Vehicle driving control method and driving control device

Abstract

To provide vehicle travel control method and travel control device that can shorten a time required until an own vehicle passes an intersection after stopped in the intersection.SOLUTION: When a planned travel trajectory of an own vehicle from an inlet to an outlet of an intersection in the intersection through which the own vehicle is passing while turning right or left traverses an on-coming lane of an own vehicle lane in which the own vehicle currently travels, a first travel line that makes a steady circular turn from the inlet to the outlet of the intersection and a second travel line waiting for passage of an on-coming vehicle travelling in the on-coming lane near a center of the intersection are set as planned travel trajectory of the own vehicle in the intersection, anyone of the first travel line and the second travel is selected and the own vehicle is travelled.SELECTED DRAWING: Figure 7

Description

[Technical Field]

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

[0002] A vehicle control system is known that, when autonomously driving through an intersection, acquires a recommended area within the intersection in which the vehicle should travel, and controls the vehicle to travel within this recommended area, thereby passing through the intersection (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 131371 Brochure Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-described conventional vehicle control system, only one recommended area is set, connecting an approach road to an intersection and an exit road from the intersection. When a vehicle turns right or left through an intersection, depending on the driving behavior of an oncoming vehicle, the vehicle may stop within the intersection, and after the oncoming vehicle passes near the vehicle, the vehicle may turn right or left and pass through the intersection. However, if only one recommended area is set, depending on the position of the vehicle stopped within the intersection, it may take a long time to stop, turn right or left, and pass through the intersection.

[0005] The problem to be solved by the present invention is to provide a vehicle driving control method and driving control device that can shorten the time required for a vehicle to pass through an intersection after stopping at the intersection. [Means for solving the problem]

[0006] When the planned travel path of the vehicle from the entrance to the exit of an intersection where the vehicle is about to turn right or left crosses the oncoming lane of the lane in which the vehicle is currently traveling, the above problem is solved by setting a first travel line that makes a steady circular turn from the entrance to the exit of the intersection and a second travel line that waits near the center of the intersection for the oncoming vehicle traveling in the oncoming lane to pass, and selecting either the first or second travel line to travel the vehicle. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a vehicle cruise control method and cruise control device that can shorten the time required for a vehicle to pass through an intersection after stopping within the intersection. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram showing an embodiment of a vehicle travel control device according to the present invention; [Figure 2] FIG. 2 is a front view showing a part of the input device of FIG. [Figure 3] 2 is a block diagram showing an example of an intersection control unit included in the driving control device of FIG. 1. FIG. [Figure 4] FIG. 2 is a plan view illustrating a scene in which the host vehicle turns right at an intersection. [Figure 5A] 5 is a plan view showing an example of a driving route in a scene where a right turn is made at the intersection of FIG. 4 using a driving control device of the present invention. [Figure 5B] 5 is a plan view showing another example of a driving route in a scene where a right turn is made at the intersection of FIG. 4 using a driving control device of the present invention. FIG. [Figure 5C] 5 is a plan view showing yet another example of a driving route in a scene where a right turn is made at the intersection of FIG. 4 using a driving control device of the present invention. FIG. [Figure 6A] 5B is a plan view showing an example of a scene in which a right turn is made at the intersection in FIG. 4 using the travel route in FIG. 5A or FIG. 5B. [Figure 6B]5C is a plan view showing another example of a scene in which the travel route of FIG. 5A or FIG. 5B is used to turn right at the intersection of FIG. 4. FIG. [Figure 7] 4 is a flowchart showing an example of a control process executed by the intersection driving control unit of FIG. 3. DETAILED DESCRIPTION OF THE INVENTION

[0009] <Configuration of driving control device> An embodiment of the present invention will now be described with reference to the drawings. Fig. 1 is a block diagram showing the configuration of a vehicle cruise control device 1 according to this embodiment. The cruise control device 1 of this embodiment is also an embodiment for carrying out a vehicle cruise control method according to the present invention.

[0010] 1, the driving control device 1 of this embodiment includes a sensor 11, a vehicle position detection device 12, a map database 13, on-board equipment 14, a navigation device 15, a presentation device 16, an input device 17, a drive control device 18, and a control device 19. These devices are connected by, for example, a CAN (Controller Area Network) or other on-board LAN, and can transmit and receive information to and from each other.

[0011] The sensor 11 detects the driving state of the host vehicle. For example, the sensor 11 may be a front camera that captures an image in front of the host vehicle, a side camera that captures images of the left and right sides of the host vehicle, a rear camera that captures an image behind the host vehicle, a front radar that detects obstacles in front of the host vehicle, a rear radar that detects obstacles behind the host vehicle, a side radar that detects obstacles on the left and right sides of the host vehicle, a vehicle speed sensor that detects the vehicle speed, a touch sensor (capacitive sensor) that detects whether the driver is holding the steering wheel, and an in-vehicle camera that captures an image of the driver. The sensor 11 may be configured to use one of the above-mentioned multiple sensors, or may be configured to use a combination of two or more types of sensors. The detection results of the sensor 11 are output to the control device 19 at predetermined time intervals.

[0012] The vehicle position detection device 12 includes a GPS unit, a gyro sensor, a vehicle speed sensor, etc. The vehicle position detection device 12 detects radio waves transmitted from multiple satellite communications using the GPS unit and periodically acquires position information of the target vehicle (the vehicle itself). The vehicle position detection device 12 also detects the current position of the target vehicle based on the acquired position information of the target vehicle, angle change information acquired from the gyro sensor, and vehicle speed acquired from the vehicle speed sensor. The position information of the target vehicle detected by the vehicle position detection device 12 is output to the control device 19 at predetermined time intervals.

[0013] The map database 13 is a memory that stores three-dimensional high-precision map information including position information of various facilities and specific points and is accessible from the control device 19. The three-dimensional high-precision map information is three-dimensional map information based on road shapes detected when a data acquisition vehicle travels on actual roads. The three-dimensional high-precision map information is map information that associates, as three-dimensional information, detailed and highly accurate position information such as curved roads and the magnitude of the curves (e.g., curvature or curvature radius), road junctions, branching points, toll booths, and positions where the number of lanes decreases, with the map information. However, the map information stored in the map database of the present invention is not limited to three-dimensional high-precision map information, and may be other map information.

[0014] The in-vehicle devices 14 are various devices mounted on the vehicle and are operated by the driver. Examples of such in-vehicle devices include a steering wheel, an accelerator pedal, a brake pedal, a turn signal, wipers, lights, a horn, and other specific switches. When operated by the driver, the in-vehicle devices 14 output operation information to the control device 19.

[0015] The navigation device 15 acquires the current position information of the vehicle from the vehicle position detection device 12, and displays the vehicle's position on a display or the like, superimposing it on map information for guidance. The navigation device 15 also has a navigation function that, when the driver inputs a destination, calculates a route to the destination and guides the driver along the set route. With this navigation function, the navigation device 15 displays the route to the destination on a map on the display, and also notifies the driver of recommended driving behaviors along the route by voice or the like.

[0016] The presentation device 16 includes various displays such as a display provided in the navigation device 15, a display incorporated in a rearview mirror, a display incorporated in a meter section, a head-up display projected on the windshield, etc. The presentation device 16 also includes devices other than displays such as a speaker in an audio device, a seat device with an embedded vibrator, etc. The presentation device 16 notifies the driver of various presentation information under the control of the control device 19.

[0017] The input device 17 is, for example, a button switch that can be manually operated by the driver to input, a touch panel arranged on a display screen, or a microphone that can be used to input by the driver's voice. In this embodiment, the driver can input setting information for the presentation information presented by the presentation device 16 by operating the input device 17. Fig. 2 is a front view showing a part of the input device 17 of this embodiment, and shows an example of a group of button switches arranged on the spokes of a steering wheel, etc.

[0018] The illustrated input device 17 is a button switch used to set ON / OFF, etc., of the autonomous driving control functions (autonomous speed control function and autonomous steering control function) provided in the control device 19. Details of the autonomous driving control functions, including the autonomous speed control function and the autonomous steering control function, will be described later. The input device 17 of this embodiment includes a main switch 171, a resume / accelerate switch 172, a set / coast switch 173, a cancel switch 174, a vehicle distance adjustment switch 175, and a lane change assist switch 176.

[0019] The main switch 171 is a switch for turning on / off the power supply to the system that realizes the autonomous speed control function and autonomous steering control function of the control device 19. The resume / accelerate switch 172 is a switch for performing a resume operation, such as turning off the autonomous speed control function once and then restarting it at the set speed before turning it off, or for following a preceding vehicle (another vehicle traveling ahead in the same lane as the host vehicle; the same applies hereinafter in this specification) and then restarting it using the control device 19, or an accelerate operation, which increases the set speed. The set / coast switch 173 is a switch for performing a set operation, which starts the autonomous speed control function at the traveling speed, or a coast operation, which decreases the set speed. The cancel switch 174 is a switch for turning off the autonomous speed control function. The distance adjustment switch 175 is a switch for setting the distance from the preceding vehicle, and is a switch for selecting one of multiple settings, such as short distance, medium distance, or long distance. The lane change assistance switch 176 is a switch for accepting the start of a lane change when the control device 19 confirms with the driver that the driver wants to start a lane change. After accepting the start of a lane change, the acceptance of the lane change suggestion by the control device 19 can be cancelled by pressing the lane change assistance switch 176 for a predetermined period of time.

[0020] In addition to the button switches shown in FIG. 2 , a turn signal lever of a turn signal or other switches of the in-vehicle equipment 14 can also be used as the input device 17. For example, when the control device 19 suggests whether to change lanes through autonomous control, the driver can input consent or permission to the lane change by turning on the turn signal switch. Also, when the control device 19 suggests whether to change lanes through autonomous control, if the driver operates the turn signal lever, the lane change will not be in the suggested lane change, but will instead be in the direction in which the turn signal lever is operated. The setting information input by the input device 17 is output to the control device 19.

[0021] The drive control device 18 controls the traveling of the host vehicle in various ways. For example, when the host vehicle travels at a constant speed at a set speed using the autonomous speed control function, the drive control device 18 controls the operation of the drive mechanism (including the operation of the internal combustion engine in an engine vehicle, the operation of the traction motor in an electric vehicle, and the torque distribution between the internal combustion engine and the traction motor in a hybrid vehicle) and the brake operation to accelerate and decelerate the host vehicle and maintain the traveling speed so that the host vehicle reaches the set speed. Furthermore, when the host vehicle travels following a leading vehicle using the autonomous speed control function, the drive control device 18 controls the operation of the drive mechanism and the brake operation to achieve the acceleration / deceleration and traveling speed so that the distance between the host vehicle and the leading vehicle is constant.

[0022] Furthermore, the drive control device 18 performs steering control of the host vehicle by controlling the operation of the steering actuator in addition to the operation control of the drive mechanism and brakes using the autonomous steering control function. For example, when performing lane keeping control using the autonomous steering control function, the drive control device 18 detects lane markers in the host lane (the lane in which the host vehicle is traveling; the same applies hereinafter in this specification) and controls the host vehicle's traveling position in the width direction so that the host vehicle travels at a predetermined position within the host lane. When performing lane change assistance using a lane change assistance function described later, the drive control device 18 controls the host vehicle's traveling position in the width direction so that the host vehicle changes lanes. Furthermore, when performing right / left turn assistance using the autonomous steering control function, the drive control device 18 performs driving control to turn right or left at an intersection or the like. The drive control device 18 controls the driving of the host vehicle according to instructions from a control device 19 described later. Other known methods can also be used as driving control methods by the drive control device 18.

[0023] The control device 19 includes a ROM (Read Only Memory) that stores a program for controlling the traveling of the vehicle, a CPU (Central Processing Unit) that executes the program stored in the ROM, and a RAM (Random Access Memory) that functions as an accessible storage device. Note that, as the operating circuit, 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 instead of or in addition to the CPU (Central Processing Unit).

[0024] <<Functions Realized by Control Device 19>> The control device 19 executes a program stored in the ROM using the CPU to realize a driving information acquisition function for acquiring information about the driving state of the vehicle, a driving scene determination function for determining the driving scene of the vehicle, and an autonomous driving control function for autonomously controlling the driving speed and / or steering of the vehicle. Each function of the control device 19 will be described below.

[0025] The driving information acquisition function of the control device 19 is a function for the control device 19 to acquire driving information related to the driving state of the host vehicle. For example, the control device 19 acquires image information of the outside of the host vehicle captured by the front camera, rear camera, and side camera of the sensor 11 as driving information. The control device 19 also acquires detection results from the front radar, rear radar, and side radar as driving information. Furthermore, the control device 19 acquires vehicle speed information of the host vehicle detected by the vehicle speed sensor of the sensor 11, the attitude angle and yaw rate of the host vehicle detected by the gyro sensor, image information of the driver's face captured by the in-vehicle camera, and the like as driving information.

[0026] Furthermore, the control device 19 acquires current position information of the vehicle as driving information from the vehicle position detection device 12. The control device 19 also acquires a set destination and a route to the destination as driving information from the navigation device 15. Furthermore, the control device 19 acquires position information such as curved roads and the magnitude of the curve (for example, curvature or curvature radius), merging points, branching points, toll booths, and positions where the number of lanes decreases as driving information from the map database 13. In addition, the control device 19 acquires operation information of the in-vehicle device 14 by the driver from the in-vehicle device 14 as driving information. The above is the driving information acquisition function realized by the control device 19.

[0027] The driving scene determination function of the control device 19 is a function that determines the driving scene in which the host vehicle is traveling by referring to a table stored in the ROM of the control device 19. The table stored in the ROM of the control device 19 stores, for each driving scene, driving scenes suitable for, for example, lane changing or overtaking, and the determination conditions for such scenes. The control device 19 determines, by referring to the table stored in the ROM, whether the driving scene in which the host vehicle is traveling is suitable for, for example, lane changing or overtaking.

[0028] For example, assume that four conditions are set as conditions for determining a "scene of catching up with a leading vehicle," namely, "there is a leading vehicle ahead," "the speed of the leading vehicle is less than the set speed of the vehicle," "the vehicle reaches the leading vehicle within a predetermined time," and "the direction of the lane change does not satisfy a lane change prohibition condition." In this case, the control device 19 determines whether the vehicle satisfies the above conditions based on, for example, the detection results of the forward camera and forward radar included in the sensor 11, the vehicle speed of the vehicle detected by the vehicle speed sensor, and the position information of the vehicle from the vehicle position detection device 12. If the above conditions are satisfied, the control device 19 determines that the vehicle is in a "scene of catching up with a leading vehicle." The above is the driving scene determination function realized by the control device 19.

[0029] The autonomous driving control function of the control device 19 is a function that allows the control device 19 to autonomously control the driving of the vehicle without relying on the driver's operation. The autonomous driving control function of the control device 19 includes an autonomous speed control function that autonomously controls the driving speed of the vehicle and an autonomous steering control function that autonomously controls the steering of the vehicle. Note that autonomous control without relying on the driver's operation also includes the driver performing some of the operation. Furthermore, the autonomous speed control function and the autonomous steering control function may be functions independent of each other, or may be functions related to each other. The autonomous speed control function and the autonomous steering control function of this embodiment will be described below.

[0030] The autonomous speed control function is a function that, when a preceding vehicle is detected, follows the preceding vehicle while performing vehicle-to-vehicle distance control to maintain a vehicle-to-vehicle distance according to the vehicle speed, with the vehicle speed set by the driver as the upper limit, and when a preceding vehicle is not detected, travels at a constant speed set by the driver. The former is also called vehicle-to-vehicle distance control, and the latter is called constant speed control. The autonomous speed control function may also include a function that detects the speed limit of the road being traveled on from road signs using sensor 11, or obtains the speed limit from map information in map database 13, and automatically sets the set vehicle speed to that speed limit.

[0031] To activate the autonomous speed control function, the driver first operates the resume / accelerate switch 172 or the set / coast switch 173 of the input device 17 shown in FIG. 2 to input the desired driving speed. For example, if the set / coast switch 173 is pressed while the vehicle is traveling at 70 km / h, the current driving speed is set as is. However, if the driver's desired speed is 80 km / h, the driver can simply press the resume / accelerate switch 172 multiple times to increase the set speed. The "+" sign on the resume / accelerate switch 172 indicates that this is a switch that increases the set value. Conversely, if the driver's desired speed is 60 km / h, the driver can simply press the set / coast switch 173 multiple times to decrease the set speed. The "-" sign on the set / coast switch 173 indicates that this is a switch that decreases the set value. The driver can adjust the desired distance between vehicles by operating the distance adjustment switch 175 of the input device 17 shown in FIG. 2 and selecting one of multiple settings such as short distance, medium distance, and long distance.

[0032] Constant speed control, which allows the vehicle to travel at a constant speed set by the driver, is executed when the forward radar or the like of the sensor 11 detects that there is no preceding vehicle ahead in the vehicle's lane. In constant speed control, the drive control device 18 controls the operation of the engine, brakes, and other drive mechanisms while feeding back vehicle speed data from the vehicle speed sensor so as to maintain the set traveling speed.

[0033] Distance control, which follows a preceding vehicle while performing distance control, is executed when the forward radar of the sensor 11 detects the presence of a preceding vehicle ahead in the vehicle's lane. In distance control, the drive control device 18 controls the operation of the engine, brakes, and other drive mechanisms while feeding back data on the distance detected by the forward radar so as to maintain a set distance, with a set travel speed as the upper limit. If the preceding vehicle stops while traveling under distance control, the vehicle stops following the preceding vehicle. If the preceding vehicle starts moving within, for example, 30 seconds after the vehicle stops, the vehicle also starts moving and resumes following travel under distance control. If the vehicle remains stopped for more than 30 seconds, the vehicle does not automatically start moving even if the preceding vehicle starts moving. After the preceding vehicle starts moving, pressing the resume / accelerate switch 172 or depressing the accelerator pedal resumes following travel under distance control.

[0034] On the other hand, the autonomous steering control function is a function for controlling the steering of the vehicle by controlling the operation of the steering actuator. The autonomous steering control function of this embodiment includes: (1) a lane-keeping function (lane width direction maintenance function) that controls the steering to drive, for example, near the center of the lane, and assists the driver in steering; (2) a lane-change assist function that controls the steering when the driver operates the turn signal lever and assists the steering operation required for lane changes; (3) an overtaking assist function that, when a vehicle slower than the set vehicle speed is detected ahead, asks the driver via a display whether to perform an overtaking operation, and, if the driver operates an acceptance switch, controls the steering to assist the overtaking operation; and (4) a route driving assist function that, when the driver has set a destination in a navigation device or the like, asks the driver via a display whether to perform a lane change when the vehicle reaches a lane change point required for driving along the route, and, if the driver operates an acceptance switch, controls the steering to assist the lane change. Note that when autonomous steering control is performed, autonomous speed control is also performed simultaneously, but speed control may be performed by the driver's accelerator and brake operation.

[0035] When autonomously driving through an intersection using the above-described autonomous driving control function, the host vehicle passes through the intersection by following a preset driving route. The prior art document cited in the conventional art section describes setting a recommended area connecting an entrance road to an intersection with an exit road from the intersection, and controlling the host vehicle to travel within this recommended area. However, in the prior art document, only one recommended area for traveling through the intersection is set. If only one recommended area (driving route) within the intersection is set, depending on the position where the host vehicle V1 stops within the intersection, it may take a long time for the host vehicle V1 to turn right or left and pass through the intersection after stopping within the intersection.

[0036] The intersection IS shown in Figure 4 is a road with two lanes on each side (traffic on the left), extending vertically in the figure, and two lanes entering the intersection IS and one lane exiting the intersection IS, extending horizontally in the figure. The host vehicle V1 enters the intersection IS from the driving lane L1 at the bottom of the figure, turns right within the intersection IS, and exits into the driving lane L2 at the right of the figure. In this case, for example, if there is an oncoming vehicle V2 entering from the driving lane L3, which is the oncoming lane of the driving lane L1 in which the host vehicle V1 is currently traveling (the lane opposite the host vehicle's lane; the same applies hereinafter in this specification), and traveling straight through the intersection IS and exiting into the driving lane L4, the host vehicle V1 must stop near the entrance to the intersection IS, as shown in Figure 4. After the oncoming vehicle V2 has passed, the vehicle V1 will begin to turn right from where it was stopped and exit into driving lane L2, which will increase the time it takes to pass through the intersection IS after stopping at the intersection IS.

[0037] Therefore, in the vehicle cruise control device 1 according to this embodiment, when the host vehicle V1 autonomously travels through an intersection, in addition to a first travel line that makes a steady circular turn from the entrance to the exit of the intersection IS, a second travel line that waits for the oncoming vehicle V2 traveling in the oncoming lane to pass near the center of the intersection IS is set as the planned travel trajectory of the host vehicle V1. Then, if the host vehicle V1 selects the second travel line when passing through the intersection IS, the host vehicle V1 can wait for the oncoming vehicle V2 to pass near the center of the intersection IS, thereby shortening the time required for the host vehicle V1 to pass through the intersection IS after stopping within the intersection IS.

[0038] An embodiment of autonomous driving at an intersection IS will be described below with reference to Figures 5A to 6B. Note that the following describes an example in which the present invention is applied to a driving scene in which traffic regulations stipulate that vehicles keep to the left and people keep to the right, such as Japanese traffic regulations. However, the present invention can also be applied to a driving scene in which traffic regulations stipulate that vehicles keep to the right and people keep to the left, by switching the terms "left" and "right" in the following description.

[0039] 3 is a block diagram showing an example of an intersection driving control unit 190 included in the control device 19. The intersection driving control unit 190 of this embodiment includes a driving data storage unit 191, a driving situation determination unit 192, a driving line setting unit 193, and a following command value generation unit 194, which incorporates signals or information from the map database 13 and a sensor 11 such as a front camera serving as an intersection detection unit, and outputs a final command value to the drive control device 18. These components constituting the intersection driving control unit 190 are merely a convenient representation of functional configurations exhibited by execution of an information processing program in the control device 19, and are actually realized by a program stored in a ROM.

[0040] The travel data storage unit 191 is a database that stores travel information (such as travel trajectory) and location information (such as latitude and longitude) of the vehicle on roads that the vehicle has traveled on in the past, in association with each other. The travel data storage unit 191 is provided, for example, on a server external to the vehicle, and is accessible by specific users via an internet connection or the like. If the travel data storage unit 191 contains a travel trajectory history, the data can be read out and used for autonomous travel. Furthermore, the past travel information can be updated to reflect current travel information, and information on the first and second travel lines, which will be described later, can also be stored. However, if the intersection IS is a first intersection with no travel history, or if the shape of the intersection IS has changed, the information in the travel data storage unit 191 cannot be used. Note that the travel data storage unit 191 is not an essential component of the present invention and may be omitted as necessary.

[0041] The intersection detection unit is a sensor 11 that detects intersections IS on the driving route of the host vehicle V1, and mainly includes a front camera that captures an image in front of the host vehicle V1, and side cameras that capture images of the left and right sides of the host vehicle V1. The intersection detection unit acquires intersection information using the front camera, etc. The intersection information includes position information (latitude, longitude, etc.) of the entrance and exit of the intersection IS, information on roads connecting to the entrance and exit of the intersection IS (number of lanes, lane width, etc.), as well as road marking information (lane markers, stop lines, etc.). The intersection detection unit may acquire the intersection information from map information stored in the map database 13.

[0042] FIG. 5A is a plan view showing an example of a scene in which a host vehicle V1 turns right at an intersection IS while autonomously traveling using the cruise control device 1 of this embodiment. Similar to the intersection IS shown in FIG. 4, the intersection IS shown in FIG. 5A is a road with two lanes on each side (traffic on the left) extending vertically in the figure, and two lanes extending horizontally in the figure, one lane leading into the intersection IS and one lane leading out of the intersection IS. A guidance sign GM is provided in the center of the intersection IS to guide travel within the intersection IS. The host vehicle V1 enters the intersection IS from a driving lane L1 at the entrance to the intersection IS, turns right, and exits into a driving lane L2 at the exit of the intersection IS. The entrance to the intersection IS and the exit of the intersection IS referred to here mean the entrance and exit as viewed from the direction of travel of the host vehicle V1.

[0043] The driving situation determination unit 192 determines whether the planned driving trajectory TR along which the host vehicle V1 will travel through the intersection IS crosses the oncoming lane of the host vehicle V1 currently traveling, based on the map information acquired from the map database 13, the vehicle driving information (driving trajectory, etc.) acquired from the driving data accumulation unit 191, and the intersection information acquired from the intersection detection unit. If the planned driving trajectory TR crosses the oncoming lane, it means that the host vehicle V1 needs to stop or slow down within the intersection IS to allow an oncoming vehicle V2 traveling in the oncoming lane to pass.

[0044] First, the driving situation determination unit 192 generates a planned driving trajectory TR for the host vehicle V1. In the scene shown in Fig. 5A, for example, a transition curve that smoothly connects the center of the stop line SL1 of the driving lane L1 that connects to the entrance of the intersection IS and the center of the extended stop line SL2 (double line) that is an extension of the stop line of the oncoming lane of the driving lane L2 that connects to the exit of the intersection IS is generated using, for example, a trigonometric function, a polynomial function, a clothoid curve, a Bezier curve, or the like (solid arrow). Note that if the driving data accumulation unit 191 stores past driving trajectories through the intersection IS, the driving situation determination unit 192 may read out the past driving trajectory as the planned driving trajectory TR.

[0045] Next, the driving situation determination unit 192 determines whether the generated planned driving trajectory TR crosses an oncoming lane. In the scene shown in FIG. 5A, the oncoming lane here refers to the driving lanes L3 and L4 opposite the driving lane L1 in which the host vehicle V1 is currently traveling, and the via lane RL in the intersection IS connecting the driving lanes L3 and L4. For example, when the host vehicle V1 turns left at the intersection IS, it does not cross the via lane RL. However, when the host vehicle V1 turns right along the planned driving trajectory TR as shown in FIG. 5A, it crosses the via lane RL. In such a scene, the driving situation determination unit 192 determines that the planned driving trajectory TR of the host vehicle V1 crosses an oncoming lane. The driving situation determination unit 192 outputs the determination result to the driving line setting unit 193.

[0046] When the driving line setting unit 193 receives a determination result from the driving situation determination unit 192 that the planned driving trajectory TR of the host vehicle V1 crosses the oncoming lane, the driving line setting unit 193 sets at least a first driving line TL1 and a second driving line TL2 as the planned driving trajectory TR for the host vehicle V1 to travel through the intersection IS. Then, the driving line setting unit 193 determines which driving line TL (a collective term for the first driving line TL1 and the second driving line TL2; the same applies hereinafter in this specification) to use to control the driving of the host vehicle V1, and outputs the result to the following command value generation unit 194.

[0047] The first driving line TL1 is a line with a constant curvature that connects the entrance to the exit of the intersection IS, as shown in FIG. 5A, for example, but is not limited to this. In other words, it is a steady circular turning trajectory in which the turning radius of the host vehicle V1 is constant. In contrast, the second driving line TL2 is a driving line with a curvature that connects the entrance to the intersection IS near the center and from the center to the exit that is greater than that of the first driving line TL1, but is not limited to this. In other words, it is a trajectory in which the host vehicle V1 travels as straight as possible from the entrance to the center of the intersection IS, makes a large turn near the center of the intersection IS, and heads toward the exit. This trajectory allows the host vehicle V1 to wait for the oncoming vehicle V2 to pass near the center of the intersection IS. As a result, the first driving line TL1 can stabilize the driving behavior of the host vehicle V1, and the second driving line TL2 allows the host vehicle V1 to adapt to the driving behavior of the oncoming vehicle V2 traveling in the oncoming lane. The first traveling line TL1 and the second traveling line TL2 may have an overlapping area in some of their loci, as will be described later (see FIGS. 6A and 6B).

[0048] Incidentally, the driving line TL may be set so that the lateral jerk (jerk, jerk) generated when the host vehicle V1 travels along the first driving line TL1 is smaller than the lateral jerk generated when the host vehicle V1 travels along the second driving line TL2. This allows the first driving line TL1 to be a trajectory that suppresses the jerk of the centrifugal force (so-called lateral G) acting in the lateral direction when the host vehicle V1 turns right, thereby improving the stability of the driving behavior of the host vehicle V1.

[0049] The driving line TL may be set such that the steering angle of the host vehicle V1 when traveling along the second driving line TL2 from the entrance to the intersection IS to near the center is smaller than the steering angle when traveling along the first driving line TL1, and the steering angle of the host vehicle V1 when traveling along the second driving line TL2 from near the center to the exit of the intersection IS is larger than the steering angle when traveling along the first driving line TL1. This allows the first driving line TL1 to be a trajectory that suppresses the amount of change in the steering angle when the occupant of the host vehicle V1 operates the steering wheel, thereby further improving the stability of the driving behavior of the host vehicle V1. Furthermore, the second driving line TL2 can be a trajectory that suppresses the amount of change in the steering angle until the host vehicle V1 reaches near the center of the intersection IS, allowing the host vehicle V1 to travel smoothly to near the center of the intersection IS.

[0050] After setting the first driving line TL1 and the second driving line TL2, the driving line setting unit 193 selects which driving line TL to use to control the driving of the host vehicle V1. For example, the driving line TL may be determined by detecting other vehicles traveling at the intersection IS using a front camera or the like as the sensor 11, and determining whether the host vehicle V1 needs to stop or slow down within the intersection IS based on the driving behavior of the detected other vehicles.

[0051] 5B, the second driving line TL2 runs near the center of the intersection IS, so the host vehicle V1 can be stopped inside (near the center) of the intersection IS, compared to traveling along the first driving line TL1 and stopping at the intersection IS. Therefore, the driving line setting unit 193 selects the second driving line TL2 when the host vehicle V1 needs to stop or slow down at the intersection IS due to the driving behavior of other vehicles. This is because stopping the host vehicle V1 as close to the intersection IS as possible (near the center) shortens the distance the host vehicle V1 needs to turn right after stopping, thereby shortening the time required to pass through the intersection IS.

[0052] In particular, when an oncoming vehicle V2 is detected entering the intersection IS from the driving lane L3 among other vehicles traveling at the intersection IS, the host vehicle V1 is likely to stop or slow down within the intersection IS, so the driving line setting unit 193 selects the second driving line TL2. This is because, as shown in FIG. 5B , when the oncoming vehicle V2 travels from the driving lane L3 to the via lane RL and exits to the driving lane L4, the oncoming vehicle V2 passes through the planned driving trajectory TR of the host vehicle V1, thereby affecting the driving behavior of the host vehicle V1. When there is an oncoming vehicle V2 that affects the driving behavior of the host vehicle V1, the host vehicle V1 is determined to need to stop or slow down, and the second driving line TL2 is selected, thereby allowing the host vehicle V1 to stop as close to the center of the intersection IS as possible. As a result, the time required for the host vehicle V1 to pass through the intersection IS after stopping can be shortened.

[0053] However, if it is detected based on the intersection information acquired by the intersection detection unit that the driving lane L1 in which the host vehicle V1 is currently traveling is a priority road relative to the oncoming lane (driving lane L3), the first driving line TL1 may be selected. In such a case, even if there is an oncoming vehicle V2 passing through the planned driving trajectory TR of the host vehicle V1, the host vehicle V1 can turn right at the intersection IS with priority over the oncoming vehicle V2, so the host vehicle V1 does not need to stop or slow down.

[0054] On the other hand, if the driving lane L1 in which the host vehicle V1 is currently traveling is a non-priority road relative to the oncoming lane (driving lane L3), the host vehicle V1 must stop or slow down when an oncoming vehicle V2 enters the intersection IS from driving lane L3, and so selects the second driving line TL2. In this way, by selecting the driving line TL depending on whether the lane in which the host vehicle V1 is traveling is a priority road or a non-priority road relative to the oncoming lane, the host vehicle V1 can travel on the driving line TL that suits the driving environment of the intersection IS.

[0055] As shown in FIG. 5C, when a guide line GL that guides travel through the intersection IS is detected based on the intersection information acquired by the intersection detection unit, the travel line setting unit 193 controls travel using a third travel line TL3 that follows the guide line GL to ensure that the host vehicle V1 travels in accordance with traffic regulations. However, as shown in FIG. 5C, the guide line GL is often set within a portion of the intersection IS. In such a case, for example, the host vehicle V1 may be controlled to travel along the supplementary line CL by detecting a stop position SP at the end of the guide line GL, connecting the stop position SP to the extended stop line SL2 (double line) at the exit of the intersection IS, and then controlling travel of the host vehicle V1 along the supplementary line CL after passing the third travel line TL3.

[0056] 5A and 5B, when the driving line setting unit 193 detects a guidance sign GM that guides driving within the intersection IS, the driving line setting unit 193 causes the vehicle V1 to drive using the driving line TL (here, the second driving line TL2 shown in FIG. 5B) that runs near the guidance sign GM, out of the first driving line TL1 and the second driving line TL2. This is to control the driving of the vehicle V1 in accordance with traffic regulations, just as when the guidance line GL is detected.

[0057] 6A and 6B are plan views illustrating a scene in which the driving line setting unit 193 selects the first driving line TL1 or the second driving line TL2. As described above, the driving line setting unit 193 selects either the first driving line TL1 or the second driving line TL (or the third driving line TL3) based on the driving behavior of the oncoming vehicle V2 and intersection information acquired by the intersection detection unit, and controls the driving of the host vehicle V1. For example, the driving line setting unit 193 may select the driving line TL when the host vehicle V1 reaches the entrance to the intersection IS. In the scene shown in FIG. 6A, this is when the host vehicle V1 reaches the stop line SL1 of the driving lane L1. This is because selecting the driving line TL before the host vehicle V1 enters the intersection IS allows the host vehicle V1 to pass through the intersection IS smoothly.

[0058] Furthermore, when the first driving line TL1 and the second driving line TL2 overlap, the driving line setting unit 193 may select the driving line TL in this overlapping area. In the scene shown in FIG. 6B , the driving line setting unit 193 detects an overlapping area CA where the first driving line TL1 and the second driving line TL2 overlap, based on intersection information acquired by the intersection detection unit. If the driving line TL is selected after passing through the overlapping area CA, the vehicle V1 may have to suddenly change its driving trajectory, which may affect the driving behavior of the vehicle V1. However, if the driving line TL is selected in the overlapping area CA, a more appropriate driving line TL can be set without affecting the driving behavior of the vehicle V1, even after entering the intersection IS.

[0059] Furthermore, the driving line setting unit 193 may select the driving line TL at a position in the overlapping area CA that is closest to the center of the intersection IS, i.e., at the time of closest entry into the intersection IS. In the scene shown in FIG. 6B, the driving line TL is selected when the vehicle V1 reaches the extreme edge SCL of the overlapping area CA. By selecting the driving line TL when the vehicle V1 has traveled as far into the intersection IS as possible after entering the intersection IS, it is possible to select an appropriate driving line TL according to the driving environment of the vehicle V1 while ensuring time to detect the driving behavior of the oncoming vehicle V2 traveling in the oncoming lane.

[0060] 3, the following command value generation unit 194 calculates a control command value to be actually output to the drive control device 18 based on the driving line TL selected by the driving line setting unit 193. For example, the control command value is calculated to make the host vehicle V1 travel along the center of the selected driving line TL. The following command value generation unit 196 makes the host vehicle V1 travel through the intersection IS by making the host vehicle V1 follow the selected driving line TL.

[0061] Intersection Driving Control Processing Next, an intersection driving control process according to this embodiment will be described with reference to Fig. 7. Fig. 7 is a flowchart showing an example of the intersection driving control process executed by the control device 19 of this embodiment. The driving control process described below is executed by the control device 19 at predetermined time intervals. In the following, it is assumed that the autonomous driving control function of the control device 19 executes autonomous speed control and autonomous steering control, and performs lane keeping control to control the driving position of the host vehicle in the width direction so that the host vehicle travels within the lane at a speed set by the driver.

[0062] First, in step S1 of FIG. 7, the intersection detection unit (sensor 11) detects an intersection IS on the travel route of the host vehicle V1 using a forward camera or the like. Next, in step S2, the travel situation determination unit 192 generates a planned travel trajectory TR for the host vehicle V1. For example, as shown in FIG. 5A, a transition curve is generated that smoothly connects the center of the stop line SL1 of the travel lane L1 connecting to the entrance of the intersection IS with the center of the extended stop line SL2 (double line) calculated by extending the stop line of the oncoming lane of the travel lane L2 connecting to the exit of the intersection IS. Note that if the travel data accumulation unit 191 stores past travel trajectories of the intersection IS, the past travel trajectory may be read out and used as the planned travel trajectory TR.

[0063] In step S3, the driving situation determination unit 192 determines whether the planned driving trajectory TR of the host vehicle V1 crosses an oncoming lane. In the scene shown in FIG. 5A, the oncoming lanes are the driving lanes L3 and L4 opposite the driving lane L1 in which the host vehicle V1 is currently traveling, and the via lane RL within the intersection IS that connects the driving lanes L3 and L4. As shown in FIG. 5A, if it is determined that the planned driving trajectory TR of the host vehicle V1 crosses an oncoming lane, the process proceeds to step S4. On the other hand, if it is determined that the planned driving trajectory TR of the host vehicle V1 does not cross an oncoming lane, the host vehicle V1 does not need to stop or slow down depending on the driving state of the oncoming vehicle V2 when passing through the intersection IS, and therefore the intersection driving control process of this embodiment is terminated.

[0064] If it is determined in step S3 that the planned travel trajectory TR of the host vehicle V1 crosses an oncoming lane, then in step S4, the travel line setting unit 193 sets a first travel line TL1 and a second travel line TL2 as the planned travel trajectory TR of the host vehicle V1 at the intersection IS. The first travel line TL1 is, for example, a steady circular turning trajectory with a constant turning radius as the host vehicle V1 travels from the entrance to the exit of the intersection IS, as shown in FIG. 5A. The second travel line TL2 is, for example, a trajectory as shown in FIG. 5B, in which the host vehicle V1 travels as straight as possible from the entrance to the center of the intersection IS, then makes a large turn near the center of the intersection IS and heads toward the exit, and is a trajectory that allows the host vehicle V1 to wait for the oncoming vehicle V2 to pass near the center of the intersection IS.

[0065] In the next step S5, the travel line setting unit 193 determines whether or not there is an overlap area CA where the first travel line TL1 and the second travel line TL2 overlap, as shown in Fig. 6B. If it is determined that there is an overlap area CA, the process proceeds to step S6. On the other hand, if it is determined that there is no overlap area CA, the process proceeds to step S7.

[0066] If it is determined in step S5 that an overlap area CA exists where the first travel line TL1 and the second travel line TL2 overlap, then in step S6, the travel line setting unit 193 determines whether the vehicle V1 has reached the extreme edge SCL of the overlap area CA, as shown in FIG. 6B. If it is determined that the vehicle V1 has reached the extreme edge SCL of the overlap area CA, the process proceeds to step S8. On the other hand, if it is determined that the vehicle V1 has not reached the extreme edge SCL of the overlap area CA, step S6 is repeated until the vehicle V1 reaches the extreme edge SCL of the overlap area CA.

[0067] If it is determined in step S5 that an overlap area CA where the first travel line TL1 and the second travel line TL2 overlap does not exist, then in step S7, the travel line setting unit 193 determines whether the host vehicle V1 has reached the entrance to an intersection IS, as shown in FIG. 6A. The entrance to the intersection IS is, for example, the stop line SL1 of the travel lane L1 in which the host vehicle V1 is traveling. If it is determined that the host vehicle V1 has reached the entrance to the intersection IS, the process proceeds to step S8. On the other hand, if it is determined that the host vehicle V1 has not reached the entrance to the intersection IS, step S7 is repeated until the host vehicle V1 reaches the entrance to the intersection IS.

[0068] If the result of the determination in step S6 is that the host vehicle V1 has reached the outermost edge SCL of the superposition area CA, or if the result of the determination in step S7 is that the host vehicle V1 has reached the entrance to the intersection IS, then in step S8, the driving line setting unit 193 determines whether or not there is an oncoming vehicle V2 entering from the oncoming lane of the driving lane L1 in which the host vehicle V1 is traveling. The oncoming lane here refers to the driving lane L3 shown in Figures 5A and 5B.

[0069] If it is determined in step S8 that there is an oncoming vehicle V2 entering from the oncoming lane (driving lane L3), the process proceeds to step S9, where the driving line setting unit 193 selects the second driving line TL2. If there is an oncoming vehicle V2 entering from the oncoming lane (driving lane L3), the host vehicle V1 must stop or slow down within the intersection IS, so the second driving line TL2 is selected and the host vehicle V1 is stopped or slowed down inside (near the center of) the intersection IS.

[0070] If it is determined in step S8 that there is no oncoming vehicle V2 entering from the oncoming lane (driving lane L3), the process proceeds to step S10, where the driving line setting unit 193 selects the first driving line TL1. If there is no oncoming vehicle V2, the host vehicle V1 does not need to stop or slow down within the intersection IS, so the first driving line TL1 is selected and the host vehicle V1 is made to travel on a trajectory with highly stable driving behavior.

[0071] In the following step S11, the following command value generation unit 196 calculates a control command value based on the driving line TL selected by the driving line setting unit 193. Then, the control command value is output to the drive control device 18 to control the driving of the host vehicle V1 and make it turn right at the intersection IS.

[0072] As described above, according to the vehicle cruise control method and cruise control device 1 of this embodiment, when the planned travel path TR of the host vehicle V1 from the entrance to the exit of the intersection IS at which the host vehicle V1 is about to turn right or left crosses the oncoming lanes (travel lanes L3 and L4 and via lane RL) of the host vehicle's current lane (travel lane L1), the host vehicle V1 is set as the planned travel path TR of the host vehicle V1 at the intersection IS. The first travel line TL1, which makes a steady circular turn from the entrance to the exit of the intersection IS, and the second travel line TL2, which waits for the oncoming vehicle V2 traveling in the oncoming lane near the center of the intersection IS, are set, and the host vehicle V1 is allowed to travel along either the first travel line TL1 or the second travel line TL2. As the planned travel path TR of the host vehicle V1 at the intersection IS, in addition to the first travel line TL1, which makes a steady circular turn from the entrance to the exit of the intersection IS, the second travel line TL2, which waits for the oncoming vehicle V2 traveling in the oncoming lane near the center of the intersection IS, is set. Therefore, by selecting the second driving line TL2 and waiting for the oncoming vehicle V2 to pass near the center of the intersection IS, the time required for the vehicle V1 to pass through the intersection IS after stopping within the intersection IS can be shortened.

[0073] Furthermore, according to the vehicle driving control method and driving control device 1 of this embodiment, the lateral jerk of the host vehicle V1 generated when the host vehicle V1 travels along the first driving line TL1 is smaller than the lateral jerk of the host vehicle V1 generated when the host vehicle V1 travels along the second driving line TL2. As a result, the first driving line TL1 can be made to follow a trajectory that suppresses the jerk of the centrifugal force (so-called lateral G) acting in the lateral direction when the host vehicle V1 turns right, thereby improving the stability of the driving behavior of the host vehicle V1.

[0074] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, the steering angle of the host vehicle V1 when traveling along the second travel line TL2 from the entrance to the intersection IS to near the center is smaller than the steering angle of the host vehicle V1 when traveling along the first travel line TL1, and the steering angle of the host vehicle V1 when traveling along the second travel line TL2 from near the center to the exit of the intersection IS is larger than the steering angle of the host vehicle V1 when traveling along the first travel line TL1. This allows the first travel line TL1 to follow a trajectory that suppresses the amount of change in steering angle when the occupant of the host vehicle V1 operates the steering wheel, further improving the stability of the traveling behavior of the host vehicle V1. Furthermore, the second travel line TL2 can follow a trajectory that suppresses the amount of change in steering angle until the host vehicle V1 reaches near the center of the intersection IS, allowing the host vehicle V1 to travel smoothly to near the center of the intersection IS.

[0075] According to the vehicle cruise control method and cruise control device 1 of this embodiment, the first cruise line TL1 is a curved line with a constant curvature that connects the entrance to the exit of the intersection IS, and the second cruise line TL2 has a curvature that connects the entrance to the center of the intersection IS and the center to the exit of the intersection IS that is greater than the curvature of the first cruise line TL1. As a result, the first cruise line TL1 can stabilize the cruise behavior of the host vehicle V1, and the second cruise line TL2 can cause the host vehicle V1 to adapt to the cruise behavior of the oncoming vehicle V2 traveling in the oncoming lane.

[0076] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, it is determined whether the host vehicle V1 needs to stop or slow down within the intersection IS, and if it is determined that the host vehicle V1 needs to stop or slow down within the intersection IS, the second travel line TL2 is selected. As a result, when the host vehicle V1 needs to stop or slow down within the intersection IS, the host vehicle V1 can be stopped as close to the center of the intersection IS as possible. As a result, the distance required for the host vehicle V1 to turn right after stopping is shortened, thereby reducing the time required to pass through the intersection IS.

[0077] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, an oncoming vehicle V2 traveling in the oncoming lane (traveling lane L3) is detected, and when the oncoming vehicle V2 enters the intersection IS, it is determined that the host vehicle V1 needs to stop or slow down within the intersection IS, and the second travel line TL2 is selected. As a result, when there is an oncoming vehicle V2 that will affect the traveling behavior of the host vehicle V1, it is determined that the host vehicle V1 needs to stop or slow down, and the host vehicle V1 is stopped as close to the center of the intersection IS as possible. As a result, the time required for the host vehicle V1 to pass through the intersection IS after stopping can be shortened.

[0078] Furthermore, the vehicle cruise control method and cruise control device 1 of this embodiment detect whether the lane (traveling lane L1) on which the vehicle V1 is currently traveling is a priority road or a non-priority road relative to the oncoming lane (traveling lane L3), and if the lane (traveling lane L1) is a priority road, selects the first travel line TL1, and if the lane (traveling lane L1) is a non-priority road, selects the second travel line TL2. This allows the vehicle V1 to travel on a travel line TL that suits the traveling environment of the intersection IS.

[0079] In addition, according to the vehicle driving control method and driving control device 1 of this embodiment, a guide line GL that guides driving within an intersection IS is detected, and when the guide line GL is detected, the vehicle V1 is caused to drive along the guide line GL (third driving line TL3), so that the vehicle V1 can be caused to drive in accordance with traffic regulations.

[0080] In addition, according to the vehicle driving control method and driving control device 1 of this embodiment, a guidance sign GM that guides driving within an intersection IS is detected, and when the guidance sign GM is detected, a driving line TL that runs near the guidance sign GM is selected from the first driving line TL1 and the second driving line TL2, so that the appropriate driving line TL can be selected in accordance with traffic regulations and the vehicle V1 can be driven.

[0081] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, before the host vehicle V1 enters the intersection IS, either the first travel line TL1 or the second travel line TL2 is selected at the entrance of the intersection IS, thereby allowing the host vehicle V1 to pass through the intersection IS smoothly.

[0082] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, an overlap area CA where the first and second driving lines TL1 and TL2 overlap is detected between the entrance to the intersection IS and near the center, and after the host vehicle V1 enters the intersection IS, either the first or second driving line TL1 or TL2 is selected in the overlap area CA. This allows a more appropriate driving line TL to be set without affecting the driving behavior of the host vehicle V1 even after entering the intersection IS.

[0083] Furthermore, according to the vehicle cruise control method and cruise control device 1 of this embodiment, when the host vehicle V1 reaches a position (the outermost end SCL) in the overlap area CA that is closest to the center of the intersection IS, either the first cruise line TL1 or the second cruise line TL2 is selected. This allows the host vehicle V1 to select an appropriate cruise line TL according to the driving environment while ensuring time to detect the driving behavior of the oncoming vehicle V2.

[0084] It should be noted that the above-described embodiments have been described to facilitate understanding of the present invention, and are not intended to limit the present invention. Therefore, the elements disclosed in the above embodiments are intended to include all design modifications and equivalents that fall within the technical scope of the present invention. [Explanation of symbols]

[0085] 1...Traction control device 11...Sensor 12...Vehicle position detection device 13...Map database 14…In-vehicle equipment 15...Navigation device 16...Presentation device 17...Input device 18...Drive control device 19...Control device V1: Your vehicle V2: Oncoming vehicle L1, L2, L3, L4...driving lanes TL1: First running line TL2: Second driving line TR: Planned driving route CA: Superimposed area GL...Guidance line GM…Guidance sign IS...Intersection

Claims

1. A driving control method executed by a processor to autonomously control a vehicle traveling on a road including an intersection, comprising: The processor: When a planned travel path of the host vehicle from an entrance to an exit of an intersection at which the host vehicle is about to turn right or left and pass through crosses an oncoming lane of the host vehicle's current lane, a first driving line that makes a steady circular turn from an entrance to an exit of the intersection and a second driving line that waits for an oncoming vehicle traveling in the oncoming lane to pass near a center of the intersection, as a planned driving trajectory of the host vehicle at the intersection; A vehicle driving control method for selecting one of the first driving line and the second driving line to drive the host vehicle, A vehicle driving control method in which the lateral jerk of the vehicle generated when traveling along the first driving line is smaller than the lateral jerk of the vehicle generated when traveling along the second driving line.

2. A driving control method executed by a processor to autonomously control a vehicle traveling on a road including an intersection, comprising: The processor: When a planned travel path of the host vehicle from an entrance to an exit of an intersection at which the host vehicle is about to turn right or left and pass through crosses an oncoming lane of the host vehicle's current lane, a first driving line that makes a steady circular turn from an entrance to an exit of the intersection and a second driving line that waits for an oncoming vehicle traveling in the oncoming lane to pass near a center of the intersection, as a planned driving trajectory of the host vehicle at the intersection; A vehicle driving control method for selecting one of the first driving line and the second driving line to drive the host vehicle, a steering angle of the host vehicle when traveling along the second driving line from the entrance to the center of the intersection is smaller than a steering angle of the host vehicle when traveling along the first driving line, A vehicle driving control method in which the steering angle of the vehicle when traveling on the second driving line from near the center of the intersection to the exit is larger than the steering angle of the vehicle when traveling on the first driving line.

3. The first driving line is a curved line with a constant curvature that connects the entrance to the exit of the intersection, 3. A vehicle driving control method according to claim 1, wherein the second driving line has a curvature connecting the entrance to the center of the intersection and the curvature connecting the center to the exit of the intersection that is greater than the curvature of the first driving line.

4. The processor: A vehicle driving control method according to any one of claims 1 to 3, wherein the method determines whether the vehicle needs to stop or slow down within the intersection, and if it determines that the vehicle needs to stop or slow down within the intersection, selects the second driving line.

5. The processor:

5. A vehicle driving control method according to claim 4, wherein an oncoming vehicle traveling in the oncoming lane is detected, and when the oncoming vehicle enters the intersection, it is determined that the vehicle needs to stop or slow down within the intersection, and the second driving line is selected.

6. The processor:

6. A vehicle driving control method according to claim 1, further comprising: detecting whether a lane in which the vehicle is currently traveling is a priority road or a non-priority road relative to the oncoming lane; selecting the first driving line if the lane in which the vehicle is currently traveling is a priority road; and selecting the second driving line if the lane in which the vehicle is currently traveling is a non-priority road.

7. The processor: A vehicle driving control method according to any one of claims 1 to 6, wherein a guide line that guides driving within the intersection is detected, and when the guide line is detected, the vehicle is caused to drive along the guide line.

8. The processor: A vehicle driving control method according to any one of claims 1 to 6, wherein a guidance sign that guides driving within the intersection is detected, and when the guidance sign is detected, a driving line that runs near the guidance sign is selected from the first driving line and the second driving line.

9. The processor: The vehicle driving control method according to any one of claims 1 to 8, wherein the vehicle selects either the first driving line or the second driving line at an entrance to the intersection before the vehicle enters the intersection.

10. A driving control method executed by a processor to autonomously control a vehicle traveling on a road including an intersection, comprising: The processor: When a planned travel path of the host vehicle from an entrance to an exit of an intersection at which the host vehicle is about to turn right or left and pass through crosses an oncoming lane of the host vehicle's current lane, a first driving line that makes a steady circular turn from an entrance to an exit of the intersection and a second driving line that waits for an oncoming vehicle traveling in the oncoming lane to pass near a center of the intersection, as a planned driving trajectory of the host vehicle at the intersection; A vehicle driving control method for selecting one of the first driving line and the second driving line to drive the host vehicle, The processor: A vehicle driving control method that detects an overlap area where the first driving line and the second driving line overlap between the entrance to the intersection and near the center, and selects either the first driving line or the second driving line in the overlap area after the vehicle enters the intersection.

11. The processor: The vehicle driving control method according to claim 10, wherein when the host vehicle reaches a position in the overlap area that is closest to the center of the intersection, either the first driving line or the second driving line is selected.

12. A driving control device that autonomously controls a vehicle traveling on a road including an intersection, a determination unit that determines whether a planned travel path of the host vehicle from an entrance to an exit of an intersection through which the host vehicle is about to turn right or left crosses an oncoming lane of the host vehicle currently traveling; a setting unit that sets, as a planned travel trajectory of the host vehicle at the intersection, a first travel line that makes a steady circular turn from an entrance to an exit of the intersection, and a second travel line that waits for an oncoming vehicle traveling in the oncoming lane to pass near a center of the intersection; a control unit that selects either the first driving line or the second driving line and causes the host vehicle to travel along the selected line; A vehicle driving control device in which the lateral jerk of the vehicle generated when the vehicle is traveling along the first driving line is smaller than the lateral jerk of the vehicle generated when the vehicle is traveling along the second driving line.

13. A driving control device that autonomously controls a vehicle traveling on a road including an intersection, a determination unit that determines whether a planned travel path of the host vehicle from an entrance to an exit of an intersection through which the host vehicle is about to turn right or left crosses an oncoming lane of the host vehicle currently traveling; a setting unit that sets, as a planned travel trajectory of the host vehicle at the intersection, a first travel line that makes a steady circular turn from an entrance to an exit of the intersection, and a second travel line that waits for an oncoming vehicle traveling in the oncoming lane to pass near a center of the intersection; a control unit that selects either the first driving line or the second driving line and causes the host vehicle to travel along the selected line; a steering angle of the host vehicle when traveling along the second driving line from the entrance to the center of the intersection is smaller than a steering angle of the host vehicle when traveling along the first driving line, A vehicle driving control device in which the steering angle of the vehicle when traveling on the second driving line from near the center of the intersection to the exit is larger than the steering angle of the vehicle when traveling on the first driving line.

Images