Driving assistance methods and driving assistance devices

Abstract

This invention provides a driving assistance method and a driving assistance device. The driving assistance method involves detecting obstacles in adjacent lanes of the vehicle's driving lane, and when an obstacle is detected, setting a driving range to the side of the obstacle on the side of the vehicle. In order to ensure that the vehicle does not obstruct the movement of other vehicles traveling towards the obstacle in adjacent lanes within the driving range, at least one of a path and a speed is set, and driving assistance is performed using the set path and / or speed.

Description

Technical Field

[0001] This invention relates to a driving assistance method and a driving assistance device. Background Technology

[0002] In recent years, a system has been researched that detects obstacles in the vehicle's travel path and assists the vehicle's movement based on the state of the obstacle. For example, a vehicle control method has been disclosed in (Japan) JP2018-536539A, which checks for objects such as parked vehicles or pedestrians on the shoulder of the vehicle's travel lane and reduces the vehicle's speed limit based on the relative speed of the object. Summary of the Invention

[0003] According to the technology disclosed in (Japan) JP2018-536539A, driving assistance can be provided based on obstacles present in the vehicle's driving lane. However, if there is an obstacle in an adjacent lane adjacent to the vehicle's driving lane, the aforementioned obstacle-based driving assistance cannot be provided.

[0004] The purpose of this invention is to provide driving assistance that takes into account obstacles when there are obstacles in the adjacent lane that is adjacent to the driving lane of the vehicle.

[0005] Technical solutions for solving technical problems

[0006] According to a certain aspect of the present invention, a driving assistance method assists the driving of a vehicle using a predetermined path and speed. The driving assistance method involves detecting obstacles in adjacent lanes of the vehicle's driving lane; if an obstacle is detected, establishing a driving range to the side of the obstacle on the vehicle's side; and, within this driving range, ensuring that the vehicle does not obstruct the movement of other vehicles approaching the obstacle in adjacent lanes, setting at least one of a path and a speed, and then performing driving assistance using the predetermined path and / or speed. Attached Figure Description

[0007] Figure 1 This is a structural overview diagram of a driving assistance device common to all implementation methods.

[0008] Figure 2 This is a diagram showing the situation around the vehicle when the driving assistance control of the first embodiment is being implemented.

[0009] Figure 3 This is a flowchart representing driving assistance control.

[0010] Figure 4 This is a diagram showing the situation around the vehicle when the driving assistance control of the second embodiment is being implemented.

[0011] Figure 5 This is a diagram showing the situation around the vehicle when the driving assistance control of the third embodiment is being implemented.

[0012] Figure 6 This is a diagram illustrating the conditions surrounding the vehicle in other embodiments.

[0013] Figure 7 This is a flowchart illustrating the driving assistance control in the fourth embodiment.

[0014] Figure 8 This is a flowchart illustrating the driving assistance control in the fifth embodiment.

[0015] Figure 9 This is a diagram showing the situation around the vehicle when the driving assistance control of the sixth embodiment is being implemented. Detailed Implementation

[0016] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings and other figures.

[0017] (First Implementation)

[0018] Figure 1 This is a structural overview diagram of a general driving assistance device 100 common in various embodiments of the present invention. As shown in the figure, the driving assistance device 100 includes: a camera 110, a GPS receiver 120, a sensor 130, a communication interface 140, a map database 150, a turn signal (direction indicator) 160, an actuator 170, and a controller 180. The driving assistance device 100 is, for example, mounted on a vehicle (vehicle A) with autonomous driving and driving assistance functions.

[0019] Camera 110 is a photographing device that captures images of the external condition of vehicle A, acquiring photographic information related to the external condition of vehicle A. Camera 110 may be, for example, a panoramic monitoring camera installed on the outside of the front, rear, left, and right doors of vehicle A; a front-facing camera installed on the inside or outside of the windshield; or a rear-facing camera installed at the rear of vehicle A. Camera 110 outputs the photographic information related to the external condition to controller 180.

[0020] GPS receiver 120 synchronously receives signals (GPS data) transmitted from GPS satellites. GPS receiver 120 outputs the received GPS data to controller 180.

[0021] Sensor 130 includes radar 131, gyroscope sensor 132, and vehicle speed sensor 133, etc., to detect the driving status of vehicle A and the status of objects existing around vehicle A. Radar 131 uses radio waves to detect objects outside vehicle A. The radio waves are, for example, millimeter waves. Radar 131 sends radio waves around vehicle A and receives the radio waves reflected by objects, thereby detecting the objects. Radar 131 can, for example, obtain the distance or direction to surrounding objects as object information. Gyroscope sensor 132 detects the orientation of vehicle A. Vehicle speed sensor 133 detects the speed of vehicle A. Sensor 130 outputs the acquired object information, the detected orientation of vehicle A, and the vehicle speed to controller 180.

[0022] Communication interface 140 obtains information about the surrounding environment of vehicle A from the outside via wireless communication. For example, communication interface 140 receives various information from an Intelligent Transportation System (ITS) that transmits real-time traffic information such as congestion information and traffic control information, as well as weather information. ITS includes vehicle-to-vehicle communication with other vehicles and roadside vehicle-to-vehicle communication with roadside equipment. For example, through vehicle-to-vehicle communication, communication interface 140 obtains information such as the acceleration / deceleration of other vehicles around vehicle A, and their relative positions to vehicle A.

[0023] Map database 150 stores map information. This map information includes details related to road shape (such as curves), gradient, width, speed limits, intersections, traffic lights, and number of lanes. The map information stored in map database 150 is readily accessible via controller 180, as described later.

[0024] The turn signal 160 is activated and deactivated based on the driver's operation or instructions from the controller 180. The activation and deactivation information of the turn signal 160 is output to the controller 180.

[0025] Actuator 170 is a device that performs driving control of vehicle A based on instructions from controller 180. Actuator 170 includes: drive actuator 171, brake actuator 172, and steering actuator 173, etc.

[0026] The drive actuator 171 is a device for adjusting the driving force of the vehicle A. When the vehicle A is a motor vehicle equipped with an engine as the driving source, the drive actuator 171 consists of a throttle actuator that adjusts the amount of air supplied to the engine (throttle opening) and a fuel injection valve that adjusts the amount of fuel supplied to the engine (fuel injection quantity).

[0027] In the case where vehicle A is a hybrid electric vehicle or electric vehicle equipped with a motor as a driving source, the drive actuator 171 is composed of a circuit (inverter and converter, etc.) that can adjust the power supplied to the motor.

[0028] Brake actuator 172 is a device that operates the braking system according to instructions from controller 180 and adjusts the braking force applied to the wheels of vehicle A. Brake actuator 172 is composed of a hydraulic brake or a regenerative brake, etc.

[0029] The steering actuator 173 consists of an auxiliary motor and other components in the electric power steering system that control the steering torque. The controller 180 controls the operation of the steering actuator 173, thereby controlling the wheel rudder angle.

[0030] The controller 180 is composed of a computer having a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and input / output interface (I / O interface). The controller 180 executes a specified program to perform processing for achieving specified control. It should be noted that the controller 180 can be composed of a single computer or multiple computers.

[0031] The controller 180 uses destination information and map information to generate driving assistance information, which represents the driving path to the destination (including steering timing) and the driving speed (including acceleration / deceleration) along the path. Based on the path and speed represented by the generated driving assistance information, the controller assists the driving of the vehicle A.

[0032] Figure 2 This diagram illustrates the surroundings of vehicle A when the driving assistance control described in this embodiment is being implemented. The diagram shows two lanes: the right-hand overtaking lane L1 (in Japan) and the driving lane L2, which is adjacent to the overtaking lane L1 on the left. It should be noted that in this example, where Japanese regulations require left-hand traffic, the overtaking lane is on the right and the driving lane is on the left. The driving direction in lanes L1 and L2 is from bottom to top, and the signal ahead is a stop indicator (red).

[0033] Vehicle A is traveling in the overtaking lane L1. Three vehicles B1 to B3 stop in front of vehicle A and line up until they are close to the stop line.

[0034] In lane L2 on the left side of the diagram, vehicle C is parked to the left rear of vehicle B3, the last of the preceding vehicles B1 to B3 in overtaking lane L1. The parking vehicle C is located on the left side of lane L2, near the shoulder. Additionally, another vehicle D is traveling towards vehicle C from behind it. It should be noted that while parked vehicle C is an example of an obstacle, other obstacles include stationary objects such as construction sites, and objects traveling at speeds below the permitted limits, such as pedestrians and bicycles. The following explanation assumes that parked vehicle C is the obstacle.

[0035] Here, the predetermined travel path of other vehicle D is indicated by a dashed line. According to this predetermined travel path, in order to avoid parked vehicle C, other vehicle D travels on a temporary lateral avoidance path. Specifically, other vehicle D traveling in lane L2 crosses the center line behind parked vehicle C, enters the overtaking lane L1, and after passing the side of parked vehicle C, returns to lane L2 to continue traveling.

[0036] Therefore, in the driving assistance method of this embodiment, when vehicle A detects parked vehicle C in adjacent lane L2, controller 180 predicts the driving paths of other vehicles D that will avoid parked vehicle C. Then, controller 180 sets a driving range X that allows other vehicles D to travel to the side of parked vehicle C in lane L1. It should be noted that in this figure, the driving range X is set with the side of parked vehicle C as the center, having a predetermined length in the longitudinal direction and a predetermined width in the width direction. In this figure, the length of the range is longer than the total length of parked vehicle C.

[0037] Then, the controller 180 provides driving assistance so that the vehicle A, traveling towards the parked vehicle B3, does not stop at a location encompassing the driving range X. For example, in this diagram, the driving path is changed so that the vehicle A stops at a position A' on the side opposite to the parked vehicle C within the driving range X. In this way, the parked vehicle A' will not obstruct the travel of other vehicles D traveling to its side to avoid the parked vehicle C.

[0038] Refer again Figure 1 The controller 180 that performs the above-mentioned control includes functional units such as a vehicle position detection unit 181, a driving assistance information generation unit 182, a surrounding vehicle information acquisition unit 183, a driving range setting unit 184, a condition determination unit 185, and a driving assistance unit 186, which perform various control processes. The details of the above structure will be described below.

[0039] The vehicle position detection unit 181 continuously detects the current position, speed, and direction of travel of vehicle A based on GPS data from GPS receiver 120 and the orientation and speed of vehicle A detected by sensor 130. Additionally, the vehicle position detection unit 181 refers to map database 150 to detect the position of vehicle A on a map.

[0040] The vehicle position detection unit 181 acquires road information surrounding vehicle A based on the detected current position, speed, direction of travel, and location on the map of vehicle A, along with image information related to external conditions acquired by camera 110 and object information acquired by sensor 130. Road information includes details related to the shape, slope, width, road width, intersections, traffic lights, lane types, and number of lanes around vehicle A.

[0041] The driving assistance information generation unit 182 uses information such as the position of vehicle A detected by the vehicle position detection unit 181, surrounding road conditions, and a pre-set destination to generate a driving path for vehicle A. Furthermore, the driving assistance information generation unit 182 generates speed information (including acceleration / deceleration and steering timing) for vehicle A to travel along the driving path. Driving assistance information is generated from this driving path and speed information, and based on this driving assistance information, the driving of vehicle A is assisted.

[0042] The surrounding vehicle information acquisition unit 183 acquires surrounding vehicle information based on the image information related to the external conditions acquired by the camera 110, the object information acquired by the sensor 130, and the surrounding conditions of the vehicle A acquired by the communication interface 140. The surrounding vehicle information includes the driving status of vehicles traveling in the opposite lane of the vehicle A.

[0043] Then, the surrounding vehicle information acquisition unit 183 uses the acquired surrounding vehicle information to detect the signal display ahead of lane L1, the driving status of the vehicle ahead B, obstacles in adjacent lane L2, the presence and driving status of other vehicles D, etc. It should be noted that obstacles can be stationary objects such as parked vehicles C or construction sites, or objects such as pedestrians or bicycles traveling at a prescribed speed or below.

[0044] The driving range setting unit 184 calculates the driving path of other vehicles D in the adjacent lane L2 of vehicle A to avoid the detected obstacle, and sets a driving range X to the side of the obstacle. It should be noted that even if other vehicles D are not actually detected, the driving range setting unit 184 assumes that other vehicles D are close to the rear of parked vehicle C, and sets a driving range X to the side of the obstacle.

[0045] As an example, the length of the driving range X in the longitudinal direction and the width in the vehicle width direction are determined as follows. Typically, it is known that when another vehicle D is avoiding an obstacle, it takes approximately 5 to 10 seconds to steer from the side of the obstacle to return to lane L2. Furthermore, the other vehicle D reduces its speed during the obstacle avoidance process. Therefore, the driving range X is set to have a predetermined length in the longitudinal direction centered on the obstacle and a predetermined width in the vehicle width direction. The length can be, for example, set to the distance that the other vehicle D will decelerate during half of the avoidance time. The width can be set to the length of the lane width of the other vehicle D plus the side distance. In this way, the driving range X can be determined based on the driving state of the other vehicle D. It should be noted that even when no other vehicle D is detected, the driving range X can also be set based on information such as the shape of lane L2 and the legal speed limit.

[0046] The condition determination unit 185 determines the driving condition of vehicle A. For example, if the condition determination unit 185 predicts that the vehicle B3 directly in front of vehicle A will stop and uses the driving assistance information generated by the driving assistance information generation unit 182 to provide driving assistance, it determines whether vehicle A has exceeded a predetermined threshold time within the driving range X. Hereinafter, the situation in which vehicle A has exceeded the predetermined threshold time within the driving range X will be described as "delay".

[0047] Then, if the situation determination unit 185 determines that the vehicle A is stuck within the driving range X, it changes the driving assistance information to control the vehicle A so that it will not stay within the driving range X. In this way, the vehicle A will not stop within the driving range X, and other vehicles D can drive within the driving range X to avoid obstacles, thus preventing the vehicle A from obstructing the driving of other vehicles D.

[0048] The driving assistance unit 186 provides driving assistance to vehicle A. It should be noted that when the driving assistance information is changed by the situation determination unit 185, the driving assistance unit 186 provides driving assistance to vehicle A based on the changed driving assistance information. It should also be noted that the driving assistance unit 186 not only operates vehicle A according to the driving assistance information indicating path and speed information, but can also provide driving assistance information to the driver by displaying icons on vehicle A's display screen or by transmitting voice messages. Therefore, in situations with low levels of autonomous driving, driving assistance control as described in this embodiment can be achieved through display.

[0049] Figure 3This is a flowchart of the driving assistance control executed by the controller 180. It should be noted that this driving assistance control is executed repeatedly at a predetermined cycle. Alternatively, the driving assistance control can also be performed by executing a program stored in the controller 180.

[0050] In step S1, the controller 180 (driving assistance information generation unit 182) determines the driving path and speed information of the vehicle A based on the position of the vehicle A detected by the vehicle position detection unit 181 and the set destination, etc. As a result, driving assistance information can be generated.

[0051] In step S2, the controller 180 (surrounding vehicle information acquisition unit 183) predicts the driving status of the vehicle B3 directly in front of vehicle A based on a stop signal or similar information, and determines whether vehicle A should perform parking control. If vehicle A performs parking control (S2: Yes), the process proceeds to step S3. If vehicle A does not perform parking control (S2: No), the process proceeds to step S7, where driving assistance is provided using the driving assistance information generated in step S1.

[0052] In step S3, the controller 180 (surrounding vehicle information acquisition unit 183) detects objects moving or stopped at a predetermined speed in the adjacent lane L2 of the vehicle A as obstacles. If an obstacle is detected (S3: Yes), the process proceeds to step S4. If no obstacle is detected (S3: No), driving assistance control is performed in step S7.

[0053] In step S4, the controller 180 (driving range setting unit 184) predicts the curved path of other vehicles D traveling behind the obstacle in the adjacent lane to avoid the obstacle, and sets a driving range X that other vehicles D can travel on the side of the obstacle. It should be noted that even if other vehicles D do not exist, it is assumed that other vehicles D exist behind the obstacle, and the driving range X is set.

[0054] In step S5, the controller 180 (situation determination unit 185), using the driving assistance information generated by the driving assistance information generation unit 182, determines whether the vehicle A has been stationary for a predetermined time within the driving range X set by the driving range setting unit 184. If the vehicle A is stationary within the driving range X (S5: Yes), the process proceeds to step S6 to change the driving assistance information. On the other hand, if the vehicle A has not been stationary within the driving range X for a predetermined time (S5: No), the process proceeds to step S7.

[0055] In step S6, the controller 180 (situation determination unit 185) changes the driving assistance information to prevent the vehicle A from remaining within the driving range X for a predetermined time. For example, it changes the driving path to make the vehicle A stop close to the vehicle in the driving range X, or stop in front of or to the side of the vehicle in the driving range X when there is space. If it is predicted that the vehicle ahead B3 will start moving immediately, the vehicle A can also decelerate until the vehicle ahead B3 starts moving.

[0056] In step S7, the controller 180 (driving assistance unit 186) assists the driving of vehicle A based on driving assistance information. If the driving assistance information has been changed in step S6, driving assistance is provided based on the changed driving assistance information. As a result, because vehicle A will not remain within the driving range X, it is possible to suppress the movement of other vehicles D that are traveling in adjacent lane L2 to avoid obstacles.

[0057] It should be noted that in step S2, the controller 180 (surrounding vehicle information acquisition unit 183) determines whether the vehicle A has been stopped, but is not limited to this. For example, it may also determine whether the vehicle A has decelerated or is moving slowly below a prescribed speed. Through the above determination, if the vehicle A is decelerating or moving slowly, it can be determined in the subsequent step S5 whether the vehicle A has been within the prescribed time range X.

[0058] Furthermore, in step S5, the controller 180 (condition determination unit 185) determines whether the vehicle A has been parked for a predetermined period of time within the driving range X set by the driving range setting unit 184, but is not limited to this. The controller 180 can also determine whether the vehicle A has stopped within the driving range X. By using the above determination control, it is possible to prevent the vehicle A from stopping within the driving range X and obstructing the movement of other vehicles D. In addition, the controller 180 is not limited to determining whether the vehicle A has stopped or stopped within the driving range X, but can also determine whether the vehicle A obstructs the movement of other vehicles D within the driving range X. By using this determination control, it is possible to prevent the vehicle A from obstructing the movement of other vehicles D.

[0059] Furthermore, in the processing of step S6, the controller 180 (condition determination unit 185) changes the driving assistance information, but is not limited to this. For example, in the case where the driving assistance information is set at a predetermined interval, it is not necessary to change the driving assistance information, but to set the driving assistance information at a predetermined period so that the vehicle A will not exist within the driving range X for a predetermined time.

[0060] Furthermore, even when other vehicles D are not traveling in the adjacent lane L2, the driving assistance control described in steps S1 to S7 is also performed. That is, when the controller 180 detects an obstacle in the adjacent lane L2, it assumes that other vehicles D are traveling even if no other vehicles D are detected behind the obstacle, and sets a driving range X. In this way, it is possible to suppress the travel of other vehicles D that may obstruct the adjacent lane.

[0061] According to the first embodiment, the following effects can be obtained.

[0062] According to the driving assistance method of the first embodiment, an obstacle is detected in the adjacent lane L2 of the vehicle A (S3: Yes). A driving range X is set on the side of the vehicle A's driving lane L1, which is being driven by other vehicles D traveling towards the obstacle in the adjacent lane L2 in order to avoid the obstacle (S4). It is determined whether the vehicle A obstructs the travel of other vehicles D within the driving range X (S5). If it obstructs the travel (S5: Yes), a path and speed are set without obstruction (S6). Driving assistance is performed using the set path and speed (S7).

[0063] Here, when vehicle A is stationary within the driving range X to the side of an obstacle, other vehicles D traveling towards the obstacle in adjacent lane L2 are blocked by vehicle A, preventing them from avoiding the obstacle by driving to the side. However, with the driving assistance control of this embodiment, vehicle A will not obstruct other vehicles D within the driving range X. As a result, potential congestion caused by other vehicles D traveling towards the parked vehicle C can be avoided.

[0064] Furthermore, congestion may occur when vehicle A and other vehicles D are parked to the side of parked vehicle C. In this situation, if an emergency vehicle is traveling towards parked vehicle C in an adjacent lane, vehicle A and other vehicles D need to move to allow the emergency vehicle to proceed; however, such movement, whether automatic or manual, takes time. In this embodiment, because it does not obstruct other vehicles D from the side of the obstacle, congestion is suppressed, allowing emergency vehicles to travel to the side of parked vehicle C. Additionally, because other vehicles D can avoid parked vehicle C, fuel economy can be improved.

[0065] More specifically, according to the driving assistance method of the first embodiment, it is determined whether the vehicle A has remained within the driving range X for a predetermined time or more (S5). If the vehicle A has remained within the driving range X for a predetermined time or more, a path and speed are set without stopping (S6), and driving assistance is performed using the modified path and speed (S7). In this way, because the vehicle A will not remain within the driving range X for a predetermined time or more, other vehicles D can travel within the driving range X to avoid obstacles. As a result, it is possible to prevent the vehicle A from obstructing the travel of other vehicles D within the driving range X.

[0066] According to the driving assistance method of the first embodiment, the route is changed to stop the vehicle A outside the driving range X. By setting the parking position of the vehicle A outside the driving range X in this way, it is possible to prevent the vehicle A from obstructing the driving of other vehicles D within the driving range X. It should be noted that the above-mentioned driving assistance is preferably performed when it is predicted that the vehicle A will remain within the driving range X for a relatively long time. If the vehicle A remains within the driving range X for a long time, even if the vehicle speed is changed, it may be difficult to sufficiently reduce the time that the vehicle A exists within the driving range X. Therefore, by changing the route to stop the vehicle A outside the driving range X, it is possible to prevent the vehicle A from remaining within the driving range X and to prevent it from obstructing the driving of other vehicles D.

[0067] Furthermore, when there is sufficient parking space for vehicle A on the side of the driving range X within lane L1, the route is changed to allow vehicle A to park on the side of the driving range X. By controlling the route in this way, vehicle A can park outside the driving range X, and compared to parking close to the driving range X, it can further shorten the congestion queue that may appear behind vehicle A's driving lane.

[0068] According to the driving assistance method of the first embodiment, the speed is changed to prevent the vehicle A from stopping within the driving range X. Preferably, the driving assistance is performed when it is predicted that the vehicle A will spend a relatively short time within the driving range X. If the time the vehicle A spends within the driving range X is longer than a threshold time but is still relatively short, changing the vehicle speed without changing the driving path can suppress the possibility of lingering within the driving range X. For example, if the preceding vehicle B3 is about to start, the vehicle A can be kept from stopping and can travel within the driving range X during the deceleration to start-up phase. Alternatively, acceleration can be performed only after it is confirmed that the preceding vehicle B3 has started. In this way, by reducing the stopping and starting of the vehicle A, swaying in the longitudinal direction can be prevented.

[0069] (Modified Example)

[0070] In the first embodiment, an example was described in which the driving range X was set according to the driving state of other vehicles D. However, in this modified example, an example was described in which the length of the driving range X in the longitudinal direction and the width of the driving range X in the vehicle width direction were changed for other reasons.

[0071] In the first example, the faster other vehicle D travels, the longer the length and width of the travel range X should be. The faster other vehicle D travels, the faster it will be when avoiding obstacles. Therefore, because the distance traveled within a specified number of seconds increases, the range length needs to be extended. Additionally, because the width of the vehicle needs to be increased, the range width also needs to be increased. Thus, the faster other vehicle D travels, the greater the increase in range length and width, thereby reducing the likelihood of vehicle A obstructing other vehicle D's movement from the side of an obstacle. It should be noted that even when other vehicle D is traveling at a high speed, the possibility of vehicle A obstructing other vehicle D can be reduced by simply changing either the range length or the range width.

[0072] As a second example, the narrower the lane widths of lanes L1 and L2, the longer the length and width of the travel range X should be. Narrower lanes require a greater margin in the width direction for other vehicles D to avoid obstacles. Thus, the narrower the lane widths of lanes L1 and L2, the longer the travel range X that other vehicles D can travel on the side of an obstacle should be, thereby preventing vehicle A from obstructing the travel of other vehicles D on the side of an obstacle.

[0073] As a third example, the larger the obstacle, the longer the length and width of the driving range X are set. When the obstacle is large, the path for other vehicles D to avoid it increases, thus increasing the length and width of the driving range X. In this way, because a sufficiently large area is set aside for the driving range X to the side of the obstacle, it is possible to prevent vehicle A from obstructing other vehicles D while they are avoiding larger obstacles. It should be noted that, even with a large obstacle, the possibility of vehicle A obstructing other vehicles D can be reduced by simply changing either the length or the width of the driving range.

[0074] (Second Implementation)

[0075] In the first embodiment, an example was described where the adjacent lane L2 of the parked vehicle C is traveling in the same direction as the driving lane L1 of the vehicle A. In the second embodiment, an example was described where the adjacent lane L2 is the opposite lane to the driving lane L1 of the vehicle A.

[0076] Figure 4This diagram illustrates the surroundings of vehicle A when the driving assistance control of the second embodiment is in operation. In this diagram, two lanes are shown: the driving lane L1 on the left and the oncoming lane L2 on the right, where left-hand traffic is permitted according to (Japanese) regulations. The stop signal (red) is displayed ahead of driving lane L1. It should be noted that the driving assistance control of this embodiment is different from... Figure 3 The driving assistance control shown in the first embodiment is the same.

[0077] Vehicle A is traveling in lane L1. Several vehicles B1 to B3 are parked in front of it, lined up until they are close to the stop line. In the opposite lane L2, vehicle C has stopped to the right rear of vehicle B3 in lane L1. Moreover, behind vehicle C (at the top of the diagram), another vehicle D is moving towards vehicle C.

[0078] Here, the dashed line represents the predetermined travel path of other vehicle D. Other vehicle D avoids parked vehicle C by traveling on a temporary lateral detour. In detail, other vehicle D, which is traveling in the opposite lane L2, crosses the center line behind parked vehicle C and enters the driving lane L1. After passing the side of parked vehicle C, it returns to the opposite lane L2 to continue its journey.

[0079] Therefore, when a vehicle B3 is in front of vehicle A and parking control is in effect, the controller 180 predicts the travel paths of other vehicles D that will avoid parked vehicle C when it detects parked vehicle C in the oncoming lane L2. Then, the controller 180 sets a travel range X for other vehicles D to the side of vehicle A's travel lane L1, preventing vehicle A from remaining within this travel range X for driving assistance. For example, in this diagram, the travel path is changed so that vehicle A stops to the side of travel range X opposite to parked vehicle C. This prevents the parked vehicle A from obstructing the travel of other vehicles D traveling in the oncoming lane L2.

[0080] Thus, even if the adjacent lane of vehicle A during parking control is the opposite lane L2, and a parked vehicle C is detected in the opposite lane L2, the driving assistance method of this embodiment can suppress the movement of other vehicles D that are obstructing the movement of vehicles traveling in the opposite lane L2 by executing the driving assistance method of this embodiment.

[0081] According to the second embodiment, the following effects can be obtained.

[0082] According to the driving assistance method of the second embodiment, in order to enable other vehicles D traveling in the opposite lane, i.e., the adjacent lane L2, to avoid obstacles, a driving range X is set to the side of the obstacle's lane L1, and the driving assistance information is changed so that vehicle A does not obstruct the travel of other vehicles D traveling in the adjacent lane L2 within the driving range X. More specifically, by ensuring that vehicle A does not remain within the driving range X for a predetermined time, but instead leaves the driving range X open to the side of the obstacle, it is possible to suppress vehicle A from obstructing the travel of other vehicles D. As a result, congestion caused by other vehicles D traveling towards parked vehicle C can be avoided.

[0083] (Third Implementation)

[0084] In the first or second embodiment, the case where the adjacent lane to the driving lane of vehicle A is a straight-ahead lane is described, but it is not limited to this. In the third embodiment, an example is described where the adjacent lane to the driving lane of vehicle A is a T-junction connecting to a side lane.

[0085] Figure 5 This is a diagram showing the situation around vehicle A when the driving assistance control of the third embodiment is being implemented. In this diagram, [the following text is incomplete and likely refers to a different context:] Figure 2 Compared to the situation surrounding vehicle A in the first embodiment shown, lane L2 has a T-junction intersecting with a side lane. Furthermore, a parked vehicle C is located further ahead (at the top of the figure) than at the T-junction. Additionally, on the right side of lanes L1 and L2, opposite lanes L3 and L4 are shown.

[0086] At the aforementioned T-junction, this represents another vehicle E making a lane change by turning left from the side lane into lane L2. This other vehicle E, in order to turn towards the parked vehicle C, temporarily crosses the center line and enters lane L2, then travels along a curved path back to lane L1. Therefore, when the controller 180 detects a parked vehicle in or near the side lane constituting the T-junction, it sets a driving range X on the right side of the parked vehicle C's lane L1 side, which can serve as the driving path for other vehicles E, and modifies the driving control information to prevent vehicle A from remaining within driving range X. It should be noted that even if the controller 180 does not detect other vehicles E traveling in the side lane, it also assumes other vehicles E coming from the side lane, and to prevent vehicle A from obstructing other vehicles E, a driving range X is set to the side of the parked vehicle C.

[0087] In this example, the width and length of the driving range X are compared... Figure 2The first embodiment shown has a longer range width and range length. This is because the avoidance path of other vehicles D traveling in the adjacent lane L2 from the side lane to avoid the parked vehicle C has a larger turn compared to the avoidance path shown in the first embodiment when overtaking the parked vehicle C, so it needs to be lengthened in the width direction. On the other hand, regarding the range length, since other vehicles E do not overtake but turn left, the range length in the forward and backward directions of lane L2 is shortened. Therefore, when the parked vehicle C is near a T-junction, by setting the range length to be shorter and the range width to be increased, it is possible to prevent vehicle A from obstructing the travel of other vehicles D.

[0088] Figure 6 This is a diagram illustrating the situation surrounding vehicle A when other driving assistance controls are being implemented. In this diagram, compared to... Figure 4 Compared to the situation around vehicle A in the second embodiment shown, a T-junction intersecting with a side lane is provided in the opposite lane L2. Furthermore, a parked vehicle C is located further ahead (below the figure) than at the T-junction.

[0089] At the aforementioned T-junction, there is another vehicle E making a lane change, turning left from the side lane into lane L2. This other vehicle E, in order to turn into parked vehicle C, temporarily crosses the center line into lane L1, and then travels back to lane L2. Therefore, controller 180 sets the area to the left of parked vehicle C, which could become the travel path of other vehicle D, as the driving range X, and modifies the driving control information to prevent vehicle A from remaining within driving range X. This also prevents vehicle A from obstructing the travel of other vehicle D to the side of parked vehicle C. It should be noted that the driving range X in this example is different from... Figure 5 The example shown is the same as, and Figure 4 Compared to the second embodiment shown, the driving range X has a larger range width and a shorter range length.

[0090] exist Figure 5 , Figure 6 The example given is based on a T-junction, but it is not limited to this. For example, in the case where a parking lot is located adjacent to the adjacent lane L2 and a parked vehicle C is located near the exit of the parking lot, the driving assistance control of this embodiment can also prevent vehicle A from obstructing the driving of other vehicles D from the side of the parked vehicle C.

[0091] According to the third embodiment, the following effects can be obtained.

[0092] According to the driving assistance method of the third embodiment, the shorter the distance from the side lane accessible to other vehicles D to the obstacle, the shorter the range length of the driving range X, and the greater the range width. Compared to the avoidance path when overtaking parked vehicle C, the avoidance path of other vehicles D in the adjacent lane L2, which involves a larger turn, requires increasing the width, while simultaneously shortening the range length. Therefore, even with a shorter range length, by increasing the range width, it is possible to prevent vehicle A from obstructing the driving of other vehicles D.

[0093] (Fourth Implementation)

[0094] In the first and second embodiments, a driving assistance method is described for situations where a parked vehicle C is detected in an adjacent lane adjacent to the driving lane of the vehicle A. This driving assistance method 13...

[0095] In this method, a driving range X is set even when no other vehicle D is detected approaching from the rear of the parked vehicle C, but it is not limited to this. In the fourth embodiment, driving assistance control is described in the case where another vehicle D traveling towards an obstacle is actually detected in an adjacent lane.

[0096] Figure 7 This is a flowchart of the driving assistance control according to the fourth embodiment. The flowchart shown in this figure is similar to... Figure 3 Compared to the flowchart of the first embodiment shown, after failing to determine in step S5 that the vehicle A is stopped within the driving range X (S5: No), steps S21 and S22 are added.

[0097] In step S21, the controller 180 determines whether another vehicle D actually traveling towards the obstacle is detected in the adjacent lane. If another vehicle D traveling towards the obstacle is detected behind it (S21: Yes), then step S22 is performed to provide driving assistance corresponding to the other vehicle D. On the other hand, if no other vehicle D traveling towards the obstacle is detected (S21: No), then step S7 is performed.

[0098] In step S22, the controller 180 predicts the travel paths of vehicle A and other vehicles D, and based on the predicted travel paths, predicts the distance between vehicle A and other vehicles D at any given time. Then, the controller 180 determines whether vehicle A and other vehicles D are within the travel range X at approximately the same time and whether they are close to each other within a predetermined distance. If vehicle A and other vehicles D are close to each other within the predetermined distance within the travel range X (S22: Yes), the driving assistance information is changed to prevent them from getting close, and then step S6 is performed. On the other hand, if vehicle A and other vehicles D are not close to each other (S22: No), then step S7 is performed. It should be noted that such a situation where vehicle A and other vehicles D are close to each other within the travel range X can also be referred to as "interference."

[0099] In the above control, even if no other vehicle D traveling toward the obstacle is detected, it is possible to prevent the vehicle A from staying within the travel range X (S5: No). On the other hand, if another vehicle D is detected (S21: Yes), it is possible to prevent the vehicle A from approaching the other vehicle D within the travel range X (S22: Yes), thus preventing the vehicle A from obstructing the travel of the other vehicle D.

[0100] It should be noted that in this embodiment, under the premise of parking control (S2: Yes), if other vehicle D is detected (S21: Yes), it is then determined whether vehicle A and other vehicle D are close to each other within the driving range X (S22), but it is not limited to this. The determination process of whether parking control is present or not shown in step S2 can also be omitted. That is, even if parking control is not in effect, if vehicle A and other vehicle D are close to each other within the driving range X (S22: Yes), by controlling the two vehicles to prevent them from getting close, it is possible to suppress vehicle A from obstructing the driving of other vehicle D.

[0101] Furthermore, in step S6, the controller 180 (situation determination unit 185) changes the driving assistance information to prevent vehicle A from remaining within the driving range X for a predetermined period of time. Here, in step S22, if it is determined that vehicle A and another vehicle D are approaching each other within the driving range X, the approach of the two vehicles within the driving range X can be suppressed simply by changing the vehicle speed. Therefore, since it is not necessary to change the driving path, acceleration in the left and right directions can be suppressed. It should be noted that the driving path can also be changed instead of speed; by changing the driving path in addition to speed, the approach of the two vehicles within the driving range X can also be suppressed.

[0102] According to the fourth embodiment, the following effects can be obtained.

[0103] According to the driving assistance method of the fourth embodiment, when there is another vehicle D traveling towards the obstacle behind it, it is determined whether the vehicle A and the other vehicle D are approaching within a predetermined distance within the driving range X (S21). Then, if the two vehicles are approaching within the predetermined distance (S21: Yes), the driving assistance information is changed so that the two vehicles do not approach within the predetermined distance within the driving range X. In this way, regardless of whether there is another vehicle D traveling towards the obstacle, in addition to preventing the vehicle A from remaining in the driving range X (S5: Yes), it is possible to suppress the approach of the vehicle A and the other vehicle D when the other vehicle D is actually traveling towards the obstacle, so it is possible to further suppress the vehicle A from obstructing the other vehicle D.

[0104] According to the driving assistance method of the fourth embodiment, by changing the driving assistance information to prevent vehicle A from remaining within the driving range X for a predetermined time, it is possible to suppress the approach of two vehicles within the driving range X by only changing the vehicle speed, and without changing the driving path, thus suppressing acceleration in the lateral direction. Furthermore, by changing the driving path instead of the speed, acceleration in the longitudinal direction can be suppressed. In addition, by changing both the speed and the driving path, the driving performance of vehicle A can be improved without limiting the control parameters of vehicle A.

[0105] (Fifth Implementation)

[0106] In the first to fourth embodiments, examples of changing driving assistance information when the vehicle A remains within the driving range X were described. In the fifth embodiment, examples of changing the driving path or speed information in the driving assistance information are further described in detail.

[0107] Figure 8 This is a flowchart of the driving assistance control according to the fifth embodiment. The flowchart shown in this figure is similar to... Figure 3 Compared to the flowchart of the first embodiment shown, after determining in step S5 that the vehicle A is stopped within the driving range X (S5: Yes), further processing steps S31 to S33 are added.

[0108] In step S31, the controller 180 further determines whether the vehicle A can park to the side of the driving range X within lane L1. Then, if the vehicle A can park to the side of lane L1 within the driving range X (S31: Yes), the process proceeds to step S32. On the other hand, if parking to the side of the driving range X is not possible (S31: No), the process proceeds to step S33.

[0109] In step S32, the controller 180 changes the driving path and speed information so that the vehicle A can park to the side within the driving range X of lane L1.

[0110] In step S33, the controller 180 does not need to change the driving path, but changes the speed information so that the vehicle A stops close to the driving range X.

[0111] In this way, based on the driving range X occupied in lane L1, at least one of the driving path and speed information can be changed. As a result, when vehicle A is parked to the side of driving range X, congestion in lane L1 can be reduced. On the other hand, when vehicle A is parked close to driving range X, even when lane L1 is narrow, vehicle A can prevent itself from obstructing the avoidance path of other vehicles D. Thus, by changing the parking position of vehicle A according to road conditions, the degree of control freedom can be increased, and congestion can be reduced.

[0112] According to the fifth embodiment, the following effects can be obtained.

[0113] According to the driving assistance method of the fifth embodiment, if the vehicle A remains within the driving range X (S5: Yes), it is further determined whether the vehicle A can park to the side of the driving range X (S31). If the vehicle A can park to the side of the driving range X (S31: Yes), the path and speed are changed to make the vehicle A park to the side of the driving range X (S32). If the vehicle A can park to the side of the driving range X (S31: Yes), the path and speed are changed to make the vehicle A stop close to the edge of the driving range X (S33).

[0114] By implementing the above controls, when vehicle A is parked close to the travel range X, vehicle A will not obstruct the travel of other vehicles D within the travel range X. On the other hand, when vehicle A is parked to the side of the travel range X (S32), vehicle A is positioned further forward and will not obstruct the travel of other vehicles D within the travel range X, thus suppressing congestion in lane L1. In this way, depending on road conditions, it is possible to prevent vehicle A from obstructing the travel of other vehicles D.

[0115] (Sixth Implementation Method)

[0116] In the first to fifth embodiments, examples of changing the driving assistance information of vehicle A when an obstacle is detected in an adjacent lane were described. In the sixth embodiment, an example of not changing the driving assistance information of vehicle A was described.

[0117] Figure 9This is a diagram showing the situation around the vehicle A when the driving assistance control of the sixth embodiment is being implemented. In this diagram, [the following text appears to be incomplete and requires further context: "and..."] Figure 4 The example of the second embodiment shown is the same, with lane L1 extending upwards from the bottom and lane L2 extending downwards from the top. Furthermore, in this embodiment, a central median strip F is provided between lane L1 and lane L2.

[0118] Other vehicles D travel along the bypass path of parked vehicle C, but because of the central divider F, the bypass path will not enter the driving lane L1 of vehicle A. Therefore, even if vehicle A parks to the side of parked vehicle C via the central divider F, it will not obstruct the driving of other vehicles D.

[0119] According to the control method of the sixth embodiment described above, when the central divider F is not detected by the surrounding vehicle information acquisition unit 183, in other words, by changing the driving assistance information only when the central divider F is not detected, the processing load of driving assistance control can be reduced.

[0120] The embodiments of the present invention have been described above, but the above embodiments only represent a part of the application examples of the present invention and are not intended to limit the technical scope of the present invention to the specific structure of the above embodiments.

[0121] Furthermore, while the above embodiments have been described as their own independent embodiments, they can also be combined appropriately.

Claims

1. A driving assistance method, which uses a predetermined path and speed to assist the driving of a vehicle, characterized in that, The vehicle is inspecting for obstacles in the adjacent lanes of its own lane. If the obstacle has been detected, a driving range is set to the side of the vehicle on the side of the obstacle. In order to ensure that the vehicle does not obstruct the movement of other vehicles traveling toward the obstacle in the adjacent lane within the driving range, at least one of the path and the speed is set. Using the pre-set path and / or vehicle speed, driving assistance is performed. Determine whether the vehicle should attempt to stop within the specified driving range. When performing the parking control, the path and / or the vehicle speed are set to perform processing that causes the vehicle to stop near, in front of, or to the side of an obstacle within the driving range. The process of causing the vehicle to park laterally within the driving range includes: The setting of the path for stopping the vehicle at a position that is outside the driving range and laterally offset within the driving lane.

2. The driving assistance method as described in claim 1, characterized in that, When the vehicle decelerates within the driving range, a path and a speed are set to prevent the vehicle from stopping within the driving range, and driving assistance is performed using the set path and speed.

3. The driving assistance method as described in claim 2, characterized in that, Furthermore, it is determined whether, in the case that the vehicle has decelerated and come to a stop, it is permissible to park to the side of the driving range within the driving lane. When the vehicle is capable of lateral parking within the specified driving range, the path and speed are set to enable lateral parking within the specified driving range. When the vehicle cannot be parked to the side of the driving range, the path and the speed are set to park near or in front of the driving range.

4. The driving assistance method as described in claim 1, characterized in that, If other vehicles are detected traveling toward the obstacle in the adjacent lane, it is determined whether the distance between the vehicle and the other vehicle in the width direction within the driving range is close to or below a threshold distance. When the vehicle approaches or is within a threshold distance of another vehicle, the vehicle speed is set so that the vehicle does not approach or is within a threshold distance of another vehicle.

5. The driving assistance method as described in claim 4, characterized in that, If the vehicle and other vehicles approach below the threshold distance, in addition to the vehicle speed, the path is also set so that the vehicle and other vehicles do not approach below the threshold distance.

6. The driving assistance method as described in any one of claims 1 to 5, characterized in that, In addition, the presence or absence of a median strip between the vehicle's driving lane and the adjacent lane where the obstacle is detected is detected. The path and speed are set only if the median strip is not detected.

7. The driving assistance method as described in any one of claims 1 to 5, characterized in that, The faster the speed of the other vehicles, the larger the driving range is set.

8. The driving assistance method as described in any one of claims 1 to 5, characterized in that, The narrower the width of the driving lane and the adjacent lane, the shorter the range width in the vehicle width direction of the driving range is set.

9. The driving assistance method as described in any one of claims 1 to 5, characterized in that, The larger the obstacle, the larger the driving range is set.

10. The driving assistance method as described in any one of claims 1 to 5, characterized in that, The adjacent lane intersects with the side lane. The shorter the distance from the obstacle to the side lane, the shorter the length of the driving range in the longitudinal direction, and the longer the width of the driving range in the vehicle width direction.

11. A driving assistance device comprising a controller that assists in driving a vehicle using a predetermined path and speed, characterized in that, The controller performs the following actions. The vehicle is inspecting for obstacles in the lanes adjacent to its own lane. If the obstacle has been detected, a driving range is set to the side of the vehicle on the side of the obstacle. In order to ensure that the vehicle does not obstruct the movement of other vehicles traveling toward the obstacle in the adjacent lane within the driving range, at least one of the path and the speed is set. Using the pre-set path and / or vehicle speed, driving assistance is performed. Determine whether the vehicle should attempt to stop within the specified driving range. When performing the parking control, the path and / or the vehicle speed are set to perform processing that causes the vehicle to stop near, in front of, or to the side of an obstacle within the driving range, thereby executing the driving assistance, and The process of causing the vehicle to park laterally within the driving range includes: The setting of the path for stopping the vehicle at a position that is outside the driving range and laterally offset within the driving lane.

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