Driving assistance method and driving assistance device

Abstract

The driving assistance device of the present invention includes: a driving boundary acquisition unit (101) that acquires lane information around the host vehicle; a surrounding object acquisition unit (102) that acquires surrounding object information related to an object around the host vehicle; an obstacle determination unit (104) that determines whether there is an obstacle that hinders the driving of the host vehicle in the lane on which the host vehicle is traveling, based on the lane information and the surrounding object information; an avoidance determination unit (105) that, when it is determined by the obstacle determination unit that there is an obstacle, determines whether the host vehicle can avoid the obstacle by steering control in the avoidance direction for avoiding the obstacle, based on the lane information; a blind spot determination unit (108) that, when it is determined that the host vehicle can avoid the obstacle, determines whether there is a blind spot area that is a blind spot when observed from the host vehicle in the oncoming lane that is located in the avoidance direction with respect to the lane on which the host vehicle is traveling and is opposite to the traveling direction of the host vehicle; an avoidance section setting unit (107) that sets an avoidance end position of an avoidance section for executing avoidance control including steering control in the avoidance direction, according to the determination result of whether there is a blind spot area; and a vehicle control unit (112) that generates a travel path for causing the host vehicle to travel from an avoidance start position of the avoidance section to the avoidance end position.

Description

Technical Field

[0001] The present invention relates to a driving assistance method and a driving assistance device. Background Art

[0002] There is known the following technique: when a driving avoidance area where the own vehicle avoids driving is set, a driving area for driving while avoiding the driving avoidance area is set, virtual obstacles are set in the driving avoidance area and on the opposite side of the driving avoidance area across the driving area, and a driving path passing between the virtual obstacles is generated (Patent Document 1).

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2015-057688

[0006] Problems to be Solved by the Invention

[0007] When there is a dead angle area that is a dead angle when observed from the own vehicle in the oncoming lane in the traveling direction of the own vehicle, there is a possibility that a moving body in the oncoming lane enters the driving path generated to avoid the own vehicle from the dead angle area. However, in the technique of Patent Document 1, since the dead angle area located in the oncoming lane in the traveling direction of the own vehicle is not considered, there is a problem that an appropriate driving path corresponding to the dead angle area cannot be generated. Summary of the Invention

[0008] The problem to be solved by the present invention is to provide a driving assistance method and a driving assistance device that can generate an appropriate driving path corresponding to a dead angle area that is a dead angle when observed from the own vehicle in the oncoming lane in the traveling direction of the own vehicle when generating a driving path for avoiding a driving avoidance area.

[0009] The present invention solves the above problems by the following processing: obtaining lane information around the own vehicle, obtaining surrounding object information related to an object around the own vehicle, determining whether there is an obstacle that obstructs the driving of the own vehicle in the own lane in which the own vehicle is traveling based on the lane information and the surrounding object information, determining whether the own vehicle can avoid the obstacle by steering control in the avoidance direction for avoiding the obstacle based on the lane information when it is determined that there is an obstacle, determining whether there is a dead angle area that is a dead angle when observed from the own vehicle in the oncoming lane located in the avoidance direction with respect to the own lane and opposite to the traveling direction of the own vehicle when it is determined that the own vehicle can avoid the obstacle, setting an avoidance end position of an avoidance section for executing avoidance control including steering control in the avoidance direction according to the determination result of whether there is a dead angle area, and generating a driving path for causing the own vehicle to travel from an avoidance start position of the avoidance section to the avoidance end position.

[0010] Advantageous Effects of the Invention

[0011] According to the present invention, when generating a driving route for avoiding a driving avoidance area, it is possible to generate an appropriate driving route corresponding to a dead angle area that is a dead angle when viewed from the host vehicle and is located in the oncoming lane in the traveling direction of the host vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 FIG. is a diagram showing an example of the configuration of the driving assistance system according to the present embodiment.

[0013] Figure 2A FIG. is an example of a scene in which avoidance assistance control according to the present embodiment is executed.

[0014] Figure 2B FIG. is an example of a scene in which avoidance assistance control according to the present embodiment is executed.

[0015] Figure 2C FIG. is an example of a scene in which avoidance assistance control according to the present embodiment is executed.

[0016] Figure 3 FIG. is an example of a scene in which avoidance assistance control according to the present embodiment is executed.

[0017] Figure 4 FIG. is a flowchart showing a control flow of executing avoidance assistance control according to the present embodiment.

[0018] Figure 5 FIG. is a flowchart showing a control flow of executing avoidance section update control according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0019] An embodiment of the driving assistance device of the present invention will be described based on the drawings. Use Figure 1 to describe the configuration of the driving assistance device according to the present embodiment. Figure 1 FIG. is a block diagram showing a driving assistance system 10 including the driving assistance device of the present invention. As Figure 1 shown, the driving assistance system 10 includes: a detection device 1, a map DB 2, a host vehicle information detection device 3, a navigation device 4, a vehicle control device 5, and a driving assistance device 6. The detection device 1 includes a camera device 11 and a distance measuring device 12. The host vehicle information detection device 3 includes: a vehicle speed detection device 31, a steering angle detection device 32, and a host vehicle position detection device 33. The vehicle control device 5 includes a vehicle speed control device 51 and a steering control device 52. The devices included in the driving assistance system 10 are connected via a CAN (Controller Area Network) and other in-vehicle LANs, and can mutually transmit and receive information.

[0020] The driving assistance system 10 of the present invention can be applied not only to vehicle driving based on autonomous driving control, but also to the situation of assisting vehicle driving based on the driver's manual driving. In addition, when the driving assistance system 10 is applied to the autonomous driving control of a vehicle, in addition to autonomously controlling both speed control and steering control, it can also be applied to the situation of autonomously controlling one of speed control and steering control and manually controlling the other.

[0021] In addition, in the following description, it is premised that in a country with a left-hand traffic regulation, the vehicle travels on the left side. In a country with a right-hand traffic regulation, the vehicle travels on the right side, so the left and right symmetry described below is replaced.

[0022] The detection device 1 is a sensor for detecting objects around the host vehicle. The objects refer to, for example, the lane boundary lines of the road, the diversion strips in the zebra crossing area, the center line, the road surface markings, the median strip, the guardrail, the curb, the side wall of the highway, the road signs, the traffic lights, the crosswalk, the construction site, the accident site, and the traffic restrictions. In addition, the objects include automobiles (other vehicles), motorcycles, bicycles, and pedestrians other than the host vehicle. The objects also include obstacles that may affect the driving of the host vehicle. The detection device 1 acquires the position, attitude (orientation), and speed of the detected moving object.

[0023] For example, the objects are detected by the imaging device 11 and / or the ranging device 12. The detection results of the imaging device 11 and the ranging device 12 are acquired by the driving assistance device 6 at a prescribed time interval. The imaging device 11 is a device for identifying objects around the host vehicle by images, such as a camera. Multiple imaging devices 11 can be provided on one vehicle.

[0024] The ranging device 12 is a device for calculating the relative distance and relative speed between the vehicle and the object, such as a lidar. Multiple ranging devices 12 can be provided on one vehicle.

[0025] Map DB2 is an HD map that describes the road structure including lane markings indicating lanes and destinations. Map DB2 is a database containing information used for the generation of driving routes and / or driving control. Map DB2 includes: two-dimensional position information and / or three-dimensional position information at each map coordinate, road information at each map coordinate, lane boundary information, road attribute information, up / down information of lanes, lane identification information, connected target lane information, facility information, and their attribute information. The road information includes information such as road width, radius of curvature, shoulder structures, road traffic regulations (speed limits, lane changeability), confluence points of roads, branch points, positions of increase / decrease in the number of lanes, etc. Map DB2 is stored in a record medium provided in the driving assistance device 6, in-vehicle device, or server device in a readable state.

[0026] In addition, Map DB2 includes information on lane boundaries representing the boundaries between the lane in which the vehicle is traveling and other lanes. The lane boundaries exist on the left and right respectively with respect to the traveling direction of the vehicle. The form of the lane boundaries is not particularly limited, and examples include lane markings and road structures. Examples of lane boundaries as lane markings include lane boundary lines, center lines, etc. In addition, examples of road boundaries as road structures include median strips, guardrails, curbstones, tunnels, or side walls of expressways. In addition, for locations where the lane boundaries cannot be clearly determined (for example, within intersections), lane boundaries are preset in Map DB2. The preset lane boundaries are fictional road boundaries and are not actual lane markings or road structures.

[0027] The vehicle information detection device 3 is a device that detects information related to the state of the vehicle. The state of the vehicle includes the vehicle's traveling speed, acceleration, steering angle, position, attitude, etc. The traveling speed and acceleration are detected using the vehicle speed detection device 31. The steering angle is detected using the steering angle detection device 32. The current position is calculated based on the information obtained from the vehicle position detection device 33. The attitude is detected using an Inertial Measurement Unit (IMU). The driving assistance device 6 obtains the detection results of these devices via the in-vehicle LAN as needed.

[0028] The vehicle speed detection device 31 may be any sensor that can detect the vehicle's traveling speed and is not particularly limited, and known sensors can be used. Similarly, the steering angle detection device 32 may be any sensor that can detect the vehicle's steering angle and is not particularly limited. In addition, instead, the vehicle's traveling speed and steering angle may be obtained from the vehicle control device 5. The vehicle position detection device 33 is a positioning system including a GPS unit, etc., and is not particularly limited, and known devices can be used.

[0029] The navigation device 4 is a device that calculates a driving route from the current position of the host vehicle detected by the host vehicle position detection device 33 of the host vehicle information detection device 3 to the destination set by the driver with reference to the map DB2. The calculated driving route is output to the driving assistance device 6. The driving route is a linear shape that can identify the road on which the host vehicle travels, the direction (upward / downward), and the lane. The driving route includes information on the driving lane.

[0030] The vehicle control device 5 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls in-vehicle equipment that restricts the driving of the vehicle. The vehicle control device 5 includes: a vehicle speed control device 51 that controls the driving speed of the host vehicle, and a steering control device 52 that controls the steering operation of the host vehicle.

[0031] The vehicle speed control device 51 controls a driving device such as an electric motor and / or an internal combustion engine, and an automatic transmission that are driving power sources. The vehicle speed control device 51 autonomously controls the driving speed of the vehicle based on a control signal input from the driving assistance device 6.

[0032] The steering control device 52 controls the steering device. The steering control device 52 uses at least one of the detection result of the detection device 1, the map DB2, and the host vehicle information acquired by the host vehicle information detection device 3 based on a control signal input from the driving assistance device 6, and autonomously controls the operation of the steering device in such a manner that the host vehicle travels while maintaining a specified lateral position (position in the left-right direction of the vehicle) with respect to the set driving route.

[0033] The driving assistance device 6 is a device that controls the driving of the host vehicle by controlling the devices included in the driving assistance system 10 and making them cooperate with each other, assists the driving of the host vehicle, and particularly performs avoidance control for avoiding obstacles that obstruct the driving of the host vehicle in the present lane. An obstacle is an object that the host vehicle cannot avoid without crossing the adjacent lanes or the guide strip in the left-right direction of the present lane. The obstacle is a stationary object in the present lane, such as a parked vehicle or a construction signboard. In the present embodiment, the driving assistance device 6 sets an avoidance section for performing avoidance control including steering control for avoiding an obstacle in the avoidance direction. Further, the driving assistance device 6 performs avoidance control for avoiding an obstacle with respect to an adjacent lane or a guide strip in either the left or right direction of the present lane within the avoidance section. The avoidance section is an interval along the traveling direction of the present lane, and is an interval from the avoidance start position where the host vehicle starts the avoidance control to the avoidance end position where the host vehicle ends the avoidance control.

[0034] A scenario in which the host vehicle performs avoidance control for avoiding an obstacle in the present lane will be described. Figures 2A - 2C This is a diagram showing a scenario in which the host vehicle performs avoidance control for avoiding a parked vehicle in the present lane. In Figure 2AIn the case where the vehicle V1 approaches the parked vehicle V2 on the own lane L1, the driving assistance device 6 sets an avoidance section S in order to avoid the parked vehicle V2. The avoidance section S is a section along the traveling direction of the own vehicle, from the avoidance start position PS to the avoidance end position PE1. Then, the driving assistance device 6 expands the drivable area TA in which the own vehicle V1 can travel onto the guide strip Z adjacent to the own lane L1. At this time, the length of the extended portion of the drivable area TA extended onto the road strip corresponds to the avoidance section S. The driving assistance device 6 generates a driving path TL for avoidance control within the avoidance section S. The driving path TL is a path in which the own vehicle V1 starts avoidance control from the avoidance start position PS, travels within the drivable area TA extended onto the guide strip Z, and reaches the avoidance end position PE1 on the own lane L1. In addition, the avoidance start position PS and the avoidance end position PE1 in the width direction of the lane are, for example, positions on the center line of the own lane.

[0035] In addition, in Figure 2A In the oncoming lane L2 adjacent to the guide strip Z, there is a blind spot object OB that creates a blind spot, and a blind spot area BA is generated on the oncoming lane L2 as viewed from the own vehicle V1 due to the blind spot object OB. A moving object lurks in the blind spot area BA, and in the avoidance control of the vehicle V1, it is possible to enter the avoidance section S on the guide strip Z from the blind spot area BA. For example, a moving object moving on the oncoming lane may travel along the trajectory TL2 in order to avoid the blind spot object OB. Therefore, the driver feels a sense of fear about the blind spot area BA. In the present embodiment, as described below, when the own vehicle executes avoidance control, an appropriate driving path corresponding to the blind spot area on the oncoming lane is generated. Thereby, the driver's sense of fear about the blind spot area can be reduced.

[0036] Figure 2B is from Figure 2A The scene after t seconds from the scene, and is a diagram showing a scene in which the driving assistance device 6 detects the blind spot object OB on the oncoming lane L2 around the avoidance section S. In such a scene, the driving assistance device 6 calculates a blind spot risk indicating the possibility that a moving object moving on the oncoming lane enters the avoidance section S from the blind spot area BA. Then, the driving assistance device 6 updates the avoidance end position of the avoidance section S from the avoidance end position PE1 to the avoidance end position PE2 according to the blind spot risk. That is, the driving assistance device 6 sets the avoidance section S to be shorter than the originally set avoidance section S. The driving assistance device 6 generates a driving path TL for avoidance control within the set avoidance section S.

[0037] As Figure 2BAs shown, in this embodiment, when it is highly likely that the moving body enters the avoidance section from the blind spot area on the oncoming lane, the avoidance end position is set closer to the front. As a result, the avoidance control can be ended at an earlier time and the vehicle can return to the original lane, thus reducing the driver's fear of the blind spot area. In addition, since the distance of the avoidance section becomes shorter, the curvature of the driving path set within the drivable area becomes larger. When driving on a driving path with a large curvature, the vehicle decelerates. Therefore, for example, even if an oncoming vehicle enters the guide strip from the oncoming lane, the deceleration during vehicle braking can be reduced.

[0038] Figure 2C is the scene after t seconds from Figure 2B the scene, and it is the scene where the vehicle V1 is closer to the blind spot object OB on the oncoming lane L2. In Figure 2C this case, the blind spot area BA is smaller than Figure 2B the blind spot area BA in the scene. Therefore, the moving body is in a situation where it cannot hide in the blind spot area BA. In such a scene, the driving assistance device 6 sets the avoidance end position of the avoidance section S from the avoidance end position PE2 to the avoidance end position PE1. That is, the driving assistance device 6 sets the avoidance section S again to the originally set avoidance section S. The driving assistance device 6 generates a driving path TL for avoidance control within the set avoidance section S.

[0039] As Figure 2C shown, in this embodiment, when there is a moving body lurking in the blind spot area on the oncoming lane and the possibility that the moving body enters the avoidance section from the blind spot area is low, the driver's fear of the blind spot area also becomes smaller. Therefore, priority is given to improving the smoothness of driving, and the distance of the avoidance section is set to be longer. As a result, since the curvature of the driving path set within the drivable area becomes smaller, it is not necessary to decelerate the speed of the vehicle, and the smoothness of driving can be improved.

[0040] As described above, in the scene where the vehicle performs avoidance control, the blind spot area on the oncoming lane changes over time. In this embodiment, according to such changes in the blind spot area, both the avoidance control for preferentially dealing with moving bodies on the oncoming lane that may enter the avoidance section and the avoidance control for preferential driving smoothness are taken into account.

[0041] In the present embodiment, the driving assistance device 6 implements avoidance control assistance through the processor 7. The processor 7 is a computer including a ROM 72 storing a program, a CPU 71 serving as a working circuit that functions as the driving assistance device 6 by executing the program stored in the ROM 72, and a RAM 73 serving as an accessible storage device. The processor 7 of the present embodiment executes each function through the cooperation of software for implementing the above functions and the above hardware. The processor 7 includes, as functional blocks: a host vehicle position estimation unit 100, a driving boundary acquisition unit 101, a surrounding object acquisition unit 102, an object tracking unit 103, an obstacle determination unit 104, an avoidance determination unit 105, a boundary setting unit 106, an avoidance section setting unit 107, a blind spot determination unit 108, a blind spot risk calculation unit 109, an avoidance section update unit 110, a moving body trajectory storage unit 111, and a vehicle control unit 112.

[0042] The host vehicle position estimation unit 100 estimates the position and attitude of the host vehicle on the map. The host vehicle position estimation unit 100 estimates the current position and attitude of the host vehicle on the map based on the map information acquired from the map DB 2 and the position and attitude acquired from the host vehicle information detection device 3. Various methods have been proposed for self-position estimation, but in the present invention, any method can be used as long as it can estimate the position / attitude of the host vehicle, and the method is not limited.

[0043] The driving boundary acquisition unit acquires lane information around the host vehicle. For example, the driving boundary acquisition unit 101 acquires lane information of the lane in which the host vehicle is traveling. In addition, when there is an obstacle such as a parked vehicle in the current lane, the driving boundary acquisition unit 101 acquires the boundary of an adjacent lane or a guide strip that the host vehicle can travel along to avoid the obstacle. First, the driving boundary acquisition unit 101 acquires the road structure around the host vehicle from the map DB 2 based on the position and attitude of the host vehicle estimated by the host vehicle position estimation unit 100. Then, the driving boundary acquisition unit 101 determines, for example, whether there is an adjacent lane or a guide strip based on the road structure. When it is determined that there is an adjacent lane or a guide strip, the driving boundary acquisition unit 101 acquires lane information including the lane boundary of the adjacent lane or the boundary of the guide strip from the map DB 2.

[0044] The surrounding object acquisition unit 102 acquires surrounding object information related to the objects around the host vehicle based on the detection information detected by the detection device 1. The surrounding object information includes the position, attitude, and speed of the surrounding objects. For example, the surrounding object acquisition unit 102 acquires surrounding object information related to the objects located in the traveling direction of the current lane. In addition, the surrounding object acquisition unit 102 acquires the position information of the surrounding objects based on the current position information of the host vehicle and the relative position (distance and direction) between the host vehicle and the surrounding objects.

[0045] The object tracking unit 103 comprehensively combines the object detection results at the current moment output from the detection device 1 and the past object detection results in time series, tracks the positions and postures of surrounding objects, and estimates the speeds of the surrounding objects based on the positions and postures.

[0046] The obstacle determination unit 104 determines whether there is an obstacle in the current lane that hinders the driving of the vehicle based on the lane information and the surrounding object information. For example, the obstacle determination unit 104 determines whether there is an object satisfying the following conditions on the current lane based on the positions of the left and right boundaries of the current lane included in the lane information of the current lane, the length in the width direction of the current lane, the positions of the surrounding objects included in the surrounding object information, and the states of the surrounding objects. When there is an object satisfying the following conditions on the current lane, the obstacle determination unit 104 determines the object as an obstacle and determines that there is an obstacle on the current lane. In addition, when there is no object satisfying the conditions on the current lane, the obstacle determination unit 104 determines that there is no obstacle on the current lane. Then, when it is determined that there is an obstacle, the obstacle determination unit 104 determines which side of the left and right directions the obstacle biases on the current lane based on the position of the boundary of the current lane and the position of the obstacle. For example, the obstacle determination unit 104 determines the direction in which the obstacle biases on the current lane as the direction of the lane boundary closer to the obstacle among the left and right lane boundaries of the current lane. The obstacle determination unit 104 outputs a flag indicating the presence of an obstacle, either of the left and right directions in which the obstacle biases on the current lane, and the distance from the position of the vehicle itself to the obstacle. When it is determined that there is no obstacle, the obstacle determination unit 104 outputs a flag indicating the absence of an obstacle.

[0047] The determination conditions for the presence or absence of an obstacle are, for example, that there is an object in the traveling direction of the current lane and the object is in a stopped state. In addition, the determination conditions for the presence or absence of an obstacle can also be set to satisfy the following three conditions. The first condition is that there is an object in the traveling direction of the current lane and the object is in a stopped state; the second condition is that the object biases by a specified value or more from the center of the current lane toward either the left or the right; the third condition is that the length obtained by subtracting the length in the width direction of the object from the length in the width direction of the current lane is equal to or less than a specified length. The specified length is the length in the width direction required for the vehicle itself to pass by the side of the object in the current lane. For example, even if there is a stopped object in the traveling direction of the current lane, when the vehicle itself cannot travel on the current lane, the object may be a vehicle waiting for a signal ahead. By setting the condition that a stopped object biases toward either the left or the right on the current lane, the obstacle determination unit 104 determines that there is an obstacle on the current lane when the object is a parked vehicle.

[0048] The avoidance determination unit 105 determines, based on the lane information, whether the host vehicle can avoid an obstacle by steering control in the avoidance direction for avoiding the obstacle. For example, when the obstacle determination unit 104 determines that there is an obstacle, the avoidance determination unit 105 determines whether the host vehicle can avoid the obstacle based on the adjacent lane or the guide strip acquired by the driving boundary acquisition unit 101. When there is either an adjacent lane or a guide strip in which the host vehicle can travel in the avoidance direction with respect to the host lane, the avoidance determination unit 105 determines that the host vehicle can avoid the obstacle in the avoidance direction. Further, when there is no adjacent lane or guide strip in which the host vehicle can travel in the avoidance direction with respect to the host lane, the avoidance determination unit 105 determines that the host vehicle cannot avoid the obstacle.

[0049] Further, when the obstacle determination unit 104 determines that there is an obstacle, the avoidance determination unit 105 may also determine the direction opposite to the direction in which the obstacle in the host lane is biased as the avoidance direction. Then, the avoidance determination unit 105 determines whether the host vehicle can avoid the obstacle with the direction opposite to the direction in which the obstacle in the host lane is biased as the avoidance direction. When there is either an adjacent lane or a guide strip in which the host vehicle can travel in the direction opposite to the direction in which the obstacle in the host lane is biased, the avoidance determination unit 105 determines that the host vehicle can avoid the obstacle. When there is no adjacent lane or guide strip in which the host vehicle can travel in the direction opposite to the direction in which the obstacle in the host lane is biased, the avoidance determination unit 105 determines that the host vehicle cannot avoid the obstacle.

[0050] For example, when the road on which the host vehicle is traveling is a two-way traffic road with a single lane on each side and there is a guide strip between the host lane and the oncoming lane, assume that a parked vehicle is biased to the left in the host lane and there is a guide strip on the right side on the opposite side. Two-way traffic means that on a road where traffic travels in both directions, there is no median strip, etc., and the lanes are not separated according to the two-way direction in the road structure. In such a scenario, the avoidance determination unit 105 determines the direction opposite to the direction in which the parked vehicle is biased (the right direction with respect to the traveling direction of the host vehicle) as the avoidance direction. Then, since there is a guide strip in the avoidance direction, the avoidance determination unit 105 determines that the host vehicle can avoid the obstacle.

[0051] Further, for example, assume that the road on which the host vehicle is traveling is a road connected to an intersection, and in front of the intersection, the road branches from one lane into a straight-ahead lane and a right-turn lane. In such a scenario, for example, when there are multiple vehicles stopped in the right-turn lane waiting for a signal, and the rear vehicle among the multiple vehicles drives out to the straight-ahead lane side, the avoidance determination unit 105 determines the left direction with respect to the traveling direction of the host vehicle as the avoidance direction.

[0052] The boundary setting unit 106 sets the boundaries in the left - right direction of the drivable area where the vehicle can travel. In this embodiment, a driving path of the vehicle is generated within the drivable area, and the vehicle travels along the driving path. For example, the boundary setting unit 106 sets the boundaries in the left - right direction of the drivable area as the left - and - right lane boundaries of the current lane. Additionally, when the avoidance determination unit 105 determines that the vehicle can avoid an obstacle in the current lane, the boundary setting unit 106 sets the boundary on the avoidance direction side of the drivable area as the lane boundary on the avoidance direction side of the adjacent lane or the boundary on the avoidance direction side of the guide strip. That is, when performing avoidance control, the boundary setting unit 106 extends the boundary on the avoidance direction side of the drivable area to the adjacent lane adjacent to the current lane or the boundary on the avoidance direction side of the guide strip.

[0053] When the boundary setting unit 106 determines that the vehicle can avoid an obstacle, it first determines the type of the lane located on the avoidance direction side. The type is either an adjacent lane or a guide strip. The adjacent lanes include the adjacent lane in the same direction as the traveling direction of the current lane and the adjacent lane in the opposite direction to the traveling direction of the current lane (opposite lane). For example, when the road on which the vehicle travels is a one - side double - lane road with traffic in both directions, the adjacent lane of the current lane is the lane in the same direction as the traveling direction of the current lane. Additionally, for example, when the road on which the vehicle travels is a one - side single - lane road with traffic in both directions, the adjacent lane of the current lane is the opposite lane.

[0054] Next, when there is an adjacent lane on the avoidance direction side, the boundary setting unit 106 sets the boundary on the avoidance direction side of the drivable area as the lane boundary on the avoidance direction side of the adjacent lane. Additionally, when there is a guide strip on the avoidance direction side, the boundary setting unit 106 sets the boundary on the avoidance direction side of the drivable area as the boundary on the avoidance direction side of the guide strip. As described above, in this embodiment, the boundary setting unit 106 sets the boundary on the avoidance direction side of the drivable area as the lane boundary on the avoidance direction side of the adjacent lane or the boundary on the avoidance direction side of the guide strip.

[0055] When the avoidance section setting unit 107 determines that the host vehicle can avoid an obstacle through the avoidance determination unit 105, it sets an avoidance section for performing avoidance control including steering control in the avoidance direction. The avoidance section is an interval along the traveling direction of the host vehicle, from the avoidance start position to the avoidance end position. The avoidance section corresponds to the distance along the traveling direction of the host vehicle of the drivable area set in the adjacent lane or the guide strip. The avoidance section setting unit 107 sets the avoidance end position of the avoidance section according to the determination result of the blind spot determination unit 108 on whether there is a blind spot area in the oncoming lane. For example, when it is determined that there is a blind spot area in the oncoming lane, the avoidance section setting unit 107 sets the avoidance end position closer to the front side in the traveling direction of the host vehicle than when it is determined that there is no blind spot area.

[0056] First, the case where it is determined that there is no blind spot area will be described. The avoidance section setting unit 107 obtains the vehicle speed of the host vehicle, and calculates a first avoidance distance by multiplying the vehicle speed of the host vehicle by a preset first specified time. The first specified time is the time required for avoidance control, for example, 4.0 seconds. The first specified time can be a value obtained through experiments. By setting the first specified time to 3.0 to 4.0 seconds, which is called the time required for lane change, the vehicle can smoothly perform lane change without decelerating. In Figure 2A ~C, the first avoidance distance calculated here corresponds to the distance d.

[0057] Here, the first avoidance distance will be described. The avoidance control is divided into two controls. The first control is the control to avoid an obstacle, and the second control is the control to return to the original lane. In the first control, the host vehicle changes lanes from the original lane to the adjacent lane or the guide strip in front of the obstacle. Then, in the second control, the host vehicle changes lanes from the adjacent lane or the guide strip to the original lane. In this embodiment, the first avoidance distance is the distance required to perform the first control and the second control.

[0058] After calculating the first avoidance distance, the avoidance section setting unit 107 sets the avoidance start position at a position that is the first avoidance distance away from the position of the obstacle in the direction opposite to the traveling direction of the host vehicle. Then, the avoidance section setting unit 107 sets the avoidance end position at a position that is the first avoidance distance away from the position of the obstacle in the traveling direction of the host vehicle. As described above, the avoidance section setting unit 107 sets the avoidance section in the case where it is determined that there is no blind spot area in the oncoming lane by setting the avoidance start position and the avoidance end position.

[0059] In addition, the avoidance control can also be divided into three controls. The first control is the control to avoid obstacles, the second control is the control to drive on the side of the obstacle, and the third control is the control to return to the original lane. In the second control, the vehicle travels in an adjacent lane or a guide strip and drives on the side of the obstacle. For example, in the case where a plurality of parked vehicles in the original lane are arranged in the traveling direction of the vehicle, the avoidance section setting unit 107 sets a section for driving on the side of the plurality of parked vehicles as the second control. This is to avoid the situation where, when the area with an obstacle in the original lane is relatively long, if the vehicle returns to the original lane side before the obstacle avoidance is completed, it will cause uneasiness to the occupants.

[0060] In this case, the avoidance section setting unit 107 sets the distance required for the second control as the second avoidance distance. Then, the avoidance section setting unit 107 sets a second avoidance section determined by the second avoidance distance along the traveling direction of the vehicle with the position of the obstacle as the starting point. The second avoidance distance is a preset distance, for example, 10 meters. The avoidance section setting unit 107 sets the second avoidance section with the position of the obstacle as the center point of the second avoidance section. For example, the avoidance section setting unit 107 sets the start position of the second avoidance section at a position 5 m away from the rear end of the obstacle in the opposite direction of the traveling direction of the vehicle based on the rear end of the obstacle, and sets the end position of the second avoidance section at a position 5 m away from the rear end of the obstacle in the traveling direction of the vehicle.

[0061] Furthermore, the avoidance section setting unit 107 sets first avoidance sections for the first control and the third control respectively before and after the second avoidance section. For example, the avoidance section setting unit 107 sets the start position of the first avoidance section at a position away from the start position of the second avoidance section by the first avoidance distance in the opposite direction of the traveling direction, and sets the end position of the first avoidance section at a position away from the end position of the second avoidance section by the first avoidance distance in the traveling direction. In this case, the section from the start position of the first avoidance section to the end position of the first avoidance section becomes the avoidance section.

[0062] Figure 3 It is a diagram showing the avoidance section in the case where the second avoidance section is set. In Figure 3 In the original lane L1 on which the vehicle V1 travels, there are parked vehicles V2 and V3. In this case, a second avoidance section for driving on the side of the parked vehicles V2 and V3 is set. In Figure 3 The section corresponding to the distance d2 is the second avoidance section for performing the second control. The section corresponding to the distance d1 is the first avoidance section for performing the first control and the third control respectively. The avoidance section S is composed of the second avoidance section and the first avoidance sections located before and after the second avoidance section.

[0063] Next, the case where a blind spot area is determined to exist will be described. When the avoidance section setting unit 107 determines that there is a blind spot area in the oncoming lane, it determines whether there is a possibility that a moving body moving in the oncoming lane enters the avoidance section from the blind spot area, and sets the avoidance section according to the determination result. When the avoidance section setting unit 107 determines that there is an entry possibility, it sets the avoidance end position closer to the front side in the traveling direction than the case where it is determined that there is no entry possibility. In addition, when the avoidance section setting unit 107 determines that there is no entry possibility, it sets the avoidance end position closer to the inner side in the traveling direction than the case where it is determined that there is an entry possibility.

[0064] For example, the avoidance section setting unit 107 sets the avoidance section according to the blind spot risk that quantitatively represents the entry possibility. The blind spot risk is a value indicating the possibility that a moving body moving in the oncoming lane enters the avoidance section from the blind spot area. The calculation method of the blind spot risk will be described later. In the present embodiment, when the blind spot risk is high, the avoidance section setting unit 107 sets the avoidance end position closer to the front side in the traveling direction than when the blind spot risk is low. In addition, when the blind spot risk is low, the avoidance section setting unit 107 sets the avoidance end position closer to the inner side in the traveling direction than when the blind spot risk is high. In addition, in the present embodiment, it is not limited to setting the avoidance section according to the blind spot risk, and any other method can be used as long as it is a method of setting the avoidance section according to the entry possibility. Hereinafter, the setting of the avoidance section according to the blind spot risk will be described in detail.

[0065] The avoidance section setting unit 107 corrects the first avoidance distance in the case where it is determined that there is no blind spot area according to the blind spot risk. First, the avoidance section setting unit 107 sets a subtraction time for subtracting the first specified time according to the blind spot risk. For example, the avoidance section setting unit 107 sets the value of the blind spot risk as the subtraction time. When the blind spot risk is 1 point, the subtraction time is set to 1 second.

[0066] Next, the avoidance section setting unit 107 subtracts the subtraction time from the first specified time. Then, the avoidance section setting unit 107 multiplies the subtracted first specified time by the vehicle speed of the own vehicle to calculate the first avoidance distance. The avoidance section setting unit 107 sets the avoidance end position at a position that is the corrected first avoidance distance away from the position of the obstacle in the traveling direction of the own vehicle. That is, the avoidance end position is set at a position closer to the front than the position in the case where it is determined that there is no blind spot area. In Figure 2B this, the first avoidance distance after subtraction according to the blind spot risk corresponds to the distance d'.

[0067] In the case where there is no dead angle risk, that is, the dead angle risk is zero, the avoidance interval setting unit 107 sets the subtraction time to 0 seconds. In this case, since the first avoidance distance is calculated by multiplying the first specified time by the vehicle speed of the own vehicle, the avoidance interval setting unit 107 sets the avoidance end position at the same position as in the case where it is determined that there is no dead angle area. In addition, in the present embodiment, the subtraction time for subtracting the first specified time is set according to the dead angle risk, but it is not limited thereto, and a subtraction distance for subtracting the first avoidance distance may also be set according to the dead angle risk.

[0068] As described above, the greater the dead angle risk, the shorter the first avoidance distance is set. In addition, as described above, the avoidance interval setting unit 107 sets the avoidance end position at a position that is the first avoidance distance away from the position of the obstacle in the traveling direction of the own vehicle. Therefore, when the dead angle risk is large, that is, when the entry possibility is high, the avoidance end position is set closer to the front side in the traveling direction of the own vehicle than when the dead angle risk is small, that is, when the entry possibility is low.

[0069] In addition, the avoidance interval setting unit 107 may also set the avoidance end position closer to the front than the avoidance end position set in the case where it is determined that there is no dead angle area when it is determined that there is a dead angle area.

[0070] In addition, the avoidance interval setting unit 107 may set both the avoidance start position and the avoidance end position according to the dead angle risk. For example, when the own vehicle is in front of the obstacle and the dead angle risk is equal to or greater than a specified value, the avoidance interval setting unit 107 sets both the avoidance start position and the avoidance end position according to the dead angle risk. In addition, when the dead angle risk is less than the specified value, the avoidance end position is set based on the first avoidance distance after subtraction corresponding to the dead angle risk. On the other hand, the first avoidance distance is calculated without performing the subtraction operation corresponding to the dead angle risk, and the avoidance start position is set.

[0071] The dead angle determination unit 108 determines whether there is a dead angle area that is a dead angle when observed from the host vehicle due to a dead angle object on the oncoming lane that is in the avoidance direction with respect to the host lane and is opposite to the traveling direction of the host vehicle, based on the detection result of an object existing around the host vehicle. First, the dead angle determination unit 108 detects a dead angle object existing on the oncoming lane within a range (hereinafter referred to as the dead angle evaluation range) based on the surrounding object information, with the avoidance section as a reference. The dead angle evaluation range is a range within which, if there is a dead angle object, the travel trajectory of a moving body that avoids the dead angle object toward the host lane side will interfere with the avoidance section. For example, the dead angle evaluation range is the range corresponding to the avoidance section on the oncoming lane. The dead angle evaluation range can also be determined through experiments. Moreover, the dead angle determination unit 108 determines whether a dead angle area that is a dead angle when observed from the host vehicle is generated due to the detected dead angle object. In the present embodiment, the dead angle determination unit 108 determines at a certain cycle whether a dead angle area that is a dead angle when observed from the host vehicle is generated on the oncoming lane due to a dead angle object within the range that the detection device 1 can detect.

[0072] When the dead angle determination unit 108 determines that there is a dead angle area on the oncoming lane, it acquires dead angle information related to the dead angle area located on the oncoming lane. The dead angle information includes the size of the detected dead angle area, the size of the dead angle object, and the position of the dead angle object. For example, the dead angle determination unit 108 acquires at least one of the height, width, and length of the dead angle object as the size of the dead angle object. The width of the dead angle object is the length of the dead angle object in the lane width direction, and the length of the dead angle object is the length of the dead angle object in the lane traveling direction.

[0073] A known technique can be used to obtain the presence or absence of a dead angle area, the range of the dead angle area, and the size of the dead angle area. The dead angle area is assumed to be a range that can be detected by a sensor that outputs a point group, i.e., LiDAR. Therefore, for example, the method of an occupancy grid map in the field of robotics can also be used to obtain an area where no point group is generated as the dead angle area on the HD map. The dead angle determination unit 108 acquires the dead angle information at a certain cycle. That is, the dead angle determination unit 108 acquires the dead angle information of the dead angle area that changes due to the position movement of the host vehicle relative to the dead angle object in time series.

[0074] The dead angle risk calculation unit 109 calculates the dead angle risk based on the dead angle information of the dead angle area obtained by the dead angle determination unit 108. The dead angle risk is a value indicating the possibility that a moving object moving in the oncoming lane enters the avoidance area from the dead angle area. For example, the dead angle risk is a value that evaluates the possibility that a moving object that may enter the avoidance area is hidden in the dead angle area based on the conditions of the dead angle area. The higher the possibility, the higher the calculated dead angle risk, and the lower the possibility, the lower the calculated dead angle risk. For example, when it is determined that there is a dead angle area in the oncoming lane, the dead angle risk calculation unit 109 determines whether there is a possibility that a moving object enters the avoidance area from the dead angle area.

[0075] When the dead angle risk calculation unit 109 determines that there is a possibility that a moving object enters the avoidance area from the dead angle area, it calculates the dead angle risk relatively high. When it determines that there is no possibility that a moving object enters the avoidance area from the dead angle area, it calculates the dead angle risk relatively low. Whether there is a possibility that a moving object enters the avoidance area from the dead angle area is determined by evaluating the elements constituting the dead angle area. The elements constituting the dead angle area include, for example, the size of the dead angle area, the distance between the dead angle object and the own vehicle, the size of the dead angle object, and the driving trajectory of the oncoming vehicle that generates the dead angle area. In addition, the dead angle risk calculation unit 109 can evaluate any one of the elements constituting the dead angle area to determine whether there is a possibility that a moving object enters the avoidance area from the dead angle area, or can also evaluate two or more elements separately and synthesize the evaluation results.

[0076] The dead angle risk calculation unit 109 determines whether the size of the dead angle area is large enough to hide an oncoming vehicle. When the size of the dead angle area is equal to or greater than a specified value, the dead angle risk calculation unit 109 determines that it is large enough to hide an oncoming vehicle. When the size of the dead angle area is less than the specified value, the dead angle risk calculation unit 109 determines that it is not large enough to hide an oncoming vehicle. The specified value is, for example, the size of one vehicle. When the dead angle risk calculation unit 109 determines that the dead angle area is large enough to hide an oncoming vehicle, it adds an addition value (addition operation value) to the dead angle risk. The addition value is, for example, 1.0 point. When the dead angle risk calculation unit 109 determines that the dead angle area is not large enough to hide an oncoming vehicle, it does not add an addition value to the dead angle risk.

[0077] In addition, the blind spot risk calculation unit 109 calculates the distance between the blind spot object and the host vehicle based on the position of the blind spot object and the position of the host vehicle. Moreover, the shorter the distance between the blind spot object and the host vehicle, the higher the blind spot risk calculated by the blind spot risk calculation unit 109, and the longer the distance, the lower the calculated blind spot risk. For example, the blind spot risk calculation unit 109 determines whether the distance between the blind spot object and the host vehicle is less than a specified value. When the distance between the blind spot object and the host vehicle is less than the specified value, the blind spot risk calculation unit 109 adds an addition value to the blind spot risk. The addition value here is, for example, 0.5 points. When the distance between the blind spot object and the host vehicle is not less than the specified value, the blind spot risk calculation unit 109 does not add an addition value to the blind spot risk.

[0078] In addition, the larger the size of the blind spot object, the higher the blind spot risk calculated by the blind spot risk calculation unit 109, and the smaller the size of the blind spot object, the lower the calculated blind spot risk. For example, the blind spot risk calculation unit 109 determines whether the size of the blind spot object is equal to or greater than a specified value. When it is determined that the size of the blind spot object is equal to or greater than the specified value, the blind spot risk calculation unit 109 adds an addition value to the blind spot risk. When a blind spot area is generated by a relatively large blind spot object, it is often difficult to detect moving objects in the oncoming lane, so the blind spot risk is set relatively high. When it is determined that the size of the blind spot object is not equal to or greater than the specified value, the blind spot risk calculation unit 109 does not add an addition value to the blind spot risk. In addition, the blind spot risk calculation unit 109 can evaluate any one of the height, width, and length of the blind spot object as the size of the blind spot object, or can also evaluate by combining two or more elements of the height, width, and length of the blind spot object.

[0079] In addition, in the present embodiment, the addition value is a value greater than 0. The addition value can also change the weight for each element constituting the blind spot area. In the present embodiment, the blind spot risk is calculated by adding points, but it is not limited thereto, and a scalar multiple can also be multiplied to the blind spot risk. For example, the blind spot risk can also be multiplied by 1.2 times. As long as the method is such that the higher the possibility that the moving object enters the avoidance section from the blind spot area, the higher the calculated blind spot risk, it is not limited to these methods.

[0080] In addition, when the blind spot object is an oncoming vehicle traveling in the oncoming lane, the blind spot risk calculation unit 109 calculates the blind spot risk of the blind spot area on the oncoming lane generated by the oncoming vehicle. Based on the surrounding object information, the blind spot risk calculation unit 109 determines whether there is an oncoming vehicle in the oncoming lane and whether there is a blind spot area generated by the oncoming vehicle in the oncoming lane. When it is determined that there is an oncoming vehicle in the oncoming lane and there is a blind spot area generated by the oncoming vehicle in the oncoming lane, the blind spot risk calculation unit 109 determines whether the oncoming vehicle has entered the avoidance section based on the driving trajectory of the oncoming vehicle stored in the moving body trajectory storage unit 111. The blind spot risk calculation unit 109 compares the past driving trajectory of the oncoming vehicle with the avoidance section. When the past driving trajectory of the oncoming vehicle passes through the adjacent lane or the guide strip connected to the own lane within the avoidance section, it is determined that the oncoming vehicle has entered the avoidance section. When the past driving trajectory of the oncoming vehicle does not pass through the adjacent lane or the guide strip connected to the own lane within the avoidance section, the blind spot risk calculation unit 109 determines that the oncoming vehicle has not entered the avoidance section.

[0081] When it is determined that the oncoming vehicle has entered the avoidance section, the blind spot risk calculation unit 109 adds an addition value to the blind spot risk. The oncoming vehicle entering the avoidance section means that when there is a blind spot object in the oncoming lane and there is another oncoming vehicle in the blind spot area on the oncoming lane, it is possible that the other oncoming vehicle may enter the avoidance section and avoid the blind spot object in the same way as the oncoming vehicle ahead, so a higher blind spot risk is calculated. When it is determined that the oncoming vehicle has not entered the avoidance section, the blind spot risk calculation unit 109 does not add the addition value to the blind spot risk.

[0082] In addition, the blind spot risk calculation unit 109 may also calculate a higher blind spot risk when the possibility of a second oncoming vehicle traveling behind the first oncoming vehicle entering the avoidance section from the blind spot area generated by the first oncoming vehicle is higher, and calculate a lower blind spot risk when the possibility is lower. For example, the blind spot risk calculation unit 109 evaluates the size of the first oncoming vehicle as the blind spot object, the distance between the first oncoming vehicle and the own vehicle, and the size of the blind spot area generated by the first oncoming vehicle as the elements constituting the blind spot area, and calculates the blind spot risk indicating the possibility of the second oncoming vehicle entering the avoidance section from the blind spot area. The specific calculation method of the blind spot risk is the same as the above calculation method.

[0083] After the avoidance section update unit 110 sets an avoidance section by the avoidance section setting unit 107, it updates the avoidance section according to the blind spot risk at a prescribed cycle. For example, in the present embodiment, when it is determined that an obstacle on the own lane can be avoided, the avoidance section setting unit 107 sets an avoidance section. Then, after it is determined that there is a blind spot area, the avoidance section update unit 110 updates the avoidance section according to the blind spot risk of the blind spot area at a certain cycle. Thus, in the present embodiment, the avoidance section can be updated according to the change in the blind spot risk. The method of updating the avoidance section according to the blind spot risk is the same as the method of setting the avoidance section according to the blind spot risk.

[0084] The moving body trajectory storage unit 111 stores the position of each other vehicle in time series obtained from the object tracking unit 103 as a driving trajectory. For example, the moving body trajectory storage unit 111 stores the position of the moving body in each time series past the current time as the driving trajectory that the moving body has traveled in the past.

[0085] The vehicle control unit 112 controls the own vehicle so as to execute avoidance control in the avoidance section. Specifically, the vehicle control unit 112 sets a driving path for the own vehicle to travel from the avoidance start position to the avoidance end position of the avoidance section based on the drivable area set on the adjacent lane or the guide strip within the avoidance section. The driving path is the path for the own vehicle to start avoidance control from the avoidance start position, travel within the drivable area extended to the adjacent lane or the guide strip, and reach the avoidance end position. In addition, the avoidance start position and the avoidance end position in the lane width direction are, for example, positions on the center line of the own lane. The vehicle control unit 112 calculates the target vehicle speed and the target steering angle for traveling on the set driving path, and generates a control signal for driving the own vehicle based on the calculated target vehicle speed and target steering angle. The generated control signal is output to the vehicle control device 5.

[0086] Next, the control process of the avoidance assist control executed by the driving assist device 6 will be described. Figure 4 This is a flowchart showing the control process of the avoidance assist control of the driving assist device 6. In the present embodiment, when the own vehicle starts to travel, the control process starts from step S1. The driving assist device 6 sets a drivable area on the own lane on which the own vehicle travels, and generates a driving path on the own lane. The own vehicle is controlled to travel on the driving path. In addition, in the present embodiment, when the avoidance control cannot be started and the avoidance assist control process ends, the driving control switches to the manual driving of the driver.

[0087] In step S1, the processor 7 acquires lane information around the vehicle. In step S2, the processor 7 acquires surrounding object information related to objects around the vehicle. In step S3, the processor 7 determines whether there is an obstacle in the current lane based on the lane information and the surrounding object information. If it is determined that there is an obstacle, the processor 7 proceeds to step S4. If it is determined that there is no obstacle, the processor 7 returns to step S1 to repeat the process. That is, in this embodiment, the processor 7 determines whether there is an obstacle in the current lane at a certain cycle during the driving of the vehicle.

[0088] In step S4, the processor 7 acquires obstacle information related to the obstacle. The obstacle information includes either the left or right direction in which the obstacle in the current lane is biased and the distance from the position of the vehicle to the obstacle. In step S5, the processor 7 acquires the driving boundary around the vehicle. For example, the processor 7 acquires the boundary of an adjacent lane or a guide strip adjacent to the current lane.

[0089] In step S6, the processor 7 determines whether the vehicle can avoid the obstacle through steering control in the avoidance direction for avoiding the obstacle. For example, based on either the left or right direction in which the obstacle is biased included in the obstacle information, the processor 7 determines the opposite direction of the direction in which the obstacle is biased in the current lane as the avoidance direction, and determines whether there is an adjacent lane or a guide strip acquired by the driving boundary acquisition unit 101 in the avoidance direction. If it is determined that the vehicle can avoid the obstacle, the processor 7 proceeds to step S7. If it is determined that the vehicle cannot avoid the obstacle, the processor 7 ends the process of the avoidance assist control.

[0090] In step S7, the processor 7 determines the category of the lane on the avoidance direction side. That is, the processor 7 determines whether the lane on the avoidance direction side is an adjacent lane or a guide strip.

[0091] In step S8, the processor 7 sets the boundary on the avoidance direction side of the drivable area as the boundary on the avoidance direction side of the adjacent lane or the guide strip according to the category determined in step S7. That is, when there is an adjacent lane on the avoidance direction side, the processor 7 sets the boundary on the avoidance direction side of the drivable area as the boundary on the avoidance direction side of the adjacent lane. When there is a guide strip on the avoidance direction side, the processor 7 sets the boundary on the avoidance direction side of the drivable area as the boundary on the avoidance direction side of the guide strip. In step S9, the processor 7 sets an avoidance section determined by the avoidance start position and the avoidance end position. Additionally, when setting the avoidance section in step S9, if a blind spot area is detected in the oncoming lane of the traveling direction of the vehicle, an avoidance section considering the blind spot area can also be set.

[0092] In step S10, the processor 7 starts avoidance control from the avoidance start position. Specifically, the processor 7 generates a driving path for performing avoidance control within the drivable area, and calculates a target vehicle speed / target steering angle for traveling along this driving path. Then, the processor 7 outputs a control signal for driving the vehicle at the calculated target vehicle speed / target steering angle to the vehicle control device 5.

[0093] In step S11, the processor 7 determines whether the avoidance control has ended. The processor 7 compares the position of the host vehicle with the avoidance end position, and determines whether the host vehicle has reached the avoidance end position. If the host vehicle has reached the avoidance end position, the processor 7 determines that the avoidance control has ended. If the host vehicle has not reached the avoidance end position, the processor 7 determines that the avoidance control has not ended. When it is determined that the avoidance control has ended, the processor 7 ends the process of the avoidance assistance control. The host vehicle returns to traveling along the host lane. When it is determined that the avoidance control has not ended, the processor 7 proceeds to step S12.

[0094] In step S12, the processor 7 performs avoidance section update control. Regarding the specific sequence of the avoidance section update control, it will be described later using Figure 4 the following description.

[0095] In step S13, the processor 7 performs avoidance control based on the avoidance end position set in step S12. Specifically, the processor 7 generates a driving path according to the updated avoidance section, and calculates a target vehicle speed / target steering angle for traveling along this driving path. Then, the processor 7 outputs a control signal for driving the vehicle at the calculated target vehicle speed / target steering angle to the vehicle control device 5. Then, the processor 7 returns to step S11 and repeats the subsequent process. That is, in the present embodiment, after the avoidance control starts, it is determined at a certain cycle whether the avoidance control has ended, and during the period before it is determined that the avoidance control has not ended, the dead angle risk at that moment is calculated, and the avoidance section is updated according to the dead angle risk.

[0096] Next, the control process of the avoidance section update control performed by the driving assistance device 6 will be described. Figure 5 is a flowchart showing the control process of the control process for performing the avoidance section update control of the driving assistance device 6. In the present embodiment, when it is determined in step S11 that the avoidance has not ended, the processor 7 starts the control process from step S21. Figure 4 When it is determined in step S11 that the avoidance has not ended, the processor 7 starts the control process from step S21.

[0097] In step S21, the processor 7 determines whether there is a blind spot area on the oncoming lane that is in the avoidance direction relative to the own lane and is oncoming to the traveling direction of the own vehicle. When it is determined that there is a blind spot area on the oncoming lane, the processor 7 proceeds to step S22. When it is determined that there is no blind spot area on the oncoming lane, the processor 7 does not perform avoidance section update control and proceeds to Figure 4 step S13.

[0098] In addition, in the present embodiment, the determination of whether there is a blind spot area on the oncoming lane is made after the start of the avoidance control, but it is not limited thereto. For example, it is also possible to determine whether there is a blind spot area before setting the avoidance section (step S9), set the avoidance section corresponding to the blind spot area, or determine whether there is a blind spot area after setting the avoidance section and before starting the avoidance control, and update the avoidance section corresponding to the blind spot area. Further, if it is not possible to determine whether there is a blind spot area based on the detection result of the blind spot area due to a malfunction of the sensor or the like, the processor 7 may also switch the driving control to the manual driving of the driver for the control flow.

[0099] In step S22, the processor 7 sets the blind spot risk to zero and initializes it. In step S23, the processor 7 acquires the blind spot information of the blind spot area generated by the blind spot object located near the avoidance section. The processor 7 determines the blind spot object existing in the blind spot evaluation range based on the surrounding object information, and acquires the blind spot information of the blind spot area generated by the blind spot object.

[0100] In step S24, the processor 7 determines whether the blind spot area is large enough to hide an oncoming vehicle. When it is determined that the blind spot area is large enough to hide an oncoming vehicle, the processor 7 proceeds to step S25. When it is determined that the blind spot area is not large enough to hide an oncoming vehicle, the processor 7 does not update the avoidance section and proceeds to Figure 4 step S13. In step S25, the processor 7 adds an addition value to the initialized blind spot risk (0 points). The addition value is, for example, 1 point.

[0101] In step S26, the processor 7 calculates the distance between the blind spot object and the own vehicle. In step S27, the processor 7 determines whether the distance between the blind spot object and the own vehicle is less than a specified value. When it is determined that the distance between the blind spot object and the own vehicle is less than the specified value, the processor 7 proceeds to step S28. When it is determined that the distance between the blind spot object and the own vehicle is not less than the specified value, the processor 7 proceeds to step S34.

[0102] In step S28, the processor 7 adds an addition value to the blind spot risk. The addition value here is, for example, 0.5 points. In step S29, the processor 7 determines whether the size of the blind spot object is equal to or greater than a specified value. If it is determined that the size of the blind spot object is equal to or greater than the specified value, the processor 7 proceeds to step S30. If it is determined that the size of the blind spot object is not equal to or greater than the specified value, the processor 7 proceeds to step S34. In step S30, the processor 7 adds an addition value to the blind spot risk.

[0103] In step S31, the processor 7 determines whether the blind spot object is an oncoming vehicle. That is, the processor 7 determines whether there is an oncoming vehicle in the oncoming lane and whether the blind spot area is generated by the oncoming vehicle. If it is determined that the blind spot object is an oncoming vehicle, the processor 7 proceeds to step S32. If it is determined that the blind spot object is not an oncoming vehicle, the processor 7 proceeds to step S34.

[0104] In step S32, the processor 7 determines, based on the past driving trajectory of the oncoming vehicle stored in the moving body trajectory storage unit 111, whether the driving trajectory of the oncoming vehicle is a driving trajectory that enters the avoidance section of the own vehicle. If it is determined that the driving trajectory of the oncoming vehicle is a driving trajectory that enters the avoidance section of the own vehicle, the processor 7 proceeds to step S33. If it is determined that it is not a driving trajectory that enters the avoidance section of the own vehicle, the processor 7 proceeds to step S34. In step S33, the processor 7 adds an addition value to the blind spot risk.

[0105] In step S34, the processor 7 calculates a first avoidance distance based on the calculated blind spot risk. The processor 7 calculates a subtraction time for a first specified time based on the blind spot risk, and multiplies the first specified time after subtraction by the vehicle speed of the own vehicle to calculate the first avoidance distance. In step S35, the processor 7 updates the avoidance end position based on the calculated first avoidance distance. After updating the avoidance end position, the processor 7 proceeds to Figure 4 step S13.

[0106] As described above, in the present embodiment, lane information around the vehicle is acquired, surrounding object information related to an object around the vehicle is acquired, and based on the lane information and the surrounding object information, it is determined whether there is an obstacle that obstructs the travel of the vehicle in the lane on which the vehicle is traveling. When it is determined that there is an obstacle, based on the lane information, it is determined whether the vehicle can avoid the obstacle by steering control in the avoidance direction for avoiding the obstacle. When it is determined that the vehicle can avoid the obstacle, it is determined whether there is a dead angle area that is in the avoidance direction with respect to the lane and is opposite to the traveling direction of the vehicle and is a blind spot when observed from the vehicle, and based on the determination result of whether there is a dead angle area, the avoidance end position of the avoidance section for executing the avoidance control including the steering control in the avoidance direction is set, and a travel path for causing the vehicle to travel from the avoidance start position to the avoidance end position of the avoidance section is generated. Thus, when generating a travel path for avoiding a travel avoidance area, an appropriate travel path corresponding to the dead angle area that is a blind spot when observed from the vehicle in the oncoming lane in the traveling direction of the vehicle can be generated.

[0107] In addition, in the present embodiment, when it is determined that there is a dead angle area, it is determined whether there is a possibility that a moving body moving in the oncoming lane enters the avoidance section from the dead angle area. When it is determined that there is a possibility of entry, the avoidance end position is set closer to the front side in the traveling direction than when it is determined that there is no possibility of entry. When it is determined that there is no possibility of entry, the avoidance end position is set closer to the inner side in the traveling direction than when it is determined that there is a possibility of entry. Thus, depending on whether there is a possibility that another moving body enters the avoidance section from the dead angle, the avoidance end position for ending the avoidance control can be changed in the front-rear direction. Therefore, it is possible to balance the scenario of giving priority to dealing with a moving body that may enter the avoidance section and the scenario of giving priority to the smoothness of the avoidance control.

[0108] In addition, in the present embodiment, the shorter the distance between the obstacle and the dead angle area in the traveling direction of the vehicle, the closer the avoidance end position is set to the front side in the traveling direction, and the longer the distance between the obstacle and the dead angle area in the traveling direction of the vehicle, the closer the avoidance end position is set to the inner side in the traveling direction. Thus, the more likely it is that another moving body enters the avoidance section, the closer the avoidance end position is to the front, and thus a trajectory for the vehicle to return to the lane as soon as possible after avoiding the obstacle is generated. In addition, since the curvature of the travel path for avoiding the obstacle becomes larger, the vehicle decelerates, and the deceleration when a moving body enters the avoidance section can be reduced.

[0109] In addition, in the present embodiment, the travel trajectory of the moving body in the past is stored, and based on the stored travel trajectory of the first moving body, it is determined whether the first moving body entered the avoidance section in the past. When it is determined that the first moving body entered the avoidance section in the past, the higher the possibility that the second moving body enters the avoidance section from the dead angle area generated by the first moving body, the closer the avoidance end position is set to the front side in the traveling direction; the lower the possibility, the closer the avoidance end position is set to the inner side in the traveling direction. Thus, since it is the trajectory of the moving body on the oncoming lane entering the lane side of the present vehicle, it can be assumed that a dead angle object causing a dead angle exists on the oncoming lane, and an avoidance section corresponding to the entry possibility is set. For example, even in a situation where the rear of the moving body cannot be detected from the present vehicle due to the moving body on the oncoming lane, making it a dead angle, it can be determined that a dead angle object exists on the oncoming lane based on the trajectory of the moving body on the oncoming lane, and an avoidance section corresponding to the entry possibility is set.

[0110] In addition, in the present embodiment, at least one of the height, width, and length of the dead angle object is acquired as the size of the dead angle object generating the dead angle area. The larger the size of the dead angle object, the closer the avoidance end position is set to the front side in the traveling direction; the smaller the size of the dead angle object, the closer the avoidance end position is set to the inner side in the traveling direction. Thus, the entry possibility can be reflected according to the size of the dead angle object that causes the dead angle. For example, consider a scenario where a large dead angle object such as a truck is parked on the oncoming lane side. At this time, when there is a moving body behind the dead angle object, since it is a situation where it is difficult for the moving body and the present vehicle to detect each other, there is a possibility that the moving body interferes with the present vehicle in the avoidance control of the present vehicle. Therefore, in this case, by setting the entry possibility to be larger according to the size of the dead angle object, traveling corresponding to the moving body entering the avoidance section can be performed.

[0111] In addition, in the present embodiment, when it is determined that a dead angle area exists, it is determined whether there is an entry possibility. When it is determined that there is an entry possibility, the dead angle risk indicating the possibility that the moving body enters the avoidance section from the dead angle area is calculated to be relatively high. When it is determined that there is no entry possibility, the dead angle risk is calculated to be relatively low. When the dead angle risk is high, the avoidance end position is set closer to the front side in the traveling direction than when the dead angle risk is low. When the dead angle risk is low, the avoidance end position is set closer to the inner side in the traveling direction than when the dead angle risk is high. Thus, when there is a possibility that another moving body enters the avoidance section from the dead angle, the dead angle risk is increased. When there is no possibility, the dead angle risk is decreased, and the avoidance end position for ending the avoidance control can be set according to the dead angle risk. Therefore, it is possible to balance the scenario of giving priority to dealing with the moving body that may enter the avoidance section and the scenario of giving priority to the smoothness of the avoidance control.

[0112] In addition, in the present embodiment, when it is determined that there is no blind spot area, the vehicle speed of the present vehicle is acquired, and a first avoidance distance is calculated based on the vehicle speed and a first specified time required for avoidance control. An avoidance start position of the avoidance section is set at a position that is the first avoidance distance away from the position of the obstacle in the opposite direction to the traveling direction, and an avoidance end position is set at a position that is the first avoidance distance away from the position of the obstacle in the traveling direction. Thereby, a smooth traveling trajectory can be generated during avoidance control and the present vehicle can travel.

[0113] In addition, in the present embodiment, starting from the position of the obstacle, a second avoidance section determined by a second avoidance distance for the present vehicle to travel beside the obstacle is set. The avoidance start position of the avoidance section is set at a position that is the first avoidance distance away from the start position of the second avoidance section in the opposite direction to the traveling direction, and the avoidance end position of the avoidance section is set at a position that is the first avoidance distance away from the end position of the second avoidance section in the traveling direction. Thereby, an avoidance section can be set starting from an obstacle on the present lane, so that the present vehicle can smoothly avoid the obstacle and pass through.

[0114] In addition, in the present embodiment, when it is determined that there is a blind spot area, a blind spot risk indicating the possibility that a moving body traveling on the oncoming lane enters the avoidance section is calculated, and the first avoidance distance is corrected based on the blind spot risk. The avoidance end position is set at a position that is the corrected first avoidance distance away from the position of the obstacle in the traveling direction. Thereby, by updating the first avoidance distance according to the blind spot risk, it is possible to take into account both the scenario of giving priority to dealing with a moving body that may enter the avoidance section and the scenario of giving priority to the smoothness of avoidance control. For example, the greater the blind spot risk, the shorter the avoidance section, and the avoidance control that gives priority to dealing with a moving body that may enter the avoidance section is executed. On the other hand, the smaller the blind spot risk, the longer the avoidance section, and the avoidance control that gives priority to smoothness is executed.

[0115] In addition, in the present embodiment, when there is either an adjacent lane or a guide strip in the avoidance direction with respect to the present lane, it is determined that the present vehicle can avoid the obstacle in the avoidance direction. Thereby, when there is an adjacent lane or a guide strip connected to the present lane, avoidance control is executed, so that the present vehicle can avoid the obstacle with sufficient space left between the vehicle and the obstacle.

[0116] In addition, in the present embodiment, it is determined on which side, left or right, the obstacle is biased in the current lane, the opposite direction to the direction in which the obstacle in the current lane is biased is taken as the avoidance direction, and it is determined whether the host vehicle can avoid the obstacle. Thereby, according to the position of the obstacle in the current lane, the host vehicle can be made to avoid in the required direction. For example, if the parked vehicle is biased towards the left side in the current lane, the host vehicle can avoid towards the right side.

[0117] In addition, in the present embodiment, the boundary of the drivable area where the host vehicle can travel is set as the lane boundary of the current lane. When it is determined that the host vehicle can avoid the obstacle, if there is an adjacent lane in the avoidance direction, the boundary on the avoidance direction side of the drivable area is set as the lane boundary on the avoidance direction side of the adjacent lane. Thereby, when correcting the boundary of the drivable area for the host vehicle to avoid, if there is an adjacent lane to the current lane, the boundary of the drivable area can be set as the lane boundary on the avoidance direction side of the oncoming lane of the current lane. For example, in left-hand traffic, in the scenario of avoiding to the right of the parked vehicle, by setting the boundary of the drivable area on the right lane of the oncoming lane of the current lane, sufficient space can be left between the vehicle and the obstacle to avoid the obstacle.

[0118] In addition, in the present embodiment, the boundary of the drivable area where the host vehicle can travel is set as the lane boundary of the current lane. When it is determined that the host vehicle can avoid the obstacle, if there is a guide strip in the avoidance direction, the boundary on the avoidance direction side of the drivable area is set as the boundary on the avoidance direction side of the guide strip. Thereby, the boundary of the drivable area can be set as the boundary of the guide strip. Therefore, even if there is an obstacle in the current lane, a driving path for avoidance can be generated on the guide strip and the host vehicle can pass through.

[0119] In addition, the embodiments described above are for the purpose of facilitating the understanding of the present invention and are not for the purpose of limiting the present invention. Therefore, the gist of each element disclosed in the above embodiments also includes all design changes and equivalents belonging to the technical scope of the present invention.

[0120] In addition, in the present embodiment, the dead angle risk is calculated, and the avoidance end position of the avoidance section is set according to the dead angle risk. However, it is not necessary to calculate the dead angle risk. For example, the avoidance end position can also be set according to the detection result of the presence or absence of a dead angle area.

[0121] Symbol Description

[0122] 6: Driving assistance device

[0123] 7: Processor

[0124] 100: Host vehicle position estimation unit

[0125] 101: Driving boundary acquisition unit

[0126] 102: Surrounding object acquisition unit

[0127] 103: Object tracking unit

[0128] 104: Obstacle determination unit

[0129] 105: Avoidance determination unit

[0130] 106: Boundary setting unit

[0131] 107: Avoidance interval setting unit

[0132] 108: Blind spot determination unit

[0133] 109: Blind spot risk calculation unit

[0134] 110: Avoidance interval update unit

[0135] 111: Moving body trajectory storage unit

[0136] 112: Vehicle control unit

Claims

1. A driving assistance method, executed by a processor, wherein, the processor performs the following processing: Obtain lane information around the vehicle itself, Obtain surrounding object information related to objects around the vehicle itself, Based on the lane information and the surrounding object information, determine whether there is an obstacle on the lane where the vehicle itself is traveling that hinders the vehicle itself from traveling, In the case where it is determined that there is such an obstacle, based on the lane information, determine whether the vehicle itself can avoid the obstacle by steering control towards the oncoming lane that is in the avoidance direction for avoiding the obstacle and is opposite to the traveling direction of the vehicle itself, Determine whether there is a blind spot area that is a blind spot when observed from the vehicle itself on the oncoming lane, In the case where it is determined that there is such a blind spot area, determine whether there is a possibility that a moving object moving on the oncoming lane enters the avoidance section for the vehicle itself to perform avoidance control including the steering control from the blind spot area, In the case where it is determined that the vehicle itself can avoid the obstacle and there is such an entry possibility, set the avoidance end position of the avoidance section to be closer to the front side in the traveling direction than the case where it is determined that the vehicle itself can avoid the obstacle and there is no such entry possibility, Generate a driving path for the vehicle itself to travel from the avoidance start position of the avoidance section to the avoidance end position.

2. The driving assistance method according to claim 1, wherein, the processor performs the following processing: In the case where it is determined that there is no such entry possibility, set the avoidance end position to be closer to the inner side in the traveling direction than the case where it is determined that there is such an entry possibility.

3. The driving assistance method according to claim 1 or 2, wherein, the processor performs the following processing: The shorter the distance in the traveling direction of the vehicle itself between the obstacle and the blind spot area, the closer the avoidance end position is set to the front side in the traveling direction, The longer the distance in the traveling direction of the vehicle itself between the obstacle and the blind spot area, the closer the avoidance end position is set to the inner side in the traveling direction.

4. The driving assistance method according to claim 2, wherein, the processor performs the following processing: Store the driving trajectory of the moving object in the past, Based on the stored driving trajectory of the first moving object, determine whether the first moving object entered the avoidance section in the past, In the case where it is determined that the first moving object entered the avoidance section in the past, the higher the possibility that a second moving object enters the avoidance section from the blind spot area generated by the first moving object, the closer the avoidance end position is set to the front side in the traveling direction, The lower the possibility, the closer the avoidance end position is set to the inner side in the traveling direction.

5. The driving assistance method according to any one of claims 1, 2, and 4, wherein, the processor performs the following processing: Obtain at least any one of the height, width, and length of the blind spot object as the size of the blind spot object that generates the blind spot area, The larger the size of the blind spot object, the closer the avoidance end position is set to the front side in the traveling direction. The smaller the size of the blind spot object, the closer the avoidance end position is set to the inner side in the traveling direction.

6. The driving assistance method according to claim 2, wherein, the processor performs the following processing: when it is determined that the blind spot area exists, determine whether the entry possibility exists; when it is determined that the entry possibility exists, calculate a blind spot risk indicating the possibility that the moving body enters the avoidance section from the blind spot area at a relatively high level; when it is determined that the entry possibility does not exist, calculate the blind spot risk at a relatively low level; when the blind spot risk is high, set the avoidance end position closer to the front side in the traveling direction than when the blind spot risk is low; when the blind spot risk is low, set the avoidance end position closer to the inner side in the traveling direction than when the blind spot risk is high.

7. The driving assistance method according to claim 1, wherein, the processor performs the following processing: when it is determined that the blind spot area does not exist, obtain the vehicle speed of the host vehicle; calculate a first avoidance distance based on the vehicle speed and a first specified time required for the avoidance control; set an avoidance start position for starting the avoidance section at a position that is the first avoidance distance away from the position of the obstacle in the opposite direction of the traveling direction; set the avoidance end position at a position that is the first avoidance distance away from the position of the obstacle in the traveling direction.

8. The driving assistance method according to claim 7, wherein, the processor performs the following processing: set a second avoidance section determined by a second avoidance distance for the host vehicle to travel on the side of the obstacle with the position of the obstacle as the starting point; set the avoidance start position of the avoidance section at a position that is the first avoidance distance away from the start position of the second avoidance section in the opposite direction of the traveling direction; set the avoidance end position of the avoidance section at a position that is the first avoidance distance away from the end position of the second avoidance section in the traveling direction.

9. The driving assistance method according to claim 7 or 8, wherein, the processor performs the following processing: when it is determined that the blind spot area exists, calculate a blind spot risk indicating the possibility that a moving body traveling in the oncoming lane enters the avoidance section from the blind spot area; correct the first avoidance distance according to the blind spot risk; set the avoidance end position at a position that is the corrected first avoidance distance away from the position of the obstacle in the traveling direction.

10. The driving assistance method according to any one of claims 1, 2, 4, 6 to 8, wherein, when there is either an adjacent lane or a guide strip in the avoidance direction with respect to the host lane, the processor determines that the host vehicle can avoid the obstacle in the avoidance direction.

11. The driving assistance method according to any one of claims 1, 2, 4, 6 to 8, wherein, The processor performs the following processing: Determine which side of the left - right direction the obstacle is biased towards in the own lane; Use the direction opposite to the direction in which the obstacle is biased in the own lane as the avoidance direction, and determine whether the own vehicle can avoid the obstacle.

12. The driving assistance method according to claim 10, wherein, The processor performs the following processing: Set the boundary of the drivable area where the own vehicle can travel as the lane boundary of the own lane; When it is determined that the own vehicle can avoid the obstacle, if there is an adjacent lane in the avoidance direction, set the boundary on the avoidance - direction side of the drivable area as the lane boundary on the avoidance - direction side of the adjacent lane.

13. The driving assistance method according to claim 10, wherein, The processor performs the following processing: Set the boundary of the drivable area where the own vehicle can travel as the lane boundary of the own lane; When it is determined that the own vehicle can avoid the obstacle, if there is a guide strip in the avoidance direction, set the boundary on the avoidance - direction side of the drivable area as the boundary on the avoidance - direction side of the guide strip.

14. A driving assistance device, comprising: A driving - boundary acquisition unit that acquires lane information around the own vehicle; A surrounding - object acquisition unit that acquires surrounding - object information related to an object around the own vehicle; An obstacle determination unit that determines whether there is an obstacle that obstructs the travel of the own vehicle in the own lane in which the own vehicle is traveling, based on the lane information and the surrounding - object information; An avoidance determination unit that, when the obstacle determination unit determines that there is an obstacle, determines whether the own vehicle can avoid the obstacle based on the lane information by steering control to an oncoming lane located in the avoidance direction for avoiding the obstacle and opposite to the traveling direction of the own vehicle; A blind - spot determination unit that determines whether there is a blind - spot area that is a blind spot when observed from the own vehicle in the oncoming lane; A blind - spot risk calculation unit that, when it is determined that there is a blind - spot area, determines whether there is a possibility that a moving body moving in the oncoming lane enters the avoidance section for the own vehicle to perform an avoidance control including the steering control; An avoidance - section setting unit that, when it is determined that the own vehicle can avoid the obstacle and there is such an entry possibility, sets the avoidance - end position of the avoidance section to be closer to the front side in the traveling direction than the case where it is determined that the own vehicle can avoid the obstacle and there is no such entry possibility; A vehicle control unit that generates a travel path for causing the own vehicle to travel from the avoidance - start position of the avoidance section to the avoidance - end position.

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