Vehicle control method and vehicle control device

Abstract

To promote passage of a second road user in a case where there is a first road user moving on a movement line crossing or overlapping a target travel track of an own vehicle and a second road user moving on a track crossing a track of the first road user.SOLUTION: A vehicle control method includes: detecting a section including an intersection or a section where an obstacle exists on an own vehicle lane as a target section on a target traveling route for an own vehicle 1; detecting road users around the own vehicle 1; identifying a road user who is moving on a predicted track T1 crossing or overlapping a target traveling track Tt on which the own vehicle 1 travels in the objective section as a first road user U1; identifying a road user who is moving on a predicted track T2 crossing the predicted track T1 of the first road user U1 as a second road user U2; and increasing a passing time during which the own vehicle 1 passes the target section if it is determined that the own vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2.SELECTED DRAWING: Figure 2B

Description

[Technical Field]

[0001] The present invention relates to a vehicle control method and a vehicle control device. [Background technology]

[0002] Patent Document 1 describes a technique for adjusting the speed plan of an autonomously driven vehicle in accordance with other objects that intersect with the target driving trajectory of the autonomously driven vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] U.S. Patent No. 10,640,111 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the technology described in Patent Document 1 cannot facilitate the passage of a second road user when, in addition to a first road user traveling on a trajectory that intersects or overlaps with the target driving trajectory of the vehicle, a second road user traveling on a trajectory that intersects with the trajectory of the first road user is present around the vehicle. The present invention aims to promote the passage of a first road user traveling on a trajectory that intersects or overlaps with the target driving trajectory of the vehicle, and a second road user traveling on a trajectory that intersects with the trajectory of the first road user, when the second road user is present around the vehicle. [Means for solving the problem]

[0005] In one embodiment of the vehicle control method of the present invention, a future target driving route for the vehicle is set, a section on the target driving route that includes an intersection or a section where an obstacle is present on the vehicle's lane is detected as a target section, a target driving trajectory for the vehicle to travel through the target section is calculated, other vehicles or pedestrians around the vehicle are detected as road users, a predicted trajectory is the road user's future movement trajectory, a road user traveling on the predicted trajectory that intersects or overlaps with the target driving trajectory of the vehicle is identified as a first road user, a road user traveling on the predicted trajectory that intersects with the trajectory of the first road user is identified as a second road user, and if it is determined that the vehicle will interfere with the first road user before the first road user interferes with the second road user, the transit time for the vehicle to pass through the target section is increased. [Effects of the Invention]

[0006] According to the present invention, when a first road user traveling on a trajectory that intersects or overlaps with the target driving trajectory of the vehicle and a second road user traveling on a trajectory that intersects with the trajectory of the first road user are present around the vehicle, the passage of the second road user can be promoted. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a schematic configuration diagram of an example of a vehicle control device according to an embodiment; [Figure 2A] FIG. 2 is an explanatory diagram of a vehicle control method according to an embodiment. [Figure 2B] FIG. 2 is an explanatory diagram of a vehicle control method according to an embodiment. [Figure 3] FIG. 2 is a block diagram illustrating an example of a functional configuration of a controller. [Figure 4A] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 4B] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 4C] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 4D] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 5A] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 5B] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 5C] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 5D] FIG. 10 is an explanatory diagram of an example of a target section. [Figure 6A] FIG. 4 is a schematic diagram of a first example of a target vehicle speed profile. [Figure 6B] FIG. 10 is a schematic diagram of a second example of a target vehicle speed profile. [Figure 6C] FIG. 10 is a schematic diagram of a third example of a target vehicle speed profile. [Figure 7] 3 is a flowchart illustrating an example of a vehicle control method according to an embodiment. [Figure 8] 10 is a flowchart of an example of a method for evaluating interference between the host vehicle, a first road user, and a second road user. [Figure 9] 10 is a flowchart of an example of a process for determining whether a first road user has given way to the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the drawings are schematic and may differ from the actual product. Furthermore, the embodiments of the present invention shown below are examples of devices and methods for embodying the technical concept of the present invention, and the technical concept of the present invention does not limit the structure, arrangement, etc. of component parts to those described below. The technical concept of the present invention can be modified in various ways within the technical scope defined by the claims.

[0009] (composition) 1 is a schematic configuration diagram of an example of a vehicle control device according to an embodiment. A host vehicle 1 is equipped with a vehicle control device 10 that controls the driving of the host vehicle 1. The driving control by the vehicle control device 10 includes autonomous driving control that automatically drives the host vehicle 1 without the involvement of a driver based on the driving environment around the host vehicle 1, and driving assistance control that assists the driver in driving the host vehicle 1 by controlling at least one of driving, braking, and steering of the host vehicle 1. The driving assistance control may be, for example, automatic steering, automatic braking, preceding vehicle following control, constant speed driving control, lane keeping control, merging assistance control, etc.

[0010] The vehicle control device 10 includes an object sensor 11, a vehicle sensor 12, a positioning device 13, a map database (map DB) 14, a communication device 15, a navigation device 16, an actuator 17, a controller 18, and an alarm unit 19. The object sensor 11 includes a plurality of different types of object detection sensors mounted on the vehicle 1, such as a laser radar, millimeter wave radar, a camera, and LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), that detect objects around the vehicle 1. Vehicle sensor 12 is mounted on host vehicle 1 and detects various information (vehicle signals) obtained from host vehicle 1. Vehicle sensor 12 includes, for example, a vehicle speed sensor that detects the vehicle speed of host vehicle 1, a wheel speed sensor that detects the rotational speed of the tires of host vehicle 1, a three-axis acceleration sensor that detects the acceleration and deceleration in three axial directions of host vehicle 1, a steering angle sensor that detects the steering angle of the steering wheel, a turning angle sensor that detects the turning angle of the steered wheels, a gyro sensor that detects the angular velocity of host vehicle 1, a yaw rate sensor that detects the yaw rate, an accelerator sensor that detects the accelerator opening of the host vehicle, and a brake sensor that detects the amount of brake operation by the driver.

[0011] The positioning device 13 includes a Global Navigation System (GNSS) receiver and receives radio waves from multiple navigation satellites to measure the current position of the vehicle 1. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver. The positioning device 13 may also be, for example, an inertial navigation system. The map database 14 stores road map data. For example, the map database 14 may store high-precision map data (hereinafter simply referred to as "high-precision map") suitable as map information for autonomous driving. The map database 14 may also store map data for navigation (hereinafter simply referred to as "navigation map"). The communication device 15 performs wireless communication with a communication device outside the vehicle 1. The communication method used by the communication device 15 may be, for example, wireless communication using a public mobile phone network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.

[0012] The navigation device 16 recognizes the current position of the vehicle using the positioning device 13 and obtains map information for the current position from the map database 14. The navigation device 16 sets a target driving route to the destination input by the occupant and provides route guidance to the occupant along this target driving route. The navigation device 16 also outputs information about the set target driving route to the controller 18. During autonomous driving control, the controller 18 automatically drives the vehicle 1 so that it travels along the target driving route set by the navigation device 16. The actuator 17 operates the steering wheel, accelerator opening, and brake device of the host vehicle in response to control signals from the controller 18 to generate vehicle behavior of the host vehicle. The actuator 17 includes a steering actuator, an accelerator opening actuator, and a brake control actuator. The steering actuator controls the steering direction and steering amount of the steering of the host vehicle. The accelerator opening actuator controls the accelerator opening of the host vehicle. The brake control actuator controls the braking operation of the brake device of the host vehicle. The alarm unit 19 is provided on an outer surface (for example, the roof, front and / or rear) of the vehicle 1, and displays visual information output by the controller 18 toward the outside of the vehicle 1. The alarm unit 19 may be, for example, a display that displays text and image information output by the controller 18.

[0013] The controller 18 is an electronic control unit that controls the running of the host vehicle 1. The controller 18 includes a processor 18a and peripheral components such as a storage device 18b. The processor 18a may be, for example, a CPU or an MPU. The storage device 18b may include a semiconductor storage device, a magnetic storage device, an optical storage device, etc. The storage device 18b may include memories such as a register, a cache memory, and a ROM and a RAM used as a main storage device. The functions of the controller 18 described below are realized by, for example, the processor 18a executing a computer program stored in the storage device 18b. The controller 18 may be formed of dedicated hardware for executing the various information processes described below. For example, the controller 18 may include a functional logic circuit configured in a general-purpose semiconductor integrated circuit. For example, the controller 18 may include a PLD such as an FPGA.

[0014] Next, we will explain an example of a driving control method by the controller 18. Now, as shown in Fig. 2A, we will assume a scene in which the host vehicle 1 travels along a target driving route, crosses an oncoming lane at an intersection ahead of the host vehicle 1, turns (turns left in the example of Fig. 2A), and enters a crossroad. There are other vehicles U1 traveling on the road and pedestrians U2 walking on the road around the host vehicle 1. In this specification, these vehicles and pedestrians moving or about to move on the road are referred to as "road users." FIG. 2A shows, as examples of road users, another vehicle U1 following the host vehicle 1 and a pedestrian U2 about to cross the road on which the host vehicle 1 and the other vehicle U1 are traveling.

[0015] In this scene, the target driving trajectory Tt of the host vehicle 1 and the trajectory T1 of the other vehicle U1 overlap in the region R1, so the other vehicle U1 cannot proceed straight through the intersection until the host vehicle 1 turns at the intersection. Also, the trajectory T1 of the other vehicle U1 intersects with the trajectory T2 of the pedestrian U2, so if the other vehicle U1 proceeds straight through the intersection, the pedestrian U2 cannot cross the road. Therefore, when the vehicle 1 turns at the intersection and no longer interferes with the trajectory of the other vehicle U1 going straight through the intersection, the other vehicle U1 can go straight through the intersection. As a result, the pedestrian U2 may be unable to cross the road, obstructing traffic. Furthermore, if the other vehicle U1 is in the blind spot of the vehicle 1 from the perspective of the pedestrian U2, or if the pedestrian U2 is in the blind spot of the vehicle 1 from the perspective of the other vehicle U1, there is a risk that the other vehicle U1 and the pedestrian U2 will not notice each other's approach, and the two will get too close.

[0016] Therefore, the controller 18 adjusts the time it takes for the vehicle 1 to pass through the intersection so that the other vehicle U1 does not obstruct the passage of the pedestrian U2. See Fig. 2B. The controller 18 detects a section including an intersection as a target section on the future target driving route of the host vehicle. For example, Fig. 2B shows an example in which a target section including a T-junction is detected as the intersection. The controller 18 predicts predicted trajectories T1 and T2, which are future movement trajectories of road users U1 and U2 around the host vehicle 1. Then, a road user traveling on a predicted trajectory T1 that intersects or overlaps with the target driving trajectory Tt of the host vehicle 1 is identified as a first road user U1. Also, a road user traveling on a predicted trajectory T2 that intersects with the predicted trajectory T1 of the first road user U1 is identified as a second road user U2. Then, if it is determined that the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2, the passing time for the host vehicle 1 to pass through the target section is increased.

[0017] This can delay the time it takes for the first road user U1 to reach the position of the predicted trajectory T2 of the second road user U2. Since the second road user U2 can move along the predicted trajectory T2 while the host vehicle 1 is delaying the first road user U1, the passage of the second road user can be promoted. In addition, it can prevent the first road user U1 and the second road user U2 from getting too close. In the examples of Figures 2A and 2B, a section including an intersection is detected as the target section, but as will be described later, a section in which an obstacle exists on the vehicle's own lane on the vehicle's future target driving route may also be detected as the target section.

[0018] The controller 18 will be described in detail with reference to Fig. 3. The controller 18 includes an object detection unit 30, a host vehicle position estimation unit 31, a map acquisition unit 32, a detection integration unit 33, an object tracking unit 34, an in-map position calculation unit 35, a target driving trajectory generation unit 36, and a vehicle control unit 37. The object detection unit 30 detects the positions, postures, sizes, speeds, etc. of objects around the vehicle 1, such as vehicles, motorcycles, pedestrians, and obstacles, based on the detection signals of the object sensor 11. The object detection unit 30 may acquire information about objects around the vehicle 1 from other vehicles or infrastructure via vehicle-to-vehicle communication or road-to-vehicle communication by the communication device 15. The vehicle position estimation unit 31 measures the absolute position of the vehicle 1, i.e., the position, attitude, and speed of the vehicle 1 relative to a predetermined reference point, based on odometry using measurement results from the positioning device 13 and detection results from the vehicle sensor 12. The map acquisition unit 32 acquires map information indicating the structure of the road on which the vehicle 1 is traveling from the map database 14. The map acquisition unit 32 may acquire the map information from an external map data server via the communication device 15.

[0019] The detection integration unit 33 integrates the multiple detection results obtained by the object detection unit 30 from each of the multiple object detection sensors, and outputs one detection result for each object. Specifically, the most rational object behavior that minimizes error is calculated from the object behavior obtained from each object detection sensor, taking into account the error characteristics of each object detection sensor. For example, sensor fusion technology can be used to comprehensively evaluate the detection results of multiple types of sensors to obtain more accurate detection results. The object tracking unit 34 tracks the objects detected by the object detection unit 30. Specifically, based on the detection results integrated by the detection integration unit 33, the object tracking unit 34 verifies (associates) the identity of the objects between different times from the behavior of the objects output at different times, and predicts the behavior of the objects, such as their speed, based on the association. The intra-map position calculation unit 35 estimates the position and attitude of the vehicle 1 on the map from the absolute position of the vehicle 1 obtained by the vehicle position estimation unit 31 and the map information acquired by the map acquisition unit 32. The intra-map position calculation unit 35 also identifies the road on which the vehicle 1 is traveling. It also identifies the lane on which the vehicle 1 is traveling.

[0020] The target driving trajectory generating unit 36 generates a target driving trajectory Tt along which the host vehicle 1 is to travel. The target driving trajectory Tt may be information including, for example, a sequence of points on the target trajectory along which the host vehicle 1 is to travel, and a target value of the vehicle speed of the host vehicle 1 at each point in the sequence of points. In the following description, the target value of the vehicle speed of the host vehicle 1 on the target driving trajectory Tt (i.e., the vehicle speed plan) is referred to as a "target vehicle speed profile." For example, the target driving trajectory generation unit 36 calculates a target driving trajectory Tt for the host vehicle 1 to travel on the basis of the current position and attitude of the host vehicle 1, a target driving route to a destination set by a navigation system or the like (not shown), and the surrounding environment of the host vehicle 1. For example, a route space map representing the route around the host vehicle 1 and the presence or absence of objects, and a risk map that quantifies the risk of the driving area, are generated, and the target driving trajectory is generated based on the motion characteristics of the host vehicle 1, the route space map, and the risk map.

[0021] In particular, when the target driving trajectory generation unit 36 detects a target section on the future target driving route of the vehicle 1, which is a section including an intersection or a section where an obstacle exists on the vehicle's lane, the unit increases the speed at which the vehicle 1 passes through the target section in accordance with the future predicted trajectory of road users around the vehicle 1 and the positions of the road users. For this purpose, the target traveling trajectory generating unit 36 includes a target section detecting unit 40 , a road user detecting unit 41 , an interference evaluating unit 42 , and a passing speed setting unit 43 .

[0022] The target section detection unit 40 detects a target section that exists on a future target driving route of the host vehicle 1. The target section detection unit 40 may detect the target section based on the map database 14, the detection results of the object sensor 11, and information about the surroundings of the host vehicle 1 acquired from other vehicles and infrastructure via vehicle-to-vehicle communication and road-to-vehicle communication by the communication device 15. An example of the target section is shown in Figures 4A to 4D. The target section may be, for example, a section including an intersection where the host road Ro on which the host vehicle 1 is traveling intersects with a cross road Rc. Figures 4A to 4D show an example of a target section including a T-junction, but the target section may also be a section including intersections of other shapes, such as a crossroads or a five-way intersection.

[0023] Furthermore, for example, the target section may be a section where an obstacle exists on the own vehicle lane, as shown in Figures 5A to 5D. Figures 5A to 5D show an example of a target section where a parked vehicle exists on the road, but the target section may also be a section where another type of obstacle exists on the own vehicle lane. In the example of FIGS. 5A to 5D, the section in which parked vehicles V5 and V6 are parked in front of the host vehicle 1 may be detected as the target section.

[0024] The road user detection unit 41 detects road users around the host vehicle 1. For example, the road user detection unit 41 may start detecting road users when the host vehicle 1 reaches a point a predetermined distance (for example, 50 m) before an intersection on the future target driving route. Also, for example, detection of road users may be started when the vehicle 1 reaches a point a predetermined distance (e.g., 15 m) before the closest obstacle (parked vehicle V1 in the example of Figures 5A to 5D) among the obstacles present on the vehicle's lane on the future target driving route of the vehicle 1.

[0025] Next, the road user detection unit 41 predicts a predicted trajectory, which is a future movement trajectory of the road user. For example, the road user detection unit 41 may predict the predicted trajectory of the road user based on the behavior of the road user predicted by the object tracking unit 34. Then, a road user traveling on a predicted trajectory T1 that intersects or overlaps with the target driving trajectory Tt of the vehicle 1 is identified as a first road user U1. Also, a road user traveling on a predicted trajectory T2 that intersects with the predicted trajectory T1 of the first road user U1 is identified as a second road user U2.

[0026] The examples of Figures 4A to 4C show scenes in which the vehicle 1 turns across the oncoming lane at an intersection ahead (turning right in the example of Figure 4A) and enters a crossroad Rc. The example of Figure 4D shows a scene in which the vehicle 1 turns to the opposite side of the oncoming lane at an intersection ahead (turning left in the example of Figure 4A) and enters a crossroad Rc. In the scene of Fig. 4A, the first road user U1 is an oncoming vehicle traveling in the opposite lane of the own vehicle 1, traveling on the opposite side of the intersection from the own vehicle 1. The second road user U2 is a vehicle traveling on the intersecting road Rc, and is turning at the intersection to the opposite side of the oncoming lane of the traveling lane of the second road user U2 (turning left in the example of Fig. 4C) and is about to enter the own road Ro.

[0027] In the scene in Figure 4B, the first road user U1 is an oncoming vehicle traveling in the opposite lane of the host vehicle 1, traveling on the opposite side of the intersection from the host vehicle 1. The second road user U2 is a pedestrian moving on a crosswalk installed on the opposite side of the intersection from the host vehicle 1, and is about to cross the host vehicle's road Ro. In the scene of Figure 4C, the first road user U1 is a following vehicle traveling behind the vehicle 1 and planning to go straight through the intersection, and the second road user U2 is a pedestrian moving on a crosswalk located on the opposite side of the intersection from the vehicle 1 and planning to cross the road Ro on which the vehicle 1 is traveling. In the scene of Figure 4D, the first road user U1 is a following vehicle traveling behind the vehicle 1 and planning to go straight through the intersection, and the second road user U2 is a vehicle traveling on the intersecting road Rc, which is turning to the opposite side of the oncoming lane of the second road user U2's traveling lane at the intersection and is about to enter the vehicle's road Ro.

[0028] 5A to 5D show a scene in which the vehicle 1 crosses the lane marking between the vehicle's lane and the oncoming lane in a section where parked vehicles V5 and V6, which are obstacles ahead, are parked, and travels into the oncoming lane. The first road user U1 is an oncoming vehicle traveling in the oncoming lane. In the scene of Figure 5A, the second road user U2 is a following vehicle traveling behind the vehicle 1 and is about to cross the lane dividing line between the vehicle's own lane and the oncoming lane in the section behind the vehicle 1 where parked vehicles V1 to V4 are parked, and enter the oncoming lane.

[0029] In the scene of Figure 5B, the second road user U2 is a parked vehicle that starts from a position between parked vehicles V1 and V2, crosses the lane marking between its own lane and the oncoming lane in the section where parked vehicles V1 to V4 are parked, and is about to travel into the oncoming lane. In the scene of Figure 5C, the second road user U2 is a pedestrian or vehicle attempting to cross the road on which the vehicle 1 and the first road user U1 are traveling, passing between parked vehicles V7 and V8 and between parked vehicles V3 and V4.

[0030] The second road user U2 in the scene of Figure 5D is an occupant of a parked vehicle V7 that is parked in the oncoming lane and is about to get out of the parked vehicle V7. The second road user U2 getting out of the parked vehicle V7 is predicted to either cross the road as shown in the figure, or move to the shoulder without crossing the road. In the examples of Figures 4A to 4D and Figures 5A to 5D, a road user traveling on a predicted trajectory that does not intersect with the target driving trajectory Tt of the vehicle 1 is detected as the second road user U2, but the road user detection unit 41 may also detect a road user traveling on a predicted trajectory that intersects with the target driving trajectory Tt of the vehicle 1 as the second road user U2.

[0031] 3, the interference evaluation unit 42 evaluates interference between the host vehicle 1 and the first road user U1 and interference between the first road user U1 and the second road user U2. Specifically, it determines whether the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. 4A, for example, the interference evaluation unit 42 determines whether a distance L1 between a point P1 where the target traveling trajectory Tt of the host vehicle 1 and the predicted trajectory T1 of the first road user U1 intersect or overlap and the current position of the first road user U1 is longer than a predetermined threshold Lth.

[0032] If the distance L1 is longer than the threshold value Lth, the interference evaluation unit 42 determines that the host vehicle 1 and the first road user U1 will not interfere with each other. If the first road user U1 is too far from the point P1 where the target driving trajectory Tt and the predicted trajectory T1 intersect or overlap, the host vehicle 1 is unlikely to interfere with the first road user U1, and even if the host vehicle 1 passes through the target section (an intersection in the example of FIG. 4A) slowly, this does not have the effect of delaying the first road user U1 from arriving at the position P2 where the first road user U1 intersects with the predicted trajectory T2 of the second road user U2.

[0033] When the distance L1 is less than or equal to the threshold value Lth and the first road user U1 is a following vehicle of the own vehicle 1 (for example, in the cases of Figures 4C and 4D), the interference evaluation unit 42 determines that the own vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. On the other hand, if the distance L1 is less than or equal to the threshold value Lth and the first road user U1 is not a following vehicle of the own vehicle 1 (for example, as in Figures 4A, 4B, 5A to 5B, when the first road user U1 is an oncoming vehicle of the own vehicle 1), the interference evaluation unit 42 evaluates the position of the intersection point P2 between the predicted trajectory T1 of the first road user U1 and the predicted trajectory T2 of the second road user U2. Specifically, it is determined whether the distance L2 between the intersection point P2 and the current position of the first road user U1 is longer than the distance L1.

[0034] If the distance L2 is equal to or less than the distance L1, the first road user U1 will intersect with the predicted trajectory T2 of the second road user U2 before intersecting with the target driving trajectory Tt of the host vehicle 1. Therefore, the host vehicle 1 cannot interfere with the first road user U1 before the first road user U1 intersects with the predicted trajectory T2. In this case, the interference evaluation unit 42 determines that the interference between the host vehicle 1 and the first road user U1 is out of range, and that the host vehicle 1 will not interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. 4B, the first road user U1 intersects with the predicted trajectory T2 of the second road user U2 before intersecting with the target driving trajectory Tt. Therefore, the first road user U1 interferes with the second road user U2 before the host vehicle 1 interferes with the first road user U1.

[0035] If the distance L2 is longer than the distance L1, the interference assessment unit 42 assesses the possibility that the host vehicle 1 will slow down the first road user U1 by passing through the target section slowly. If there is a possibility that the first road user U1 will slow down, it determines that the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. For example, the interference evaluation unit 42 determines whether the passage of the first road user U1 has priority over the passage of the host vehicle 1. If the passage of the first road user U1 does not have priority over the passage of the host vehicle 1, it determines that the host vehicle 1 may slow down the first road user U1 by passing through the target section slowly. This is because if the host vehicle 1 has priority over the first road user U1, it can be predicted that the first road user U1 will wait for the host vehicle 1 to pass through the target section.

[0036] On the other hand, when the passage of the first road user U1 has priority over the passage of the host vehicle 1, the interference evaluation unit 42 determines whether or not the first road user U1 is yielding to the host vehicle 1. When the first road user U1 is yielding to the host vehicle 1, it is determined that the host vehicle 1 is likely to slow down the first road user U1 by passing through the target section slowly. For example, if the first road user U1 stops before intersecting with the target driving trajectory Tt (i.e., stops so as not to interfere with the target driving trajectory Tt), the interference evaluation unit 42 may determine that the first road user U1 has given way to the host vehicle 1. If the first road user U1 has not decelerated, the interference evaluation unit 42 may determine that the first road user U1 has not given way to the host vehicle 1.

[0037] When the first road user U1 is decelerating, the interference assessment unit 42 predicts whether the first road user U1 will be able to stop before intersecting with the target driving trajectory Tt. If it is predicted that the first road user U1 will be able to stop before intersecting with the target driving trajectory Tt, it may be determined that the first road user U1 is yielding the right of way to the host vehicle 1. For example, the interference evaluation unit 42 may predict the stopping position of the first road user U1 by predicting the travel distance ds until the first road user U1 stops based on the following equation (1), and may predict whether the first road user U1 can stop before intersecting with the target travel trajectory Tt of the first road user U1. ds=dr-V1 / (2×ar) …(1) In the above formula (1), dr is the free running distance, V1 is the vehicle speed of the first road user U1, and ar is a predetermined deceleration. For example, the deceleration ar is a value (e.g., −3.4 m / s) that does not cause discomfort to the occupants. 2 ] or so).

[0038] The passing speed setting unit 43 sets a target vehicle speed profile when the host vehicle 1 passes through the target section. First, the passing speed setting unit 43 sets an initial target vehicle speed profile, which is an initial value of a target vehicle speed profile at which the host vehicle travels on the target travel trajectory Tt in the target section. The passing speed setting unit 43 may set the initial target vehicle speed profile based on the curvature of the target travel trajectory Tt, the vehicle specifications of the host vehicle 1, the current speed of the host vehicle 1, the positions and speeds of objects around the host vehicle 1, the speed limit, etc.

[0039] If it is determined that the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2, the passing speed setting unit 43 sets the target vehicle speed profile for the host vehicle 1 when passing through the target section by updating the initial target vehicle speed profile so as to increase the passing time of the host vehicle 1 through the target section. For example, the passing speed setting unit 43 may update the initial target vehicle speed profile so that the passing time of the host vehicle 1 passing through the target section increases by a predetermined time T. The predetermined time T may be a fixed value, or may be set to a different value depending on the second road user U2. For example, if the second road user U2 is a pedestrian, the predetermined time T may be set to 3 seconds, and if the second road user U2 is a vehicle, the predetermined time T may be set to 2 seconds.

[0040] When updating the target vehicle speed profile, the passing speed setting unit 43 may calculate the deceleration and passing speed according to the driving situation (driving scene). For example, when the first road user U1 stops and gives way to the host vehicle 1, the passing speed setting unit 43 may change at least one of the deceleration rate and the passing speed so that the passing time increases by a predetermined time T.

[0041] On the other hand, if the first road user U1 is a vehicle following the vehicle 1, it is desirable to avoid the deceleration of the vehicle 1 causing the deceleration of the first road user U1 to become excessive, thereby compromising the comfort and safety of the first road user U1. Therefore, for example, the passing speed setting unit 43 limits the deceleration that increases the passing time to within an allowable range, and sets it to the lowest deceleration necessary to increase the passing time by the predetermined time T so that the passing time increases by the predetermined time T.

[0042] 4C, a method for calculating the deceleration when the first road user U1 is a following vehicle of the host vehicle 1 will be described. Points Pa, Pb, and Pc indicate the point in the initial target vehicle speed profile where the first road user U1 starts deceleration, the point where the first road user U1 stops deceleration and starts constant speed traveling at the target passing speed Vt, and the point where the first road user U1 starts accelerating, respectively. The target passing speed Vt is, for example, a target value for the minimum speed of the host vehicle 1 passing through the target section at a speed that follows the initial target vehicle speed profile when the first road user U1 is not present. The target passing speed Vt may be set based on, for example, the curvature of the target section or the vehicle specifications of the host vehicle 1.

[0043] 6A is a schematic diagram of an example of a target vehicle speed profile in a target section, where times Ta, Tb, and Tc indicate the times at which the host vehicle 1 passes points Pa, Pb, and Pc, respectively, when traveling at the initial target vehicle speed profile. The thin solid line in FIG. 6A indicates the initial target vehicle speed profile. In the initial target vehicle speed profile, the vehicle speed is decelerated at a deceleration an from time Ta to time Tb. The dashed line indicates the vehicle speed profile when decelerating at the maximum allowable deceleration at, and the shaded range indicates the range of the vehicle speed profile when decelerating at a deceleration equal to or less than the maximum allowable deceleration at. The same applies to FIGS. 6B and 6C. The maximum allowable deceleration at may be determined according to the turning radius of the host vehicle 1 traveling in the target section. For example, the larger the turning radius, the larger the maximum allowable deceleration at may be. Also, for example, a moderate deceleration (for example, -3.4 m / s ) may be set so as not to impair the comfort of the occupants of the host vehicle or the comfort of vehicles following the host vehicle. 2 It may be set to a certain degree.

[0044] When the vehicle 1 detects the first road user U1 just before or at point Pa, the passing speed setting unit 43 calculates a vehicle speed profile that starts deceleration from point Pa at a deceleration as that is greater than the deceleration an of the initial target vehicle speed profile and is limited to be equal to or less than the maximum allowable deceleration at, as shown by the thick solid line in Figure 6A, and sets this as the new target vehicle speed profile. The passing speed setting unit 43 calculates the smallest deceleration as at which the increase in passing time is equal to or greater than the predetermined time T when the target passing speed Vt is reached at a time earlier than the time Tb and the vehicle continues to travel at the target passing speed Vt until acceleration starts at the point Pc.

[0045] FIG. 6B shows a target vehicle speed profile when the first road user U1 is detected while the host vehicle 1 is traveling between points Pa and Pb. In this case, a vehicle speed profile (thick solid line) is calculated that begins deceleration from the point when the first road user U1 is detected, with a deceleration as that is greater than the deceleration an of the initial target vehicle speed profile and limited to less than the maximum allowable deceleration at, and is set as the new target vehicle speed profile. The passing speed setting unit 43 calculates the smallest deceleration as at which the increase in passing time is equal to or greater than the predetermined time T when the target passing speed Vt is reached at a time earlier than the time Tb and the vehicle continues to travel at the target passing speed Vt until acceleration starts at the point Pc.

[0046] When the first road user U1 is detected while the vehicle 1 is traveling between points Pa and Pb, if the detection of the first road user U1 is late, even if the vehicle decelerates at the maximum allowable deceleration at from the time the first road user U1 is detected, the passing time may not be increased by the specified time T as long as the minimum speed at which the vehicle travels through the target section is the target passing speed Vt. In this case, the passing speed setting unit 43 calculates a target profile (thick solid line) in which the minimum speed for traveling through the target section is changed to a second target passing speed Vt2 that is lower than the target passing speed Vt, as shown in Figure 6C, and sets this as the new target vehicle speed profile. The second target passing speed Vt may be calculated, for example, so that the increase in passing time is greater than or equal to a predetermined time T when the vehicle decelerates from the time the first road user U1 is detected to the second target passing speed Vt2 at the maximum allowable deceleration at, and then travels at the second target passing speed Vt2 until it starts accelerating at point Pc.

[0047] See Fig. 3. The passing speed setting unit 43 checks whether it is possible to generate a target vehicle speed profile that increases the passing time by a predetermined time T without violating predetermined constraints related to the comfort and safety of the occupants of the host vehicle 1 or the occupants of the first road user U1. The predetermined constraint condition may be, for example, an upper limit value of the deceleration of the host vehicle 1. It may also be an upper limit value of the deceleration of the first road user U1, which is a following vehicle, caused by the deceleration of the host vehicle 1. The upper limit value of the deceleration may be, for example, -3.4 m / s 2 Alternatively, for example, the predetermined constraint condition may be a lower limit value of the closest distance between the vehicle 1 and the first road user U1.

[0048] If it is not possible to generate a target vehicle speed profile that increases the passing time by the predetermined time T without violating predetermined constraints related to the comfort and safety of the host vehicle 1 or the first road user U1, the passing speed setting unit 43 presents a visual warning to the first road user U1 or the second road user U2. For example, the passing speed setting unit 43 may cause the warning unit 19 to display text, a message, or an image informing the first road user U1 or the second road user U2 of their presence. Furthermore, if the first road user U1 or the second road user U2 is a vehicle having a display device in its passenger compartment, the passing speed setting unit 43 may transmit a warning signal to the first road user U1 or the second road user U2 via the communication device 15, and cause the display device in the passenger compartment to display a visual warning. The vehicle control unit 37 drives the actuator 17 so that the host vehicle 1 travels along the target travel trajectory Tt at a speed that conforms to the target vehicle speed profile generated by the target travel trajectory generation unit .

[0049] (operation) FIG. 7 is a flowchart of an example of a vehicle control method according to the embodiment. In step S1, the target section detection unit 40 detects, on the future target travel route of the vehicle 1, sections that include intersections or sections where obstacles exist on the vehicle's lane as target sections. In step S2, the target driving trajectory generating unit 36 generates a target driving trajectory Tt for the host vehicle 1 that travels through the target section. At this time, the passing speed setting unit 43 sets an initial target vehicle speed profile that is an initial value of a target vehicle speed profile at which the host vehicle travels on the target driving trajectory Tt. In step S3, the road user detection unit 41 detects road users around the vehicle 1.

[0050] In step S4, the road user detection unit 41 identifies a first road user U1 who is traveling on a predicted trajectory T1 that intersects with or overlaps with the target traveling trajectory Tt of the vehicle 1. In step S5, the road user detection unit 41 identifies a second road user U2 who is traveling on a predicted trajectory T2 that intersects with the predicted trajectory T1 of the first road user U1. In step S6, the interference evaluation unit 42 evaluates the interference between the vehicle 1 and the first road user U1 and the interference between the first road user U1 and the second road user U2. For example, if the distance L1 between the point P1 where the target driving trajectory Tt of the host vehicle 1 and the predicted trajectory T1 of the first road user U1 intersect or overlap and the current position of the first road user U1 is longer than a predetermined threshold Lth and the first road user U1 is a following vehicle of the host vehicle 1, the interference evaluation unit 42 determines that the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2.

[0051] On the other hand, when the first road user U1 is not a following vehicle, the interference assessment unit 42 assesses interference between the vehicle 1, the first road user U1, and the second road user U2, for example, by processing such as that shown in FIG. In step S10, the interference evaluation unit 42 determines whether the distance L1 is longer than the threshold Lth. If the distance L1 is longer than the threshold Lth (step S10: Y), the process proceeds to step S11. If the distance L1 is equal to or shorter than the threshold Lth (step S10: N), the process proceeds to step S12. In step S11, the interference assessment unit 42 determines that there will be no interference between the vehicle 1 and the first road user U1. Thereafter, the process proceeds to step S7 in FIG.

[0052] In step S12, the interference evaluation unit 42 determines whether the distance L2 between the intersection point P2 of the predicted trajectory T1 of the first road user U1 and the predicted trajectory T2 of the second road user U2 and the current position of the first road user U1 is longer than the distance L1. If the distance L2 is longer than the distance L1 (step S12: Y), the process proceeds to step S14. If the distance L2 is equal to or shorter than the distance L1 (step S12: N), the process proceeds to step S13. In step S13, the interference evaluation unit 42 determines that the interference between the host vehicle 1 and the first road user U1 is out of range, and that the host vehicle 1 will not interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. Then, the process proceeds to step S7 in FIG.

[0053] In step S14, the interference evaluation unit 42 determines whether the passage of the first road user U1 has priority over the passage of the host vehicle 1. If the passage of the first road user U1 has priority over the passage of the host vehicle 1 (step S14: Y), the process proceeds to step S15. If the passage of the first road user U1 does not have priority over the passage of the host vehicle 1 (step S14: N), the process proceeds to step S16. In step S15, the interference evaluation unit 42 determines whether the first road user U1 has given way to the vehicle 1 or not.

[0054] FIG. 9 is a flowchart of an example of a process for determining whether the first road user U1 has given way to the vehicle 1. In FIG. In step S20, the interference evaluation unit 42 determines whether the first road user U1 has stopped before intersecting with the target travel trajectory Tt. If the first road user U1 has stopped (step S20: Y), the process proceeds to step S24. If the first road user U1 has not stopped (step S20: N), the process proceeds to step S21. In step S21, the interference evaluation unit 42 determines whether the first road user U1 is decelerating. If the first road user U1 is decelerating (step S21: Y), the process proceeds to step S22. If the first road user U1 is not decelerating (step S21: N), the process proceeds to step S23.

[0055] In step S22, the interference assessment unit 42 determines whether the first road user U1 can stop before intersecting with the target travel trajectory Tt. If the first road user U1 can stop (step S22: Y), the process proceeds to step S24. If the first road user U1 cannot stop (step S22: N), the process proceeds to step S23. In step S23, the interference evaluation unit 42 determines that the first road user U1 has not given way to the vehicle 1. Thereafter, the process proceeds to step S13 in FIG. In step S24, the interference evaluation unit 42 determines that the first road user U1 has not yielded to the vehicle 1. Thereafter, the process proceeds to step S16 in FIG.

[0056] 8, in step S16, the interference assessment unit 42 determines that the host vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. Then, the process proceeds to step S7 in FIG. 7. If the host vehicle 1 interferes with the first road user U1 before the first road user U1 interferes with the second road user U2 (step S7: Y), the process proceeds to step S8. If not (step S7: N), the process ends without updating the target vehicle speed profile. In step S8, the passing speed setting unit 43 updates the target vehicle speed profile so as to increase the passing time of the host vehicle 1 through the target section. The vehicle control unit 37 drives the actuator 17 so that the host vehicle 1 travels along the target travel path at a speed according to the updated target speed profile. The process then ends.

[0057] (Effects of the embodiment) (1) The controller 18 sets a future target driving route for the vehicle 1, detects sections on the target driving route that include intersections or sections where obstacles are present on the vehicle's lane as target sections, calculates a target driving trajectory Tt for the vehicle 1 to drive through the target section, detects other vehicles or pedestrians around the vehicle 1 as road users, predicts a predicted trajectory, which is the road user's future movement trajectory, identifies a road user moving on a predicted trajectory T1 that intersects or overlaps with the target driving trajectory Tt of the vehicle 1 as a first road user U1, identifies a road user moving on a predicted trajectory T2 that intersects with the predicted trajectory T1 of the first road user U1 as a second road user U2, determines whether the vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2, and increases the passing time for the vehicle 1 to pass through the target section if it is determined that the vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2. This can delay the time it takes for the first road user U1 to reach the position of the predicted trajectory T2 of the second road user U2. Since the second road user U2 can move along the predicted trajectory T2 while the host vehicle 1 is delaying the first road user U1, the passage of the second road user can be promoted. In addition, it can prevent the first road user U1 and the second road user U2 from getting too close.

[0058] (2) Determining whether the vehicle 1 will interfere with the first road user U1 before the first road user U1 interferes with the second road user U2 may include evaluating the position of the intersection point P2 between the predicted trajectory T1 of the first road user U1 and the predicted trajectory T2 of the second road user U2 when the first road user U1 is within a predetermined distance from the point P1 where the target driving trajectory Tt and the predicted trajectory T1 of the first road user U1 intersect or overlap, and evaluating the possibility of slowing down the first road user U1 by the vehicle 1 passing through the target section slowly. This makes it possible to determine whether or not the passage of second road users can be promoted by increasing the transit time that the vehicle 1 takes to pass through the target section.

[0059] (3) Evaluating the position of the intersection point P2 may include determining whether the point P1 where the target driving trajectory Tt and the predicted trajectory T1 of the first road user U1 intersect or overlap is closer to the first road user U1 than the intersection point P2. This makes it possible to determine whether the host vehicle 1 can slow down the first road user U1. (4) Evaluating the possibility of slowing down the first road user U1 may include determining whether the first road user U1 has stopped or can stop so as not to interfere with the target driving trajectory Tt when the passage of the first road user U1 has priority over the passage of the host vehicle 1. This makes it possible to determine whether the host vehicle 1 can slow down the first road user U1.

[0060] (5) The controller 18 may determine whether the first road user U1 can stop without interfering with the target driving trajectory Tt by predicting the stopping position of the first road user U1 if the first road user U1 decelerates at less than a predetermined deceleration. This makes it possible to determine whether the first road user U1 traveling on a trajectory T1 interfering with the target traveling trajectory Tt can stop without interfering with the target traveling trajectory Tt.

[0061] (6) Increasing the passing time of the host vehicle 1 through the target section may include calculating at least one of the deceleration or passing speed required to increase the passing time by a predetermined time when the first road user U1 stops and gives way to the host vehicle 1. Alternatively, it may include calculating the minimum deceleration required to increase the passing time by a predetermined time within a predetermined allowable range when the first road user U1 is a vehicle following the host vehicle 1. Alternatively, it may include calculating the minimum deceleration required to increase the passing time by a predetermined time within a predetermined allowable range and reducing the passing speed when the first road user U1 is a vehicle following the host vehicle 1. This allows the deceleration and passing speed to be set according to the driving situation (driving scene). For example, when the vehicle is following the vehicle 1, it is possible to prevent the deceleration of the first road user U1 from becoming excessive due to the deceleration of the vehicle 1, thereby preventing the comfort and safety of the first road user U1 from being impaired.

[0062] (7) When the first road user U1 is a vehicle following the host vehicle 1, the controller 18 may determine the allowable range of the deceleration rate for slowing down the host vehicle 1 in accordance with the turning radius of the host vehicle 1 traveling in the target section, the comfort of the occupants of the host vehicle 1, or the safety or comfort of vehicles following the host vehicle 1. This allows the deceleration rate for slowing down the host vehicle 1 to be limited so as not to be excessive. (8) The controller 18 may determine the increase in the passing time depending on the type of the second road user U2. This allows the time it takes for the host vehicle 1 to pass through the target section to be increased sufficiently so that the first road user U1 does not obstruct the passage of the second road user U2. (9) The controller 18 may present a visual warning to the first road user U1 or the second road user U2 if it determines that the passing time cannot be increased by a predetermined time without violating predetermined constraints regarding the comfort and safety of the occupants of the vehicle 1 or the first road user U1. This allows the first road user U1 and the second road user U2 to be informed that the vehicle 1 is unable to sufficiently delay the first road user U1 and that the first road user U1 may obstruct the passage of the second road user U2. [Explanation of symbols]

[0063] 1...Own vehicle, 10...Vehicle control device, 11...Object sensor, 12...Vehicle sensor, 13...Positioning device, 14...Map database, 15...Communication device, 16...Navigation device, 17...Actuator, 18...Controller, 18a...Processor, 18b...Storage device, 30...Object detection unit, 31...Own vehicle position estimation unit, 32...Map acquisition unit, 33...Detection integration unit, 34...Object tracking unit, 35...In-map position calculation unit, 36...Target driving trajectory generation unit, 37...Vehicle control unit, 40...Target section detection unit, 41...Road user detection unit, 42...Interference evaluation unit, 43...Passing speed setting unit

Claims

1. A controller comprising: Set a future target driving route for the vehicle, Detecting a section including an intersection or a section where an obstacle exists on the vehicle lane as a target section on the target travel route; calculating a target travel trajectory along which the host vehicle will travel through the target section; Detecting other vehicles or pedestrians around the vehicle as road users; predicting a predicted trajectory, which is a future movement trajectory of the road user; Identifying the road user who moves on a predicted trajectory that intersects or overlaps with the target driving trajectory of the vehicle as a first road user; Identifying the road user moving on a predicted trajectory that intersects with the predicted trajectory of the first road user as a second road user; determining whether the host vehicle will interfere with the first road user before the first road user interferes with the second road user; increasing a passing time for the host vehicle to pass through the target section when it is determined that the host vehicle will interfere with the first road user before the first road user interferes with the second road user; A vehicle control method comprising:

2. Determining whether the host vehicle will interfere with the first road user before the first road user interferes with the second road user includes: When the first road user is within a predetermined distance from a first point where the target driving trajectory and the predicted trajectory of the first road user intersect or overlap, determining whether the first point is closer to the first road user than a second point where the predicted trajectory of the first road user intersects with a second road user; Evaluating the possibility that the host vehicle will slow down the first road user by passing through the target section slowly; 2. The vehicle control method according to claim 1, further comprising:

3. 3. The vehicle control method according to claim 2, wherein evaluating the possibility of slowing down the first road user includes determining whether the first road user has stopped or can stop so as not to interfere with the target driving trajectory when the passage of the first road user has priority over the passage of the host vehicle.

4. The vehicle control method described in Claim 3, characterized in that the controller determines whether the first road user can stop without interfering with the target driving trajectory by predicting the stopping position of the first road user if the first road user decelerates at less than a predetermined deceleration.

5. Increasing the transit time calculating at least one of a deceleration rate or a passing speed required to increase the passing time by a predetermined time when the first road user stops and gives way to the vehicle; Calculating, within a predetermined tolerance, a minimum deceleration required to increase the passing time by a predetermined time when the first road user is a following vehicle of the host vehicle; or When the first road user is a vehicle following the host vehicle, calculating a minimum deceleration required to increase the passing time by a predetermined time within a predetermined allowable range and reducing the passing speed; 2. The vehicle control method according to claim 1, further comprising:

6. The vehicle control method described in Claim 5, characterized in that the controller determines the tolerance range based on the turning radius of the vehicle traveling in the target section, the comfort of the occupants of the vehicle, or the safety or comfort of vehicles following the vehicle.

7. A vehicle control method as described in Claim 5, characterized in that the controller determines the increase in the passing time depending on the type of the second road user.

8. The vehicle control method described in Claim 5, characterized in that the controller presents a visual warning to the first road user or the second road user when it determines that the passing time cannot be increased by a predetermined time without violating predetermined constraints regarding the comfort and safety of the occupants of the vehicle or the first road user.

9. a process for detecting, as a target section on the target driving route, a section including an intersection or a section where an obstacle is present on the vehicle's lane; a process for calculating a target driving trajectory for the vehicle to travel through the target section; a process for detecting other vehicles or pedestrians around the vehicle as road users; a process for predicting a predicted trajectory which is a future movement trajectory of the road user; a process for identifying, as a first road user, a road user traveling on a predicted trajectory that intersects or overlaps with the target driving trajectory of the vehicle; a process for identifying, as a second road user, a road user traveling on a predicted trajectory that intersects with the predicted trajectory of the first road user; and a process for determining whether the vehicle will interfere with the first road user before the first road user interferes with the second road user, and increasing a passing time for the vehicle to pass through the target section when it is determined that the vehicle will interfere with the first road user before the first road user interferes with the second road user.

Images