Driving assistance control method of driving assistance control device

Abstract

The present application provides a driving assistance control method of a driving assistance control device. When a mobile vehicle is scheduled to straight pass through an intersection, it is determined whether a left-turn vehicle or a right-turn vehicle exists in front of the mobile vehicle and blocks the straight passing of the mobile vehicle. When a left-turn vehicle or a right-turn vehicle exists in front of the mobile vehicle and blocks the straight passing of the mobile vehicle, an action plan of the mobile vehicle is made according to the degree to which the left-turn vehicle or the right-turn vehicle blocks the straight passing of the mobile vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to a control device, in particular to a driving assistance control method of a driving assistance control device. BACKGROUND

[0002] With the increasing investment in the research of autonomous vehicles in recent years, the development and technology of autonomous vehicles have also been rapidly developed. Under the current technology, many related technologies, such as sensing technology, object recognition technology, and positioning technology, have been developed to basically meet the needs of autonomous vehicles. An ideal autonomous driving system can correctly detect the drivable area of the road surface to avoid dangerous situations such as vehicle collision or vehicle deviation from the road. For example, near the intersection of a general road, due to the increase in the number of lanes and the narrowing of the lane width, vehicles waiting to turn left or right often block the driving path, making autonomous vehicles prone to make inappropriate reactions, such as unnecessary deceleration or staying in the intersection, thereby causing traffic problems.

[0003] On the other hand, in recent years, in order to suppress natural disasters, from the viewpoint of improving the earth's environment, the fuel efficiency of automobiles is required to be improved to reduce the burden on the environment, such as reducing CO2 emissions. SUMMARY

[0004] The present application provides a driving assistance control method of a driving assistance control device, which can improve the driving assistance control of autonomous vehicles at intersections, avoid causing traffic problems, and reduce CO2 emissions to reduce the burden on the environment.

[0005] The driving assistance control device of the present application can be used for driving assistance control of a mobile vehicle. The driving assistance control device includes a processor that determines whether there is a left-turn vehicle or a right-turn vehicle in front of the mobile vehicle that blocks the straight travel of the mobile vehicle when the mobile vehicle is scheduled to travel straight through an intersection. When there is a left-turn vehicle or a right-turn vehicle in front of the mobile vehicle that blocks the straight travel of the mobile vehicle, the processor formulates a travel plan for the mobile vehicle according to the degree to which the left-turn vehicle or the right-turn vehicle blocks the straight travel of the mobile vehicle.

[0006] In an embodiment of the present application, the processor determines whether there is a left-turn vehicle or a right-turn vehicle in front of the mobile vehicle that blocks the straight travel of the mobile vehicle according to whether the left-turn vehicle or the right-turn vehicle enters an obstruction sensing range of the mobile vehicle.

[0007] In an embodiment of the present application, the processor reduces the obstruction sensing range in a direction perpendicular to the direction of travel of the mobile vehicle when the left-turn vehicle or the right-turn vehicle enters the obstruction sensing range and the mobile vehicle performs deceleration.

[0008] In one embodiment of the present application, the processor reduces the sensing range of the obstruction in the direction of travel of the mobile vehicle.

[0009] In one embodiment of the present application, the action plan includes performing a collision prevention control of the left-turn vehicle or the right-turn vehicle.

[0010] In one embodiment of the present application, the collision prevention control includes at least one of a passing control and a deceleration control.

[0011] In one embodiment of the present application, the action plan includes performing a collision prevention control without causing the mobile vehicle to exceed the current lane.

[0012] In one embodiment of the present application, the processor determines whether a reference vehicle that successfully passed the left-turn vehicle or the right-turn vehicle exists in front of the mobile vehicle in the lane in which the mobile vehicle travels, and the action plan includes controlling the mobile vehicle to pass the left-turn vehicle or the right-turn vehicle in accordance with a movement trajectory of the reference vehicle if the reference vehicle exists in front of the mobile vehicle.

[0013] In one embodiment of the present application, the processor determines whether the vehicle in front of the mobile vehicle is the left-turn vehicle or the right-turn vehicle in accordance with at least one of a lane mark, a turn signal, and a wheel steering of the vehicle in front of the mobile vehicle.

[0014] In one embodiment of the present application, the processor determines whether a congestion situation occurs in the lane of the exit of the intersection, and the action plan includes controlling the mobile vehicle not to enter the intersection if the congestion situation occurs in the lane of the exit of the intersection.

[0015] In one embodiment of the present application, the driving assistance control device further includes a driving device coupled to the processor, and the processor controls the driving device to drive the mobile vehicle to perform the action plan.

[0016] In one embodiment of the present application, the driving assistance control device further includes at least one sensor that senses external information of the mobile vehicle to generate sensing data, and the processor determines whether the left-turn vehicle or the right-turn vehicle exists in front of the mobile vehicle in accordance with the sensing data.

[0017] The present application also provides a driving assistance control method of a driving assistance control device for driving assistance control of a mobile vehicle, and the driving assistance control method includes the following steps. When the mobile vehicle is scheduled to travel straight through an intersection, it is determined whether a left-turn vehicle or a right-turn vehicle exists in front of the mobile vehicle and obstructs the straight travel of the mobile vehicle. When the left-turn vehicle or the right-turn vehicle exists in front of the mobile vehicle and obstructs the straight travel of the mobile vehicle, an action plan of the mobile vehicle is formulated in accordance with a degree to which the left-turn vehicle or the right-turn vehicle obstructs the straight travel of the mobile vehicle.

[0018] In an embodiment of the present application, the driving assistance control method includes determining whether a left-turn vehicle or a right-turn vehicle exists in front of the mobile carrier to obstruct the straight movement of the mobile carrier, according to whether the left-turn vehicle or the right-turn vehicle enters the obstruction sensing range of the mobile carrier.

[0019] In an embodiment of the present application, the driving assistance control method includes reducing the obstruction sensing range in a direction perpendicular to the moving direction of the mobile carrier, when the left-turn vehicle or the right-turn vehicle enters the obstruction sensing range and the mobile carrier performs deceleration.

[0020] In an embodiment of the present application, the driving assistance control method includes reducing the obstruction sensing range in the moving direction of the mobile carrier.

[0021] In an embodiment of the present application, the action plan includes performing a collision prevention control of the left-turn vehicle or the right-turn vehicle.

[0022] In an embodiment of the present application, the collision prevention control includes at least one of a passing control and a deceleration control.

[0023] In an embodiment of the present application, the action plan includes performing the collision prevention control without causing the mobile carrier to exceed the current lane.

[0024] In an embodiment of the present application, the driving assistance control method includes determining whether a reference vehicle that successfully passed the left-turn vehicle or the right-turn vehicle exists in front of the mobile carrier in the lane in which the mobile carrier travels, and if the reference vehicle exists in front of the mobile carrier, the action plan includes controlling the mobile carrier to pass the left-turn vehicle or the right-turn vehicle according to the moving trajectory of the reference vehicle.

[0025] In an embodiment of the present application, the driving assistance control method includes determining whether a vehicle in front of the mobile carrier is a left-turn vehicle or a right-turn vehicle according to at least one of a lane mark, a turn signal, and a wheel steering of the vehicle in front of the mobile carrier.

[0026] In an embodiment of the present application, the driving assistance control method includes determining whether a lane of an exit of an intersection is in a congestion situation, and if the lane of the exit of the intersection is in the congestion situation, the action plan includes controlling the mobile carrier not to enter the intersection.

[0027] Based on the above, in embodiments of the present invention, when there are left-turning or right-turning vehicles obstructing the straight-ahead movement of a mobile vehicle, the action plan of the mobile vehicle is formulated according to the degree to which the left-turning or right-turning vehicles obstruct the straight-ahead movement of the mobile vehicle. In this way, the mobile vehicle can make appropriate responses according to the degree to which the left-turning or right-turning vehicles obstruct the straight-ahead movement of the mobile vehicle, such as slowing down to overtake or stopping. This can improve the driving assistance control of autonomous vehicles at intersections, avoid causing traffic problems, reduce CO2 emissions, and alleviate the environmental burden.

[0028] To make the above features and advantages of the present invention more apparent and understandable, specific embodiments are described below in conjunction with the accompanying drawings. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a driving assistance control device according to an embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram of a driving assistance control system for a mobile vehicle according to an embodiment of the present invention.

[0031] Figure 3 This is a schematic diagram of the obstacle sensing range of a mobile vehicle according to an embodiment of the present invention.

[0032] Figure 4 This is a schematic diagram of a driving assistance control system for a mobile vehicle according to another embodiment of the present invention.

[0033] Figure 5 This is a schematic diagram of a driving assistance control system for a mobile vehicle according to another embodiment of the present invention.

[0034] Figure 6 This is a schematic diagram of a driving assistance control system for a mobile vehicle according to another embodiment of the present invention.

[0035] Figure 7 This is a flowchart of a driving assistance control method for a driving assistance control device according to an embodiment of the present invention.

[0036] Figure 8 This is a flowchart of a driving assistance control method for a driving assistance control device according to another embodiment of the present invention. Detailed Implementation

[0037] To make the content of this invention more readily apparent, the following specific embodiments are provided as examples on which this invention can indeed be implemented. Furthermore, wherever possible, components / members referred to by the same reference numerals in the drawings and embodiments represent the same or similar parts.

[0038] Figure 1This is a schematic diagram of a driving assistance control device according to an embodiment of the present invention. Please refer to... Figure 1 A driver assistance control device is used for driver assistance control of a mobile vehicle, such as a car or motorcycle with automatic driver assistance or autonomous driving functions. The driver assistance control device may include a sensor 102, a processor 104, and a drive unit 106, with the processor 104 coupled to the sensor 102 and the drive unit 106. The sensor 102 can sense information about the external environment of the mobile vehicle and generate sensing data. The sensor 102 may be, for example, an image sensor, and the sensing data is captured image data, but is not limited thereto. The sensor 102 may also be, for example, radar, lidar, a global positioning system, and a distance sensor, etc. The driver assistance control device may include at least one of the above-mentioned sensors. The processor 104 can control the drive unit 106 to drive the mobile vehicle to execute a plan of action. The drive unit 106 may, for example, cause the mobile vehicle to perform acceleration, deceleration, steering, reversing, etc. The drive unit 106 may include, for example, a car engine, a motor, a braking system, a throttle system, and other vehicle components that can be used to control the driving state of the mobile vehicle.

[0039] When a mobile vehicle is scheduled to proceed straight through an intersection, the processor 104 can determine whether there are any left-turning or right-turning vehicles obstructing its straight-through movement. For example, it can determine whether there are any left-turning or right-turning vehicles obstructing its straight-through movement based on sensing data provided by the sensor 102. When there are left-turning or right-turning vehicles obstructing the mobile vehicle's straight-through movement, the processor 104 formulates a movement plan for the mobile vehicle based on the degree to which the left-turning or right-turning vehicles obstruct its straight-through movement.

[0040] For example, Figure 2 This is a schematic diagram of a driver assistance control system for a mobile vehicle according to an embodiment of the present invention. In this embodiment, the mobile vehicle V1 is a car equipped with the aforementioned driver assistance control device. When the mobile vehicle V1 is scheduled to travel straight through intersection ZC1, the processor 104 can determine, based on the sensing data provided by the sensor 102, that there is a left-turning vehicle VL obstructing the straight-ahead movement of the mobile vehicle V1 in lane R1, and formulate a movement plan for the mobile vehicle V1 based on the degree to which the left-turning vehicle VL obstructs the straight-ahead movement of the mobile vehicle V1. The movement plan may include implementing collision prevention control for the left-turning vehicle VL, which may include, for example, at least one of overtaking control and deceleration control. For example, to cause the mobile vehicle V1 to decelerate and overtake the left-turning vehicle VL, and cross intersection ZC1 to return to its original lane, or to cause the mobile vehicle V1 to decelerate and stop behind the left-turning vehicle VL.

[0041] The processor 104 can determine whether a vehicle in front of the mobile vehicle V1 is turning left or right based on at least one of the lane markings, turn signals, or wheel direction of the vehicle in front of the mobile vehicle V1. For example, in Figure 2 In this embodiment, the markings on the ground of lane R1 indicate that lane R1 is a lane for either going straight or turning left, and the processor 104 can refer to the markings of lane R1 to determine the steering direction of a left-turning vehicle VL. Similarly, the markings on the ground of lane R4 indicate that lane R4 is a dedicated right-turn lane, and the processor 104 can refer to the markings of lane R4 to determine the steering direction of a right-turning vehicle VR. Furthermore, whether the turn signal of the vehicle in front of the mobile vehicle V1 is a left-turn signal or a right-turn signal, and the wheel steering angle of the vehicle in front of the mobile vehicle V1, can all be used by the processor 104 to determine the steering direction of the vehicle in front of the mobile vehicle V1.

[0042] In some embodiments, within the prohibited lane-changing area Z1, no-crossing lines are drawn on the ground between different lanes, for example, in... Figure 2 In the process, a no-crossing line L1 is drawn between lane R1 and lane R2. The action plan formulated by the processor 104 may include performing collision prevention control without causing the moving vehicle V1 to cross the current lane R1. That is, when performing collision prevention control, the processor 104 prevents the moving vehicle V1 from crossing the no-crossing line L1. For example, when performing overtaking control, the processor 104 causes the moving vehicle V1 to overtake the left-turning vehicle VL without crossing the no-crossing line L1.

[0043] Furthermore, the processor 104 can determine whether there are any left-turning or right-turning vehicles obstructing the straight-ahead movement of the mobile vehicle V1 in the lane in which the mobile vehicle V1 is traveling, based on whether the left-turning vehicle VL has entered the obstacle sensing range of the mobile vehicle V1. The obstacle sensing range of the mobile vehicle V1 can be, for example... Figure 3 As shown, in Figure 3 In this embodiment, the obstacle sensing range ZD1 of the moving vehicle V1 includes a region with a width W1 and a length X1 located in front of the moving vehicle V1. The length direction of the obstacle sensing range ZD1 is the same as the direction of travel of the moving vehicle V1. The length X1 depends on the sensing range of the sensor 102. In some embodiments, the width W1 may be equal to the lane width, but this is not a limitation. The processor 104 can determine whether there is an obstacle in front of the moving vehicle V1 based on whether an object enters the obstacle sensing range ZD1. Figure 3In this embodiment, the obstacle is a left-turning vehicle VL (but this is not a limitation). Since the accuracy of location determination decreases the further away from sensor 102, in this embodiment, the obstacle sensing range ZD1 in segment S1 is conical, and in segment S2, the obstacle sensing range ZD1 has a width W1. That is, in segment S1, the closer the obstacle is to the moving vehicle V1, the wider the obstacle sensing range ZD1 becomes. This reduces the likelihood of falsely judging an obstacle as entering the obstacle sensing range ZD1, leading to unintended deceleration, thereby reducing CO2 emissions and alleviating environmental burden. Furthermore, the processor 104 can also determine the degree to which the obstacle hinders the moving vehicle V1 from traveling straight based on the extent to which the obstacle occupies the obstacle sensing range ZD1. For example, the processor 104 can determine the degree to which the obstacle hinders the straight-line movement of the moving vehicle V1 based on the degree of overlap between the obstacle and the obstacle sensing range ZD1 in the width direction. For example, assuming that the overlap between the left-turning vehicle VL and the obstacle sensing range ZD1 in the width direction accounts for 1 / X (X is a positive real number) of the width of the obstacle sensing range ZD1, the larger this ratio is, the higher the degree to which the obstacle hinders the straight-line movement of the moving vehicle V1.

[0044] The processor 104 can formulate an action plan based on the degree to which an obstacle hinders the straight-ahead movement of the mobile vehicle V1. For example, the processor 104 can determine whether to implement a deceleration and overtaking plan based on the degree to which a left-turning vehicle VL occupies the lane. If the left-turning vehicle VL only occupies part of the lane and leaves space for the mobile vehicle V1 to pass without crossing the prohibitory line L1, the processor 104 can formulate a deceleration and overtaking plan for the left-turning vehicle VL. In addition, the processor 104 can also determine whether to perform overtaking control or stopping control for the mobile vehicle V1 based on the remaining width in the width direction of the obstacle sensing range ZD1 that is not obstructed by the obstacle. If the remaining width is sufficient for the mobile vehicle V1 to pass, overtaking control can be performed; otherwise, stopping control can be performed. For example, if the overlap between the left-turning vehicle VL and the obstacle sensing range ZD1 in the width direction is only 1 / 4 of the width of the obstacle sensing range ZD1 (e.g., width W1, but not limited thereto), the processor 104 can determine that the moving vehicle V1 can successfully overtake the left-turning vehicle VL without crossing the prohibition line L1. Therefore, the processor 104 can formulate a driving plan to decelerate the left-turning vehicle VL for overtaking. Specifically, the smaller the ratio of the overlap between the left-turning vehicle VL and the obstacle sensing range ZD1 in the width direction to the width of the obstacle sensing range ZD1, the less the obstacle hinders the moving vehicle V1 from traveling straight. The processor 104 can then reduce the deceleration of the moving vehicle V1, allowing it to overtake more quickly. In some embodiments, if the ratio of the overlap between the left-turning vehicle VL and the obstacle sensing range ZD1 in the width direction to the width of the obstacle sensing range ZD1 exceeds a default value (e.g., exceeding 2 / 3, but not limited thereto), the processor 104 can determine that there is insufficient space to successfully overtake the left-turning vehicle VL. Therefore, the processor 104 can formulate a driving plan to decelerate and stop behind the left-turning vehicle VL. In some embodiments, the processor 104 may also disregard crossing the prohibition line L1 and only formulate the deceleration degree of the moving vehicle V1 and control the moving vehicle V1 to perform overtaking or stopping driving plans based on the degree to which the obstacle hinders the straight-ahead movement of the moving vehicle V1.

[0045] In some embodiments, the processor 104 may reduce the obstacle sensing range ZD1 when the sensor 102 senses an obstacle (such as a left-turning vehicle VL, but not limited to this) and the moving vehicle V1 decelerates. For example, in Figure 3 In the embodiment, when the mobile vehicle V1 detects an obstacle (e.g., due to sensor 102) Figure 3When the left-turning vehicle VL enters the obstacle sensing range ZD1 and decelerates, the obstacle sensing range ZD1 can be reduced to the obstacle sensing range ZD2. However, if the sensor 102 does not detect an obstacle and the moving vehicle V1 does not decelerate, the obstacle sensing range ZD1 may not be reduced. The obstacle sensing range ZD2 has the same shape as the obstacle sensing range ZD1 (both are pencil-like), but its width is reduced. In some embodiments, the obstacle sensing range ZD1 may be reduced in both length and width directions, not limited to this embodiment. Since the closer the moving vehicle V1 is to the obstacle, the higher the accuracy of the processor 104 in determining the distance between the moving vehicle V1 and the obstacle, and since the moving vehicle V1 is decelerating, reducing the width of the obstacle sensing range ZD1 will not affect the safety of the moving vehicle V1, and can minimize the risk of obstacles entering the obstacle sensing range, allowing the moving vehicle V1 to pass more smoothly from one side of the obstacle, for example, to more smoothly overtake the left-turning vehicle VL. It is worth noting that the reduction in the obstacle sensing range ZD1 is not based on... Figure 3 As limited to this embodiment, in other embodiments, the obstacle sensing range ZD2 may also be of other shapes, and is not limited to this embodiment.

[0046] Furthermore, the processor 104 can also determine whether there is a reference vehicle that has successfully overtaken a vehicle ahead in the lane in which the mobile vehicle V1 is traveling. If there is a reference vehicle that has successfully overtaken, the processor 104 can formulate an action plan to control the mobile vehicle to overtake the vehicle ahead based on the movement trajectory of the reference vehicle. For example, in Figure 2 In this embodiment, on lane R1, the reference vehicle VF in front of the mobile vehicle V1 successfully overtakes the left-turning vehicle VL. The processor 104 can control the drive device 106 to drive the mobile vehicle V1 to overtake the left-turning vehicle VL according to the movement trajectory PA1 of the reference vehicle VF, and cross the intersection ZC1 to return to the original lane.

[0047] The above embodiment describes a driver assistance control device using a left-turning vehicle (VL) as an example of an obstacle. However, in other embodiments, the obstacle may also be as follows: Figure 4 As shown, this is a right-turning vehicle VR. The processor 104 can also determine the direction of the right-turning vehicle VR in a similar manner to the above embodiments, and formulate a movement plan for the moving vehicle V1 for the right-turning vehicle VR, such as overtaking the right-turning vehicle VR, slowing down and stopping behind the right-turning vehicle VR, or overtaking the right-turning vehicle VR according to the movement trajectory of the reference vehicle VF. Since its implementation method is similar to the description of the above embodiments, the implementation details will not be repeated here.

[0048] It is worth noting that in the above embodiments, the action plan formulated by the processor 104 is to cause the mobile vehicle V1 to cross the intersection ZC1 and return to its original lane, or to follow the movement trajectory of the reference vehicle VF. However, in other embodiments, the processor 104 may also cause the mobile vehicle V1 to switch to an empty lane after crossing the intersection ZC1. For example... Figure 5 As shown, the processor 104 enables the mobile vehicle V1 to follow the movement trajectory PA2 of the reference vehicle VF before crossing the intersection ZC1. However, after the mobile vehicle VL crosses the intersection ZC1, the mobile vehicle V1 does not follow the reference vehicle VF into lane R3, nor does it enter lane R2 where other vehicles are present. Instead, it selects an empty lane R1 where no vehicles are traveling.

[0049] Furthermore, in some embodiments, the processor 104 can also determine whether the exit lane of intersection ZC1 is congested based on sensing data. If the exit lane of intersection ZC1 is congested, the processor 104 can formulate an action plan to prevent the mobile vehicle V1 from entering intersection ZC1, so as to avoid the mobile vehicle V1 getting stuck in the no-parking intersection ZC1 and being unable to leave, thereby causing traffic problems. For example Figure 6 As shown, when the processor 104 determines whether the exit lane of intersection ZC1 is congested, the processor 104 can cause the mobile vehicle V1 to decelerate and stop in the no-lane-changing area Z1, without entering intersection ZC1, thus preventing the mobile vehicle V1 from getting stuck in intersection ZC1 and unable to leave. The determination of whether to allow the mobile vehicle V1 to enter intersection ZC1 based on whether the exit lane of intersection ZC1 is congested takes precedence over the determination of whether to control the mobile vehicle V1 to overtake, to prevent the mobile vehicle V1 from entering intersection ZC1 and being unable to leave after overtaking a left-turning vehicle VL or a right-turning vehicle VR. Furthermore, the determination of whether to control the mobile vehicle V1 to overtake takes precedence over the determination of whether to control the mobile vehicle V1 to stop. Additionally, in some embodiments, the processor 104 can also formulate an action plan to prevent the mobile vehicle V1 from entering intersection ZC1 when other vehicles are already stopped within intersection ZC1.

[0050] It is worth noting that the above Figure 2 as well as Figures 4-6 The above embodiment illustrates the driving assistance control device using left-hand driving as an example. However, it is not limited to this. The driving assistance control device can also be applied in areas where traffic regulations stipulate right-hand driving. Since the implementation method of the driving assistance control device for right-hand driving is similar to the above embodiment, it will not be described again here.

[0051] Figure 7This is a flowchart of a driving assistance control method for a driving assistance control device according to an embodiment of the present invention. As can be seen from the above embodiment, the driving assistance control method of the driving assistance control device can be used for driving assistance control of a moving vehicle, and it may include the following steps. First, when the moving vehicle is scheduled to proceed straight through an intersection, it is determined whether there is a left-turning vehicle or a right-turning vehicle obstructing the straight-through movement of the moving vehicle in front of it (step S702). Whether the vehicle in front of the moving vehicle is a left-turning vehicle or a right-turning vehicle can be determined, for example, based on at least one of the lane markings, turn signal, and wheel steering of its lane, but is not limited thereto. Then, when there is a left-turning vehicle or a right-turning vehicle obstructing the straight-through movement of the moving vehicle in front of it, a movement plan for the moving vehicle is formulated based on the degree to which the left-turning vehicle or the right-turning vehicle obstructs the straight-through movement of the moving vehicle (step S704). The movement plan may include, for example, implementing collision prevention control for the left-turning vehicle or the right-turning vehicle, such as implementing overtaking control and deceleration control of the moving vehicle, at least one of these, but is not limited thereto. In some embodiments, when performing collision prevention control (e.g., overtaking control) on a mobile vehicle, collision prevention control can be performed without causing the mobile vehicle to leave its current driving lane, so as to avoid violating traffic regulations or causing traffic accidents.

[0052] Furthermore, the driving assistance control method of the driving assistance control device can be as follows: Figure 8As shown. First, based on whether a left-turning or right-turning vehicle enters the obstacle sensing range of the moving vehicle, it is determined whether there is a left-turning or right-turning vehicle obstructing the moving vehicle's straight-ahead movement in front of it (step S802). The degree to which the left-turning or right-turning vehicle enters the obstacle sensing range is related to the degree to which the left-turning or right-turning vehicle obstructs the moving vehicle's straight-ahead movement. For example, the smaller the ratio of the overlap between the left-turning or right-turning vehicle and the obstacle sensing range in the width direction to the width of the obstacle sensing range, the lower the degree to which the obstacle obstructs the moving vehicle's straight-ahead movement. After determining that there is a left-turning or right-turning vehicle obstructing the moving vehicle's straight-ahead movement in front of it, it is then determined whether there is a blockage in the exit lane of the intersection (step S804). If there is a blockage in the exit lane of the intersection, an action plan to prevent the moving vehicle from entering the intersection is executed (step S806) to avoid the moving vehicle getting stuck in the intersection and unable to enter the lane. If there is no congestion in the exit lane of the intersection, it can then be determined whether there is a reference vehicle in front of the moving vehicle that has successfully overtaken a left-turning or right-turning vehicle in the lane in which the moving vehicle is traveling (step S808). If there is a reference vehicle in front that has successfully overtaken a left-turning or right-turning vehicle, the moving vehicle can be controlled to overtake the left-turning or right-turning vehicle based on the movement trajectory of the reference vehicle (step S810). If there is no reference vehicle to follow that can successfully overtake a left-turning or right-turning vehicle ahead, the obstacle sensing range can be reduced as the moving vehicle approaches the left-turning or right-turning vehicle (step S812). For example, the obstacle sensing range can be reduced when the left-turning or right-turning vehicle enters the obstacle sensing range and the moving vehicle decelerates, and collision prevention control for the left-turning or right-turning vehicle can be implemented (step S814). The reduction of the obstacle sensing range can be, for example, reducing the obstacle sensing range in the direction perpendicular to the moving vehicle's direction of travel (width direction). The collision prevention control can be, for example, deceleration overtaking control or stopping control. By reducing the obstacle sensing range, left-turning or right-turning vehicles can be prevented from entering the obstacle sensing range as much as possible, allowing the moving vehicle to overtake left-turning or right-turning vehicles more smoothly. In addition, in some embodiments, the action plan may also include controlling the moving vehicle to switch to an empty lane after crossing an intersection, which can improve the moving efficiency of the moving vehicle.

[0053] In summary, the embodiments of the present invention, when there are left-turning or right-turning vehicles obstructing the straight-ahead movement of a mobile vehicle, formulate a movement plan for the mobile vehicle based on the degree to which the left-turning or right-turning vehicles obstruct its straight-ahead movement. This allows the mobile vehicle to react appropriately according to the degree of obstruction, such as slowing down to overtake or stopping, thereby improving the driver assistance control of autonomous vehicles at intersections, avoiding traffic problems, reducing CO2 emissions, and alleviating environmental burden. In some embodiments, the decision to control the mobile vehicle to cross the intersection can also be based on whether there is congestion in the exit lanes of the intersection. Alternatively, the mobile vehicle can be controlled to overtake left-turning or right-turning vehicles based on the movement trajectory of a reference vehicle that has successfully overtaken such vehicles, further ensuring that the mobile vehicle reacts appropriately.

[0054] Although the present invention has been disclosed above with reference to embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications and refinements without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be determined by the claims.

Claims

1. A driving assistance control device for driving assistance control of a mobile vehicle, characterized in that, include: When the mobile vehicle is scheduled to proceed straight through an intersection, the processor determines whether there are any left-turning or right-turning vehicles obstructing its straight-through movement. If such vehicles are present, the processor formulates a movement plan for the mobile vehicle based on the degree to which they obstruct its straight-through movement. The processor determines whether there is a left-turning vehicle or a right-turning vehicle obstructing the straight-ahead movement of the moving vehicle in front of it, based on whether the left-turning vehicle or the right-turning vehicle has entered the obstruction sensing range of the moving vehicle. When the left-turning vehicle or the right-turning vehicle enters the obstacle sensing range and the moving vehicle decelerates, the processor reduces the obstacle sensing range in the direction perpendicular to the moving vehicle's direction of travel.

2. The driving assistance control device according to claim 1, characterized in that, The processor reduces the range of obstruction sensing in the direction of travel of the mobile vehicle.

3. The driving assistance control device according to claim 1, characterized in that, The action plan includes implementing collision prevention controls for the left-turning vehicle or the right-turning vehicle.

4. The driving assistance control device according to claim 3, characterized in that, The collision prevention control includes at least one of overtaking control and deceleration control.

5. The driving assistance control device according to claim 3, characterized in that, The action plan includes implementing the collision prevention control without causing the mobile vehicle to leave its current lane.

6. The driving assistance control device according to claim 1, characterized in that, The processor determines whether there is a reference vehicle in front of the mobile vehicle that has successfully overtaken the left-turning vehicle or the right-turning vehicle in the lane in which the mobile vehicle is traveling. If there is a reference vehicle in front of the mobile vehicle, the action plan includes controlling the mobile vehicle to overtake the left-turning vehicle or the right-turning vehicle based on the movement trajectory of the reference vehicle.

7. The driving assistance control device according to claim 1, characterized in that, The processor determines whether the vehicle in front of the mobile vehicle is the vehicle turning left or the vehicle turning right based on at least one of the lane markings, turn signals, and wheel direction of the vehicle in front of the mobile vehicle.

8. The driving assistance control device according to claim 1, characterized in that, The processor determines whether the exit lane of the intersection is blocked. If the exit lane of the intersection is blocked, the action plan includes controlling the mobile vehicle to prevent it from entering the intersection.

9. The driving assistance control device according to claim 1, characterized in that, Also includes: A drive unit, coupled to the processor, controls the drive unit to drive the mobile vehicle to execute the action plan.

10. The driving assistance control device according to claim 1, characterized in that, Also includes: At least one sensor senses external information of the mobile vehicle to generate sensing data, and the processor determines, based on the sensing data, whether there is a left-turning vehicle or a right-turning vehicle obstructing the mobile vehicle from going straight.

11. A driving assistance control method for a driving assistance control device, used for driving assistance control of a mobile vehicle, characterized in that, include: When the mobile vehicle is scheduled to travel straight through an intersection, it is determined whether there is a left-turning vehicle or a right-turning vehicle in front of the mobile vehicle that would obstruct its straight-through travel. The determination is made based on whether the left-turning vehicle or the right-turning vehicle has entered the obstruction sensing range of the mobile vehicle. When the left-turning vehicle or the right-turning vehicle enters the obstacle sensing range and the moving vehicle decelerates, the obstacle sensing range in the direction perpendicular to the moving vehicle's direction of travel is reduced; and When there is a left-turning vehicle or a right-turning vehicle in front of the mobile vehicle that obstructs the mobile vehicle from going straight, the action plan of the mobile vehicle is formulated according to the degree to which the left-turning vehicle or the right-turning vehicle obstructs the mobile vehicle from going straight.

12. The driving assistance control method of the driving assistance control device according to claim 11, characterized in that, include: Reduce the detection range of the obstruction in the direction of travel of the mobile vehicle.

13. The driving assistance control method of the driving assistance control device according to claim 11, characterized in that, The action plan includes implementing collision prevention controls for the left-turning vehicle or the right-turning vehicle.

14. The driving assistance control method of the driving assistance control device according to claim 13, characterized in that, The collision prevention control includes at least one of overtaking control and deceleration control.

15. The driving assistance control method of the driving assistance control device according to claim 13, characterized in that, The action plan includes implementing the collision prevention control without causing the mobile vehicle to leave its current lane.

16. The driving assistance control method of the driving assistance control device according to claim 11, characterized in that, include: Determine whether there is a reference vehicle in front of the mobile vehicle in the lane in which the mobile vehicle is traveling, which has successfully overtaken the left-turning vehicle or the right-turning vehicle; as well as If the reference vehicle is in front of the mobile vehicle, the action plan includes controlling the mobile vehicle to overtake the left-turning vehicle or the right-turning vehicle based on the movement trajectory of the reference vehicle.

17. The driving assistance control method of the driving assistance control device according to claim 11, characterized in that, include: The vehicle in front of the mobile vehicle is determined to be either the vehicle turning left or the vehicle turning right based on at least one of the lane markings, turn signal numbers, and wheel direction of the vehicle in front of the mobile vehicle.

18. The driving assistance control method of the driving assistance control device according to claim 11, characterized in that, include: Determine whether the exit lanes of the intersection are congested; as well as If the exit lanes of the intersection become congested, the action plan includes preventing the mobile vehicle from entering the intersection.

Images