure the safety distance adjusted by the safety distance adjustment unit 283a relative to the preceding vehicle.

[0264] The confirmation unit 28c determines that the driving plan planned by the driving planning unit 27c satisfies the driving rules, and the confirmation unit 28c determines that the driving plan is allowed. Then, the confirmation unit 28c outputs the driving plan determined to be allowed to the automatic driving function unit 29. On the other hand, the confirmation unit 28c determines that the driving plan planned by the driving planning unit 27c does not satisfy the driving rules, and the driving plan is not allowed. Moreover, the confirmation unit 28c does not output the driving plan determined to be not allowed to the automatic driving function unit 29. When the confirmation unit 28c determines that the driving plan planned by the driving planning unit 27c is not allowed, it can make the driving planning unit 27c correct the driving plan.

[0265] The automatic driving function unit 29 is the same as the automatic driving function unit 29 of the first embodiment except that the automatic driving function unit 29 follows the driving plan output from the confirmation unit 28 c instead of following the driving plan output from the confirmation unit 28 .

[0266] <Summary of Implementation Method 9>

[0267] According to the configuration of the ninth embodiment, based on the driving strategy that reduces the frequency of occurrence of a blind spot entry situation in which a mobile body other than other vehicles is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles, at least the positioning of the host vehicle during driving is planned as a driving plan. Thus, a driving plan that positions the host vehicle with a reduced frequency of occurrence of a blind spot entry situation can be performed. Moreover, such a driving plan is evaluated based on the driving rule judgment information configured corresponding to the traffic rules, and it is determined whether the driving plan is permitted, so that in a state where the mobile body around the host vehicle is more correctly identified, the possibility of being able to evaluate the driving plan based on the driving rule judgment information increases. As a result, the possibility of the host vehicle deviating from potential traffic rules can be reduced.

[0268] In addition, according to the configuration of the ninth embodiment, the positioning of the vehicle during driving is planned according to the size of the preceding vehicle, so as to ensure that the safe distance in front of the vehicle is a distance corresponding to the size of the preceding vehicle range, that is, the angle range estimated to accommodate the preceding vehicle in the detection range of the surrounding monitoring sensor 5a, that is, the preceding vehicle range is less than the prescribed range. As a result, the blind spot caused by the preceding vehicle in the detection range of the surrounding monitoring sensor 5a can be reduced, and the frequency of occurrence of the blind spot entry situation can be reduced. Therefore, by reducing the frequency of occurrence of the blind spot entry situation, the possibility of the vehicle deviating from the potential traffic rules can be reduced.

[0269] In addition, it is also possible to configure the configuration of the ninth embodiment in combination with the configuration of the fifth embodiment and / or the sixth embodiment. In the ninth embodiment, the driving planning unit 27c may also have the functions of the safety distance setting unit 281a and the safety distance adjustment unit 283a, and the positioning of the vehicle during driving may be planned to be a positioning that ensures the safety distance adjusted by the safety distance adjustment unit 283a.

[0270] (Implementation 10)

[0271] Alternatively, the following configuration of Embodiment 10 may be used to reduce the frequency of occurrence of blind spot entry situations by planning the positioning of the vehicle during travel based on a blind spot reduction driving strategy different from the driving strategy described in Embodiment 9.

[0272] <Schematic Configuration of Vehicle System 1d>

[0273] Hereinafter, embodiment 10 will be described using the drawings. Fig.17 The vehicle system 1d shown is used in an autonomous driving vehicle. The autonomous driving vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 10, for example, the vehicle system 1d may be used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher.

[0274] like Fig.17As shown, the vehicle system 1d includes an automatic driving device 2d, a positioner 3, a map DB4, a surrounding monitoring sensor 5a, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1d is not necessarily limited to an automobile, the following description takes the case of using the vehicle as an example. The vehicle system 1d is the same as the vehicle system 1c of the ninth embodiment except that the automatic driving device 2c is replaced with the automatic driving device 2d and the map DB4 is replaced with the map DB4a.

[0275] The map DB 4 is the same as the map DB 4 of Embodiment 1. The automatic driving device 2d is the same as the automatic driving device 2c of Embodiment 9 except that the processing executed is different. The details of the automatic driving device 2d are described below.

[0276] <Schematic structure of the automatic driving device 2d>

[0277] Next, use Fig.17 , the schematic structure of the automatic driving device 2d is described. Fig.17 As shown in the figure, the automatic driving device 2d includes a vehicle position acquisition unit 21, a sensing information acquisition unit 22a, a map data acquisition unit 23, a communication information acquisition unit 24, a driving environment recognition unit 25d, and an automatic driving unit 26d as functional blocks. The automatic driving device 2d is the same as the automatic driving device 2c of the ninth embodiment except that the map data acquisition unit 23 is replaced by the map data acquisition unit 23a, the driving environment recognition unit 25d is replaced by the driving environment recognition unit 25, and the automatic driving unit 26d is replaced by the automatic driving unit 26c. In addition, part or all of the functions performed by the automatic driving device 2d may be constituted in hardware by one or more ICs or the like. In addition, part or all of the functional blocks of the automatic driving device 2d may be realized by the combination of software execution based on a processor and hardware components. The automatic driving device 2d is equivalent to a vehicle-mounted device.

[0278] The map data acquisition unit 23 is the same as the map data acquisition unit 23 of the first embodiment. The driving environment recognition unit 25d is the same as the driving environment recognition unit 25 of the first embodiment, except that the sensing information acquired by the sensing information acquisition unit 22a is used instead of the sensing information acquired by the sensing information acquisition unit 22. The driving environment recognition unit 25d recognizes the positions of the own vehicle and other vehicles relative to the lane lines (hereinafter, simply referred to as lane lines) that divide the lanes as the positions of the road surface markings around the own vehicle. In addition, the driving environment recognition unit 25d can also recognize whether the driving road of the own vehicle is a straight road or a curved road based on the information of the road shape in the map data or the shape of the lane lines recognized based on the sensing information.

[0279] The automatic driving unit 26d performs processing related to the proxy of the driver's driving operation. Fig.17 As shown in the figure, the automatic driving unit 26d includes a driving plan unit 27d, a confirmation unit 28d, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26d is the same as the automatic driving unit 26c of Embodiment 9 except that the driving plan unit 27d and the confirmation unit 28d are replaced with the driving plan unit 27c and the confirmation unit 28c. The execution of the processing of the driving plan unit 27d and the confirmation unit 28d by the computer is equivalent to the execution of the driving assistance method.

[0280] The confirmation unit 28d evaluates the safety of the driving plan generated by the driving plan unit 27d, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28d evaluates the driving plan based on the driving rule judgment information, similarly to the confirmation unit 28c of the ninth embodiment, and determines whether to permit the driving plan based on the evaluation. The confirmation unit 28d includes a safety distance setting unit 281d as a sub-functional block.

[0281] The safety distance setting unit 281d is the same as the safety distance setting unit 281 of the first embodiment except that it sets at least the safety distance in the left-right direction of the vehicle. The left-right direction of the vehicle can also be referred to as the lateral direction of the vehicle. Hereinafter, the safety distance in the left-right direction of the vehicle is referred to as the lateral safety distance.

[0282] The driving planning unit 27d is the same as the driving planning unit 27c of the ninth embodiment except that the driving planning unit 27d is different in that it is based on a driving strategy for reducing the blind spot when planning the positioning of the vehicle during driving. The driving planning unit 27d plans the positioning of the vehicle based on a driving strategy that reduces the frequency of blind spot entry by making the driving position of the vehicle deviate from the center of the driving lane to the boundary side of the driving lane within a range that can ensure the lateral safety distance. In addition, it is also possible to configure the process to be performed on the condition that the preceding vehicle of the vehicle is recognized by the driving environment recognition unit 25d. In other words, it is also possible to configure the process to be performed on the condition that the preceding vehicle of the vehicle is detected within the detection range of the surrounding monitoring sensor 5a. The lateral safety distance can be the lateral safety distance set by the safety distance setting unit 281d.

[0283] The driving planning unit 27d may also be configured to, for example, deviate to either of the left and right boundaries of the driving lane of the vehicle within a range that can ensure a lateral safety distance when the driving environment recognition unit 25d recognizes that the driving road of the vehicle is a straight road. As an example, the vehicle may be fixedly deviated to either of the left and right boundaries of the driving lane of the vehicle.

[0284] On a straight road, by shifting the driving position of the vehicle toward the boundary side of the driving lane rather than the center of the driving lane, the frequency of occurrence of the blind spot entry situation can be reduced. Fig.18 as well as Fig.19 , this effect is explained. Fig.18 as well as Fig.19 HV indicates the own vehicle, LV indicates the preceding vehicle, PV indicates the vehicle immediately before the preceding vehicle, and OV indicates an oncoming vehicle. Fig.18 as well as Fig.19 SR represents the detection range of the surrounding monitoring sensor 5a. Fig.18 as well as Fig.19 HBS indicates a range in the detection range SR that becomes a blind spot due to the preceding vehicle LV.

[0285] like Fig.18 As shown, in a straight road, due to the presence of the preceding vehicle LV, the entire preceding vehicle PV may be located in a blind spot range HBS of the detection range SR of the surrounding monitoring sensor 5a of the host vehicle HV. Fig.19 As shown, by making the driving position of the host vehicle HV deviate to the boundary side of the driving lane, it is possible to avoid the situation where the entire front vehicle PV is located in the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5a. For positioning the host vehicle HV so that the driving position of the host vehicle HV is deviated to the boundary side of the driving lane, for example, it is sufficient to plan the position closest to the boundary side within the range of ensuring a lateral safety distance with respect to the oncoming vehicle OV.

[0286] Preferably, when the driving environment recognition unit 25d recognizes that the driving path of the vehicle is a curve, the driving planning unit 27d is configured to shift the driving position of the vehicle to the inner peripheral side of the curve relative to the center of the driving lane within a range that can ensure a lateral safety distance.

[0287] In a curve, by shifting the vehicle's running position toward the inner side of the curve, the frequency of blind spot entry can be reduced. Fig. 20 as well as Fig.21 , this effect is explained. Fig. 20 as well as Fig.21 The objects shown in the figure are Fig.18 as well as Fig.19 same.

[0288] like Fig. 20 As shown, in a curve, due to the presence of the preceding vehicle LV, the entire preceding vehicle PV may be located in the blind spot range HBS of the detection range SR of the surrounding monitoring sensor 5a of the host vehicle HV. Fig.21As shown, by making the driving position of the host vehicle HV deviate to the boundary on the inner circumference side of the curve in the boundary of the driving lane, it is possible to avoid the situation where the entire front vehicle PV is located in the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5a. For positioning the host vehicle HV so that the driving position of the host vehicle HV is deviated to the inner circumference side of the curve in the boundary of the driving lane, for example, it is sufficient to plan the position closest to the boundary side within the range of ensuring a lateral safety distance with respect to the oncoming vehicle OV.

[0289] The confirmation unit 28d determines that the driving plan planned by the driving planning unit 27d satisfies the driving rules, and the confirmation unit 28d outputs the driving plan determined to be permitted to the automatic driving function unit 29. On the other hand, the confirmation unit 28d determines that the driving plan is not permitted when the driving plan planned by the driving planning unit 27d does not satisfy the driving rules. Moreover, the confirmation unit 28d does not output the driving plan determined to be not permitted to the automatic driving function unit 29. When the confirmation unit 28d determines that the driving plan planned by the driving planning unit 27d is not permitted, it can make the driving planning unit 27d correct the driving plan.

[0290] <Summary of Implementation 10>

[0291] According to the configuration of the tenth embodiment, similarly to the ninth embodiment, according to the driving strategy for reducing the frequency of occurrence of a blind spot entry situation in which a mobile body other than other vehicles is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles, at least the positioning of the vehicle during driving is planned as a driving plan. Thus, similarly to the ninth embodiment, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0292] In addition, according to the configuration of the tenth embodiment, by making the driving position of the host vehicle shift to the boundary side of the driving lane compared to the center of the driving lane, the blind spot caused by the preceding vehicle in the detection range of the surrounding monitoring sensor 5a can be reduced, and the frequency of occurrence of the blind spot entry situation can be reduced. Thus, by reducing the frequency of occurrence of the blind spot entry situation, the possibility of the host vehicle deviating from the potential traffic regulations can be reduced.

[0293] In addition, although the configuration of Embodiment 10 cites an example in which the detection range of the surrounding monitoring sensor 5a is at least the front of the vehicle, it is not necessarily limited to this. For example, the same application can be made when the detection range of the surrounding monitoring sensor 5a is the rear of the vehicle. In this case, the blind spot caused by the nearest following vehicle in the detection range of the surrounding monitoring sensor 5a can be reduced by making the driving position of the vehicle deviate from the center of the driving lane to the boundary side of the driving lane, so as to reduce the frequency of occurrence of the blind spot entry situation.

[0294] In addition, it is also possible to configure a combination of the configuration of the embodiment 10 and the configuration of the embodiment 6. In the embodiment 10, the driving planning unit 27d may also have the function of the safety distance setting unit 281d, and plan the positioning of the vehicle during driving so as to ensure the safety distance set by the safety distance setting unit 281d.

[0295] (Implementation 11)

[0296] Alternatively, the following eleventh embodiment may be configured to reduce the frequency of occurrence of blind spot entry situations by planning the positioning of the vehicle during travel based on a blind spot reduction driving strategy different from the driving strategies described in the ninth and tenth embodiments.

[0297] <Schematic Configuration of Vehicle System 1e>

[0298] Hereinafter, implementation example 11 will be described using the accompanying drawings. Fig. 22 The vehicle system 1e shown is used in an autonomous vehicle. The autonomous vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 11, for example, the vehicle system 1e may be used in an autonomous vehicle that performs autonomous driving at automation level 3 or higher.

[0299] like Fig. 22 As shown, the vehicle system 1e includes an automatic driving device 2e, a positioner 3, a map DB4, a surrounding monitoring sensor 5e, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1e is not necessarily limited to an automobile, the following description takes the case of using the vehicle as an example. The vehicle system 1e is the same as the vehicle system 1c of the ninth embodiment except that it includes the automatic driving device 2e instead of the automatic driving device 2c, includes the surrounding monitoring sensor 5e instead of the surrounding monitoring sensor 5a, and includes the map DB4 instead of the map DB4a.

[0300] The surrounding monitoring sensor 5e is the same as the surrounding monitoring sensor 5 of the first embodiment except that at least a predetermined range on the side of the vehicle is used as the detection range. The detection range on the side of the vehicle (hereinafter referred to as the side detection range) can be a predetermined range on at least one side of the left or right side of the vehicle. In addition, the side detection range is not limited to a range based on one sensor. For example, the side detection range may also be a range that combines the detection ranges of multiple sensors with different detection ranges.

[0301] The map DB 4 is the same as the map DB 4 of Embodiment 1. The automatic driving device 2e is the same as the automatic driving device 2c of Embodiment 9 except that the processing executed is different. The details of the automatic driving device 2e are described below.

[0302] <Schematic structure of the automatic driving device 2e>

[0303] Next, use Fig. 22 , the schematic structure of the automatic driving device 2e is described. Fig. 22 As shown in FIG. 1 , the automatic driving device 2e includes a vehicle position acquisition unit 21, a sensing information acquisition unit 22e, a map data acquisition unit 23, a communication information acquisition unit 24, a driving environment recognition unit 25e, and an automatic driving unit 26e as functional blocks. The automatic driving device 2e is the same as the automatic driving device 2c of Embodiment 9 except that the sensing information acquisition unit 22a is replaced by the sensing information acquisition unit 22e, the map data acquisition unit 23a is replaced by the map data acquisition unit 23, the driving environment recognition unit 25a is replaced by the driving environment recognition unit 25e, and the automatic driving unit 26c is replaced by the automatic driving unit 26e. In addition, part or all of the functions performed by the automatic driving device 2e may be configured in hardware by one or more ICs or the like. In addition, part or all of the functional blocks of the automatic driving device 2e may be realized by the combination of software execution based on a processor and hardware components. The automatic driving device 2e is equivalent to a vehicle-mounted device.

[0304] The sensing information acquisition unit 22e is the same as the sensing information acquisition unit 22a of the ninth embodiment except that it acquires sensing information detected by the surrounding monitoring sensor 5e instead of the surrounding monitoring sensor 5a. The map data acquisition unit 23 is the same as the map data acquisition unit 23 of the first embodiment.

[0305] The driving environment recognition unit 25e recognizes the driving environment of the vehicle in the same manner as the driving environment recognition unit 25 of the first embodiment based on the vehicle position of the vehicle acquired by the vehicle position acquisition unit 21, the sensing information acquired by the sensing information acquisition unit 22e, the map data acquired by the map data acquisition unit 23, the information of the surrounding vehicles acquired by the communication information acquisition unit 24, etc. In the driving environment recognition unit 25e, at least the surrounding objects and road signs within the side detection range are recognized based on the sensing information acquired by the sensing information acquisition unit 22e.

[0306] The automatic driving unit 26e performs processing related to the proxy of the driver's driving operation. Fig. 22As shown in the figure, the automatic driving unit 26e includes a driving plan unit 27e, a confirmation unit 28e, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26e is the same as the automatic driving unit 26c of Embodiment 9 except that the driving plan unit 27e and the confirmation unit 28e are replaced by the driving plan unit 27c and the confirmation unit 28c. The execution of the processing of the driving plan unit 27e and the confirmation unit 28e by the computer is equivalent to the execution of the driving assistance method.

[0307] The driving planning unit 27e is the same as the driving planning unit 27c of Embodiment 9, except that the driving strategy for reducing the blind spot is different when planning the positioning of the vehicle during driving. The driving planning unit 27e plans the positioning of the vehicle based on a driving strategy that causes the longitudinal position of the vehicle to deviate from other vehicles traveling in an adjacent lane adjacent to the driving lane of the vehicle. Longitudinal refers to the direction along the driving lane of the vehicle. The positions of other vehicles traveling in the adjacent lane can be positions identified in sequence by the driving environment recognition unit 25e. In addition, with respect to the direction in which the longitudinal position of the vehicle deviates from other vehicles traveling in the adjacent lane, it is preferred to deviate in a direction that can ensure the above-mentioned safety distance from the vehicles in front and behind the vehicle.

[0308] By making the longitudinal position of the vehicle deviate from other vehicles traveling in the adjacent lane, the frequency of occurrence of blind spot entry situations can be reduced. Fig.23 as well as Fig.24 , this effect is explained. Fig.23 as well as Fig.24 HV represents the own vehicle, SSV represents the parallel vehicles in the adjacent lane, and VV represents the surrounding vehicles traveling in the lane further adjacent to the adjacent lane. Fig.23 as well as Fig.24 SR represents the detection range of the surrounding monitoring sensor 5e. Fig.23 as well as Fig.24 The HBS represents a range in the detection range SR that becomes a blind spot due to the parallel vehicle SSV.

[0309] like Fig.23 As shown in FIG. 1 , due to the presence of the parallel vehicle SSV, there is a case where the entire surrounding vehicle VV traveling in the adjacent lane on the opposite side of the host lane is located in the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5e of the host vehicle HV. Even in such a case, Fig.24As shown, by making the driving position of the host vehicle HV deviate in the longitudinal direction relative to the parallel vehicle SSV, it is possible to avoid the situation where the entire surrounding vehicle VV is located in the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5e. The positioning of the host vehicle HV that deviates in the longitudinal direction of the host vehicle HV may be planned to deviate within a range that ensures a safe distance with respect to the vehicles in front and behind the host vehicle HV, for example.

[0310] It is also possible to configure the process of performing positioning in the driving planning unit 27e such that the longitudinal position of the vehicle is deviated from other vehicles traveling in adjacent lanes, based on the condition that the vehicle is traveling on a one-way road with more than three lanes and two or more of the one-way lanes with more than three lanes exist continuously next to the vehicle's lane. Accordingly, it is possible to more accurately identify surrounding vehicles traveling in lanes in the same direction as the vehicle that may become a blind spot due to parallel vehicles. In addition, it is also possible to configure the process of performing positioning in the driving planning unit 27e such that the longitudinal position of the vehicle is deviated from other vehicles traveling in adjacent lanes, based on the condition that an adjacent lane exists to the vehicle's lane. In this case, it is also possible to more accurately identify moving objects such as sidewalks that may become a blind spot due to parallel vehicles.

[0311] The confirmation unit 28e evaluates the safety of the driving plan generated by the driving plan unit 27e, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28e evaluates the driving plan based on the possibility of deviation from traffic regulations, similarly to the confirmation unit 28c of the ninth embodiment, and determines whether to permit the driving plan based on the evaluation. The confirmation unit 28e may include, for example, a safety distance setting unit 281 as a sub-functional block.

[0312] The confirmation unit 28e determines to allow the driving plan when the driving plan planned by the driving plan unit 27e satisfies the driving rules. Then, the confirmation unit 28e outputs the driving plan determined to be allowed to the automatic driving function unit 29. On the other hand, the confirmation unit 28e determines to not allow the driving plan when the driving plan planned by the driving plan unit 27e does not satisfy the driving rules. Moreover, the confirmation unit 28e does not output the driving plan determined to be not allowed to the automatic driving function unit 29. When the confirmation unit 28e determines that the driving plan planned by the driving plan unit 27e is not allowed, it can make the driving plan unit 27e correct the driving plan.

[0313] <Summary of Implementation 11>

[0314] According to the configuration of the eleventh embodiment, similarly to the ninth embodiment, according to the driving strategy for reducing the frequency of occurrence of a blind spot entry situation in which a mobile body other than other vehicles is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles, at least the positioning of the vehicle during driving is planned as a driving plan. Thus, similarly to the ninth embodiment, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0315] In addition, according to the configuration of the eleventh embodiment, the positioning plan of the vehicle during driving is to be a positioning plan that makes the longitudinal position of the vehicle deviate from other vehicles driving in the adjacent lane. As a result, the blind spots caused by parallel vehicles in the detection range of the surrounding monitoring sensor 5e can be reduced, and the frequency of occurrence of blind spot entry conditions can be reduced. Moreover, by reducing the frequency of occurrence of blind spot entry conditions, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0316] In addition, it is also possible to configure a combination of the configuration of the 11th embodiment and the configuration of the 6th embodiment. In addition, in the 11th embodiment, it is also possible to configure the driving planning unit 27e to also have the function of the safety distance setting unit 281, and plan the positioning of the vehicle during driving to be a positioning that ensures the safety distance set by the safety distance setting unit 281.

[0317] (Implementation 12)

[0318] Alternatively, the following configuration of Embodiment 12 may be used to reduce the frequency of occurrence of blind spot entry situations by planning the positioning of the vehicle during travel based on a blind spot reduction driving strategy different from the driving strategies described in Embodiments 9 to 11.

[0319] <Schematic Configuration of Vehicle System 1f>

[0320] Hereinafter, implementation example 12 will be described using the accompanying drawings. Fig.25 The vehicle system 1f shown is used in an autonomous vehicle. The autonomous vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 12, for example, the vehicle system 1f may be used in an autonomous vehicle that performs autonomous driving at automation level 3 or higher.

[0321] like Fig.25 As shown, the vehicle system 1f includes an automatic driving device 2f, a locator 3, a map DB 4, a surrounding monitoring sensor 5e, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1f is not necessarily limited to a car, the following description takes the case of using the vehicle system 1f as an example. The vehicle system 1f is the same as the vehicle system 1e of the embodiment 11 except that the automatic driving device 2e is replaced with the automatic driving device 2e.

[0322] The automatic driving device 2f is the same as the automatic driving device 2e of Embodiment 11 except that the executed processing is different. The details of the automatic driving device 2f are described below.

[0323] <Schematic structure of the automatic driving device 2f>

[0324] Next, use Fig.25 , the schematic structure of the automatic driving device 2e is described. Fig. 22 As shown, the automatic driving device 2f has a vehicle position acquisition unit 21, a sensor information acquisition unit 22e, a map data acquisition unit 23, a communication information acquisition unit 24, a driving environment recognition unit 25e, and an automatic driving unit 26f as functional blocks. The automatic driving device 2e is the same as the automatic driving device 2e of embodiment 11, except that the automatic driving unit 26f is replaced by the automatic driving unit 26e. In addition, part or all of the functions performed by the automatic driving device 2f can also be constituted in hardware by one or more ICs. In addition, part or all of the functional blocks possessed by the automatic driving device 2e can also be realized by the execution of software based on a processor and a combination of hardware components. The automatic driving device 2f is equivalent to a vehicle-mounted device.

[0325] The automatic driving unit 26f performs processing related to the proxy of the driver's driving operation. Fig.25 As shown in FIG. 1 , the automatic driving unit 26f includes a driving plan unit 27f, a confirmation unit 28f, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26f is the same as the automatic driving unit 26e of Embodiment 11 except that the driving plan unit 27f and the confirmation unit 28f are replaced with the driving plan unit 27e and the confirmation unit 28e. The processing of the driving plan unit 27f and the confirmation unit 28f executed by the computer is equivalent to executing the driving assistance method.

[0326] The driving planning unit 27f is the same as the driving planning unit 27e of the eleventh embodiment except that the driving strategy for reducing the blind spot is different when planning the positioning of the vehicle during driving. The driving planning unit 27f plans the positioning of the vehicle according to the driving strategy of ensuring that the range of the side detection range that is not blocked by other vehicles (i.e., parallel vehicles) traveling in the adjacent lane adjacent to the driving lane of the vehicle is above the set range. The set range can be fixed, for example. The set range is a value that can be set arbitrarily, for example, it can be a range of 100% of the side detection range or a range less than 100%. For example, when the side detection range of the peripheral monitoring sensor 5e is an angular range of 110 degrees horizontally, 50% of the side detection range is equivalent to an angular range of 55 degrees horizontally. The range of the side detection range that is not blocked by the parallel vehicles is referred to as the non-blocked range below.

[0327] The driving planning unit 27f plans to position the vehicle such that the non-obstructed range is ensured to be greater than the set range, using the installation position of the surrounding monitoring sensor 5e for the vehicle, the lateral detection range of the surrounding monitoring sensor 5a, and the position of the parallel vehicle relative to the vehicle. As an example, the area where the parallel vehicle is located and the lateral detection range of the vehicle identified by the driving environment recognition unit 25e are configured in a road surface coordinate system with the actual position of the vehicle as the origin. Then, the position of the vehicle is offset from the origin to the longitudinal direction along the driving lane of the vehicle, and a position in which the non-obstructed range in the lateral detection range of the vehicle is ensured to be greater than the set range is searched, and the positioning of the vehicle is planned to be performed at the searched position. In addition, with respect to the direction in which the longitudinal position of the vehicle is offset, it is preferred to offset within the range that can ensure the above-mentioned safe distance from the vehicles in front and behind the vehicle.

[0328] By ensuring that the non-blocked range in the side detection range that is not blocked by the parallel vehicle is larger than the set range, the frequency of blind spot entry can be reduced. Fig.26 as well as Fig. 27 , this effect is explained. Fig.26 as well as Fig. 27 HV represents the own vehicle, SSV represents the parallel vehicles in the adjacent lane, and VV represents the surrounding vehicles traveling in the lane further adjacent to the adjacent lane. Fig.26 as well as Fig. 27 SR represents the detection range of the surrounding monitoring sensor 5e. Fig.26 as well as Fig. 27 The HBS represents a range in the detection range SR that becomes a blind spot due to the parallel vehicle SSV. Fig.26 as well as Fig. 27 The OR of represents the non-blocking range. Fig.28 , Fig.29 Same.

[0329] like Fig.26 As shown in FIG. 1 , due to the presence of the parallel vehicle SSV, there is a case where the entire surrounding vehicle VV traveling in the adjacent lane on the opposite side of the host lane is located in the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5e of the host vehicle HV. Even in such a case, Fig. 27 As shown, by setting the travel position of the host vehicle HV to a position where the non-blocking range is ensured to be larger than the set range, it is possible to avoid a situation where the entire surrounding vehicle VV is located in the range HBS that becomes a blind spot of the detection range SR of the surrounding monitoring sensor 5e.

[0330] It is also possible to configure the driving planning unit 27f to process the driving position of the vehicle HV to a position where the non-blocking range is ensured to be greater than the set range, using the condition that the vehicle is traveling on a one-way road with more than three lanes and that two or more of the lanes of the one-way road with more than three lanes exist continuously next to the vehicle's lane. Accordingly, it is possible to more accurately identify surrounding vehicles traveling on lanes in the same direction as the vehicle that may become a blind spot due to parallel vehicles. In addition, it is also possible to configure the driving planning unit 27f to process the driving position of the vehicle HV to a position where the non-blocking range is ensured to be greater than the set range, using the condition that an adjacent lane exists. In this case, it is also possible to more accurately identify moving objects such as sidewalks that are located in a blind spot due to parallel vehicles.

[0331] In addition, it is preferred to change the setting range according to the driving action scheduled in the vehicle. Accordingly, even if the preferred non-blocking range is different according to the driving action scheduled in the vehicle, the setting range that ensures the preferred non-blocking range can be set more accurately according to the driving action scheduled in the vehicle.

[0332] For example, if the driving action scheduled in the vehicle is to continue driving along the road in the lane, it should be noted that the moving objects approaching the vehicle are limited to those within the range relatively close to the vehicle. Fig.28 As shown, it is considered that a relatively narrow non-blocking range OR can be ensured to the extent that the surrounding vehicles VV that are relatively close to the vehicle HV can be detected. Therefore, when the predetermined driving action in the vehicle is to drive along the road, a relatively narrow setting range can be set. For example, 50% of the side detection range can be set as the setting range.

[0333] On the other hand, when the driving action planned in the vehicle is a route change in the direction sensed by the surrounding monitoring sensor 5e, moving objects at a relatively far distance from the vehicle are also targets for moving objects approaching the vehicle that should be noted. Fig.29 As shown, it is considered necessary to ensure a relatively wide non-blocked range OR so as to be able to detect surrounding vehicles VV that are relatively far from the vehicle HV. Therefore, when the predetermined driving action in the vehicle is the above-mentioned route change, a setting range wider than that of driving along the road can be set. For example, 80% of the side detection range can be set as the setting range. Route changes include right and left turns, lane changes, etc.

[0334] The confirmation unit 28f evaluates the safety of the driving plan generated by the driving plan unit 27f, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28f evaluates the driving plan based on the driving rule judgment information, and determines whether to allow the driving plan based on the evaluation, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28f may include, for example, a safety distance setting unit 281 as a sub-functional block.

[0335] The confirmation unit 28f determines to allow the driving plan when the driving plan planned by the driving plan unit 27e satisfies the driving rules. Then, the confirmation unit 28f outputs the driving plan determined to be allowed to the automatic driving function unit 29. On the other hand, the confirmation unit 28f determines to not allow the driving plan when the driving plan planned by the driving plan unit 27f does not satisfy the driving rules. Moreover, the confirmation unit 28f does not output the driving plan determined to be not allowed to the automatic driving function unit 29. When the confirmation unit 28f determines that the driving plan planned by the driving plan unit 27f is not allowed, it can make the driving plan unit 27f correct the driving plan.

[0336] <Summary of Implementation 12>

[0337] According to the configuration of the twelfth embodiment, similarly to the ninth embodiment, the positioning of at least the vehicle during driving is planned as a driving plan based on a driving strategy that reduces the frequency of occurrence of a blind spot entry situation in which a mobile body other than the other vehicle is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles. Thus, similarly to the ninth embodiment, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0338] In addition, according to the configuration of the twelfth embodiment, the positioning plan of the vehicle during driving is to ensure that the range of the side detection range that is not blocked by the parallel vehicle is greater than the set range. As a result, the blind spots caused by the parallel vehicles in the detection range of the surrounding monitoring sensor 5e can be reduced, and the frequency of blind spot entry conditions can be reduced. Moreover, by reducing the frequency of blind spot entry conditions, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0339] In addition, it is also possible to configure a combination of the configuration of the 12th embodiment and the configuration of the 6th embodiment. In addition, in the 12th embodiment, it is also possible to configure the driving planning unit 27f to also have the function of the safety distance setting unit 281, and plan the positioning of the vehicle during driving to be a positioning that ensures the safety distance set by the safety distance setting unit 281.

[0340] (Implementation 13)

[0341] In the twelfth embodiment, the configuration of changing the range that is ensured as the non-blocking range in the side detection range according to the driving action scheduled in the vehicle is shown, but it is not necessarily limited to this. For example, it is also possible to change the sensing range that is ensured not to be blocked by surrounding vehicles according to the driving action scheduled in the vehicle (hereinafter referred to as the thirteenth embodiment).

[0342] In the thirteenth embodiment, the case where the sensing range of the surrounding monitoring sensor 5e is at least the range from the front to the side of the vehicle is used for explanation. In the case where the driving action scheduled in the vehicle is a lane change, the driving planning unit 27f plans to locate at least a position where the sensing range on the side of the vehicle is not blocked by surrounding vehicles. In the case where the driving action scheduled in the vehicle is driving on a curve, the driving planning unit 27f plans to locate at least a position where the sensing range in the oblique front of the vehicle is not blocked by surrounding vehicles. In the case where the driving action scheduled in the vehicle is overtaking in the overtaking lane, the driving planning unit 27f plans to locate at least a position where the sensing range in front of the vehicle is not blocked by surrounding vehicles. In the case where the driving action scheduled in the vehicle is driving in traffic congestion, the driving planning unit 27f plans to locate at least a position where the sensing range on the side of the vehicle is not blocked by surrounding vehicles.

[0343] In addition, the above example is not limited to the configuration of planning to locate at a position where the sensing range is not blocked by surrounding vehicles, and can also be configured to plan to locate at a position where the range of the sensing range blocked by surrounding vehicles is less than a constant. In addition, the configuration of embodiment 13 can also be combined with configurations other than embodiment 12.

[0344] (Implementation 14)

[0345] Alternatively, the following configuration of Embodiment 14 may be used to reduce the frequency of occurrence of blind spot entry situations by planning the positioning of the vehicle during travel based on a blind spot reduction driving strategy different from the driving strategies described in Embodiments 9 to 12.

[0346] <Schematic configuration of vehicle system 1g>

[0347] Hereinafter, implementation example 14 will be described using the accompanying drawings. Fig.30 The vehicle system 1g shown is used in an autonomous driving vehicle. The autonomous driving vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 14, for example, the vehicle system 1g may be used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher.

[0348] like Fig.30 As shown, the vehicle system 1g includes an automatic driving device 2g, a positioner 3, a map DB4, a surrounding monitoring sensor 5, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1g is not necessarily limited to an automobile, the following description takes the case of using the vehicle as an example. The vehicle system 1g is the same as the vehicle system 1c of the ninth embodiment except that it includes an automatic driving device 2e instead of the automatic driving device 2c, includes a surrounding monitoring sensor 5 instead of the surrounding monitoring sensor 5a, and includes a map DB4 instead of the map DB4a.

[0349] The surrounding monitoring sensor 5 is the same as the surrounding monitoring sensor 5 of Embodiment 1. The map DB 4 is the same as the map DB 4 of Embodiment 1. The automatic driving device 2g is the same as the automatic driving device 2c of Embodiment 9 except that the processing executed is different. In addition, the details of the automatic driving device 2g are described below.

[0350] <General structure of the autonomous driving device 2g>

[0351] Next, use Fig.30 , the schematic structure of the automatic driving device 2g is described. Fig.30As shown in FIG. 1 , the automatic driving device 2g includes a vehicle position acquisition unit 21, a sensing information acquisition unit 22, a map data acquisition unit 23, a communication information acquisition unit 24, a driving environment recognition unit 25, and an automatic driving unit 26g as functional blocks. The automatic driving device 2g is the same as the automatic driving device 2c of the ninth embodiment except that the sensing information acquisition unit 22a is replaced by the sensing information acquisition unit 22, the map data acquisition unit 23a is replaced by the map data acquisition unit 23, the driving environment recognition unit 25e is replaced by the driving environment recognition unit 25a, and the automatic driving unit 26g is replaced by the automatic driving unit 26c. In addition, part or all of the functions performed by the automatic driving device 2g may be configured in hardware by one or more ICs or the like. In addition, part or all of the functional blocks of the automatic driving device 2g may be realized by a combination of software execution based on a processor and hardware components. The automatic driving device 2g is equivalent to a vehicle-mounted device.

[0352] The sensing information acquisition unit 22 is the same as the sensing information acquisition unit 22 of the first embodiment. The map data acquisition unit 23 is the same as the map data acquisition unit 23 of the first embodiment. The running environment recognition unit 25 is the same as the running environment recognition unit 25 of the first embodiment.

[0353] The automatic driving unit 26g performs processing related to the proxy of the driver's driving operation. Fig.30 As shown in the figure, the automatic driving unit 26g includes a driving plan unit 27g, a confirmation unit 28g, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26g is the same as the automatic driving unit 26c of Embodiment 9 except that the driving plan unit 27g and the confirmation unit 28g are replaced by the driving plan unit 27c and the confirmation unit 28c. The processing of the driving plan unit 27g and the confirmation unit 28g executed by the computer is equivalent to executing the driving assistance method.

[0354] The driving planning unit 27g is the same as the driving planning unit 27c of the ninth embodiment except that the blind spot reduction driving strategy is different when planning the positioning of the vehicle during driving. The driving planning unit 27g plans the positioning of the vehicle based on a driving strategy that does not keep the positional relationship between the vehicle and other vehicles other than the vehicle in the same state for more than a predetermined time. The predetermined time here may be a time that can be set arbitrarily.

[0355] By not maintaining the positional relationship between the vehicle and other vehicles other than the vehicle in the same state for more than a predetermined time, the frequency of occurrence of the blind spot entry situation can be reduced. Fig.23 as well as Fig.24 Here, Fig.23 as well as Fig.24The description is made by assuming that the SR of the vehicle HV is the detection range of the surrounding monitoring sensor 5. Fig.23 As shown in FIG. 1 , as the positional relationship between the host vehicle HV and the parallel vehicle SSV, there is a positional relationship in which the blind spot HBS of the detection range SR of the surrounding monitoring sensor 5 of the host vehicle HV becomes larger due to the presence of the parallel vehicle SSV. If the host vehicle HV continues to maintain such a positional relationship with respect to the parallel vehicle SSV, it is easy to cause a situation in which the surrounding vehicle VV cannot be recognized due to the blind spot. In contrast, if Fig.24 As shown, by changing the driving position of the host vehicle HV so as to change the positional relationship of the host vehicle HV with respect to the parallel vehicle SSV, the range HBS that becomes the blind spot of the detection range SR of the surrounding monitoring sensor 5 of the host vehicle HV due to the presence of the parallel vehicle SSV can be narrowed. As a result, the frequency of occurrence of the blind spot entry situation can be reduced. In addition, for the positioning that changes the driving position of the host vehicle HV and the parallel vehicle SSV, it is sufficient to plan to make it offset within the range of ensuring a safe distance with respect to the vehicles in front and behind the host vehicle HV.

[0356] When the positional relationship between the host vehicle and other vehicles is not maintained in the same state for a predetermined time or longer, the positioning of the host vehicle relative to other vehicles may be changed in the longitudinal direction or in the lateral direction.

[0357] The confirmation unit 28g evaluates the safety of the driving plan generated by the driving plan unit 27g, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28g evaluates the driving plan based on the driving rule judgment information, and determines whether to allow the driving plan based on the evaluation, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28g may include, for example, a safety distance setting unit 281 as a sub-functional block.

[0358] The confirmation unit 28g determines to allow the driving plan when the driving plan planned by the driving plan unit 27g satisfies the driving rules. Then, the confirmation unit 28g outputs the driving plan determined to be allowed to the automatic driving function unit 29. On the other hand, the confirmation unit 28g determines to not allow the driving plan when the driving plan planned by the driving plan unit 27g does not satisfy the driving rules. Moreover, the confirmation unit 28g does not output the driving plan determined to be not allowed to the automatic driving function unit 29. When the confirmation unit 28g determines that the driving plan planned by the driving plan unit 27g is not allowed, it can make the driving plan unit 27g correct the driving plan.

[0359] <Summary of Implementation 14>

[0360] According to the configuration of the 14th embodiment, similarly to the 9th embodiment, according to the driving strategy for reducing the frequency of occurrence of a blind spot entry situation in which a mobile body other than other vehicles is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of other vehicles, at least the positioning of the vehicle during driving is planned as a driving plan. Thus, similarly to the 9th embodiment, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0361] In addition, according to the configuration of the fourteenth embodiment, the positioning plan of the vehicle during driving is set to a positioning plan that does not keep the positional relationship between the vehicle and other vehicles other than the vehicle in the same state for more than a predetermined time. Thus, even if the positional relationship between the vehicle and other vehicles is a positional relationship that increases the blind spot of the detection range of the surrounding monitoring sensor 5 due to other vehicles, this state can be avoided and the blind spot can be reduced. Therefore, the frequency of occurrence of the blind spot entry situation can be reduced, and the possibility of the vehicle deviating from the potential traffic regulations can be reduced.

[0362] In addition, it is also possible to configure a combination of the configuration of the embodiment 14 and the configuration of the embodiment 6. In addition, in the embodiment 14, it is also possible to configure the driving planning unit 27g to also have the function of the safety distance setting unit 281, and plan the positioning of the vehicle during driving to be a positioning that ensures the safety distance set by the safety distance setting unit 281.

[0363] (Implementation 15)

[0364] Alternatively, the following embodiment 15 may be configured to reduce the frequency of occurrence of blind spot entry situations by planning the positioning of the vehicle during travel based on a blind spot reduction driving strategy different from the driving strategies described in embodiments 9 to 12 and 14.

[0365] <Schematic configuration of vehicle system 1h>

[0366] Hereinafter, implementation example 15 will be described using the accompanying drawings. Fig.31 The vehicle system 1h shown is used in an autonomous driving vehicle. The autonomous driving vehicle mentioned here is the same as the vehicle described in Embodiment 1. In Embodiment 15, for example, the vehicle system 1h may be used in an autonomous driving vehicle that performs autonomous driving at automation level 3 or higher.

[0367] like Fig.31As shown, the vehicle system 1h includes an automatic driving device 2h, a positioner 3, a map DB4, a surrounding monitoring sensor 5, a vehicle control ECU 6, a communication module 7, and a vehicle state sensor 8. Although the vehicle using the vehicle system 1g is not necessarily limited to an automobile, the following description takes the case of using the vehicle as an example. The vehicle system 1h is the same as the vehicle system 1c of the ninth embodiment except that it includes the automatic driving device 2h instead of the automatic driving device 2c, includes the surrounding monitoring sensor 5 instead of the surrounding monitoring sensor 5a, and includes the map DB4 instead of the map DB4a.

[0368] The surrounding monitoring sensor 5 is the same as the surrounding monitoring sensor 5 of Embodiment 1. The map DB 4 is the same as the map DB 4 of Embodiment 1. The automatic driving device 2h is the same as the automatic driving device 2c of Embodiment 9 except that the processing executed is different. The details of the automatic driving device 2h are described below.

[0369] <General structure of the automatic driving device 2h>

[0370] Next, use Fig.31 , the schematic structure of the automatic driving device 2h is described. Fig.31 As shown in FIG. 1 , the automatic driving device 2h includes a vehicle position acquisition unit 21, a sensing information acquisition unit 22, a map data acquisition unit 23, a communication information acquisition unit 24h, a driving environment recognition unit 25h, and an automatic driving unit 26h as functional blocks. The automatic driving device 2h is the same as the automatic driving device 2c of the ninth embodiment except that the sensing information acquisition unit 22 is replaced by the sensing information acquisition unit 22a, the communication information acquisition unit 24h is replaced by the communication information acquisition unit 24, the map data acquisition unit 23 is replaced by the map data acquisition unit 23a, the driving environment recognition unit 25h is replaced by the driving environment recognition unit 25a, and the automatic driving unit 26h is replaced by the automatic driving unit 26c. In addition, part or all of the functions performed by the automatic driving device 2h may be configured in hardware by one or more ICs or the like. In addition, part or all of the functional blocks of the automatic driving device 2h may be realized by the combination of software execution based on a processor and hardware components. The automatic driving device 2h corresponds to a vehicle-mounted device.

[0371] The sensing information acquisition unit 22 is the same as the sensing information acquisition unit 22 of Embodiment 1. The map data acquisition unit 23 is the same as the map data acquisition unit 23 of Embodiment 1.

[0372] The communication information acquisition unit 24h is the same as the communication information acquisition unit 24 of the first embodiment, except that it also acquires information such as the installation position and sensing range of the surrounding monitoring sensors mounted on the surrounding vehicles as the surrounding vehicle information.

[0373] The driving environment recognition unit 25h is the same as the driving environment recognition unit 25 of the first embodiment, except that it also recognizes the sensing range of the surrounding vehicles (hereinafter referred to as the target other vehicles) to the vehicle, and the range in the sensing range that becomes a blind spot due to the presence of the target other vehicles and vehicles other than the vehicle (hereinafter referred to as the blind spot range) as the driving environment of the vehicle. The driving environment recognition unit 25h includes a blind spot range determination unit 254h as a sub-functional block. The blind spot range determination unit 254h determines the above-mentioned blind spot range.

[0374] The blind spot range determination unit 254h may determine the blind spot range, for example, as follows. The blind spot range determination unit 254h determines, for example, the area where other vehicles other than the vehicle are located relative to the position of the vehicle, based on the sensing information acquired by the sensing information acquisition unit 22. In addition, the blind spot range determination unit 254h determines the area of ​​the sensing range of other vehicles relative to the position of the vehicle, based on the determined position of the other vehicles and the information of the installation position and sensing range of the surrounding monitoring sensor mounted on the other vehicles acquired by the communication information acquisition unit 24h. Then, the blind spot range is determined using the information of the area where the other vehicles are located and the area of ​​the sensing range of the other vehicles.

[0375] The automatic driving unit 26h performs processing related to the proxy of the driver's driving operation. Fig.31 As shown in the figure, the automatic driving unit 26h includes a driving plan unit 27h, a confirmation unit 28h, and an automatic driving function unit 29 as sub-functional blocks. The automatic driving unit 26h is the same as the automatic driving unit 26c of Embodiment 9 except that the driving plan unit 27h and the confirmation unit 28h are replaced by the driving plan unit 27h and the confirmation unit 28h. The processing of the driving plan unit 27h and the confirmation unit 28h executed by the computer is equivalent to executing the driving assistance method.

[0376] The driving planning unit 27h is the same as the driving planning unit 27c of the ninth embodiment except that the driving strategy for reducing the blind spot is different when planning the positioning of the vehicle during driving. The driving planning unit 27h plans the positioning of the vehicle based on a driving strategy that reduces the frequency of a blind spot range that becomes a blind spot due to the presence of the target other vehicle and vehicles other than the vehicle in the sensing range of the target other vehicle. When the vehicle can be positioned outside the blind spot range determined by the blind spot range determination unit 254h, the driving planning unit 27h may plan the positioning of the vehicle outside the blind spot range. When there are blind spot ranges for a plurality of surrounding vehicles around the vehicle, the driving planning unit 27h may plan the positioning of the vehicle in which the blind spot range where the vehicle is located is the smallest.

[0377] By reducing the frequency of the blind spot range where the host vehicle is located in the sensing range of the target other vehicle and the presence of vehicles other than the host vehicle, the frequency of occurrence of the blind spot entry situation can be reduced. Fig.32 as well as Fig.33 , this effect is explained. Fig.32 as well as Fig.33 HV represents the own vehicle, SSV represents the parallel vehicles in the adjacent lane, and VV represents the surrounding vehicles traveling in the lane further adjacent to the adjacent lane. Fig.32 as well as Fig.33 SR represents the detection range of the surrounding monitoring sensor 5 of the host vehicle HV. Fig.32 as well as Fig.33 The HBS represents a range in the detection range SR that becomes a blind spot due to the parallel vehicle SSV. Fig.32 as well as Fig.33 VSR represents the detection range (ie, sensing range) of the surrounding monitoring sensor of the surrounding vehicle VV. Fig.32 as well as Fig.33 VHBS represents a range in the detection range VSR that becomes a blind spot due to the parallel vehicle SSV.

[0378] like Fig.32 As shown in FIG. 1 , when the host vehicle HV is located in the blind spot range VHBS caused by the parallel vehicle SSV in the sensing range of the surrounding vehicle VV, it is highly likely that the surrounding vehicle VV is also located in the blind spot range HBS caused by the parallel vehicle SSV in the sensing range of the surrounding monitoring sensor 5 of the host vehicle HV. Fig.33As shown, by changing the driving position of the host vehicle HV so that the host vehicle HV is located outside the blind spot range VHBS caused by the parallel vehicle SSV in the sensing range of the surrounding vehicle VV, it is highly likely that the surrounding vehicle VV is also located outside the blind spot range HBS caused by the parallel vehicle SSV in the detection range of the surrounding monitoring sensor 5 of the host vehicle HV. As a result, the frequency of occurrence of the blind spot entry situation can be reduced. In addition, for the positioning of changing the driving position of the host vehicle HV, it is sufficient to plan to make it offset within the range of ensuring a safe distance relative to the vehicles in front, behind, left and right of the host vehicle HV.

[0379] The confirmation unit 28h evaluates the safety of the driving plan generated by the driving plan unit 27h, similarly to the confirmation unit 28c of the ninth embodiment. The confirmation unit 28h evaluates the driving plan based on the driving rules, similarly to the confirmation unit 28c of the ninth embodiment, and determines whether to permit the driving plan based on the evaluation. The confirmation unit 28h may include, for example, a safety distance setting unit 281 as a sub-functional block.

[0380] The confirmation unit 28h determines that the driving plan planned by the driving plan unit 27h satisfies the driving rules, and the confirmation unit 28h determines that the driving plan is allowed. Then, the confirmation unit 28h outputs the driving plan determined to be allowed to the automatic driving function unit 29. On the other hand, the confirmation unit 28h determines that the driving plan planned by the driving plan unit 27h does not satisfy the driving rules, and the driving plan is not allowed. Moreover, the confirmation unit 28h does not output the driving plan determined to be not allowed to the automatic driving function unit 29. When the confirmation unit 28h determines that the driving plan planned by the driving plan unit 27h is not allowed, the driving plan unit 27h can be corrected.

[0381] <Summary of Implementation 15>

[0382] According to the configuration of the fifteenth embodiment, similarly to the ninth embodiment, according to the driving strategy for reducing the frequency of occurrence of a blind spot entry situation in which a mobile body other than another vehicle is located in a blind spot of the detection range of the surrounding monitoring sensor due to the presence of another vehicle, at least the positioning of the vehicle during driving is planned as a driving plan. Thus, similarly to the ninth embodiment, the possibility of the vehicle deviating from potential traffic regulations can be reduced.

[0383] In addition, according to the configuration of the fifteenth embodiment, the positioning plan of the vehicle during driving is to reduce the frequency of positioning that makes the vehicle located in the blind spot range that becomes a blind spot due to the presence of the target other vehicle and vehicles other than the vehicle in the sensing range of the target other vehicle. As a result, the frequency of occurrence of the blind spot entry situation can be reduced as described above, and the possibility of the vehicle deviating from the potential traffic regulations can be reduced.

[0384] In addition, it is also possible to configure a combination of the configuration of embodiment 15 and the configuration of embodiment 6. In embodiment 15, the driving planning unit 27h may also have the function of the safety distance setting unit 281, and the positioning of the vehicle during driving may be planned to be a positioning that ensures the safety distance set by the safety distance setting unit 281.

[0385] (Implementation 16)

[0386] In the above-mentioned embodiment, the configuration of calculating the default safety distance by a mathematical formula model is shown, but it is not necessarily limited to this. For example, it can also be configured to calculate the default safety distance by using other than a mathematical formula model. For example, it can also be configured that the safety distance setting unit 281, 281a, 281b uses the information of the behavior of the vehicle and the mobile body around the vehicle to calculate the safety distance based on other indicators such as TTC (Time To Collision).

[0387] (Implementation 17)

[0388] In the above-mentioned embodiment, the automatic driving device 2, 2a, 2b, 2c, 2d, 2e, 2f, 2g, 2h is shown as being independent from the vehicle control ECU 6, but it is not necessarily limited to this. For example, the automatic driving device 2, 2a, 2b, 2c, 2d, 2e, 2f, 2g, 2h may also be responsible for the function of the vehicle control ECU 6. In addition, the automatic driving device 2, 2a, 2b, 2c, 2d, 2e, 2f, 2g, 2h may also be responsible for the function of the positioner 3.

[0389] In addition, the present disclosure is not limited to the above-mentioned embodiments, and various changes can be made within the scope indicated by the claims. The embodiments obtained by appropriately combining the disclosed technical units for different embodiments are also included in the technical scope of the present disclosure. In addition, the control unit and the method described in the present disclosure can also be implemented by a dedicated computer that is programmed to execute one or more functions concretized by a computer program. Alternatively, the device and the method described in the present disclosure can also be implemented by a dedicated hardware logic circuit. Alternatively, the device and the method described in the present disclosure can also be implemented by one or more dedicated computers composed of a combination of a processor that executes a computer program and one or more hardware logic circuits. In addition, the computer program can also be stored as an instruction executed by a computer in a non-migratable tangible recording medium that can be read by a computer.

Claims

1. A vehicle-mounted device, wherein: have: A driving planning unit that plans at least the positioning of the vehicle during driving as a driving plan based on the driving strategy; as well as a confirmation unit that evaluates the driving plan planned by the driving planning unit based on driving rule judgment information configured corresponding to traffic rules, and determines whether to allow the driving plan based on the evaluation, The driving planning unit plans the positioning of the vehicle based on the driving strategy that reduces the frequency of blind spot entry conditions, where the blind spot entry conditions are caused by the presence of other vehicles other than the vehicle and the moving bodies other than the other vehicles are located in the blind spot of the detection range of the peripheral monitoring sensor that monitors the periphery of the vehicle.

2. The vehicle-mounted device according to claim 1, wherein: The surrounding monitoring sensor monitors at least one of the front and rear of the vehicle. The driving planning unit plans the positioning of the vehicle according to the driving strategy that reduces the frequency of the blind spot entry situation by shifting the driving position of the vehicle toward the boundary side of the driving lane compared to the center of the driving lane within a range that can ensure a lateral safety distance. The lateral safety distance is a safety distance in the left and right direction of the vehicle among the safety distance that the vehicle should be minimally separated from the obstacle in order to avoid the vehicle from approaching the obstacle.

3. The vehicle-mounted device according to claim 2, wherein: When the vehicle is traveling on a curve, the driving planning unit plans the positioning of the vehicle according to the driving strategy for reducing the frequency of the blind spot entry situation by shifting the driving position of the vehicle toward the inner side of the curve compared to the center of the driving lane within a range that can ensure a lateral safety distance, wherein the lateral safety distance is a lateral safety distance of the vehicle within the safety distance that the vehicle should be minimally separated from the obstacle in order to avoid the vehicle from approaching the obstacle.

4. The vehicle-mounted device according to any one of claims 1 to 3, wherein: The surrounding monitoring sensor monitors at least the side of the vehicle. The driving planning unit plans the positioning of the vehicle based on the driving strategy of reducing the frequency of the blind spot entry situation by deviating the longitudinal position of the vehicle relative to the other vehicles traveling in an adjacent lane adjacent to the driving lane of the vehicle, wherein the longitudinal direction is the direction along the driving lane.

5. The vehicle-mounted device according to any one of claims 1 to 3, wherein: The surrounding monitoring sensor monitors at least the side of the vehicle. The driving planning unit plans the positioning of the vehicle based on the driving strategy that reduces the frequency of the blind spot entry situation by ensuring that the range of the detection range of the side of the vehicle by the peripheral monitoring sensor that is not blocked by the other vehicles traveling in the adjacent lane adjacent to the driving lane of the vehicle is above a set range.

6. The vehicle-mounted device according to claim 5, wherein: The setting range is changed according to a driving action planned in the vehicle.

7. The vehicle-mounted device according to any one of claims 1 to 3, wherein: The travel planning unit plans the positioning of the vehicle based on the driving strategy for reducing the frequency of occurrence of the blind spot entry situation by not maintaining the positional relationship between the vehicle and the other vehicle in the same state for more than a predetermined time.

8. The vehicle-mounted device according to any one of claims 1 to 3, wherein: The vehicle-mounted device includes a blind spot range determination unit that determines a blind spot range that becomes a blind spot due to the presence of vehicles other than the target other vehicle and the host vehicle, which is the target other vehicle, in a detection range of a perimeter monitoring sensor mounted on the target other vehicle, wherein the target other vehicle is a vehicle other than the host vehicle. The travel planning unit plans the positioning of the vehicle based on the driving strategy for reducing the frequency of occurrence of the blind spot entry situation by reducing the frequency of the host vehicle being located in the blind spot range determined by the blind spot range determination unit.

9. The vehicle-mounted device according to any one of claims 1 to 3, wherein: The above-mentioned vehicle-mounted device has: a safety distance setting unit for setting a minimum safety distance that the vehicle should keep from the obstacle in order to avoid the vehicle from approaching the obstacle; a preceding vehicle determining unit for determining a size of a preceding vehicle of the vehicle; and a safety distance adjustment unit, which adjusts the safety distance in front of the vehicle set by the safety distance setting unit to a distance within a detection range of a surrounding monitoring sensor that detects obstacles around the vehicle, the angle range estimated to accommodate the preceding vehicle being within a predetermined range, based on the size of the preceding vehicle determined by the preceding vehicle determination unit; The driving strategy is to adjust the safety distance in front of the vehicle set by the safety distance setting unit to a distance within a detection range of a surrounding monitoring sensor that detects obstacles around the vehicle, the angle range estimated to accommodate the preceding vehicle being less than a predetermined range, based on the size of the preceding vehicle determined by the preceding vehicle determining unit. The travel planning unit plans positioning of the vehicle according to the driving strategy for reducing a frequency of occurrence of the blind spot entry situation by performing adjustment by the safety distance adjustment unit.

10. The vehicle-mounted device according to claim 9, wherein: The predetermined range is an angle range in which the frequency of the preceding vehicle being included in the detection range of the periphery monitoring sensor is estimated to be constant or higher during manual driving by a model driver.

11. The vehicle-mounted device according to claim 9, wherein: The vehicle-mounted device includes a slope determination unit configured to determine whether the road on which the vehicle is traveling is an uphill slope or a downhill slope. In the case where the slope determination unit determines that the driving road is either an uphill slope or a downhill slope, regardless of whether the driving road is the uphill slope or the downhill slope, the safety distance adjustment unit increases the safety distance set by the safety distance setting unit according to the increase in the size of the preceding vehicle determined by the preceding vehicle determination unit.

12. The vehicle-mounted device according to claim 9, wherein: In a case where the distance between the vehicle and the preceding vehicle within the detection range of the surrounding monitoring sensor that detects obstacles around the vehicle and the angle range estimated to accommodate the preceding vehicle is below a prescribed range is greater than the safety distance set by the safety distance setting unit, the safety distance adjustment unit increases the safety distance set by the safety distance setting unit in accordance with an increase in the size of the preceding vehicle determined by the preceding vehicle determination unit.

13. The vehicle-mounted device according to claim 12, wherein: In a case where the distance between the vehicle and the preceding vehicle within the detection range of the surrounding monitoring sensor for detecting obstacles around the vehicle, in which the angle range estimated to accommodate the preceding vehicle is below a prescribed range, is below the safety distance set by the safety distance setting unit, the safety distance adjustment unit does not change the safety distance set by the safety distance setting unit according to the size of the preceding vehicle determined by the preceding vehicle determination unit.

14. The vehicle-mounted device according to claim 9, wherein: The above-mentioned vehicle is a vehicle capable of autonomous driving. The vehicle-mounted device includes an automatic driving function unit, and when the distance between the vehicle and the obstacle is less than the safety distance set by the safety distance setting unit, the automatic driving function unit automatically performs an avoidance action for preventing the vehicle from approaching the obstacle. When the safety distance set by the safety distance setting unit is adjusted by the safety distance adjustment unit, and when the distance between the vehicle and the obstacle is less than the safety distance adjusted by the safety distance adjustment unit, the automatic driving function unit automatically performs the avoidance action.

15. The vehicle-mounted device according to claim 9, wherein: The safety distance set by the safety distance setting unit is calculated by a predetermined mathematical formula model and is a distance used as a reference for evaluating safety between the vehicle and the obstacle.

16. A driving assistance method, wherein: According to a driving strategy for reducing the frequency of occurrence of a blind spot entry situation, at least the positioning of the host vehicle during driving is planned as a driving plan, wherein the blind spot entry situation is a situation in which a moving body other than the host vehicle is located in a blind spot of a detection range of a surrounding monitoring sensor that monitors the surroundings of the host vehicle due to the presence of another vehicle other than the host vehicle, The planned driving plan is evaluated based on driving rule determination information configured corresponding to traffic rules, and whether the driving plan is permitted is determined based on the evaluation.

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