Operation control method and operation control device

Abstract

To provide an operation control method and an operation control device which can decrease the cases that the operation control device performs a crossover avoidance control when a stop-scheduled position exists at the downstream side of an own vehicle.SOLUTION: A processor 10 of an operation control device 100 determines whether a stop-scheduled position Ps0 exists at a prescribed area A in a downstream side of an own vehicle 1. A crossing determination value representing possibility where the own vehicle 1 and a moving object 2 cross each other when the stop-scheduled position Ps0 exists is calculated to be lower than a crossing determination value when the stop-scheduled position Ps0 does not exist. The crossing determination value is determined to be higher than a specified determination threshold value or not, and when the crossing determination value is higher than the determination threshold value, a crossover avoidance control is performed.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operation control method and an operation control device.

Background Art

[0002] When the possibility that the host vehicle intersects with a target moving object reaches a predetermined level, the operation control device described in Patent Document 1 starts operation control for avoiding the intersection. The operation control device described in Patent Document 1 adjusts the threshold value of the determination value for determining whether or not the possibility that the host vehicle intersects with a moving object has reached a predetermined level according to the curvature of the road.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the operation control device described in Patent Document 1 determines the possibility that the host vehicle intersects with a moving object according to the curvature of the road, even when there is a planned stop position of the host vehicle on the downstream side of the host vehicle, there is a possibility of executing operation control for avoiding the intersection in the same manner as when there is no planned stop position.

[0005] The problem to be solved by the present invention is to provide an operation control method and an operation control device that can reduce the scenes in which the operation control device executes intersection avoidance control when there is a planned stop position on the downstream side of the host vehicle.

Means for Solving the Problems

[0006] When the intersection determination value indicating the possibility of the own vehicle and the moving object intersecting is higher than a predetermined determination threshold, the present invention executes intersection avoidance control. When there is a planned stop position in a predetermined area on the downstream side of the own vehicle, the intersection determination value is calculated to be lower than when there is no planned stop position, thereby solving the above problems.

Effect of the Invention

[0007] According to the present invention, when there is a planned stop position, the intersection determination value is calculated to be lower than when there is no planned stop position. Therefore, when there is a planned stop position on the downstream side of the own vehicle, the effect is achieved that the scene in which the driving control device executes intersection avoidance control can be reduced.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of a host vehicle 1 and a driving control device 100 that controls the autonomous driving of the host vehicle 1. The host vehicle 1 includes a driving control device 100, a detection device 101, a host vehicle position acquisition unit 102, a map database 103, and an actuator 104.

[0010] The detection device 101 has either or both of an in-vehicle camera that images the surroundings of the host vehicle and a radar that detects moving objects and obstacles around the host vehicle. The detection result of the detection device 101 is output to the driving control device 100 at a predetermined time interval. Note that the moving objects detected by the detection device 101 are, for example, other vehicles, pedestrians, or bicycles (two-wheeled vehicles).

[0011] The host vehicle position acquisition unit 102 is composed of a GPS unit, a gyro sensor, a vehicle speed sensor, and the like. The host vehicle position acquisition unit 102 detects radio waves transmitted from a plurality of satellite communications by the GPS unit, periodically acquires the position information of the host vehicle 1, and based on the acquired position information of the host vehicle 1, the angle change information acquired from the gyro sensor, and the vehicle speed acquired from the vehicle speed sensor, detects the current position of the host vehicle 1. The position information of the host vehicle 1 detected by the host vehicle position acquisition unit 102 is output to the driving control device 100 at a predetermined time interval.

[0012] The map database 103 is a memory configured to store three-dimensional high-precision map information including position information of various facilities and specific points and to be accessible from the driving control device 100. The map database 103 stores high-precision digital map information (high-precision map, dynamic map). The high-precision map information includes identification information of a plurality of lanes that the road has.

[0013] The actuator 104 includes a brake actuator and a steering actuator. The driving control device 100 controls the brake actuator to control the braking operation of the host vehicle 1. Thereby, the driving control device 100 can start the deceleration of the host vehicle 1 or control the deceleration rate of the host vehicle 1 during deceleration. Note that the driving control device 100 may perform only the deceleration control of the host vehicle 1. Further, the driving control device 100 executes the steering control of the host vehicle by controlling the operation of the steering actuator. Further, the driving control device 100 can execute the intersection avoidance control for a moving object that may intersect the host vehicle 1 by controlling the actuator 104. The intersection avoidance control is a control executed to reduce the possibility that the host vehicle 1 intersects with the moving object. Further, the intersection avoidance control is also a control executed to reduce the discomfort of the occupant of the host vehicle 1 or the occupant of the moving object (when the moving object is a pedestrian, the moving object) regarding the behavior (deceleration / steering) of the host vehicle 1 with respect to a moving object that may intersect the host vehicle 1. Note that the "discomfort of the occupant" means that the occupant of the host vehicle 1, the moving object, or the occupant of the moving object feels that "when the host vehicle 1 travels in the current state, the host vehicle 1 and the moving object are too close". The intersection avoidance control includes vehicle speed control (deceleration control) for decelerating the host vehicle 1 by controlling the brake actuator. Further, the intersection avoidance control includes automatic steering control for steering the host vehicle 1 before the host vehicle 1 intersects with the moving object by controlling the steering actuator. Further, the intersection avoidance control may be only vehicle speed control (deceleration control) for decelerating the host vehicle 1.

[0014] Next, the configuration of the driving control device 100 will be described in detail with reference to FIGS. 1 to 7. As shown in FIG. 1, the driving control device 100 includes a processor 10. The processor 10 is composed of a ROM (Read Only Memory) that stores a program for controlling the driving of the host vehicle, a CPU (Central Processing Unit) that executes the program stored in this ROM, and a RAM (Random Access Memory) that functions as an accessible storage device. Note that as the operation circuit, instead of or together with the CPU (Central Processing Unit), an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), etc. can be used. The processor 10 includes a planned stop position acquisition unit 11, a planned stop position determination unit 18, a host vehicle route acquisition unit 12, a moving object route prediction unit 13, an intersection prediction position specifying unit 14, an intersection determination value calculation unit 15, an intersection determination unit 16, and a vehicle control unit 17. The planned stop position acquisition unit 11, the planned stop position determination unit 18, the host vehicle route acquisition unit 12, the moving object route prediction unit 13, the intersection prediction position specifying unit 14, the intersection determination value calculation unit 15, the intersection determination unit 16, and the vehicle control unit 17 execute programs for realizing the respective functions of the processor 10. In addition, in FIG. 1, although the driving control device 100 is mounted on the host vehicle 1, it is not limited thereto, and the driving control device 100 may be a device that remotely operates the host vehicle 1.

[0015] The stop planned position acquisition unit 11 acquires a stop planned position Ps0 at which the host vehicle 1 is planned to temporarily stop. For example, as shown in FIG. 2, when the host vehicle 1 traveling in the first lane L1 enters the second lane L2 intersecting the first lane L1, the stop planned position acquisition unit 11 sets a virtual stop line S on the upstream side of the road boundary B of the second lane L2 in the traveling direction of the host vehicle 1. The stop planned position acquisition unit 11 acquires the position of the virtual stop line S as the stop planned position Ps0. Note that the virtual stop line S is preferably located about 1 m upstream of the road boundary B, but is not limited thereto. Further, the stop planned position acquisition unit 11 may acquire the position of the stop line on the road surface detected by the detection device 101 as the stop planned position Ps0.

[0016] The stop planned position determination unit 18 determines whether or not there is a stop planned position Ps0 in a predetermined area A on the downstream side of the host vehicle 1 based on the stop planned position Ps0 acquired by the stop planned position acquisition unit 11. The predetermined area A is an area that can be detected using an optical sensor such as a camera or a radar mounted on the host vehicle 1. Note that the predetermined area A on the downstream side of the host vehicle 1 is, in the example shown in FIG. 2, an area on the downstream side of the host vehicle 1 and on the upstream side of the road boundary B, but is not limited thereto, and may be any area on the downstream side of the host vehicle 1 that can be detected by the detection device 101. Further, the stop planned position determination unit 18 may determine whether or not there is a stop planned position Ps0 in the predetermined area A based on the stop planned position Ps0 acquired by the stop planned position acquisition unit 11 from the navigation system. The predetermined area A may be an area away from the current position of the host vehicle 1. Further, the stop planned position determination unit 18 compares the intersection prediction position specified by the intersection prediction position specifying unit 14 described later with the stop planned position Ps0, and determines whether or not the intersection prediction position is located on the downstream side of the stop planned position Ps0 in the planned travel route R0 of the host vehicle 1.

[0017] The host vehicle route acquisition unit 12 acquires the planned travel route R0 of the host vehicle 1. The planned travel route R0 is set based on the position information of the destination, the set route information, the lane information, the road environment, and the like. In the example shown in FIG. 2, the host vehicle route acquisition unit 12 acquires the planned travel route R0 for the host vehicle 1 traveling in the first lane L1 to turn left and enter the second lane L2. Note that the planned travel route R0 is not limited to this, and may be a route in which the host vehicle 1 turns right, or may be a route in which the host vehicle 1 goes straight at an intersection.

[0018] The moving object route prediction unit 13 calculates a predicted movement route R1 based on the behavior, movement direction, lane, etc. of the moving object detected by the detection device 101. In the example shown in FIG. 2, the moving object route prediction unit 13 calculates the predicted movement route R1 of the moving object 2, which is another vehicle traveling in the second lane L2, along the second lane L2.

[0019] The intersection prediction position specifying unit 14 acquires an intersection prediction position at which an intersection between the host vehicle 1 and the moving object 2 is predicted in the planned travel route R0 of the host vehicle 1. In the example shown in FIG. 2, the intersection prediction position specifying unit 14 acquires the intersection of the planned travel route R0 of the host vehicle 1 and the predicted movement route R1 of the moving object 2 as the intersection prediction position Px1. Further, the intersection prediction position is not limited to the intersection of the planned travel route R0 of the host vehicle 1 and the predicted movement route R1 of the moving object 2. For example, like the intersection prediction position Px2 shown in FIG. 4, it may be a point at which the host vehicle 1 and the moving object 2 are predicted to be closest in the planned travel route R0 of the host vehicle 1.

[0020] The intersection determination value calculation unit 15 calculates (or sets) an intersection determination value indicating the possibility that the host vehicle 1 intersects with the moving object 2 based on the vehicle speed Va of the host vehicle 1, the vehicle speed Vt of the moving object 2, and the intersection prediction positions Px1 and Px2. Further, as shown in FIG. 2, when the planned stop position Ps0 exists in the predetermined area A on the downstream side of the host vehicle 1 and the intersection prediction position Px1 is located on the downstream side of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be lower than when there is no planned stop position Ps0. More specifically, the intersection determination value calculation unit 15 first calculates an intersection determination value indicating the possibility that the host vehicle 1 intersects with the moving object 2 at the intersection prediction position Px1. Next, when the planned stop position determination unit 18 determines that the planned stop position Ps0 exists in the predetermined area A and the intersection prediction position Px1 is located on the downstream side of the planned stop position Ps0, the intersection determination value calculation unit 15 recalculates the intersection determination value to be lower. That is, the intersection determination value calculation unit 15 calculates the intersection determination value such that the intersection determination value when the intersection prediction position Px1 is located on the downstream side of the planned stop position Ps0 is lower than the intersection determination value when there is no planned stop position Ps0. Note that the intersection determination value calculation unit 15 recalculates the intersection determination value to be lower after the host vehicle 1 starts decelerating so as to stop at the planned stop position Ps0, or after the processor 10 of the operation control device 100 determines to execute the deceleration control of the host vehicle 1 toward the planned stop position Ps0. Note that the intersection determination value calculation unit 15 may recalculate the intersection determination value to be lower at the timing when the host vehicle 1 starts decelerating so as to stop at the planned stop position Ps0, or at the timing when the processor 10 determines to execute the deceleration control of the host vehicle 1 toward the planned stop position Ps0.

[0021] On the other hand, as shown in FIG. 4, when the planned stop position Ps0 exists in the predetermined area A and the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be the same value as when the planned stop position Ps0 does not exist. In other words, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the intersection determination value calculation unit 15 determines that the planned stop position Ps0 does not exist in the predetermined area A and calculates the intersection determination value. That is, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be higher than when the intersection prediction position Px2 is located downstream of the planned stop position Ps0. More specifically, even when the planned stop position Ps0 exists in the predetermined area A, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the intersection determination value calculation unit 15 does not recalculate the intersection determination value. When the intersection prediction position is at the same position as the planned stop position Ps0, the intersection determination value calculation unit 15 also calculates the intersection determination value to be the same value as when the planned stop position Ps0 does not exist. That is, when the intersection prediction position is at a position other than downstream of the planned stop position Ps0 (when the intersection prediction position is upstream of the planned stop position Ps0 or when the intersection prediction position is at the same position as the planned stop position Ps0), the intersection determination value calculation unit 15 determines that the planned stop position Ps0 does not exist in the predetermined area A and calculates the intersection determination value to be the same value as when the planned stop position Ps0 does not exist. Also, when the intersection prediction position is at a position other than downstream of the planned stop position Ps0 (when the intersection prediction position is upstream of the planned stop position Ps0 or when the intersection prediction position is at the same position as the planned stop position Ps0), the intersection determination value calculation unit 15 may calculate the intersection determination value to be higher than when the intersection prediction position Px2 is located downstream of the planned stop position Ps0 and lower than when the planned stop position Ps0 does not exist.

[0022] In addition, the intersection determination value calculation unit 15 may calculate the intersection determination value based on other conditions in addition to the positional relationship between the planned stop position Ps0 and the predicted intersection positions Px1 and Px2. For example, as shown in FIG. 2, the intersection determination value calculation unit 15 calculates the predicted vehicle intersection time when the host vehicle 1 passes through the predicted intersection position Px1 when traveling on the planned travel route R0 at the current vehicle speed Va. Further, the intersection determination value calculation unit 15 calculates the predicted moving object intersection time when the moving object 2 passes through the predicted intersection position Px1 when moving on the predicted movement route R1 at the current vehicle speed Va. Then, the intersection determination value calculation unit 15 calculates the intersection determination value based on the difference between the predicted vehicle intersection time and the predicted moving object intersection time. That is, when the conditions related to the presence or absence of the planned stop position Ps0 and the positional relationship between the planned stop position Ps0 and the predicted intersection positions Px1 and Px2 are the same, the intersection determination value calculation unit 15 may calculate a higher intersection determination value as the difference between the predicted vehicle intersection time and the predicted moving object intersection time is smaller. Note that when the arrival time difference at the predicted intersection position is equal to or less than a predetermined time, the processor 10 may perform intersection avoidance control.

[0023] Also, as shown in FIG. 6, when the moving object 2 is a pedestrian, the intersection determination value calculation unit 15 does not recalculate the intersection determination value even if there is a planned stop position Ps0 in the predetermined area A and the intersection prediction position Px1 is located downstream of the planned stop position Ps0. In other words, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be lower when the moving object 2 is another vehicle than when there is no planned stop position Ps0. On the other hand, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be the same as when there is no planned stop position Ps0 when the moving object 2 is a pedestrian. That is, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the intersection determination value calculation unit 15 calculates the intersection determination value to be higher when the moving object 2 is a pedestrian than when the moving object 2 is another vehicle. Also, when the moving object 2 is a two-wheeled vehicle such as a bicycle, similarly, even if there is a planned stop position Ps0 in the predetermined area A and the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the intersection determination value is not recalculated. Note that the processor 10 analyzes at least one of the size, shape, and behavior of the moving object based on the image of the moving object acquired by the detection device 101, and determines the attribute (vehicle, pedestrian, two-wheeled vehicle, etc.) of the moving object.

[0024] The intersection determination unit 16 determines whether the intersection determination value calculated by the intersection determination value calculation unit 15 is higher than a predetermined determination threshold. The determination threshold is a threshold based on the criterion of whether not performing intersection avoidance control for the target moving object gives a sense of discomfort to the occupant of the host vehicle 1 and the occupant of the target moving object (the moving object when the moving object is a pedestrian). That is, when the intersection determination value is higher than the predetermined determination threshold, the intersection determination unit 16 determines that it is necessary to execute intersection avoidance control so as to reduce the sense of discomfort felt by the occupant of the host vehicle 1 and the occupant of the moving object 2 (the moving object 2 when the moving object 2 is a pedestrian) with respect to the behavior of the host vehicle 1 with respect to the moving object 2.

[0025] In addition, the intersection determination unit 16 includes a vehicle speed profile generation unit 16a. When there is a planned stop position Ps0 in a predetermined area A, the vehicle speed profile generation unit 16a calculates a target vehicle speed V0 for stopping the host vehicle 1 at the planned stop position Ps0. Then, as shown in FIG. 3, the vehicle speed profile generation unit 16a generates a target vehicle speed profile indicating the change in the target vehicle speed V0 until the host vehicle 1 reaches the planned stop position Ps0. Note that the deceleration start position Pd0 of the target vehicle speed V0 is a position where the target vehicle speed V0 generated by the vehicle speed profile generation unit 16a becomes equal to or lower than a preset limit vehicle speed VL. Note that the deceleration start positions Pd0, Pd1, Pd2, the planned stop position Ps0, the first stop position Ps1, and the second stop position Ps2 shown in FIG. 3 indicate positions relative to a predetermined intersection prediction position Px1.

[0026] In addition, the vehicle speed profile generation unit 16a calculates avoidance vehicle speeds V1 and V2 in the case where it is assumed that the driving control device 100 executes intersection avoidance control according to the intersection determination value. Then, as shown in FIG. 3, the vehicle speed profile generation unit 16a generates an intersection avoidance vehicle speed profile indicating the change in the intersection avoidance vehicle speeds V1 and V2. Note that the intersection avoidance vehicle speed V1 is an intersection avoidance vehicle speed calculated based on the intersection determination value when there is a planned stop position Ps0 in the predetermined area A and the intersection prediction position Px1 is located downstream of the planned stop position Ps0. Also, the intersection avoidance vehicle speed V2 is an intersection avoidance vehicle speed V2 calculated based on the intersection determination value when there is no planned stop position Ps0 in the predetermined area A.

[0027] Specifically, as shown in FIG. 3, the vehicle speed profile generation unit 16a sets the first deceleration D1 of the intersection avoidance vehicle speed V1 corresponding to the first intersection determination value to be higher than the second deceleration D2 of the intersection avoidance vehicle speed V2 corresponding to the second intersection determination value that is higher than the first intersection determination value. That is, the vehicle speed profile generation unit 16a sets the deceleration of the intersection avoidance vehicle speed to be higher as the intersection determination value is lower. Also, the vehicle speed profile generation unit 16a sets the first stop position Ps1 where the host vehicle 1 stops based on the intersection avoidance vehicle speed V1 corresponding to the first intersection determination value to be downstream of the second stop position Ps2 where the host vehicle 1 stops based on the intersection avoidance vehicle speed V2 corresponding to the second intersection determination value. That is, the vehicle speed profile generation unit 16a generates the intersection avoidance vehicle speed profiles of the intersection avoidance vehicle speeds V1 and V2 such that the stop position is more downstream as the intersection determination value is lower. In other words, the vehicle speed profile generation unit 16a generates the intersection avoidance vehicle speed profiles of the intersection avoidance vehicle speeds V1 and V2 such that the distance between the stop position and the intersection prediction position Px1 (stop vehicle distance) becomes shorter as the intersection determination value is lower.

[0028] Furthermore, the vehicle speed profile generation unit 16a sets one or both of the decelerations of the intersection avoidance vehicle speeds V1 and V2 and the stop positions Ps1 and Ps2 according to the intersection determination value, and sets the first deceleration start position Pd1 of the intersection avoidance vehicle speed V1 to be downstream of the second deceleration start position Pd2 of the intersection avoidance vehicle speed V2. That is, the vehicle speed profile generation unit 16a generates the intersection avoidance vehicle speed profiles of the intersection avoidance vehicle speeds V1 and V2 such that the deceleration start position is more downstream as the intersection determination value is lower. Note that the deceleration start positions Pd1 and Pd2 of the intersection avoidance vehicle speeds V1 and V2 are positions where the intersection avoidance vehicle speeds V1 and V2 calculated by the vehicle speed profile generation unit 16a become equal to or lower than a preset limit vehicle speed VL.

[0029] When the intersection avoidance vehicle speed is lower than the target vehicle speed V0, the intersection determination unit 16 determines that the intersection determination value is higher than the determination threshold. Here, in the example shown in FIG. 2, since the planned stop position Ps0 exists in the predetermined area A and the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the intersection determination unit 16 compares the target vehicle speed V0 with the intersection avoidance vehicle speed V1. At each time point until the planned stop position Ps0, since the intersection avoidance vehicle speed V1 is equal to or higher than the target vehicle speed V0, the intersection determination unit 16 determines that the intersection determination value is equal to or lower than the determination threshold.

[0030] On the other hand, in the example shown in FIG. 4, since the planned stop position Ps0 exists in the predetermined area A and the intersection prediction position Px1 is located upstream of the planned stop position Ps0, the vehicle speed profile generation unit 16a calculates the same intersection avoidance vehicle speed V3 as when there is no planned stop position Ps0 in the predetermined area A, as shown in FIG. 5. Note that the deceleration start position Pd3 of the intersection avoidance vehicle speed V3 is a position where the intersection avoidance vehicle speed V3 becomes equal to or lower than a pre-specified limit vehicle speed VL. Also, the stop position Ps3 of the intersection avoidance vehicle speed V3 is upstream of the intersection prediction position Px2. The intersection determination unit 16 compares the target vehicle speed V0 with the intersection avoidance vehicle speed V3, and at each time point until reaching the stop position Ps3, since the intersection avoidance vehicle speed V1 is lower than the target vehicle speed V0, the intersection determination unit 16 determines that the intersection determination value is higher than the determination threshold.

[0031] Based on the determination result by the intersection determination unit 16, the vehicle control unit 17 shown in FIG. 1 outputs a control command to the actuator 104. Specifically, as shown in FIG. 3, when the intersection avoidance vehicle speed V1 is equal to or higher than the target vehicle speed V0, that is, when the intersection determination value is equal to or lower than the determination threshold, the vehicle control unit 17 controls the vehicle speed Va so that the host vehicle 1 travels at the limit vehicle speed VL until reaching the deceleration start position Pd0 of the target vehicle speed V0, as shown by the solid line graph (vehicle speed Va). Also, the vehicle control unit 17 controls the vehicle speed Va to decelerate according to the target vehicle speed V0 between the deceleration start position Pd0 and the planned stop position Ps0. That is, when the intersection determination value is equal to or lower than the determination threshold, the vehicle control unit 17 does not execute intersection avoidance control.

[0032] On the one hand, as shown in FIG. 5, when the intersection avoidance vehicle speed V3 is lower than the target vehicle speed V0, that is, when the intersection determination value is higher than the determination threshold value, the vehicle control unit 17 controls the vehicle speed Va as shown in the solid line graph. Here, the moving object determination end position Py3 shown in FIG. 5 is the position of the host vehicle 1 when the detection device 101 detects that the moving object 2 has passed through the intersection prediction position Px2. That is, the vehicle control unit 17 controls the vehicle speed Va so that the host vehicle 1 travels at the restricted vehicle speed VL until it reaches the deceleration start position Pd3 of the intersection avoidance vehicle speed V3. Also, the vehicle control unit 17 controls the vehicle speed Va to decelerate according to the intersection avoidance vehicle speed V3 between the deceleration start position Pd3 and the moving object determination end position Py3. That is, when the intersection determination value is higher than the determination threshold value, the vehicle control unit 17 executes intersection avoidance control. After the host vehicle 1 passes through the moving object determination end position Py3, the vehicle control unit 17 temporarily accelerates the vehicle speed Va of the host vehicle 1 and then decelerates the vehicle speed Va according to the target vehicle speed V0 to stop the host vehicle 1 at the planned stop position Ps0. Note that the deceleration start position Pd3, the planned stop position Ps0, and the stop position Ps3 shown in FIG. 5 indicate positions relative to a predetermined intersection prediction position Px3.

[0033] Also, as shown in FIG. 6, when the moving object 2 is a pedestrian, the vehicle speed profile generation unit 16a of the intersection determination unit 16 may calculate an intersection avoidance vehicle speed V4 that performs two-stage deceleration from the deceleration start position Pd4 to the planned stop position Ps0, as shown in FIG. 7. The deceleration start position Pd4 is a position where the intersection avoidance vehicle speed V4 becomes equal to or lower than a preset limit vehicle speed VL. In the example of FIG. 7, at each time point until reaching the planned stop position Ps0, since the intersection avoidance vehicle speed V4 is lower than the target vehicle speed V0, the intersection determination unit 16 determines that the intersection determination value is higher than the determination threshold. Then, the vehicle control unit 17 executes intersection avoidance control that performs two-stage deceleration from the deceleration start position Pd4 to the planned stop position Ps0 in accordance with the intersection avoidance vehicle speed V4. Note that the vehicle speed profile generation unit 16a of the intersection determination unit 16 may generate an intersection avoidance vehicle speed profile that performs two-stage deceleration, as shown by the intersection avoidance vehicle speed V4, even when the moving object 2 is a two-wheeled vehicle such as a bicycle. Thereby, the driving control device 100 can make the virtual intersection time of the host vehicle 1 with respect to the intersection prediction position Px1 longer than the virtual intersection time when two-stage deceleration is not performed. Therefore, by executing intersection avoidance control involving two-stage deceleration, the driving control device 100 can reduce the discomfort felt by the passengers of the host vehicle 1 and the discomfort felt by the pedestrians or the passengers of the two-wheeled vehicle regarding the deceleration of the host vehicle 1 with respect to the pedestrian / two-wheeled vehicle (moving object 2). The virtual intersection time is the time it takes for the host vehicle 1 to reach the intersection prediction position Px1 from the virtual position, assuming that the host vehicle 1 is traveling at a virtual vehicle speed according to the vehicle speed profile at a virtual position on the planned travel route R0, and assuming that the virtual vehicle speed is maintained after the host vehicle 1 passes through the virtual position.

[0034] Next, the procedure of the driving control method executed by the processor 10 of the driving control device 100 will be described using the flowchart shown in FIG. 8. In step S1, the intersection determination value calculation unit 15 calculates an intersection determination value indicating the possibility of the moving object 2 detected by the detection device 101 intersecting with the host vehicle 1.

[0035] Next, in step S2, the stop planned position determination unit 18 determines whether or not there is a stop planned position Ps0 where the host vehicle 1 is planned to stop in a predetermined area A on the downstream side of the host vehicle 1. If there is no stop planned position Ps0 in the predetermined area A, the process proceeds to step S6.

[0036] On the other hand, if there is a stop planned position Ps0 in the predetermined area A, in step S3, the stop planned position determination unit 18 of the processor 10 determines whether or not the stop planned position Ps0 is located on the downstream side of the intersection prediction positions Px1 and Px2 specified by the intersection prediction position specifying unit 14. As shown in FIG. 4, when the stop planned position Ps0 is located on the upstream side of the intersection prediction position Px2, or when the stop planned position Ps0 and the intersection prediction position are at the same position, the processor 10 re-determines that there is no stop planned position Ps0 in the predetermined area A, and the process proceeds to step S6.

[0037] On the other hand, as shown in FIG. 2, when the stop planned position Ps0 is located on the downstream side of the intersection prediction position Px2, the processor 10 determines whether or not the moving object 2 is a pedestrian or a two-wheeled vehicle. As shown in FIG. 6, when the moving object 2 is a pedestrian or a two-wheeled vehicle, the process proceeds to step S6.

[0038] On the other hand, as shown in FIG. 2, when the moving object 2 is not a pedestrian or a two-wheeled vehicle, for example, when it is another vehicle, in step S5, the intersection determination value calculation unit 15 recalculates the intersection determination value calculated in step S1 to be low.

[0039] Next, in step S6, the intersection determination unit 16 determines whether or not the intersection determination value is higher than a predetermined determination threshold. When the intersection determination value is higher than the predetermined determination threshold, in step S7, the vehicle control unit 17 executes intersection avoidance control. On the other hand, when the intersection determination value is equal to or less than the predetermined determination threshold, the vehicle control unit 17 does not execute intersection avoidance control.

[0040] In the flowchart shown in FIG. 8, as indicated by the dashed line, the processing of either one or both of steps S3 and S4 may be omitted. For example, when the processor 10 determines in step S2 that there is a planned stop position Ps0 in the predetermined area A, regardless of the position of the intersection prediction position and the attributes of the moving object, in step S5, the intersection determination value may be recalculated to be low. Further, when the processor 10 determines in step S2 that there is a planned stop position Ps0 in the predetermined area A, step S3 may be omitted, and in step S4, it may be determined whether the moving object is a pedestrian or a two-wheeled vehicle. Further, when the processor 10 determines in step S3 that the intersection prediction position Px1 is located on the downstream side of the planned stop position Ps0, regardless of the attributes of the moving object, in step S5, the intersection determination value may be recalculated to be low.

[0041] As described above, the processor 10 of the driving control device 100 according to the present embodiment calculates an intersection determination value indicating the possibility that the host vehicle 1 intersects with the moving object 2, determines whether the intersection determination value is higher than a predetermined determination threshold, and executes intersection avoidance control when the intersection determination value is higher than the determination threshold. Further, when there is a planned stop position Ps0 where the host vehicle 1 is planned to stop in a predetermined area A on the downstream side of the host vehicle 1, the processor 10 calculates the intersection determination value to be lower than when there is no planned stop position Ps0. That is, the processor 10 calculates the intersection determination value so that the intersection determination value when there is a planned stop position Ps0 in the predetermined area A is lower than the intersection determination value when there is no planned stop position Ps0. Thereby, when there is a planned stop position Ps0 on the downstream side of the host vehicle 1, the driving control device 100 makes it less likely to execute intersection avoidance control than when there is no planned stop position Ps0. Therefore, when there is a planned stop position Ps0 on the downstream side of the host vehicle 1, the driving control device 100 can reduce the scenes in which intersection avoidance control is executed. Specifically, when there is a planned stop position Ps0 on the downstream side of the host vehicle 1, the driving control device 100 can stably stop the host vehicle 1 at the planned stop position Ps0 as shown in the solid line graph of FIG. 3. That is, even when the moving object 2 is detected, the driving control device 100 can stably stop the host vehicle 1 at the planned stop position Ps0, so that the comfort of the passengers can be improved. Note that "stably stopping the host vehicle 1 at the planned stop position Ps0" means that when the intersection determination value is equal to or less than the determination threshold, the host vehicle 1 smoothly decelerates and stops at the planned stop position Ps0 without executing acceleration / deceleration or steering control due to intersection avoidance control.

[0042] Further, as shown in FIG. 2, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the driving control device 100 calculates the intersection determination value to be lower than when there is no planned stop position Ps0. That is, the processor 10 calculates the intersection determination value such that the intersection determination value when the intersection prediction position Px1 is located downstream of the planned stop position Ps0 is lower than the intersection determination value when there is no planned stop position Ps0. Thereby, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the driving control device 100 makes it more difficult to execute the intersection avoidance control than when there is no planned stop position Ps0. Therefore, when the intersection prediction position Px1 is located downstream of the planned stop position Ps0, the driving control device 100 can reduce the scenes in which the intersection avoidance control is executed.

[0043] Further, as shown in FIG. 4, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 calculates the intersection determination value to be higher than when the intersection prediction position is located downstream of the planned stop position Ps0. Thereby, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, that is, when the intersection prediction position Px2 is closer to the position of the host vehicle 1, the driving control device 100 makes it easier to execute the intersection avoidance control than when the intersection prediction position is located downstream of the planned stop position Ps0. Therefore, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 can increase the number of scenes in which the intersection avoidance control is executed so as not to give a sense of discomfort to the occupant of the host vehicle 1 and the occupant (moving object 2) of the moving object 2 with respect to the behavior of the host vehicle 1 with respect to the moving object 2, compared to the case where the intersection prediction position Px2 is located downstream of the planned stop position Ps0.

[0044] Further, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 determines that there is no planned stop position Ps0 in the predetermined area A. That is, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 calculates the intersection determination value to be the same value as when there is no planned stop position Ps0. Thereby, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 can execute intersection avoidance control at the same frequency (timing) as when there is no planned stop position Ps0. Therefore, when the intersection prediction position Px2 is located upstream of the planned stop position Ps0, the driving control device 100 can execute intersection avoidance control so as not to give a sense of discomfort to the occupants of the host vehicle 1 and the moving object 2 (the moving object 2) regarding the behavior of the host vehicle 1 with respect to the moving object 2.

[0045] Further, the intersection avoidance control includes vehicle speed control for decelerating the host vehicle 1. Thereby, by executing the intersection avoidance control, the driving control device 100 can decelerate the host vehicle 1 so as not to give a sense of discomfort to the occupants of the host vehicle 1 and the moving object 2 (the moving object 2) regarding the behavior of the host vehicle 1 with respect to the moving object 2.

[0046] When there is a planned stop position Ps0 in the predetermined area A, the driving control device 100 calculates a target vehicle speed V0 for stopping the host vehicle 1 at the planned stop position Ps0. Further, the driving control device 100 calculates an intersection avoidance vehicle speed for decelerating the host vehicle 1 by the intersection avoidance control. Then, when the intersection avoidance vehicle speed is lower than the target vehicle speed V0, the driving control device 100 determines that the intersection determination value is higher than the determination threshold, and makes the host vehicle 1 travel at the intersection avoidance vehicle speed. Thereby, even when the vehicle speed V0 of the host vehicle 1 changes, the driving control device 100 determines whether the intersection determination value is higher than a predetermined determination threshold at an appropriate timing according to the target vehicle speed V0, and when the intersection determination value is higher than the determination threshold, the driving control device 100 can execute intersection avoidance control based on the intersection avoidance vehicle speed.

[0047] The driving control device 100 sets the first deceleration start position Pd1 of the intersection avoidance vehicle speed V1 corresponding to the first intersection determination value downstream of the second deceleration start position Pd2 of the intersection avoidance vehicle speed V2 corresponding to the second intersection determination value higher than the first intersection determination value. Thereby, the driving control device 100 sets the deceleration start position of the intersection avoidance vehicle speed upstream as the intersection determination value is higher, advances the start timing of the intersection avoidance control, and reduces the discomfort felt by the occupant of the host vehicle 1 and the occupant (moving object 2) of the moving object 2 with respect to the behavior of the host vehicle 1 with respect to the moving object 2. Further, the driving control device 100 sets the deceleration start position of the intersection avoidance vehicle speed downstream as the intersection determination value is lower, delays the start timing of the intersection avoidance control, and can improve the comfort of the occupant of the host vehicle 1.

[0048] The driving control device 100 sets the first deceleration D1 of the intersection avoidance vehicle speed V1 corresponding to the first intersection determination value higher than the second deceleration D2 of the intersection avoidance vehicle speed V2 corresponding to the second intersection determination value. Thereby, the driving control device 100 can set the deceleration start position of the intersection avoidance vehicle speed more upstream in order to lower the deceleration of the intersection avoidance vehicle speed as the intersection determination value is higher. Further, the driving control device 100 can reduce the discomfort felt by the occupant of the host vehicle 1 and the occupant (moving object 2) of the moving object 2 with respect to the behavior of the host vehicle 1 with respect to the moving object 2 by lowering the deceleration of the intersection avoidance vehicle speed as the intersection determination value is higher. On the other hand, the driving control device 100 can set the deceleration start position of the intersection avoidance vehicle speed more downstream in order to increase the deceleration of the intersection avoidance vehicle speed as the intersection determination value is lower. Further, the driving control device 100 can smoothly decelerate the host vehicle 1 by increasing the deceleration of the intersection avoidance vehicle speed as the intersection determination value is lower.

[0049] The driving control device 100 sets a first stop position Ps1 where the host vehicle 1 stops based on an intersection avoidance vehicle speed V1 corresponding to a first intersection determination value downstream of a second stop position Ps2 where the host vehicle 1 stops based on an intersection avoidance vehicle speed V2 corresponding to a second intersection determination value. Thereby, the driving control device 100 sets the stop position by intersection avoidance control upstream as the intersection determination value is higher, so that the deceleration start position of the intersection avoidance vehicle speed can be set more upstream. Further, the driving control device 100 lengthens the distance (stop vehicle distance) between the stop position and the intersection prediction position Px1 by setting the stop position upstream as the intersection determination value is higher, and can reduce the discomfort felt by the occupant of the host vehicle 1 and the occupant of the moving object 2 (moving object 2) regarding the behavior of the host vehicle 1 with respect to the moving object 2. On the other hand, the driving control device 100 sets the stop position by intersection avoidance control downstream as the intersection determination value is lower, so that the deceleration start position of the intersection avoidance vehicle speed can be set more downstream. Further, the driving control device 100 shortens the distance (stop vehicle distance) between the stop position and the intersection prediction position Px1 by setting the stop position downstream as the intersection determination value is lower, and can smoothly decelerate the host vehicle 1.

[0050] Further, when the moving object 2 is a pedestrian or a two-wheeled vehicle, the driving control device 100 calculates the intersection determination value to be higher than when the moving object 2 is another vehicle. Thereby, when the moving object 2 is a pedestrian or a two-wheeled vehicle, the driving control device 100 makes it easier to execute intersection avoidance control than when the moving object 2 is another vehicle, and can reduce the discomfort felt by the occupant of the host vehicle 1 regarding the behavior of the host vehicle 1 with respect to the moving object 2 that is a pedestrian or a two-wheeled vehicle. Further, the driving control device 100 can reduce the discomfort felt by the occupant of the pedestrian or two-wheeled vehicle regarding the behavior of the host vehicle 1 by making it easier to execute intersection avoidance control when the moving object 2 is a pedestrian or a two-wheeled vehicle.

[0051] Note that the intersection determination value is constant for a predetermined range in front of the host vehicle 1 (within a predetermined distance or within a range determined by the distance and the vehicle speed), regardless of the presence or absence of a planned stop position. For a range more than a predetermined distance away from the host vehicle 1 in the front, it may be changed according to the presence or absence of a planned stop position. In this case, for a relatively close range to the host vehicle 1 within the predetermined range in front of the host vehicle 1, it is possible to achieve both the execution of intersection avoidance control (e.g., automatic braking) for sudden emergence and the prevention of malfunction of the intersection avoidance control beyond the planned stop position. Also, based on this control, the above-described embodiments can be implemented.

Explanation of Reference Numerals

[0052] 1…Host vehicle 2…Moving object 100…Driving control device 10…Processor 15…Intersection determination value calculation unit 16…Intersection determination unit 17…Vehicle control unit 18…Planned stop position determination unit Px1, Px2…Intersection prediction positions Ps0…Planned stop position R0…Planned travel route V0…Target vehicle speed V1, V2, V3…Intersection avoidance vehicle speeds

Claims

1. A driving control method for controlling autonomous driving of a host vehicle using a processor, comprising: The processor: determines whether there is a planned stop position where the host vehicle is planned to stop in a predetermined area on the downstream side of the host vehicle; calculates a crossing determination value indicating the possibility of the host vehicle crossing a moving object such that the crossing determination value when there is the planned stop position is lower than the crossing determination value when there is no planned stop position; determines whether the crossing determination value is higher than a predetermined determination threshold; and when the crossing determination value is higher than the determination threshold, executes crossing avoidance control. A driving control method.

2. The processor: acquires a predicted crossing position where a crossing between the host vehicle and the moving object is predicted in a planned travel route of the host vehicle; determines whether the predicted crossing position is located on the downstream side of the planned stop position; and calculates the crossing determination value such that the crossing determination value when the predicted crossing position is located on the downstream side of the planned stop position is lower than the crossing determination value when there is no planned stop position. The driving control method according to claim 1.

3. The processor: when the predicted crossing position is located on the upstream side of the planned stop position, calculates the crossing determination value to be higher than when the predicted crossing position is located on the downstream side of the planned stop position. The driving control method according to claim 2.

4. The processor: when the predicted crossing position is located on the upstream side of the planned stop position, determines that there is no planned stop position in the predetermined area. The driving control method according to claim 2 or 3.

5. The crossing avoidance control includes vehicle speed control for decelerating the host vehicle. The driving control method according to any one of claims 1 to 4.

6. The processor When the planned stop position is in the predetermined area, calculate a target vehicle speed for stopping the host vehicle at the planned stop position, calculate an intersection avoidance vehicle speed for decelerating the host vehicle by the intersection avoidance control, When the intersection avoidance vehicle speed is lower than the target vehicle speed, determine that the intersection determination value is higher than the determination threshold value, and cause the host vehicle to travel at the intersection avoidance vehicle speed. The driving control method according to claim 5.

7. The processor Set the first deceleration start position of the intersection avoidance vehicle speed corresponding to the first intersection determination value to be downstream of the second deceleration start position of the intersection avoidance vehicle speed corresponding to the second intersection determination value that is higher than the first intersection determination value. The driving control method according to claim 6.

8. The processor Set the first deceleration rate of the intersection avoidance vehicle speed corresponding to the first intersection determination value to be higher than the second deceleration rate of the intersection avoidance vehicle speed corresponding to the second intersection determination value. The driving control method according to claim 7.

9. The processor Set the first stop position where the host vehicle stops based on the intersection avoidance vehicle speed corresponding to the first intersection determination value to be downstream of the second stop position where the host vehicle stops based on the intersection avoidance vehicle speed corresponding to the second intersection determination value. The driving control method according to claim 7 or 8.

10. The processor When the moving object is a pedestrian or a two-wheeled vehicle, calculate the intersection determination value to be higher than when the moving object is another vehicle. The driving control method according to any one of claims 1 to 9.

11. A driving control device that controls autonomous driving of a host vehicle using a processor, The processor A stop planned position determination unit that determines whether or not there is a stop planned position where the host vehicle is planned to stop in a predetermined area on the downstream side of the host vehicle; An intersection determination value calculation unit that calculates an intersection determination value indicating the possibility of the host vehicle intersecting with a moving object such that the intersection determination value when the stop planned position exists is lower than the intersection determination value when the stop planned position does not exist; An intersection determination unit that determines whether or not the intersection determination value is higher than a predetermined determination threshold; A vehicle control unit that executes intersection avoidance control when the intersection determination value is higher than the determination threshold A driving control device comprising the same.

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