Driving assistance method and driving assistance device

Abstract

To provide a driving support method and a driving support device which can restrain a situation in which a vehicle cannot travel as far as a retreat position which is set between obstacles.SOLUTION: A driving support method comprises steps of: determining whether or not distance between a first obstacle, which stops on a self vehicle line L1 in a travel direction of a self vehicle V1, and a second obstacle, ahead of the first obstacle, is below prescribed distance if avoiding the first obstacle and the second obstacle by traveling on an adjacent lane L2 of the self vehicle line L1; and setting a passing position of side of the first obstacle to a position separating from the first obstacle remoter than when the distance between the first obstacle and the second obstacle is prescribed distance or more if it is determined that the distance between the first obstacle and the second obstacle is below the prescribed distance.SELECTED DRAWING: Figure 3B

Description

[Technical Field]

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

[0002] It is known that on a road including a driving lane in which the vehicle is traveling and an adjacent lane adjacent to the driving lane, when the position of a stopped vehicle in front of the vehicle within the driving lane is recognized, if the lateral position of the stopped vehicle is to the right of the right-side reference position, the target stopping position is set to a position to the left of the stopped vehicle and a distance behind the stopped vehicle that is longer than the reference inter-vehicle distance (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-112911 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above-described conventional technology, when there is another stopped vehicle behind a stopped vehicle and a target stopping position is set between the stopped vehicles, there is a risk that the vehicle will not be able to reach the target stopping position in order to avoid the stopped vehicle behind. In other words, with the above-described conventional technology, in a driving scene in which multiple obstacles must be avoided, when it is necessary to pull over between the obstacles, there is a problem in that the vehicle may not be able to reach the pull-over position set between the obstacles.

[0005] The problem to be solved by the present invention is to provide a driving assistance method and a driving assistance device that can prevent a situation in which the vehicle is unable to reach a waiting position set between obstacles. [Means for solving the problem]

[0006] The present invention provides a method for avoiding a first obstacle stopped in a vehicle's own lane along the vehicle's traveling direction and a second obstacle ahead of the first obstacle by traveling in a lane adjacent to the vehicle's own lane, in which: When avoiding an obstacle in an adjacent lane, The above problem is solved by determining whether the distance between the first obstacle and the second obstacle is less than a predetermined distance, and if it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, by setting the passing position on the side of the first obstacle to a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance. [Effects of the Invention]

[0007] According to the present invention, it is possible to prevent a situation in which the vehicle is unable to travel to a waiting position set between obstacles. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram showing a driving assistance system including a driving assistance device according to the present invention. [Figure 2] 2 is a plan view showing an example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. 1. FIG. [Figure 3A] 1. FIG. 4 is a plan view (part 1) showing another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 3B] 1. FIG. 4 is a plan view (part 2) showing another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 3C] 1. FIG. 4 is a plan view (part 3) showing another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 4A] 1. FIG. 4 is a plan view (part 1) showing still another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 4B] 1. FIG. 5 is a plan view (part 2) showing still another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 4C] 1. FIG. 4 is a plan view (part 3) showing still another example of a driving scene in which driving assistance is performed by the driving assistance system shown in FIG. [Figure 5A] 2 is a flowchart showing an example of a processing procedure in the driving assistance system of FIG. 1 (part 1). [Figure 5B] 2 is a flowchart showing an example of a processing procedure in the driving assistance system of FIG. 1 (part 2). DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The following description is based on the assumption that vehicles are driven on the left side of the road in countries with laws stipulating left-hand traffic. In countries with laws stipulating right-hand traffic, vehicles are driven on the right side of the road, so the left and right in the following description should be interpreted as symmetrical.

[0010] [Driver assistance system configuration] FIG. 1 is a block diagram showing a driving assistance system 10 according to the present invention. The driving assistance system 10 is an in-vehicle system that drives a vehicle to a destination set by the vehicle's occupants (including the driver) through autonomous driving control. Autonomous driving control refers to autonomously controlling the vehicle's driving behavior using a driving assistance device (described later), and the driving behavior includes all driving behaviors such as acceleration, deceleration, starting, stopping, steering to the right or left, changing lanes, and pulling over. Furthermore, autonomously controlling driving behavior refers to the driving assistance device controlling the driving behavior using a device in the vehicle. In other words, the driving assistance device intervenes in and controls these driving behaviors within a predetermined range. Driving behaviors that are not intervened in are manually controlled by the driver.

[0011] 1, a driving assistance system 10 includes an imaging device 11, a distance measuring device 12, a state detection device 13, map information 14, a position detection device 15, a navigation device 16, a vehicle control device 17, a display device 18, and a driving assistance device 19. The devices that make up the driving assistance system 10 are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other.

[0012] The imaging device 11 is a device that recognizes objects around the vehicle using images, and is, for example, a camera equipped with an imaging element such as a CCD, an ultrasonic camera, or an infrared camera. A single vehicle can be provided with multiple imaging devices 11, and they can be located, for example, near the front grille, under the left and right door mirrors, and near the rear bumper. This reduces blind spots when recognizing objects around the vehicle.

[0013] The distance measuring device 12 is a device for calculating the relative distance and relative speed between the vehicle and an object, and is, for example, a radar device or sonar such as a laser radar, a millimeter wave radar (such as LRF), a LiDAR (light detection and ranging) unit, or an ultrasonic radar. A plurality of distance measuring devices 12 can be provided on one vehicle, and can be arranged, for example, at the front, right side, left side, and rear of the vehicle. This allows the relative distance and relative speed between the vehicle and objects around it to be accurately calculated.

[0014] The objects detected by the imaging device 11 and the distance measuring device 12 include road lane boundaries, center lines, road markings, medians, guardrails, curbs, highway sidewalls, road signs, traffic lights, crosswalks, construction sites, accident sites, traffic restrictions, etc. The objects also include obstacles that may affect the vehicle's travel, such as automobiles (other vehicles) other than the vehicle itself, motorcycles, bicycles, pedestrians, etc. The detection results of the imaging device 11 and the distance measuring device 12 are acquired by the driving assistance device 19 at predetermined time intervals as necessary.

[0015] Furthermore, the detection results of the imaging device 11 and the distance measuring device 12 can be integrated or synthesized (so-called sensor fusion) by the driving assistance device 19, thereby supplementing missing information about the detected object. For example, the driving assistance device 19 can calculate the position information of the object based on the self-position information, which is the position where the vehicle is traveling, acquired by the position detection device 15, and the relative position (distance and direction) between the vehicle and the object. The calculated position information of the object is integrated by the driving assistance device 19 with multiple pieces of information, such as the detection results of the imaging device 11 and the distance measuring device 12 and the map information 14, to become information about the driving environment around the vehicle. Furthermore, the detection results of the imaging device 11 and the distance measuring device 12 and the map information 14 can be used to recognize objects around the vehicle and predict their movements.

[0016] The state detection device 13 is a device for detecting the running state of the vehicle, and examples thereof include a vehicle speed sensor, an acceleration sensor, a yaw rate sensor (e.g., a gyro sensor), a steering angle sensor, and an inertial measurement unit. There are no particular limitations on these devices, and known devices can be used. The locations and numbers of these devices can be set appropriately within a range that allows appropriate detection of the running state of the vehicle. The detection results of each device are acquired by the driving assistance device 19 at predetermined time intervals as necessary.

[0017] Map information 14 is information used for generating driving routes, controlling driving operations, etc., and includes road information, facility information, and their attribute information. Road information and road attribute information include information such as road width, road curvature radius, road shoulder structures, road traffic regulations (speed limit, whether lane changes are permitted), road merging and branching points, and locations where the number of lanes increases or decreases. Map information 14 is high-resolution map information that allows the movement trajectory of each lane to be grasped, and includes two-dimensional position information and / or three-dimensional position information at each map coordinate, road / lane boundary information at each map coordinate, road attribute information, lane incline / decline information, lane identification information, connecting lane information, etc.

[0018] Road and lane boundary information in high-resolution map information is information that indicates the boundary between the lane on which a vehicle travels and other roads. A lane on which a vehicle travels is a road along which the vehicle travels, and the form of the lane is not particularly limited. Boundaries exist on both the left and right sides of the vehicle's direction of travel, and the form is not particularly limited. Boundaries are, for example, road markings or road structures. Examples of road markings include lane boundaries and center lines, and examples of road structures include medians, guardrails, curbs, tunnels, and highway sidewalls. Note that at points where lane boundaries cannot be clearly identified, such as within intersections, boundaries are set for the lane in advance. These boundaries are imaginary and are not actually existing road markings or road structures.

[0019] The map information 14 is stored in a readable state in a recording medium provided in the driving assistance device 19, an in-vehicle device, or a server on a network. The driving assistance device 19 acquires the map information 14 as needed.

[0020] The position detection device 15 is a positioning system for detecting the current position of the vehicle, and is not particularly limited, and any known system can be used. The position detection device 15 calculates the current position of the vehicle, for example, from radio waves received from a satellite for the GPS (Global Positioning System). Alternatively, the position detection device 15 may estimate the current position of the vehicle from vehicle speed information and acceleration information acquired from the state detection device 13, which includes a vehicle speed sensor, an acceleration sensor, and a gyro sensor, and compare the estimated current position with the map information 14 to calculate the current position of the vehicle.

[0021] The navigation device 16 is a device that refers to map information 14 and calculates a driving route from the current position of the vehicle detected by the position detection device 15 to a destination set by the occupants (including the driver). The navigation device 16 searches for a driving route for the vehicle to reach the destination from the current position using road information, facility information, etc. in the map information 14. The driving route includes at least information on the road on which the vehicle is traveling, the driving lane, and the vehicle's traveling direction, and is displayed, for example, as a linear diagram. There may be multiple driving routes depending on the search conditions. The driving route calculated by the navigation device 16 is output to the driving assistance device 19.

[0022] The vehicle control device 17 is an on-board computer such as an electronic control unit (ECU), and electronically controls on-board devices that govern the driving of the vehicle. The vehicle control device 17 includes a vehicle speed control device 171 that controls the driving speed of the vehicle, and a steering control device 172 that controls the steering operation of the vehicle. The vehicle speed control device 171 and the steering control device 172 autonomously control the operation of these drive devices and steering devices in response to control signals input from the driving assistance device 19. This allows the vehicle to drive autonomously along a set driving route. Information required for autonomous control by the vehicle speed control device 171 and the steering control device 172, such as the vehicle's driving speed, acceleration, steering angle, and attitude, is obtained from the state detection device 13.

[0023] Examples of the drive devices controlled by the vehicle speed control device 171 include an electric motor and / or an internal combustion engine as a driving source for traveling, a power transmission device including a drive shaft and an automatic transmission that transmits the output from these driving sources for traveling to the driving wheels, and a drive device that controls the power transmission device. In addition, the braking device controlled by the vehicle speed control device 171 is, for example, a braking device that brakes the wheels. A control signal corresponding to a set traveling speed is input to the vehicle speed control device 171 from the driving assistance device 19. The vehicle speed control device 171 generates signals to control these drive devices based on the control signals input from the driving assistance device 19 and transmits the signals to the drive devices, thereby autonomously controlling the traveling speed of the vehicle.

[0024] On the other hand, the steering device controlled by the steering control device 172 is a steering device that controls the steered wheels according to the steering angle of the steering wheel, and an example of this is a steering actuator such as a motor attached to a steering column shaft. Based on a control signal input from the driving assistance device 19, the steering control device 172 autonomously controls the operation of the steering device so that the vehicle travels while maintaining a predetermined lateral position (position of the vehicle in the left-right direction) with respect to the set travel route. For this control, at least one of the detection results of the imaging device 11 and the distance measuring device 12, the vehicle travel state acquired by the state detection device 13, and information on the map information 14 and the current position of the vehicle acquired by the position detection device 15 is used.

[0025] The display device 18 is a device for providing necessary information to vehicle occupants, and is, for example, a liquid crystal display provided on the instrument panel, a projector such as a head-up display (HUD), etc. The display device 18 may also include an input device for the vehicle occupant to input instructions to the driving assistance device 19. Examples of the input device include a touch panel that receives input by the user's finger or a stylus pen, a microphone that receives instructions by the user's voice, and switches attached to the steering wheel of the vehicle. The display device 18 may also include a speaker as an output device.

[0026] The driving assistance device 19 is a device that controls the driving of the vehicle by controlling and cooperating with the devices that make up the driving assistance system 10, and drives the vehicle to a set destination. The destination is set, for example, by a vehicle occupant. The driving assistance device 19 is, for example, a computer, and includes a CPU (Central Processing Unit) 191 that is a processor, a ROM (Read Only Memory) 192 that stores programs, and a RAM (Random Access Memory) 193 that functions as an accessible storage device. The CPU 191 is an operating circuit that executes the programs stored in the ROM 192 and realizes the functions of the driving assistance device 19.

[0027] The driving assistance device 19 has a driving assistance function of driving the vehicle to a set destination by autonomous driving control. The driving assistance functions of the driving assistance device 19 include an environment recognition function of recognizing the driving environment around the vehicle, a determination function of making a determination based on the recognition result of the driving environment, a trajectory generation function of generating a driving trajectory, and a driving control function of driving the vehicle along the driving trajectory. The programs stored in the ROM 192 include programs for realizing these functions, and the CPU 191 executes the programs stored in the ROM 192 to realize these functions. FIG. 1 shows functional blocks that realize each function, extracted for convenience.

[0028] [Function block function] Hereinafter, the functions of each of the functional blocks of the support unit 20, the recognition unit 21, the determination unit 22, the generation unit 23, and the control unit 24 shown in FIG. 1 will be described with reference to FIG.

[0029] The assistance unit 20 has a driving assistance function that drives the vehicle to a set destination through autonomous driving control. Fig. 2 is a plan view showing an example of a driving scene in which the driving assistance device 19 autonomously controls the driving of the host vehicle V1 through the driving assistance function of the assistance unit 20. The road shown in Fig. 2 is a road with one lane in each direction, and vehicles traveling in lane L1 travel from the bottom to the top of the drawing, while vehicles traveling in lane L2 travel from the top to the bottom of the drawing. In other words, lanes L1 and L2 shown in Fig. 2 are opposing lanes. Lane L1 will also be referred to as the host lane.

[0030] In the traveling scene shown in Fig. 2, the host vehicle V1 is traveling in position P1 of the host vehicle lane L1. Furthermore, a parked vehicle Va is parked at position Pa in front of the host vehicle V1, and a parked vehicle Vb is parked at position Pb in front of the parked vehicle Va. In other words, the parked vehicle Va and the parked vehicle Vb in front of the parked vehicle Va are stopped in the host vehicle lane L1 along the traveling direction of the host vehicle V1. In the traveling scene shown in Fig. 2, the host vehicle V1 travels in the lane L1 from the bottom to the top of the drawing.

[0031] In this case, the host vehicle V1 performs an avoidance operation to avoid the parked vehicle Va and continue traveling. The avoidance operation is a series of traveling operations to avoid an obstacle such as the parked vehicle Va. Specifically, the host vehicle V1 turns to the right or left in the traveling direction of the host vehicle V1, travels beside the obstacle, overtakes the obstacle, turns to the right or left in the traveling direction of the host vehicle V1 again, and moves to a position in front of the obstacle that has been overtaken. After the avoidance operation is completed, the position of the host vehicle V1 in the width direction of the road in front of the obstacle will be the same as position P1, for example.

[0032] This avoidance operation is controlled mainly by the functions of the recognition unit 21, the determination unit 22, the generation unit 23, and the control unit 24.

[0033] The recognition unit 21 has an environment recognition function that recognizes the driving environment around the host vehicle V1. The driving assistance device 19 recognizes the driving environment around the host vehicle V1 using the imaging device 11 and the distance measuring device 12 through the environment recognition function of the recognition unit 21. The driving environment is information for determining whether the host vehicle V1 can maintain its current driving state or needs to change its driving state, and includes information such as the type and position of objects, the type and position of obstacles if any, road conditions such as road surface conditions, and weather. The driving assistance device 19 recognizes the driving environment by performing appropriate processing such as pattern matching and sensor fusion on the detection results of the imaging device 11 and the distance measuring device 12.

[0034] In the traveling scene shown in Fig. 2, the host vehicle V1 traveling at position P1 recognizes a parked vehicle Va present in front of the host vehicle V1 using the detection results of the imaging device 11 and the distance measuring device 12. Note that in the traveling scene shown in Fig. 2, it is assumed that the parked vehicle Vb cannot be recognized from position P1 because it is blocked by the parked vehicle Va.

[0035] The determination unit 22 has a function of making a determination necessary for generating a driving trajectory based on the recognized driving environment. Based on the driving environment recognized by the environment recognition function of the recognition unit 21, the driving assistance device 19 uses the determination function of the determination unit 22 to determine whether to travel in the lane L2 adjacent to the host vehicle lane L1 to avoid an obstacle. When determining whether the host vehicle V1 needs to travel in the adjacent lane L2 to avoid an obstacle, the determination is made based on the position and size of the obstacle and the size of the host vehicle V1. For example, if the obstacle is stopped to the left of the center of the host vehicle lane L1 and there is space on the side of the obstacle in the host vehicle lane L1 for the host vehicle V1 to travel, it is determined that the host vehicle V1 does not need to travel in the adjacent lane L2 to avoid the obstacle. On the other hand, if the obstacle is stopped to the right of the center of the host vehicle lane L1 and there is no space in the host vehicle lane L1 for the host vehicle V1 to travel, it is determined that the host vehicle V1 needs to travel in the adjacent lane L2 to avoid the obstacle.

[0036] In the driving scene shown in Fig. 2, it is recognized from the detection results of the imaging device 11 and the distance measuring device 12 that there is no space in the own lane L1 to the right of the parked vehicle Va for the own vehicle V1 to travel without coming into contact with the parked vehicle Va. Therefore, in the driving scene shown in Fig. 2, the driving assistance device 19 determines that the own vehicle V1 needs to travel in the adjacent lane L2 to avoid the parked vehicle Va.

[0037] The generation unit 23 has a trajectory generation function that generates a travel trajectory of the host vehicle V1 according to the travel environment around the host vehicle V1 and the determination result based thereon. The driving assistance device 19 sets a passing position on the side of an obstacle and generates a travel trajectory that travels through the set passing position. The passing position on the side of the obstacle is set to a position where the host vehicle V1 does not come into contact with the obstacle and can reliably avoid the obstacle. When generating the travel trajectory, the driving assistance device 19 may set a no-entry area around the obstacle to avoid contact with the obstacle.

[0038] In the driving scene shown in Fig. 2, the driving assistance device 19 sets a no-entry area A1 around the parked vehicle Va, and sets a passing position to the right of the parked vehicle Va, at position P2, which is not included in the no-entry area A1. Then, a driving trajectory T1 traveling from position P1 to position P2 shown in Fig. 2 is generated. The driving trajectory T1 is generated so as to minimize the moving distance of the host vehicle V1 within ranges that do not exceed the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1.

[0039] The control unit 24 has a driving control function that causes the host vehicle V1 to travel along the travel trajectory. The driving support device 19 uses the driving control function of the control unit 24 to autonomously control the drive device and steering device of the host vehicle V1 via the vehicle control device 17, and causes the host vehicle V1 to travel so as to follow the travel trajectory. In the travel scene shown in Fig. 2, the driving support device 19 controls the steering device of the host vehicle V1 via the steering control device 172, and causes the host vehicle V1 to travel from position P1 to position P2 along the travel trajectory T1.

[0040] While traveling along the travel trajectory T1, the positions of the host vehicle V1 and the parked vehicle Va in the width direction of the road shift, and the driving assistance device 19 becomes able to recognize the traveling environment ahead of the parked vehicle Va. In the traveling scene shown in Fig. 2, the driving assistance device 19 becomes able to recognize the traveling environment ahead of the parked vehicle Va when the host vehicle V1 reaches the boundary between the host vehicle lane L1 and the adjacent lane L2. In this case, the driving assistance device 19 recognizes, by the environment recognition function of the recognition unit 21, that another parked vehicle Vb is parked ahead of the parked vehicle Va when the host vehicle V1 reaches the boundary between the host vehicle lane L1 and the adjacent lane L2.

[0041] When the driving assistance device 19 recognizes the parked vehicle Vb, it determines whether or not there is a space on the right side of the parked vehicle Vb in the own lane L1 where the host vehicle V1 can travel without coming into contact with the parked vehicle Vb. In the driving scene shown in FIG. 2, there is no space on the own lane L1 where the host vehicle V1 can travel without coming into contact with the parked vehicle Vb. Therefore, the driving assistance device 19 determines, using the determination function of the determination unit 22, that the host vehicle V1 needs to travel in the adjacent lane L2 to avoid the parked vehicle Vb. Using the trajectory generation function of the generation unit 23, the driving assistance device 19 sets a no-entry area A2 around the parked vehicle Vb and sets a position P3, which is on the right side of the parked vehicle Vb and is not included in the no-entry area A2, as a passing position. Then, it generates a traveling trajectory T2 traveling from position P2 to position P3, as shown in FIG. 2.

[0042] After generating the travel trajectory T2, the driving assistance device 19 causes the host vehicle V1 to travel from position P2 to position P3 along the travel trajectory T2 using the travel control function of the control unit 24. While the driving assistance device 19 travels along the travel trajectory T2, the driving assistance device 19 recognizes the travel environment ahead of the parked vehicle Vb using the environment recognition function of the recognition unit 21. In the travel scene shown in FIG. 2 , it is recognized that there are no obstacles ahead of the parked vehicle Vb, and that there is space for the host vehicle V1 to travel. Therefore, the driving assistance device 19 sets position P4, where the host vehicle V1 returns to the host vehicle lane L1, using the trajectory generation function of the generation unit 23, and generates a travel trajectory T3 for traveling from position P3 to position P4. The driving assistance device 19 causes the host vehicle V1 to travel from position P3 to position P4 along the travel trajectory T3 using the travel control function of the control unit 24. The driving assistance device 19 ends the avoidance operation when the host vehicle V1 reaches the position P4, and transitions to normal autonomous driving control in which the host vehicle V1 travels in the host vehicle lane L1.

[0043] So far, we have explained the driving assistance in the driving scene shown in Fig. 2. Note that the above-mentioned position P1 will also be referred to as the start position where the avoidance operation starts, and position P4 will also be referred to as the end position where the avoidance operation ends. Furthermore, the parked vehicle Va behind will also be referred to as the first obstacle, and the passing position P2 to the side of the parked vehicle Va behind will also be referred to as the first passing position. Furthermore, the parked vehicle Vb ahead will also be referred to as the second obstacle, and the passing position P3 to the side of the parked vehicle Vb ahead will also be referred to as the second passing position.

[0044] Next, a case where there is an oncoming vehicle traveling in the adjacent lane L2 in the driving scene shown in FIG. 2 will be described with reference to FIGS. 3A to 3C.

[0045] The driving scene shown in Fig. 3A is the same as the driving scene shown in Fig. 2 except that there is an oncoming vehicle Vc traveling at position Pc in adjacent lane L2. In this case, the driving assistance device 19 recognizes the oncoming vehicle Vc traveling in adjacent lane L2 by using the environment recognition function of the recognition unit 21 while the host vehicle V1 travels along the travel trajectory T1 to the first passing position P2.

[0046] When the driving assistance device 19 recognizes the oncoming vehicle Vc, the driving assistance device 19 determines whether or not it is necessary to avoid the oncoming vehicle Vc using the determination function of the determination unit 22. Specifically, based on the positions of the host vehicle V1 and the oncoming vehicle Vc and the traveling speeds of the host vehicle V1 and the oncoming vehicle Vc, the driving assistance device 19 determines whether or not the host vehicle V1 can pass through the second passing position P3 before the oncoming vehicle Vc reaches the second passing position P3 on the side of the second obstacle. Alternatively, the driving assistance device 19 determines whether or not the host vehicle V1 can reach the end position P4 before the oncoming vehicle Vc passes the position in the adjacent lane L2 corresponding to the end position P4.

[0047] If the driving assistance device 19 determines that it is not necessary to avoid the oncoming vehicle Vc, it continues traveling along a traveling trajectory that avoids the first obstacle and the second obstacle (parked vehicle Va and parked vehicle Vb), such as traveling trajectories T2 and T3 shown in Fig. 2. On the other hand, if it determines that it is necessary to avoid the oncoming vehicle Vc, it sets a waiting position for the host vehicle V1 to wait between the first obstacle and the second obstacle using the trajectory generation function of the generation unit 23. Then, it causes the host vehicle V1 to travel to the set waiting position using the traveling control function of the control unit 24.

[0048] The waiting position is a position where the host vehicle V1 temporarily returns to the host lane L1 from the adjacent lane L2 to avoid the oncoming vehicle Vc, and is set between the first obstacle and the second obstacle. When the host vehicle V1 travels to the waiting position, the oncoming vehicle Vc can continue traveling on the adjacent lane L2. After the oncoming vehicle Vc passes beside the host vehicle V1, the host vehicle V1 resumes its avoidance operation. In order to smoothly resume its avoidance operation, the waiting position is set as close as possible to the boundary between the host vehicle lane L1 and the adjacent lane L2, within a range where the host vehicle V1 can avoid the oncoming vehicle Vc traveling on the adjacent lane L2.

[0049] Furthermore, if the host vehicle V1 can avoid the oncoming vehicle Vc, it is not necessary for the host vehicle V1 to stop at the waiting position. In other words, the host vehicle V1 may pass through the waiting position P5 at a slow speed. Furthermore, when the host vehicle V1 passes through the waiting position P5 at a slow speed or stops at the waiting position P5, the host vehicle V1 travels so that the front-to-rear direction of the body of the host vehicle V1 is parallel to (towards) the boundary between the host vehicle lane L1 and the adjacent lane L2 at the waiting position P5. This is to prevent the parked vehicle Vb from widening the blind spot of the imaging device 11 and distance measuring device 12 of the host vehicle V1, making it easier to recognize the oncoming vehicle Vc.

[0050] The waiting position is set according to the position of the second obstacle. For example, the further the second obstacle is located in the width direction of the own vehicle lane L1 from the shoulder of the road, the farther the waiting position is set from the second obstacle. This is because, when the own vehicle V1 and the second obstacle are approaching each other, the further the second obstacle is from the shoulder and closer to the adjacent lane L2, the more difficult it becomes for the detection device of the own vehicle V1 to recognize the driving environment of the adjacent lane L2 (especially the oncoming vehicle Vc). In other words, this is because the second obstacle is more likely to cause blind spots in the detection ranges of the imaging device 11 and the distance measuring device 12.

[0051] Furthermore, the driving assistance device 19 sets the waiting position farther from the second obstacle as the height of the second obstacle increases. This is because, when the host vehicle V1 and the second obstacle are approaching each other, a high height of the second obstacle increases the likelihood of blind spots occurring in the detection ranges of the imaging device 11 and the distance measuring device 12. More specifically, when the second obstacle is a pedestrian, the waiting position is set farther from the second obstacle than when the second obstacle is a parked vehicle. Because pedestrians' behavior is more difficult to predict than parked vehicles, setting the waiting position farther away ensures avoidance. Furthermore, when the second obstacle is a parked vehicle, the waiting position is set farther from the second obstacle than when the second obstacle is a structure including vegetation. This is to ensure avoidance of the parked vehicle. Note that a structure including vegetation refers to roadside trees planted on the sidewalk and median strip, and a structure including vegetation becoming an obstacle refers to, for example, branches and leaves from the roadside trees entering the host vehicle lane L1 and becoming an obstacle.

[0052] In the traveling scene shown in Fig. 3A, an oncoming vehicle Vc reaches a second passing position P3 on the side of the parked vehicle Vb before the host vehicle V1, and therefore it is determined that it is necessary to avoid the oncoming vehicle Vc. The driving assistance device 19 sets, for example, position P5 shown in Fig. 3A as the turning-off position, taking into account that the position Pb of the parked vehicle Vb is closer to the left side of the host vehicle lane L1 (i.e., the shoulder side), using the trajectory generation function of the generation unit 23. Then, the driving assistance device 19 generates a traveling trajectory Tx for traveling from the first passing position P2 to the turning-off position P5, and attempts to travel along the traveling trajectory Tx.

[0053] However, as shown in Fig. 3A, if the inter-vehicle distance D1 between parked vehicles Va and Vb is short, the host vehicle V1 may not be able to travel along the travel path Tx. For example, in the travel scene shown in Fig. 3A, when the host vehicle V1 is traveling at position Px, part of the body of the host vehicle V1 is included in the no-entry area A1. Therefore, the host vehicle V1 cannot reach the waiting position P5 along the travel path Tx.

[0054] Therefore, the driving support device 19 sets a waiting position P5 and determines whether the distance between the first obstacle and the second obstacle is less than a predetermined distance using the determination function of the determination unit 22. If it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the driving support device 19 sets the first passing position on the side of the first obstacle to a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance. On the other hand, if it is determined that the distance between the first obstacle and the second obstacle is longer than the predetermined distance, the driving support device 19 does not correct the first passing position on the side of the first obstacle and maintains it.

[0055] The predetermined distance corresponds to the distance required for the host vehicle V1 to travel to the waiting position P5 while avoiding the first obstacle. The predetermined distance is set based on the set first passing position P2 and the position of the second obstacle. Specifically, the distance from the position of the second obstacle to the waiting position P5 set according to the position of the second obstacle and the distance required to travel from the first passing position P2 to the waiting position P5 while avoiding the first obstacle are calculated, and these calculated distances are added together to determine the predetermined distance. This is because if the distance from the position of the second obstacle to the waiting position P5 and the travel distance in the traveling direction of the road required to travel from the first passing position P2 to the waiting position P5 cannot be ensured between the obstacles, the host vehicle V1 will not be able to travel from the first passing position P2 to the waiting position P5. In particular, the distance required to travel from the first passing position P2 to the waiting position P5 while avoiding the first obstacle may be calculated as the travel distance in the traveling direction of the road.

[0056] Alternatively, the predetermined distance may be set in advance based on the overall length and width, minimum turning radius, maximum steering angle, maximum lateral acceleration, maximum yaw rate, maximum steering speed, etc. of the host vehicle V1. For example, a waiting position P5 to be set for the second obstacle in the driving environment of the adjacent lane L2 that is the most difficult to recognize is determined based on the position, attributes, height, etc. of the second obstacle, and the maximum distance from the position of the second obstacle to the waiting position P5 is calculated. The distance obtained by adding to this the traveling distance required for the host vehicle V1 to change lanes on the road on which the host vehicle V1 is traveling is set as the predetermined distance.

[0057] The position information of the first obstacle and the second obstacle required to set the predetermined distance is obtained from the detection results of the distance measuring device 12. The distance required to avoid the first obstacle is calculated using, for example, the overall length and overall width of the host vehicle V1 and the minimum turning radius. Whether the distance between the first obstacle and the second obstacle is less than the predetermined distance may be determined at any time before setting the turn-off position P5, after setting the turn-off position P5, or simultaneously with setting the turn-off position P5.

[0058] The driving assistance device 19 sets the first passing position P2 to a position as far away as possible from the first obstacle within a range where the host vehicle V1 can continue traveling under autonomous traveling control in the adjacent lane L2. In this case, the driving assistance device 19 ensures that the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1 are not exceeded while the host vehicle V1 travels to the waiting position P5. This is to ensure that the host vehicle V1 travels to the waiting position P5 more reliably.

[0059] In the traveling scene shown in Fig. 3A, the inter-vehicle distance D1 between parked vehicles Va and Vb is less than a predetermined distance, and the host vehicle V1 cannot travel to the waiting position P5. Therefore, the driving assistance device 19 sets the position P6 shown in Fig. 3B as a new first passing position using the trajectory generation function of the generation unit 23. Alternatively, the set first passing position P2 is moved to position P6 along the width direction of the road to correct the first passing position. Then, a traveling trajectory T4 traveling from the start position P1 to the first passing position P6 is generated.

[0060] The driving assistance device 19 may set the first passing position based on the widthwise position of a first obstacle in the current lane L1. For example, in the driving scene shown in FIG. 3B, when the position Pa of the parked vehicle Va is close to the boundary between the current lane L1 and the adjacent lane L2, the driving assistance device 19 sets the first passing position at a position farther from the boundary between the current lane L1 and the adjacent lane L2 than when the position Pa of the parked vehicle Va is closer to the shoulder of the road. Similarly, the driving assistance device 19 may set the second passing position based on the widthwise position of a second obstacle in the current lane L1. For example, when the position Pb of the parked vehicle Vb is farther from the boundary between the current lane L1 and the adjacent lane L2, the driving assistance device 19 sets the second passing position at a position closer to the boundary between the current lane L1 and the adjacent lane L2 than when the position Pb of the parked vehicle Vb is closer to the adjacent lane L2.

[0061] Once the travel trajectory T4 is generated, the driving assistance device 19 causes the host vehicle V1 to travel along the travel trajectory T4 using the travel control function of the control unit 24. While the host vehicle V1 travels to the first passing position P6, the driving assistance device 19 generates a travel trajectory T5 that travels from the first passing position P6 to the waiting position P5. Then, the host vehicle V1 travels along the travel trajectory T5 from the first passing position P6 to the waiting position P5. Unlike the traveling scene shown in FIG. 3A , a gap is secured between the no-entry area A1 and the host vehicle V1 to allow for steering operation to travel to the waiting position P5. Therefore, the host vehicle V1 can reach the waiting position P5 by autonomous travel control. In addition, the driving assistance device 19 can generate a travel trajectory T5 with a smaller curvature than the travel trajectory Tx shown in FIG. 3A . This reduces the change in behavior of the host vehicle V1, thereby preventing the occupants from feeling uncomfortable.

[0062] When the host vehicle V1 reaches the travel trajectory T5, the host vehicle V1 stops and waits for the oncoming vehicle Vc to pass beside the host vehicle V1. Then, when the oncoming vehicle Vc reaches the position Pd shown in FIG. 3C, the driving assistance device 19 determines that the avoidance of the oncoming vehicle Vc is complete and resumes the avoidance operation. The driving assistance device 19 generates a travel trajectory T6 traveling from the waiting position P5 to the second passing position P3 using the trajectory generation function of the generation unit 23, and causes the host vehicle V1 to travel from the waiting position P5 to the second passing position P3 using the travel control function of the control unit 24. After the host vehicle V1 reaches the second passing position P3, it travels along the travel trajectory T3 to the end position P4, similar to the traveling scene shown in FIG. 2.

[0063] 3A to 3C have been described. In this embodiment, traveling from the first passing position P6 to the waiting position P5 and traveling from the waiting position P5 to the second passing position P3 are considered to be part of the avoidance operation.

[0064] Next, a case where the inter-vehicle distance between parked vehicle Va and parked vehicle Vb in the driving scene shown in FIG. 3A is even shorter will be described with reference to FIGS. 4A to 4C.

[0065] The driving scene shown in Fig. 4A is the same as the driving scene shown in Fig. 3A except that the parking position of parked vehicle Va is position Qa and the parking position of parked vehicle Vb is position Qb. Position Qa is a position forward of position Pa shown in Fig. 3A. Position Qb is a position closer to adjacent lane L2 than position Pb shown in Fig. 3A. In this case, the driving assistance device 19 determines that it is necessary to avoid oncoming vehicle Vc, as in the driving scene shown in Fig. 3A, and attempts to set a waiting position behind parked vehicle Vb.

[0066] In the driving scene shown in Fig. 4A, the position of parked vehicle Vb is closer to adjacent lane L2 than in the driving scene shown in Fig. 3A, so the set turn-off position Py is farther from parked vehicle Vb than turn-off position P5. However, in the driving scene shown in Fig. 4, the inter-vehicle distance D2 between parked vehicle Va and parked vehicle Vb is shorter than the inter-vehicle distance D1 shown in Fig. 3A, so the turn-off position Py is included in the no-entry area A1. Therefore, in the driving scene shown in Fig. 4A, the turn-off position cannot be set in the same way as in the driving scene shown in Fig. 3A.

[0067] In this way, when the host vehicle V1 cannot reach the waiting position under autonomous driving control, the driving assistance device 19 moves the set waiting position forward along the driving direction using the trajectory generation function of the generation unit 23. This makes it possible to set a waiting position that the host vehicle V1 can reach. Specifically, the driving assistance device 19 calculates the distance required for the host vehicle V1 to travel from the first passing position to the waiting position while avoiding the first obstacle, and moves the set waiting position to a position where this distance can be ensured. The distance required to travel from the first passing position to the waiting position may be calculated as the distance traveled in the driving direction of the road.

[0068] In the driving scene shown in FIG. 4A, first, as in the driving scene shown in FIG. 3A, it is determined whether the inter-vehicle distance D2 between parked vehicle Va and parked vehicle Vb is less than a predetermined distance. Because the inter-vehicle distance D2 is shorter than the inter-vehicle distance D1, it is determined that the inter-vehicle distance D2 is less than the predetermined distance. Based on this determination process, the driving assistance device 19 sets the position P7 shown in FIG. 4A as the first passing position. Then, the driving assistance device 19 generates a traveling trajectory T7 traveling from the start position P1 to the first passing position P7.

[0069] While traveling from the start position P1 to the first passing position P7, the driving assistance device 19 moves the turn-off position Py shown in Fig. 4A to position P8 shown in Fig. 4B using the trajectory generation function of the generation unit 23. Position P8 is a position that the host vehicle V1 can reach from the first passing position P7 by autonomous driving control. When position P8 is set as the turn-off position, the driving assistance device 19 generates a traveling trajectory T8 for traveling from the first passing position P7 to the turn-off position P8, and causes the host vehicle V1 to travel along the traveling trajectory T8.

[0070] When the host vehicle V1 reaches the travel trajectory T8, the host vehicle V1 stops and waits for the oncoming vehicle Vc to pass beside the host vehicle V1. Then, when the oncoming vehicle Vc reaches the position Pd shown in Fig. 4C, the driving assistance device 19 determines that the avoidance of the oncoming vehicle Vc is complete, and resumes the avoidance operation. The driving assistance device 19 attempts to generate a travel trajectory Ty that travels from the turn-off position P8 to the second passing position P3 using the trajectory generation function of the generation unit 23.

[0071] However, in the driving scene shown in 4C, the position of the parked vehicle Vb is close to the adjacent lane L2, so if the host vehicle V1 travels along the driving trajectory Ty, it will enter the no-entry area A2. Therefore, the driving assistance device 19 sets a second passing position on the side of the second obstacle to a position away from the second obstacle within the range in which the host vehicle V1 can travel under autonomous driving control. In this case, the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1 are not exceeded while the host vehicle V1 travels to the second passing position. This makes it possible to more reliably avoid the second obstacle.

[0072] In the driving scene shown in Fig. 4C, the driving assistance device 19 sets the position P9 shown in Fig. 3B as a new second passing position using the trajectory generation function of the generation unit 23. Alternatively, the set second passing position P3 is moved to position P9 along the width direction of the road to correct the second passing position. Then, the driving assistance device 19 generates a traveling trajectory T9 traveling from the waiting position P8 to the second passing position P9.

[0073] When the travel trajectory T9 is generated, the driving assistance device 19 causes the host vehicle V1 to travel from the waiting position P8 to the second passing position P9 using the travel control function of the control unit 24. After the host vehicle V1 reaches the second passing position P9, the driving assistance device 19 generates a travel trajectory T10 that travels from the second passing position P9 to the end position P4. Then, the host vehicle V1 travels along the travel trajectory T10 to the end position P4, thereby ending the avoidance operation.

[0074] Up to this point, the driving assistance for the driving scenes shown in FIGS. 4A to 4C has been described. In the above description, the start position P1 and the end position P4 are not moved. However, the driving assistance device 19 may move the start position P1 and the end position P4 according to the driving environment around the host vehicle V1. For example, when the position of the first obstacle in the width direction of the host vehicle lane L1 is closer to the adjacent lane L2 than to the shoulder of the road, the start position P1 is moved forward in the driving direction of the host vehicle V1 compared to when the position of the first obstacle in the width direction of the host vehicle lane L1 is closer to the shoulder than to the adjacent lane L2. For example, in the driving scene shown in FIG. 4A, when the parked vehicle Va is located on the right side of the host vehicle lane L1, the start position P1 is moved forward in the driving direction of the host vehicle V1 compared to when the parked vehicle Va is located on the left side of the host vehicle lane L1. This allows the host vehicle V1 to start evasive action earlier and recognize the parked vehicle Vb ahead earlier than when the parked vehicle Va is located on the left side of the host vehicle lane L1.

[0075] Furthermore, when the position of the first obstacle in the width direction of the host vehicle's lane L1 is closer to the shoulder than the adjacent lane L2, the driving assistance device 19 sets the traveling speed of the host vehicle V1 when approaching the first obstacle slower than when the position of the first obstacle is closer to the shoulder than the adjacent lane L2 in order to avoid another vehicle traveling in the adjacent lane L2. For example, in the traveling scene shown in FIG. 4A , when an oncoming vehicle in the adjacent lane L2 is traveling near the first passing position P7, even if the start position P1 is moved forward in the traveling direction of the host vehicle V1, the host vehicle V1 cannot start an avoidance operation to avoid the oncoming vehicle. In this case, the traveling speed of the host vehicle V1 when approaching the parked vehicle Va is reduced. By decelerating just before the parked vehicle Va, the distance between the parked vehicle Va and the host vehicle V1 is maintained, allowing the host vehicle V1 to start an avoidance operation as far away from the parked vehicle Va as possible. If it takes time to avoid the oncoming vehicle, the driving support device 19 may stop the host vehicle V1 at a position in front of the parked vehicle Va.

[0076] Up to this point, the driving assistance provided by the driving assistance device 19 of this embodiment has been described. In the driving scenes shown in Fig. 2, Figs. 3A to 3C, and Figs. 4A to 4C, the lane L1 and the adjacent lane L2 are oncoming lanes, but the adjacent lane L2 does not necessarily have to be oncoming. The driving assistance device 19 can also perform the above-described driving assistance when the road is a two-lane road and the vehicles traveling in the lane L1 and the adjacent lane L2 are traveling in the same direction. In this case, the above-described oncoming vehicle should be read as a vehicle traveling parallel to the lane.

[0077] [System processing] 5A and 5B, the procedure for processing information by the driving assistance device 19 will be described. FIGS. 5A and 5B are an example of a flowchart showing information processing executed in the driving assistance system 10 of this embodiment. The processing described below is executed at predetermined time intervals by the CPU 191, which is the processor of the driving assistance device 19.

[0078] First, in step S1 of Fig. 5A, the environment recognition function detects a first obstacle using the imaging device 11, the distance measuring device 12, etc. In step S2, the determination function determines whether or not the first obstacle exists based on the detection result. If it is determined that the first obstacle does not exist, the process proceeds to step S1, and detection of the first obstacle is repeated. If it is determined that the first obstacle exists, the process proceeds to step S3, and the determination function determines whether or not it is necessary to travel in the adjacent lane L2 to avoid the first obstacle.

[0079] If it is determined that there is no need to travel in the adjacent lane L2 to avoid the first obstacle, the process proceeds to step S4, where the first obstacle is avoided using a normal avoidance operation. Then, the process proceeds to step S33, where the avoidance operation is terminated and execution of the routine is terminated. On the other hand, if it is determined that there is a need to travel in the adjacent lane L2 to avoid the first obstacle, the process proceeds to step S5, where an obstacle in the adjacent lane L2 is detected using the environment recognition function.

[0080] In the following step S6, the determination function determines whether or not an avoidance operation can be initiated. If it is determined that an avoidance operation cannot be initiated, the process proceeds to step S7, where the driving control function sets the driving speed of the host vehicle V1 to a slower speed, thereby decelerating the host vehicle V1. Thereafter, the process proceeds to step S6, where it is determined again whether or not an avoidance operation can be initiated. On the other hand, if it is determined that an avoidance operation can be initiated, the process proceeds to step S8.

[0081] In step S8, the trajectory generation function sets a first passing position on the side of the first obstacle, and in the following step S9, a traveling trajectory is generated that travels through the first passing position and avoids the first obstacle. In step S10, the traveling control function causes the host vehicle V1 to travel along the traveling trajectory that avoids the first obstacle, and in the following step S11, the second obstacle is detected.

[0082] In step S12, it is determined from the detection result whether or not a second obstacle is present. If it is determined that a second obstacle is not present, the process proceeds to step S13, where travel is continued along a travel path that avoids the first obstacle. On the other hand, if it is determined that a second obstacle is present, the process proceeds to step S14.

[0083] In step S14, the trajectory generation function sets a second passing position to the side of the second obstacle, and in the following step S15, the environment recognition function detects an obstacle in the adjacent lane L2. In step S16, the determination function determines whether or not it is necessary to avoid the obstacle in the adjacent lane L2. If it is determined that it is not necessary to avoid the obstacle in the adjacent lane L2, the process proceeds to step S17, where the vehicle travels through the second passing position and generates a traveling trajectory that avoids the first and second obstacles. In the following step S18, the host vehicle V1 is caused to travel along the traveling trajectory that avoids the first and second obstacles, and the process proceeds to step S33, where the avoidance operation is terminated and execution of the routine is ended. On the other hand, if it is determined that it is necessary to avoid the obstacle in the adjacent lane L2, the process proceeds to step S19 of FIG. 5B.

[0084] In step S19 of FIG. 5B, a waiting position is set using the trajectory generation function, and in the following step S20, the distance between the first obstacle and the second obstacle is calculated. In step S21, it is determined whether the distance between the first obstacle and the second obstacle is less than a predetermined distance. If it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the process proceeds to step S22, where the first passing position on the side of the first obstacle is moved in a direction away from the first obstacle. Thereafter, the process proceeds to step S23. On the other hand, if it is determined that the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance, the process proceeds to step S23 without passing through step S22.

[0085] In step S23, the trajectory generation function generates a travel trajectory that passes through the waiting position and avoids the first obstacle and the second obstacle, and in the following step S24, the determination function determines whether the host vehicle V1 can travel to the waiting position. If it is determined that the host vehicle V1 cannot travel to the waiting position, the process proceeds to step S25, where the set waiting position is moved forward in the traveling direction. In the following step S26, the second passing position on the side of the second obstacle is moved in a direction away from the second obstacle, and in step S27, the travel trajectory that passes through the waiting position and avoids the first obstacle and the second obstacle is corrected. Thereafter, the process proceeds to step S24, where it is determined again whether the host vehicle V1 can travel to the waiting position.

[0086] On the other hand, if it is determined that the host vehicle V1 can travel to the waiting position, the process proceeds to step S28, and the host vehicle V1 is caused to travel to the waiting position. In step S29, an obstacle in the adjacent lane L2 is detected, and in step S30, it is determined whether the host vehicle V1 can depart while avoiding the obstacle in the adjacent lane L2. If it is determined that the host vehicle cannot depart, the determination in step S30 is repeated. On the other hand, if it is determined that the host vehicle can depart, the process proceeds to step S31, and the host vehicle departs from the waiting position. Then, in step S32, the host vehicle travels along the set travel trajectory, passes the second passing position, and travels to the end position P4. Thereafter, the process proceeds to step S33, the avoidance operation is ended, and execution of the routine is terminated.

[0087] [Embodiments of the present invention] As described above, according to this embodiment, a driving assistance method using a processor for avoiding a first obstacle stopped in a host vehicle lane L1 along the traveling direction of the host vehicle V1 and a second obstacle ahead of the first obstacle by traveling in a lane L2 adjacent to the host vehicle lane L1 is provided. The processor sets a waiting position for the host vehicle V1 between the first obstacle and the second obstacle, determines whether the distance between the first obstacle and the second obstacle is less than a predetermined distance, and if it determines that the distance between the first obstacle and the second obstacle is less than the predetermined distance, sets a first passing position on the side of the first obstacle farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance, and causes the host vehicle V1 to travel to the waiting position by autonomous driving control. This prevents situations where the host vehicle V1 is unable to reach the waiting position set between obstacles. Furthermore, the curvature of the travel trajectory traveled to the waiting position can be reduced, thereby achieving smooth travel. Furthermore, it is possible to maintain a sufficient distance from the second obstacle, making it easier to recognize other vehicles traveling in the adjacent lane L2. In addition, it makes it easier to move from the waiting position, reducing unnecessary steering operations and speed reductions.

[0088] Furthermore, according to the driving assistance method of this embodiment, the processor sets the waiting position at a position farther away from the second obstacle as the second obstacle's position in the width direction of the own vehicle's lane L1 is farther from the shoulder of the road. This ensures a sufficient distance from the second obstacle, making it easier to recognize other vehicles traveling in the adjacent lane L2. Furthermore, this makes it possible to smoothly move from the waiting position, suppressing unnecessary steering operations and speed reductions.

[0089] Furthermore, according to the driving assistance method of this embodiment, the processor sets the waiting position at a position farther away from the second obstacle as the height of the second obstacle increases. This makes it easier to recognize other vehicles traveling in the adjacent lane L2. Furthermore, it is possible to reduce the blind spot of the detection device of the host vehicle V1.

[0090] Furthermore, according to the driving assistance method of this embodiment, when the second obstacle is a parked vehicle, the processor sets the waiting position at a position farther from the second obstacle than when the second obstacle is a structure including plants, and when the second obstacle is a pedestrian, the processor sets the waiting position at a position farther from the second obstacle than when the second obstacle is the parked vehicle. This allows smooth movement from the waiting position and more reliably avoids the second obstacle.

[0091] Furthermore, according to the driving assistance method of this embodiment, the processor sets the waiting position at a position close to the boundary between the host vehicle lane L1 and the adjacent lane L2, within a range where the host vehicle V1 can avoid other vehicles traveling on the adjacent lane L2. This makes it easier to recognize other vehicles traveling on the adjacent lane L2. Furthermore, movement from the waiting position becomes smoother, and unnecessary steering operations and speed reductions can be suppressed.

[0092] According to the driving assistance method of the present embodiment, the processor sets the first passing position based on the positions of the first obstacle and the second obstacle in the own lane L1 in the width direction of the own lane L1, thereby reducing the curvature of the traveling trajectory traveling to the turning-off position and realizing smooth traveling.

[0093] Furthermore, according to the driving assistance method of this embodiment, the processor sets the first passing position to a position away from the first obstacle within a range where the host vehicle V1 can continue the autonomous driving control in the adjacent lane L2, thereby making it possible to more reliably avoid the first obstacle.

[0094] Furthermore, according to the driving assistance method of this embodiment, when the host vehicle V1 travels to the turning-off position, the processor sets the first passing position to a position away from the first obstacle within ranges that do not exceed the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1. This makes it possible to reduce the curvature of the traveling trajectory traveling to the turning-off position, thereby achieving smooth traveling.

[0095] Furthermore, according to the driving assistance method of this embodiment, if the host vehicle V1 cannot reach the waiting position under the autonomous driving control, the processor moves the waiting position forward along the traveling direction, thereby enabling the host vehicle V1 to more reliably reach the waiting position and preventing traffic obstruction for other vehicles traveling in the adjacent lane L2.

[0096] According to the driving assistance method of the present embodiment, the processor sets the second passing position on the side of the second obstacle to a position away from the second obstacle within a range in which the host vehicle V1 can travel under the autonomous travel control, thereby reducing the curvature of the travel trajectory that avoids the second obstacle and achieving smooth travel.

[0097] Furthermore, according to the driving assistance method of this embodiment, when the position of the first obstacle in the width direction of the own vehicle lane L1 is closer to the adjacent lane L2 than to the shoulder of the road, the processor starts the avoidance action of the own vehicle V1 earlier than when the position is closer to the shoulder than to the adjacent lane L2. This allows the second obstacle to be recognized at an early stage, and the first passing position to be set at an early point. As a result, the own vehicle V1 can travel smoothly to the turning-off position.

[0098] Furthermore, according to the driving assistance method of this embodiment, when the avoidance action cannot be started earlier to avoid another vehicle traveling on the adjacent lane L2 than when the position is closer to the shoulder than the adjacent lane L2, the processor sets the traveling speed of the host vehicle V1 when approaching the first obstacle to be slower than when the position is closer to the shoulder than the adjacent lane L2. This allows the position at which the avoidance action is started to be moved forward in the traveling direction, and the second obstacle to be recognized at an earlier stage.

[0099] Furthermore, according to this embodiment, when a first obstacle stopped in a host vehicle lane L1 along the traveling direction of the host vehicle V1 and a second obstacle ahead of the first obstacle are avoided by traveling in a lane L2 adjacent to the host vehicle lane L1, the driving assistance device 19 includes: a generator 23 that sets a turnout position for the host vehicle V1 between the first obstacle and the second obstacle; a determiner 22 that determines whether the distance between the first obstacle and the second obstacle is less than a predetermined distance; and a controller 24 that causes the host vehicle V1 to travel to the turnout position by autonomous traveling control. When the determiner 22 determines that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the generator 23 sets a first passing position on the side of the first obstacle to a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance. This prevents a situation in which the host vehicle V1 is unable to travel to the turnout position set between the obstacles. In addition, the curvature of the driving trajectory to the waiting position can be reduced, allowing for smoother driving. Furthermore, the distance to the second obstacle can be secured, making it easier to recognize other vehicles traveling in the adjacent lane L2. In addition, moving from the waiting position becomes smoother, reducing unnecessary steering operations and speed reductions. [Explanation of symbols]

[0100] 10...Driver assistance system 11...imaging device 12…Distance measuring device 13...Status detection device 14...Map information 15...Position detection device 16...Navigation device 17...Vehicle control device 171...Vehicle speed control device 172...Steering control device 18...Display device 19...Driving assistance device 191...CPU (processor) 192...ROM 193...RAM 20…Support Department 21...Recognition part 22…Judgment section 23…Generation Department 24…Control Department A1, A2... Entering the prohibited area D1, D2... workshop distance L1…Automobile Line L2…adjacent lane P1…Starting position P2, P6, P7… First Passing Position P3, P9... Second Passage Position P4…End position P5, P8...the avoidance position Positions of Pa, Pb, Pc, Pd, Px, Py, Qa, Qb… T1, T2, T3, T4, T5, T6, T7, T8, T9, T10, Tx, Ty… walking trajectory V1…self-driving car Va, Vb... parking car liang Vc… (referring to two vehicles facing each other)

Claims

1. 1. A driving assistance method executed by a processor, comprising: The processor: when a first obstacle stopped in the own lane along the traveling direction of the own vehicle and a second obstacle ahead of the first obstacle are avoided by traveling in a lane adjacent to the own lane, when the obstacle in the adjacent lane is to be avoided, a waiting position for the own vehicle to wait is set between the first obstacle and the second obstacle, determining whether the distance between the first obstacle and the second obstacle is less than a predetermined distance; when it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, a first passing position on the side of the first obstacle is set to a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance, A driving assistance method for causing the host vehicle to travel to the waiting position by autonomous driving control.

2. The driving assistance method according to claim 1 , wherein the processor sets the turning-off position at a position farther away from the second obstacle as the position of the second obstacle in the width direction of the own lane is farther from a shoulder of the road.

3. The driving assistance method according to claim 1 , wherein the processor sets the evacuation position at a position farther away from the second obstacle as the height of the second obstacle increases.

4. The processor: When the second obstacle is a parked vehicle, the waiting position is set at a position farther from the second obstacle than when the second obstacle is a structure including plants; 2. The driving assistance method according to claim 1, wherein, when the second obstacle is a pedestrian, the waiting position is set at a position farther from the second obstacle than when the second obstacle is the parked vehicle.

5. 2. The driving assistance method according to claim 1, wherein the processor sets the turning-off position at a position close to a boundary between the own lane and the adjacent lane within a range in which the own vehicle can avoid another vehicle traveling in the adjacent lane.

6. The driving assistance method according to claim 1 , wherein the processor sets the first passing position based on positions of the first obstacle and the second obstacle in the own lane in a width direction of the own lane.

7. 2. The driving assistance method according to claim 1, wherein, when the host vehicle travels to the waiting position, the processor sets the first passing position to a position away from the first obstacle within ranges that do not exceed a maximum steering angle, a maximum lateral acceleration, a maximum yaw rate, and a maximum steering speed of the host vehicle.

8. The driving assistance method according to any one of claims 1 to 7, wherein, when the host vehicle is unable to avoid the first obstacle under the autonomous driving control and is unable to reach the set evacuation position, the processor moves the evacuation position forward along the driving direction.

9. 9. The driving assistance method according to claim 8, wherein the processor sets the second passing position on the side of the second obstacle to a position away from the second obstacle within a range that does not exceed a maximum steering angle, a maximum lateral acceleration, a maximum yaw rate, and a maximum steering speed of the host vehicle while the host vehicle travels to the second passing position.

10. 2. The driving assistance method according to claim 1, wherein the processor starts the avoidance action of the host vehicle earlier when the position of the first obstacle in the width direction of the host lane is closer to the adjacent lane than to a shoulder of a road, compared to when the position of the first obstacle in the width direction of the host lane is closer to the shoulder than to the adjacent lane.

11. 11. The driving assistance method according to claim 10, wherein, when the processor cannot start the avoidance action earlier to avoid another vehicle traveling in the adjacent lane than when the position of the first obstacle in the width direction of the own vehicle lane is closer to the shoulder than the adjacent lane, the processor sets the traveling speed of the own vehicle when approaching the first obstacle to be slower than when the position of the first obstacle in the width direction of the own vehicle lane is closer to the shoulder than the adjacent lane.

12. a generating unit that sets a turn-around position for the host vehicle between the first obstacle and the second obstacle when the host vehicle travels in a lane adjacent to the host vehicle to avoid a first obstacle stopped in the host vehicle's lane along the traveling direction of the host vehicle and a second obstacle ahead of the first obstacle by traveling in a lane adjacent to the host vehicle's lane, and when the host vehicle avoids the obstacle in the adjacent lane; a determination unit that determines whether or not a distance between the first obstacle and the second obstacle is less than a predetermined distance; a control unit that causes the host vehicle to travel to the evacuation position by autonomous travel control, When the determination unit determines that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the generation unit sets the first passing position on the side of the first obstacle to a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance.

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