Travel route generation method and travel route generation apparatus

Abstract

In this invention, a controller (7) determines whether or not a subject vehicle passes through a target intersection on a non-priority side, on which the movement of other mobile objects is prioritized over the travel of the subject vehicle, and enters a connecting lane included in a connecting road connecting to a destination or a passing point, and if the subject vehicle is to pass through the target intersection on the non-priority side and enter the connecting lane, generates a target travel path for the subject vehicle to pass through the target intersection on a priority side, on which the subject vehicle is allowed to travel with priority over the movement of other mobile objects, and enter the connecting lane.

Description

Technical Field

[0001] The present invention relates to a driving route generation method and a driving route generation device.

Background Art

[0002] There is known a technique of extracting experience information from a database in which experience information reflecting the execution results of a plurality of functions during automatic driving of a vehicle is recorded, and calculating a control route including a road with a high function achievement value indicating the achievement degree of each of the plurality of functions based on the experience information.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the driving route to the destination or via point of the host vehicle, there are intersections that need to be passed in order to enter the connecting road connecting to the destination or via point. Therefore, in Patent Document 1, there are the following problems. That is, in Patent Document 1, when a driving route that turns right or left at the intersection and enters the connecting road is calculated, and a driving route is generated in which the host vehicle passes through the intersection on the non-priority side with respect to other moving objects, when the vehicle travels on the driving route by automatic driving, there is a problem that the intersection cannot be smoothly traveled.

[0005] The problem to be solved by the present invention is to provide a driving route generation method and a driving route generation device that can smoothly drive the host vehicle at an intersection that needs to be passed in order to enter a road connecting to the destination or via point of the host vehicle.

Means for Solving the Problems

[0006] The present invention solves the above problem by determining whether the vehicle, when passing through a target intersection and entering a connecting lane included in a connecting road that connects to a destination or intermediate point, is on the priority side where the vehicle can travel preferentially over the movement of other moving objects, or on the non-priority side where the movement of other moving objects takes priority over the movement of the vehicle. If the vehicle is on the non-priority side, the invention generates a target travel route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. The target intersection is an intersection that is connected to the destination or intermediate point by a connecting lane and is located on the side before the direction of travel of the connecting lane. [Effects of the Invention]

[0007] According to the present invention, a vehicle can travel smoothly through intersections that it must pass through in order to enter a road that connects to its destination or intermediate point. [Brief explanation of the drawing]

[0008] [Figure 1] This is a block diagram showing one embodiment of the travel path generation device according to this embodiment. [Figure 2] This figure shows an example of a scenario in which a travel route is generated using the travel route generation method according to the present embodiment. [Figure 3] This figure shows an example of a scenario in which a travel route is generated using the travel route generation method according to the present embodiment. [Figure 4] This figure shows an example of a scenario in which a travel route is generated using the travel route generation method according to the present embodiment. [Figure 5] This figure shows an example of a scenario in which a travel route is generated using the travel route generation method according to the present embodiment. [Figure 6] This flowchart shows an example of the control procedure for the travel path generation method according to the present embodiment. [Figure 7] This flowchart shows an example of the control procedure for the travel path generation method according to the present embodiment. [Figure 8] This flowchart shows an example of the control procedure for the travel path generation method according to the present embodiment. [Modes for carrying out the invention]

[0009] An embodiment of the travel path generation device according to the present invention will be described with reference to the drawings. The following description assumes that vehicles travel on the left side of the road in countries with left-hand traffic regulations. In countries with right-hand traffic regulations, vehicles travel on the right side of the road, so the terms "right" and "left" in the following description should be interpreted symmetrically.

[0010] Figure 1 is a block diagram showing one embodiment of the driving route generation device according to this embodiment. In Figure 1, the driving route generation device is applied to a driving control system. The driving control system 10 is a system that controls the driving of a vehicle by autonomous driving control. As shown in Figure 1, the driving control system 10 includes a detection device 1, a map DB 2, a vehicle information detection device 3, a navigation device 4, a vehicle control device 5, and a driving route generation device 6. The detection device 1 includes an imaging device 11 and a distance measuring device 12. The vehicle information detection device 3 includes a vehicle speed detection device 31, a steering angle detection device 32, and a vehicle position detection device 33. The vehicle control device 5 includes a vehicle speed control device 51 and a steering control device 52. The devices included in the driving control system 10 are connected by CAN or other in-vehicle LAN and can exchange information with each other.

[0011] Detection device 1 is a sensor for detecting objects around the vehicle. These objects include, for example, other vehicles, motorcycles, bicycles, pedestrians, road lane markings, zebra zone traffic guides, center lines, road markings, median strips, guardrails, curbs, highway side walls, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and traffic restrictions. Detection device 1 acquires the position, attitude (orientation), and speed of moving objects.

[0012] The detection device 1 detects an object, for example, using an imaging device 11 and / or a distance measuring device 12. The driving path generation device 6 acquires the detection results of the detection device 1 at predetermined time intervals. The imaging device 11 is a device that recognizes objects around the vehicle using images, and is such as a camera. Multiple imaging devices 11 may be installed on a single vehicle. The distance measuring device 12 is a device for calculating the relative distance and relative speed between the vehicle and an object, and is such as a laser radar. Multiple distance measuring devices 12 may be installed on a single vehicle.

[0013] Map DB2 is a memory (storage medium) that stores high-precision map information, including location information for various facilities and specific points, and is accessible from the driving route generation device 6. The high-precision map information stored in Map DB2 is three-dimensional map data based on road shapes detected when a data acquisition vehicle is driven on actual roads. High-precision map information is used for autonomous driving control and contains more detailed information than navigation map information. High-precision map information is map information that associates road information, lane boundary information, road attribute information, lane uphill / downhill information, lane identification information, connecting lane information, facility information, and their attribute information as three-dimensional information. Road information includes information such as road width, radius of curvature, shoulder structure, road traffic regulations (speed limit, whether lane changes are permitted), road merging points, branching points, and locations where the number of lanes increases or decreases. Note that Map DB2 may also be provided in the driving route generation device 6.

[0014] In this embodiment, road information is described by nodes set for each lane, and by links separated by these nodes. A node is a reference point on the lane reference line (e.g., the center line within the lane). The node information includes the node's identification number, position coordinates, the number of connected lane links, and the identification numbers of the connected lane links. Furthermore, since the high-precision map includes node and link information for each lane, it is possible to identify the lane in which the vehicle is traveling along the route. The high-precision map has coordinates that can represent the position in the direction of lane extension and lane width.

[0015] In addition, in the present embodiment, the map DB 2 includes, as road information, information on traffic signals installed on roads. For example, the information on traffic signals includes information on the types of traffic signals at intersections and the display time of each signal. The types of traffic signals are, for example, traffic signals that display arrow signals and pedestrian-vehicle separation traffic signals. These traffic signals are traffic signals that indicate which vehicles entering the intersection from any of the connected lanes can preferentially pass through the intersection and enter the connected lanes. For example, an arrow signal is a signal that encourages travel only in the direction indicated by the arrow. Also, a pedestrian-vehicle separation traffic signal is a traffic signal that indicates which of pedestrians and vehicles can preferentially pass through the intersection.

[0016] The host vehicle information detection device 3 is a device that detects information regarding the state of the host vehicle. The state of the host vehicle includes the traveling speed, acceleration, steering angle, position, attitude, etc. of the host vehicle. The vehicle speed detection device 31 detects the traveling speed and acceleration. The steering angle detection device 32 detects the steering angle. The current position is calculated based on the information obtained from the host vehicle position detection device 33. The host vehicle position detection device 33 is a positioning system including, for example, a GPS unit. The attitude is detected using an inertial measurement unit. Also, the host vehicle information detection device 3 may acquire the traveling speed and steering angle of the host vehicle from the vehicle control device 5. The travel route generation device 6 acquires the detection results of these devices via the in-vehicle LAN as necessary.

[0017] The navigation device 4 is a device that presents a travel route to the driver by displaying, on a display, a travel route from the current position of the host vehicle to a destination and / or a via point set by the driver. In the present embodiment, the navigation device 4 acquires the travel route generated by the travel route generation device 6 and presents it to the driver.

[0018] The vehicle control device 5 is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls in-vehicle devices that regulate the running of the vehicle. The vehicle control device 5 includes a vehicle speed control device 51 that controls the running speed of the host vehicle, and a steering control device 52 that controls the steering operation of the host vehicle. The vehicle control device 5 acquires a travel route from the travel route generation device 6, and controls the running of the host vehicle along the travel route. The vehicle control device 5 generates a control signal for controlling the running of the host vehicle along the travel route, and outputs the control signal to the vehicle speed control device 51 and / or the steering control device 52.

[0019] The vehicle speed control device 51 controls drive devices such as an electric motor and / or an internal combustion engine, which are running drive sources, and an automatic transmission. The vehicle speed control device 51 autonomously controls the running speed of the vehicle based on the control signal input from the vehicle control device 5. The steering control device 52 controls the steering device. The steering control device 52 5 controls the operation of the steering device based on the control signal input from the vehicle control device, using at least one of the detection result of the detection device 1, the map DB 2, and the host vehicle information acquired by the host vehicle information detection device 3, so that the host vehicle runs while maintaining a predetermined lateral position (position in the left-right direction of the vehicle) with respect to the travel route.

[0020] The driving route generation device 6 generates a target driving route from the current position of the vehicle detected by the vehicle position detection device 33 of the vehicle information detection device 3 to the destination set by the driver. When the driver sets a destination and / or waypoints, the driving route generation device 6 acquires the current position of the vehicle, refers to the map DB2, and generates a target driving route from the current position of the vehicle to the destination. The target driving route is a linear route that identifies the road, direction (uphill / downhill), and lane on which the vehicle will travel. The target driving route includes information on the lane on which the vehicle will travel. In this embodiment, the driving route generation device 6 generates the target driving route with the controller 7. In the following description, an example is given in which a driving route to a destination is generated when the destination is set by the driver, but the driving route generation method according to this embodiment may be applied not only to destinations but also to waypoints. If the destination set on the map is not on a road (for example, a building or site), the controller 7 generates a target driving route that allows the vehicle to enter the destination from a connecting lane, which is a road adjacent to the destination, without crossing an oncoming lane. Furthermore, if the destination is on a road, the controller 7 generates a target driving route according to the direction of travel (uphill / downhill) defined in the lane where the destination is set. The waypoints are, for example, any points set along the target driving route to the destination. The controller 7 generates a target driving route according to the direction of travel (uphill / downhill) defined in the lane where the waypoints are set.

[0021] Here, using Figure 2, an example of a scenario in which a driving route is generated by the driving route generation method according to this embodiment will be explained. Figure 2 is a diagram showing an example of a scenario in which a driving route is generated by the driving route generation method according to this embodiment. In this embodiment, the controller 7 generates a first driving route P1 from the current position of the vehicle V1 to the destination D as the target driving route. In the first driving route P1, the controller 7 identifies the intersection that connects to the destination-side connecting lane L1 included in the connecting road R1 that connects to the destination D on the direction of travel as the target intersection I. The target intersection I is an intersection that is connected to the destination D by the connecting lane L1 and is located on the direction of travel ahead of the connecting lane L1. The connecting road R1 is the road that the vehicle V1 travels on immediately before reaching the destination D.

[0022] Then, when the vehicle V1 is traveling along the first travel path P1, if the vehicle V1 passes through the target intersection I on the non-priority side and enters the connecting lane L1 on the destination side, the controller 7 generates a second travel path as the target travel path in which the vehicle V1 passes through the target intersection I on the priority side and enters the connecting lane L1 on the destination side, and updates the target travel path from the first travel path to the second travel path. Other This situation allows your vehicle to have priority over other moving objects. When your vehicle proceeds straight through the intersection and enters the connecting lane on the destination side, your vehicle has priority over pedestrians crossing the crosswalk at the intersection and other vehicles turning right or left at the intersection and entering the connecting lane on the destination side.

[0023] Furthermore, the non-priority side refers to situations where the vehicle needs to prioritize the movement of other moving objects over its own movement. For example, when the vehicle turns left at the target intersection and enters the connecting lane on the destination side, the vehicle needs to prioritize the crossing of pedestrians walking on the crosswalk at the left turn. Also, when the vehicle turns right at the target intersection and enters the connecting lane on the destination side, the vehicle needs to prioritize the passage of oncoming vehicles traveling in the opposite lane through the target intersection. In addition, when the vehicle makes a stop and then turns right or left at the target intersection to enter the connecting lane, the vehicle needs to prioritize the movement of other moving objects over its own movement. Thus, in this embodiment, if the vehicle cannot smoothly pass through the target intersection on the non-priority side, a driving path is generated that allows the vehicle to pass through the target intersection on the priority side, and the vehicle is controlled to ensure that it can smoothly pass through the target intersection.

[0024] As shown in Figure 2, in the first travel route P1, in order for vehicle V1 to turn left at the target intersection I and enter the connecting lane L1 on the destination side, it is necessary to give priority to pedestrian Pe walking on the crosswalk C that crosses the connecting road R1, and vehicle V1 will pass through the target intersection I on the non-priority side. In such a case, in this embodiment, the second travel route P2 is generated. In the second travel route P2, vehicle V1 proceeds straight through the target intersection I and enters the connecting lane L1 on the destination side. When the traffic light on the road on which vehicle V1 is traveling is displaying a signal indicating permission to pass, the traffic light on the crosswalk C is displaying a signal indicating no passage, so vehicle V1 can pass through the target intersection I with priority over pedestrian Pe. In other words, vehicle V1 can pass through the target intersection I on the priority side and travel through the target intersection smoothly.

[0025] In this embodiment, the system is particularly effective in scenarios like the one shown in Figure 2, but it is not limited to this. Even when a first driving path is generated in which the vehicle V1 turns right at the target intersection I and enters the connecting lane L1 on the destination side, the target driving path is updated from the first driving path to a second driving path in which the vehicle V1 passes through the target intersection I on the priority side and enters the connecting lane L1 on the destination side. This allows the vehicle to travel through the target intersection smoothly.

[0026] The controller 7 is a computer that includes a ROM 72 in which a program is stored, a CPU 71 which is an operating circuit for functioning as a driving path generation device 6 by executing the program stored in the ROM 72, and a RAM 73 which functions as an accessible storage device. In this embodiment, the controller 7 executes each of the above functions through the cooperation of software and the hardware described above.

[0027] The controller 7 comprises, as functional blocks, a vehicle position estimation unit 100, a driving path generation unit 101, a road structure identification unit 102, and a determination unit 103. In this embodiment, the functions of the controller 7 are divided into four blocks and the functions of each functional block are explained, but the functions of the controller 7 do not necessarily need to be divided into four blocks as long as each function can be realized in any configuration.

[0028] The vehicle position estimation unit 100 estimates the position and orientation of the vehicle on the map. Based on the map information obtained from the map DB2 and the position and orientation obtained from the vehicle information detection device 3, the vehicle position estimation unit 100 estimates the current position and orientation of the vehicle on the map.

[0029] The driving route generation unit 101 generates a target driving route for the vehicle from its current location to the destination. When the driver of the vehicle inputs a destination, the driving route generation unit 101 identifies the location of the destination on the map obtained from the map DB2. Then, the driving route generation unit 101 generates a target driving route based on the current location of the vehicle estimated by the vehicle position estimation unit 100 and the location of the identified destination.

[0030] For example, the route generation unit 101 acquires multiple routes from the vehicle's current location to the destination and calculates the cost of each route. Then, the route generation unit 101 generates the route with the lowest cost from among the acquired routes as the target route. For example, the cost is the time required.

[0031] Furthermore, the driving path generation unit 101 generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane when the vehicle is passing through the target intersection on the non-priority side and entering the connecting lane.

[0032] For example, the route generation unit 101 first generates a first route as the target route, from the vehicle's current position to the destination. Then, the route generation unit 101 determines whether the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane on the first route. If the vehicle passes through the target intersection on the non-priority side and enters the connecting lane on the first route, the route generation unit 101 changes the target route from the first route to a second route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. In this embodiment, the target route is described as being updated from the first route to the second route when the vehicle passes through the target intersection on the non-priority side and enters the connecting lane on the first route, but it is not limited to this, and the route generation unit may directly generate a target route in which the vehicle passes through the target intersection that connects to the connecting lane on the priority side and enters the connecting lane on the direction of travel when generating the route.

[0033] Here, an example of a method for generating a travel route according to this embodiment will be described. When the vehicle passes through the target intersection on the non-priority side and enters the connecting lane, the travel route generation unit 101 obtains, from the travel route from the vehicle's current position to the destination, a non-priority travel route in which the vehicle passes through the target intersection on the non-priority side and enters the connecting lane, and a priority travel route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. For example, the non-priority travel route is a travel route in which the vehicle turns right or left at the target intersection and enters the connecting lane. The priority travel route includes at least the connecting lane, the target intersection, and the lane that the vehicle should travel in before entering the target intersection in order to pass through the target intersection on the priority side. For example, the priority travel route is a travel route in which the vehicle goes straight through the target intersection and enters the connecting lane. The travel route generation unit 101 then calculates the cost of the non-priority travel route to be greater than the cost of the priority travel route. The route generation unit 101 compares the cost of non-priority routes with the cost of priority routes and generates a target route that includes the priority route with the lower cost.

[0034] Furthermore, in this embodiment, the priority driving route may include a priority left-turn route in which the vehicle turns left at the target intersection on the priority side and enters the connecting lane, a priority straight-ahead route in which the vehicle proceeds straight at the target intersection on the priority side and enters the connecting lane, and a priority right-turn route in which the vehicle turns right at the target intersection on the priority side and enters the connecting lane. Even if the driving route involves the vehicle turning right or left at the target intersection and entering the connecting lane, if the traffic light installed at the target intersection displays a signal that prioritizes right or left turns, the vehicle can turn right or left at the target intersection on the priority side, and such a driving route becomes one of the priority driving routes.

[0035] A priority left-turn route is, for example, a route in which a vehicle turns left at an intersection and enters the connecting lane when a traffic light displaying a left-turn priority signal is installed at that intersection. Left-turn priority means that a vehicle can turn left at the intersection on the priority side and enter the connecting lane. Such traffic lights include, for example, traffic lights that display a left-turn arrow signal and pedestrian-vehicle separation traffic lights.

[0036] A priority right-turn route is one where, for example, a traffic light displaying a signal indicating priority for right turns is located at the intersection in question. Installation This refers to a route in which a vehicle turns right at the intersection and enters the connecting lane. Right-turn priority means that a vehicle can turn right at the intersection on the priority side and enter the connecting lane. Examples of such traffic signals include traffic signals that display a right-turn arrow signal and pedestrian-vehicle separation traffic signals.

[0037] The route generation unit 101 acquires priority routes, including priority left-turn routes, priority straight-ahead routes, and priority right-turn routes. For example, the route generation unit 101 uses a map database. 2 Based on the map information obtained, the type of traffic light installed at the target intersection is identified, and from among multiple driving routes that pass through the target intersection and enter the connecting lane, a priority left-turn route, a priority straight-ahead route, and a priority right-turn route are identified. The driving route generation unit 101 then calculates that the cost of the priority right-turn route is greater than the costs of the priority left-turn route and the priority straight-ahead route. The driving route generation unit 101 compares the costs of the priority left-turn route, the priority straight-ahead route, and the priority right-turn route, and generates a target driving route that includes the priority left-turn route or the priority straight-ahead route with the lower cost.

[0038] Furthermore, the driving path generation unit 101, after performing lane identification control a predetermined number of times by the road structure identification unit 102 (described later), generates a target driving path so that the vehicle travels in the priority entry lane identified by the lane identification control.

[0039] Furthermore, if the vehicle is unable to travel smoothly through the target intersection on the non-priority lane, the driving path generation unit 101 generates a target driving path in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane. Situations in which the vehicle is unable to travel smoothly through the target intersection on the non-priority lane include, for example, when the pedestrian crossing on the connecting road side of the target intersection is congested with pedestrians, when there is a large difference in vehicle speed between the vehicle turning left at the target intersection and entering the connecting lane, and an oncoming vehicle turning right at the target intersection and entering the connecting lane, when the vehicle enters a lane other than the lane closest to the vehicle after passing the target intersection, when the destination or waypoint is located within a predetermined distance from the target intersection, or when there is an obstacle in the section between the destination or waypoint and the target intersection on the connecting lane that obstructs the vehicle's movement, or when there is a possibility of such an obstacle. In this embodiment, if the determination unit 103 (described later) determines that the vehicle may not be able to travel smoothly through the target intersection if it travels on the non-priority lane, the driving path generation unit 101 generates a target driving path in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane.

[0040] Here, using Figure 3, we will explain a scenario in which a vehicle enters a lane other than the one closest to it after passing through the target intersection. Figure 3 is a diagram illustrating an example of a scenario in which a vehicle enters a lane other than the one closest to it after passing through the target intersection. In Figure 3, connecting lane L1 is composed of two lanes, including connecting lane L1a on the destination side and adjacent lane L1b adjacent to lane L1a. Generally, a vehicle V1 that turns left at target intersection I and enters connecting lane L1 will travel in lane L1a, the lane closest to itself, after passing through target intersection I. However, for example, as shown in Figure 3, if there is an obstacle such as a parked vehicle V3 in lane L1a, the vehicle V1 will travel in the adjacent lane L1b, which is a lane other than lane L1a, after passing through target intersection I. The obstacle is not limited to a parked vehicle; it may also be a construction site, etc. On the other hand, an oncoming vehicle V2 turning right at intersection I and entering connecting lane L1 would normally assume that its own vehicle V1 is traveling in connecting lane L1a, and would increase its speed to attempt to travel in the adjacent lane L1b. This increases the likelihood of vehicle V1 and oncoming vehicle V2 coming into close proximity.

[0041] Next, we will explain the scenario in which the destination is located within a predetermined distance from the target intersection, using Figure 4. Figure 4 is a diagram showing an example of a scenario in which the destination is located within a predetermined distance from the target intersection. As shown in Figure 4, when the distance S between destination D and target intersection I is short, that is, when destination D is close to target intersection I, the vehicle V1 will stop immediately after passing target intersection I, and therefore will not accelerate. On the other hand, the oncoming vehicle V2, which turns right at target intersection I and enters connecting lane L1, will accelerate after passing target intersection I, so there is a high possibility that the vehicle V1 and the oncoming vehicle V2 will come into close proximity.

[0042] Next, using Figure 5, we will explain the case where there is an obstacle that obstructs the vehicle's movement in the section between the destination and the target intersection in the connecting lane, or where there is a possibility of an obstacle. Figure 5 is a diagram showing an example of a situation where there is an obstacle that obstructs the vehicle's movement in the section between the destination and the target intersection in the connecting lane. As shown in Figure 5, if there is an obstacle such as a parked vehicle V3 in the section between the destination D and the target intersection I in the connecting lane L1, the vehicle V1 will determine whether it is possible to overtake the parked vehicle V3 after passing the target intersection I. While making this determination, the vehicle will stop or slow down before the parked vehicle V3 and will not accelerate. On the other hand, an oncoming vehicle V2 that turns right at the target intersection I and enters the connecting lane L1 will determine that the vehicle V1 will increase its speed and enter the connecting lane at the same speed. As a result, the likelihood of the vehicle V1 and the oncoming vehicle V2 approaching each other increases.

[0043] The road structure identification unit 102 identifies the target intersection on the first travel route that connects with the destination-side connecting lane in the direction of travel. For example, the road structure identification unit 102 uses a map database 2 The road structure identification unit 102 obtains information on nodes and links on the first travel route from the map information stored in the unit. Based on the information on nodes and links on the first travel route, the road structure identification unit 102 identifies the connecting lane that leads to the destination and identifies the intersection that connects to the connecting lane on the side before the direction of travel as the target intersection. In other words, the road structure identification unit 102 identifies the intersection that the vehicle must pass through in order to enter the connecting lane that leads to the destination.

[0044] Furthermore, the road structure identification unit 102 may identify the lane on the destination or intermediate point side as a connecting lane, and identify the intersection connecting with the destination or intermediate point side lane on the direction of travel ahead as the target intersection. The connecting lanes on the connecting road include the lane on the destination or intermediate point side and the opposing lane facing the destination or intermediate point side lane. The lane on the destination or intermediate point side is the lane of the connecting lanes that is closer to the destination or intermediate point. When a vehicle moves from the opposing lane across the destination or intermediate point side lane to the destination or intermediate point, it may obstruct the movement of other vehicles traveling in the destination or intermediate point side lane. For this reason, in this embodiment, the lane on the destination or intermediate point side is identified as a connecting lane.

[0045] Furthermore, in this embodiment, when there is a target intersection on the first travel path, the road structure identification unit 102 identifies the priority entry lane that the vehicle should travel in before entering the target intersection in order for the vehicle to pass through the target intersection on the priority side. The priority entry lane is a lane included in the priority travel path. For example, in the scenario shown in Figure 2, in order to proceed straight through the target intersection I and enter the connecting lane L1, the vehicle V1 needs to travel in entry lane L2 of the lanes leading to the target intersection I before entering the target intersection. Therefore, the road structure identification unit 102 identifies entry lane L2 as the priority entry lane.

[0046] After identifying the priority entry lane, the road structure identification unit 102 identifies the intersection that connects to the priority entry lane in the direction of travel. In the scenario shown in Figure 2, the intersection that connects to the entry lane L2, which is the priority entry lane, in the direction of travel is intersection I'. Therefore, the road structure identification unit 102 identifies intersection I' as the intersection that connects to the priority entry lane in the direction of travel.

[0047] The road structure identification unit 102 then identifies the priority entry lane corresponding to the identified intersection. In this way, the road structure identification unit 102 repeatedly identifies the priority entry lane and the intersection that connects to the priority entry lane in the direction of travel, starting from the target intersection that connects to the connecting lane. That is, the road structure identification unit 102 repeatedly performs intersection identification control to identify the intersection that connects to the identified priority entry lane in the direction of travel, and lane identification control to identify the priority entry lane among the entry lanes that enter the identified intersection each time an intersection is identified by the intersection identification control. This makes it possible to generate a driving route in which the vehicle passes through each intersection on the priority side.

[0048] In this embodiment, the driving route is generated by alternately identifying the intersections the vehicle will pass through and the entry lane into each intersection, so that the vehicle passes through each intersection on the driving route on the priority lane. However, if the driving route is generated so that the vehicle passes through all intersections on the driving route from the vehicle's current position to the destination on the priority lane, it may result in a longer, roundabout driving route. Therefore, the road structure identification unit 102 repeatedly performs intersection identification control and lane identification control until the number of executions of lane identification control reaches a predetermined number. By limiting the number of executions, it is possible to generate a driving route in which the vehicle can pass through intersections on the driving route on the priority lane and which does not involve taking a longer route.

[0049] The determination unit 103 determines whether the vehicle passes through the target intersection on the non-priority side and enters the connecting lane. The connecting lane is, for example, a lane on the destination or intermediate lane side that connects to the destination. For example, if the vehicle is traveling on the first travel path and turns left at the target intersection on the non-priority side and enters the connecting lane, or if the vehicle is traveling on the first travel path and turns right at the target intersection on the non-priority side and enters the connecting lane, the determination unit 103 determines that the vehicle is passing through the target intersection on the non-priority side and entering the connecting lane.

[0050] Furthermore, for example, the determination unit 103 may, in addition to determining whether the vehicle traveling along the first travel route will turn right or left at the target intersection and enter the connecting lane, also determine whether the traffic light is not a traffic light that displays a signal indicating priority for right or left turns, thereby determining whether the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane. The determination unit 103 is a map DB 2 Based on the map information obtained, the system identifies the type of traffic light installed at the target intersection. If the traffic light does not display a signal indicating priority for right or left turns, and if the vehicle is traveling along the first route, it is determined that the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane.

[0051] Furthermore, the determination unit 103 determines whether it is possible that the vehicle will not be able to travel smoothly through the target intersection if it travels on the non-priority side. For example, the determination unit 103 determines whether the pedestrian crossing on the connecting road side of the target intersection is congested with pedestrians. The determination unit 103 acquires driving environment information for the pedestrian crossing on the connecting road side of the target intersection. Driving environment information is information indicating the driving environment of the target intersection, for example, acquired by road sensors installed near the target intersection or sensors of other vehicles traveling through the target intersection. Driving environment information may also be external event information or an estimated result of the degree of congestion of the pedestrian crossing based on past driving history.

[0052] The determination unit 103 calculates the degree of pedestrian congestion at the crosswalk based on the driving environment information, and determines that the crosswalk is congested with pedestrians if the degree of pedestrian congestion at the crosswalk is equal to or greater than a predetermined level. Conversely, the determination unit 103 determines that the crosswalk is not congested with pedestrians if the degree of pedestrian congestion at the crosswalk is less than a predetermined level. The degree of congestion is calculated, for example, from the number of pedestrians walking on the crosswalk and the area of ​​the crosswalk.

[0053] Furthermore, the determination unit 103 determines whether the speed difference between the vehicle's speed and the speed of an oncoming vehicle turning right at the target intersection and entering the connecting lane becomes large when the vehicle turns left at the target intersection and enters the connecting lane. A situation in which the speed difference between the vehicle's speed and the oncoming vehicle becomes large is, for example, a situation in which the oncoming vehicle may turn right at the target intersection and enter the connecting lane while accelerating. In this embodiment, the determination unit 103 acquires road information for the target intersection and, based on the road information for the target intersection, determines that the speed difference becomes large when there is no traffic light installed in the oncoming lane where the oncoming vehicle is traveling that indicates that the oncoming vehicle has priority in turning right at the target intersection and entering the connecting lane.

[0054] Furthermore, the determination unit 103 determines that the speed difference between the vehicle's own speed and the oncoming vehicle's speed is large when the time displayed by the traffic light installed on the opposing lane indicating that oncoming vehicles have priority in turning right at the target intersection and entering the connecting lane is short. For example, the determination unit 103 obtains traffic light information, including the display time of each signal at the target intersection, from the map DB2, and determines that the speed difference between the vehicle's own speed and the oncoming vehicle's speed is large when the display time indicating that oncoming vehicles have priority in passing is shorter than a predetermined time. When an oncoming vehicle turns right at the target intersection on the non-priority side and enters the connecting lane, it needs to complete the right turn at the target intersection in the short time between giving priority to vehicles turning left at the target intersection and the signal switching to a signal indicating that passage is prohibited, which makes it easier for the oncoming vehicle to accelerate. Therefore, if there is no traffic light indicating that oncoming vehicles have priority, or if the indication time is short, oncoming vehicles are more likely to accelerate and pass through the intersection, resulting in a larger speed difference between your vehicle and the oncoming vehicle.

[0055] Furthermore, the determination unit 103 may determine that the speed difference between the vehicle's own speed and the oncoming vehicle's speed is large if the target intersection is an intersection with a road structure where there is no dedicated right-turn lane and vehicles waiting to turn right obstruct the passage of following vehicles, or if the road structure is such that congestion occurs due to vehicles waiting to turn right. In such cases, the driver of the oncoming vehicle tends to think that they need to turn right at the target intersection as quickly as possible and accelerate their vehicle.

[0056] Furthermore, the determination unit 103 determines whether the destination is located within a predetermined distance from the target intersection, based on the location of the destination and the location of the target intersection. The determination unit 103 calculates the distance between the location of the destination and the location of the target intersection, and determines that the destination is located within a predetermined distance from the target intersection if the calculated distance is within a predetermined distance. Conversely, the determination unit 103 determines that the destination is not located within a predetermined distance from the target intersection if the calculated distance is longer than the predetermined distance.

[0057] Furthermore, the determination unit 103 determines whether there is an obstacle in the section between the destination and the target intersection in the connecting lane that would obstruct the vehicle's movement, or whether there is a possibility of an obstacle. Obstacles include, for example, parked vehicles and construction sites. The determination unit 103 acquires driving environment information for the section between the destination and the target intersection in the connecting lane. Driving environment information is information indicating the driving environment of the target intersection, acquired by road sensors installed near the target intersection or sensors of other vehicles traveling through the target intersection. Driving environment information may also be construction information stored in the map DB2. Based on the driving environment information, the determination unit 103 determines whether there is an obstacle in the section between the destination and the target intersection in the connecting lane.

[0058] Furthermore, the determination unit 103 estimates the presence or absence of obstacles based on past driving history, and determines whether or not there may be obstacles in the section between the destination and the target intersection in the connecting lane based on the estimation result of the presence or absence of obstacles.

[0059] Furthermore, the determination unit 103 determines whether the vehicle will enter a lane other than the lane closest to it after passing through the target intersection, if the connecting road is a road with two or more lanes in one direction. For example, the determination unit 103 determines that if there is an obstacle in the lane closest to the vehicle, the vehicle will enter a lane other than the lane closest to it after passing through the target intersection. Obstacles include parked vehicles and construction sites. Also, for example, if the vehicle needs to turn right or left after traveling on the connecting road, the determination unit 103 determines that the vehicle will enter a lane other than the lane closest to it in conjunction with the right or left turn. Also, for example, if the entrance to the expressway is on a lane other than the lane closest to the vehicle, the determination unit 103 determines that the vehicle will enter a lane other than the lane closest to it.

[0060] In this embodiment, the controller 7 outputs information about the travel path to the vehicle control device 5 when it has generated a travel path. However, the controller 7 is not limited to this and may also have a function to control the vehicle's movement. For example, the controller 7 calculates a target vehicle speed and a target steering angle so that the vehicle travels along the travel path. The controller 7 generates control signals including the calculated target vehicle speed and target steering angle, respectively, and outputs them to the vehicle speed control device 51 and the steering control device 52.

[0061] Next, the procedure of the driving route generation method according to this embodiment will be explained using the flowchart in Figure 6. Figure 6 is a flowchart showing an example of the control procedure of the driving route generation method according to this embodiment. In this embodiment, when the destination is input by the driver of the vehicle, the controller 7 starts the control flow from step S1.

[0062] In step S1, the controller 7 estimates the current position of the vehicle on the map. In step S2, the controller 7 identifies the destination of the vehicle on the map. In step S3, the controller 7 generates a first travel route from the current position of the vehicle to the destination. For example, the controller 7 generates the first travel route from among several travel routes from the current position of the vehicle to the destination that has the lowest cost. In step S4, the controller 7 identifies the intersection on the first travel route that connects to a connecting lane included in the connecting road that connects to the destination, on the side before the direction of travel, as the target intersection.

[0063] In step S5, the controller 7 determines whether its vehicle will pass through the target intersection on the non-priority side and enter the connecting lane. If it determines that its vehicle will pass through the target intersection on the non-priority side and enter the connecting lane, the controller 7 proceeds to step S6. If it determines that its vehicle will not pass through the target intersection on the non-priority side and enter the connecting lane, the controller 7 proceeds to step S9.

[0064] In step S6, the controller 7 calculates that the cost of the non-priority route is greater than the cost of the priority route. The controller 7 obtains the non-priority route and the priority route as the route through which the vehicle passes the target intersection identified in step S4 and enters the connecting lane, and calculates that the cost of the non-priority route is greater than the cost of the priority route. In step S7, the controller 7 generates a second route, which includes the priority route with the lower cost, as the target route. In step S8, the controller 7 controls the vehicle's movement using the second route as the target route. In step S9, the controller 7 controls the vehicle's movement using the first route as the target route.

[0065] Next, the procedure for generating a driving route according to this embodiment will be explained using the flowchart in Figure 7. Figure 7 is a flowchart showing an example of the control procedure for the driving route generation method according to this embodiment. Steps S11 to S15 and S22 to S25 in Figure 7 are the same as steps S1 to S5 and S6 to S9 in Figure 6, so their explanation will be omitted. As shown in Figure 7, if the controller 7 determines in step S15 that its own vehicle will pass through the target intersection on the non-priority side and enter the connecting lane, it proceeds to step S16. If the controller 7 determines in step S15 that its own vehicle will not pass through the target intersection on the non-priority side and enter the connecting lane, it proceeds to step S25.

[0066] In step S16, the controller 7 determines whether the pedestrian crossing at the target intersection is crowded with pedestrians. If the controller 7 determines that the pedestrian crossing at the target intersection is crowded with pedestrians, it proceeds to step S22. If the controller 7 determines that the pedestrian crossing at the target intersection is not crowded with pedestrians, it proceeds to step S17. In step S17, the controller 7 determines whether the vehicle will enter a lane other than the lane closest to the vehicle after passing through the target intersection. If the controller 7 determines that the vehicle will enter a lane other than the lane closest to the vehicle after passing through the target intersection, it proceeds to step S22. If the controller 7 determines that the vehicle will not enter a lane other than the lane closest to the vehicle after passing through the target intersection, it proceeds to step S18.

[0067] In step S18, the controller 7 determines, based on the first travel path, whether the vehicle will turn left at the target intersection and enter the connecting lane. If it determines that the vehicle will turn left at the target intersection and enter the connecting lane, the controller 7 proceeds to step S19. If it determines that the vehicle will not turn left at the target intersection and enter the connecting lane, the controller 7 proceeds to step S25. In step S19, the controller 7 determines whether the speed difference between the vehicle's speed and the oncoming vehicle's speed will increase. If it determines that the speed difference between the vehicle's speed and the oncoming vehicle's speed will increase, the controller 7 proceeds to step S22. If it determines that the speed difference between the vehicle's speed and the oncoming vehicle's speed will not increase, the controller 7 proceeds to step S20.

[0068] In step S20, the controller 7 determines whether the destination is within a predetermined distance from the target intersection. If it determines that the destination is within a predetermined distance from the target intersection, the controller 7 proceeds to step S22. If it determines that the destination is not within a predetermined distance from the target intersection, the controller 7 proceeds to step S21. In step S21, the controller 7 determines whether there is an obstacle in the connecting lane on the destination side. If it determines that there is an obstacle in the connecting lane on the destination side, the controller 7 proceeds to step S22. If it determines that there is no obstacle in the connecting lane on the destination side, the controller 7 proceeds to step S25. In this embodiment, all of the determinations in steps S16 to S21 are performed, but the controller 7 is not limited to this and may perform at least one of the determinations in steps S16 to S21.

[0069] Next, the procedure of the driving path generation method according to this embodiment will be explained using the flowchart in Figure 8. Figure 8 is a flowchart showing an example of the control procedure of the driving path generation method according to this embodiment. Steps S31 to S35 in Figure 8 are the same as steps S1 to S5 in Figure 6, so their explanation will be omitted. As shown in Figure 8, if the controller 7 determines in step S35 that its own vehicle will pass through the target intersection on the non-priority side and enter the connecting lane, it proceeds to step S36. If the controller 7 determines in step S35 that its own vehicle will not pass through the target intersection on the non-priority side and enter the connecting lane, it proceeds to step S42.

[0070] In step S36, the controller 7 calculates that the cost of the non-priority route is greater than the cost of the priority route. In step S37, the controller 7 generates a second route, which includes the priority route with the lower cost, as the target route. In step S38, the controller 7 performs lane identification control to identify the priority entry lane that the vehicle should travel through before entering the target intersection in order to pass through the intersection on the priority side, among the entry lanes for entering the identified target intersection. In step S39, the controller 7 determines whether the lane identification control has been performed a predetermined number of times. If it determines that the lane identification control has not been performed a predetermined number of times, the controller 7 proceeds to step S40. If it determines that the lane identification control has been performed a predetermined number of times, the controller 7 proceeds to step S41.

[0071] In step S40, the controller 7 identifies the intersection that connects to the priority entry lane identified in step S38 on the near side in the direction of travel. After identifying the intersection, the controller 7 returns to step S35 and repeats the following flow for the intersection identified in step S40. That is, in step S35, the controller 7 determines whether its vehicle will pass through the target intersection on the non-priority side and enter the connecting lane. In step S41, the controller 7 controls the vehicle's movement using the second travel path, which includes the priority entry lane identified by the lane identification control performed a predetermined number of times, as the target travel path. In step S42, the controller 7 controls the vehicle's movement using the first travel path as the target travel path.

[0072] As described above, in this embodiment, the controller determines whether the vehicle will pass through the target intersection on the non-priority side, where the movement of other moving objects takes precedence over the movement of the vehicle itself, and enter a connecting lane included in the connecting road that leads to the destination or intermediate point. If the vehicle passes through the target intersection on the non-priority side and enters the connecting lane, the controller generates a target driving path in which the vehicle passes through the target intersection on the priority side, where the vehicle has priority over the movement of other moving objects, and enters the connecting lane. Furthermore, the intersection in question is one that is connected to the destination or intermediate point by a connecting lane, and is located on the side of the connecting lane that is approaching in the direction of travel. This allows the vehicle to travel smoothly through intersections it must pass through in order to enter roads connecting to its destination or intermediate points.

[0073] Furthermore, in this embodiment, the controller generates a first driving route as the target driving route, from the vehicle's current position to the destination and / or waypoints, determines whether the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane on the first driving route, and if the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane on the first driving route, changes the target driving route from the first driving route to a second driving route in which the vehicle will pass through the target intersection on the priority side and enter the connecting lane. As a result, if the vehicle will pass through the target intersection on the non-priority side and enter the connecting lane on the generated driving route, the driving route can be updated to one in which the vehicle can smoothly pass through the intersection.

[0074] Furthermore, in this embodiment, the controller identifies an intersection where the connecting lane connects to the destination or intermediate lane on the direction of travel, and determines whether the vehicle will pass through the target intersection on the non-priority side and enter the destination or intermediate lane. This prevents the generation of a driving route that crosses the oncoming lane on the connecting road to enter the destination or intermediate lane, and limits the intersections the vehicle will travel through.

[0075] Furthermore, in this embodiment, the controller acquires a non-priority driving route in which the vehicle passes through the target intersection on the non-priority side and enters the connecting lane, and a priority driving route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. The controller calculates that the cost of the non-priority driving route is greater than the cost of the priority driving route, and generates a target driving route that includes the priority driving route with the lower cost. This makes it possible to generate a driving route in which the vehicle can pass through the intersection on the priority side, allowing the vehicle to travel through the intersection smoothly.

[0076] Furthermore, in this embodiment, the controller acquires priority driving routes, including a priority left-turn route in which the vehicle turns left at the target intersection on the priority side and enters the connecting lane, a priority straight-ahead route in which the vehicle proceeds straight at the target intersection on the priority side and enters the connecting lane, and a priority right-turn route in which the vehicle turns right at the target intersection on the priority side and enters the connecting lane. The controller calculates that the cost of the priority right-turn route is greater than the costs of the priority left-turn route and the priority straight-ahead route, and generates a target driving route that includes the priority left-turn route or priority straight-ahead route with a lower cost. As a result, even among the driving routes in which the vehicle passes through the intersection on the priority side, the vehicle can travel through the intersection along a driving route in which it proceeds straight at the intersection or a driving route in which it turns left at the intersection.

[0077] Furthermore, in this embodiment, when the vehicle passes through the target intersection on the non-priority side and enters a connecting lane, the controller identifies the priority entry lane that the vehicle should travel on before entering the target intersection in order to pass through the target intersection on the priority side, and repeatedly performs intersection identification control to identify the intersection that connects to the identified priority entry lane on the preceding side in the direction of travel, and lane identification control to identify the priority entry lane among the entry lanes that enter the identified intersection each time an intersection is identified by the intersection identification control, until the number of executions of lane identification control reaches a predetermined number of times, and after the lane identification control has been executed the predetermined number of times, a target driving path is generated in which the vehicle travels on the priority entry lane identified by the lane identification control. In this way, by repeatedly identifying the intersections that the vehicle needs to pass through and identifying the entry lane that the vehicle should travel on before entering the intersection among the entry lanes that enter the intersection, a driving path can be generated at each intersection so that the vehicle can pass through on the priority side. For example, even if a vehicle needs to turn right or left at any intersection along its route from its current location to its destination or intermediate point, it is possible to identify the intersection where it can turn on the priority side.

[0078] Furthermore, in this embodiment, the controller acquires driving environment information for the pedestrian crossing on the connecting road side at the target intersection, determines whether the pedestrian crossing is congested with pedestrians based on the driving environment information, and if the pedestrian crossing is congested with pedestrians, generates a target driving route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. This makes it possible to generate a driving route in which the vehicle can travel on the priority side at an intersection where the pedestrian crossing is congested with pedestrians.

[0079] Furthermore, in this embodiment, when the vehicle turns left at the target intersection on the non-priority side and enters the connecting lane, the controller predicts whether the speed difference between the vehicle's speed and the speed of an oncoming vehicle turning right at the target intersection and entering the connecting lane will be large. If it predicts that the speed difference will be large, the controller generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. This prevents the vehicle from suddenly decelerating when an oncoming vehicle turning right at the intersection approaches the vehicle while the vehicle is turning left at the intersection.

[0080] Furthermore, in this embodiment, the controller predicts that the speed difference will be large when, at the target intersection, there is no traffic light installed in the oncoming lane where the oncoming vehicle is traveling that indicates that the oncoming vehicle has priority in turning right at the target intersection and entering the connecting lane, or when the time for which the traffic light installed in the oncoming lane indicates that the oncoming vehicle has priority in turning right at the target intersection and entering the connecting lane is short. As a result, it can be predicted that the speed difference between the vehicle and the oncoming vehicle will be large when there is a high probability that the oncoming vehicle will increase its speed and turn right at the intersection.

[0081] Furthermore, in this embodiment, the controller determines whether the destination or waypoint is located within a predetermined distance from the target intersection based on the location of the destination or waypoint and the location of the target intersection. If it determines that the destination or waypoint is located within a predetermined distance from the target intersection, it generates a target driving path in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane. This prevents the vehicle from having to suddenly decelerate if it does not accelerate after passing through the intersection, as an oncoming vehicle that has turned right at the intersection may approach the vehicle.

[0082] Furthermore, in this embodiment, the controller acquires driving environment information for the section between the destination or waypoint in the connecting lane and the target intersection, and based on the driving environment information, determines whether there is an obstacle in the section that would obstruct the vehicle's movement, or whether there is a possibility of an obstacle. If it determines that there is an obstacle, or there is a possibility of an obstacle, it generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane. This prevents a sudden deceleration by an oncoming vehicle that has turned right at the intersection, which might approach the vehicle if the vehicle does not accelerate after passing the intersection in order to determine whether to overtake an obstacle.

[0083] Furthermore, in this embodiment, if the connecting road is a road with two or more lanes in one direction, the controller determines whether the vehicle will enter a lane other than the lane closest to the vehicle after passing through the target intersection. If it determines that the vehicle will enter a lane other than the lane closest to the vehicle after passing through the target intersection, the controller generates a target driving path in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane. This prevents the vehicle from having to decelerate suddenly when it enters a lane other than the lane closest to the vehicle after passing through an intersection, due to the vehicle coming too close to an oncoming vehicle turning right at the intersection.

[0084] The embodiments described above are provided to facilitate understanding of the present invention and are not intended to limit it. Therefore, each element disclosed in the above embodiments is intended to include all design modifications and equivalents that fall within the technical scope of the present invention. [Explanation of symbols]

[0085] 6…Travel path generation device 7…Controller 100... Vehicle position estimation unit 101...Travel path generation unit 102…Road structure identification department 103...Judgment section

Claims

1. A route generation method executed by a controller to generate a target route for the vehicle to a destination and / or intermediate points, The aforementioned controller, When the vehicle passes through the target intersection and enters a connecting lane included in a connecting road that leads to the destination or the intermediate point, it is determined whether the vehicle is on the priority side, where it can travel with the movement of pedestrians walking on a crosswalk, or on the non-priority side, where the movement of pedestrians takes precedence over the vehicle's movement. If the vehicle is on the non-priority lane, a target driving path is generated in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane. A method for generating a travel route, wherein the target intersection is connected to the destination or the intermediate point by the connecting lane, and is located on the side of the connecting lane that is approaching in the direction of travel.

2. The aforementioned controller, As the target driving route, a first driving route is generated from the current position of the vehicle to the destination and / or the intermediate points. On the first travel path, when the vehicle passes through the target intersection and enters the connecting lane, it is determined whether the vehicle will be on the priority side or the non-priority side. The method for generating a driving path according to claim 1, wherein, when the vehicle itself is on the non-priority side, the target driving path is changed from the first driving path to a second driving path in which the vehicle itself is on the priority side, passes through the target intersection, and enters the connecting lane.

3. The aforementioned controller, The intersection where the lane on the destination or transit point side of the connecting lanes connects with the lane just before the direction of travel is identified as the target intersection. A method for generating a travel route according to claim 1 or 2, which determines whether the vehicle becomes the priority lane or the non-priority lane when the vehicle passes through the target intersection and enters the lane on the destination or intermediate lane side.

4. The aforementioned controller, The vehicle acquires a non-priority driving path in which it passes through the target intersection on the non-priority side and enters the connecting lane, and a priority driving path in which it passes through the target intersection on the priority side and enters the connecting lane. The cost of the non-priority route is calculated to be greater than the cost of the priority route. A method for generating a travel route according to claim 1 or 2, which generates a target travel route that includes the priority travel route which has a low cost.

5. The aforementioned controller, As the priority driving routes, the system acquires a priority left-turn route in which the vehicle turns left at the target intersection on the priority side and enters the connecting lane, a priority straight-ahead route in which the vehicle proceeds straight at the target intersection on the priority side and enters the connecting lane, and a priority right-turn route in which the vehicle turns right at the target intersection on the priority side and enters the connecting lane. The cost of the aforementioned priority right-turn route is calculated to be greater than the cost of the aforementioned priority left-turn route and the cost of the aforementioned priority straight-ahead route. A method for generating a driving route according to claim 4, which generates the target driving route including the priority left turn route or the priority straight-ahead route that has low cost.

6. The aforementioned controller, When the vehicle passes through the target intersection on the non-priority side and enters the connecting lane, the priority entry lane that the vehicle should travel in before entering the target intersection in order to pass through the target intersection on the priority side is identified. Intersection identification control identifies the intersection that connects the identified priority entry lane to the preceding side in the direction of travel, and lane identification control identifies the priority entry lane among the entry lanes that enter the identified intersection each time the intersection is identified by the intersection identification control, and this is repeated until the number of times the lane identification control is executed reaches a predetermined number of times. A method for generating a driving path according to claim 1 or 2, wherein, after performing the lane identification control a predetermined number of times, the method generates a target driving path in which the vehicle drives in the priority entry lane identified by the lane identification control.

7. The aforementioned controller, The driving environment information of the pedestrian crossing on the connecting road side at the aforementioned target intersection is acquired. Based on the aforementioned driving environment information, it is determined whether or not the pedestrian crossing is crowded with pedestrians. The method for generating a driving path according to claim 1 or 2, which generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane when the aforementioned crosswalk is congested with pedestrians.

8. The aforementioned controller, When the vehicle turns left at the target intersection on the non-priority side and enters the connecting lane, it is determined whether the speed difference between the vehicle's speed and the speed of an oncoming vehicle turning right at the target intersection and entering the connecting lane becomes large. The method for generating a driving path according to claim 1 or 2, which generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane when it is determined that the vehicle speed difference is large.

9. The aforementioned controller, The method for generating a driving path according to claim 8, wherein, at the target intersection, if there is no traffic light installed in the oncoming lane on which the oncoming vehicle is traveling that indicates that the oncoming vehicle has priority in turning right at the target intersection and entering the connecting lane, or if the time for which the traffic light installed in the oncoming lane indicates that the oncoming vehicle has priority in turning right at the target intersection and entering the connecting lane is short, it is determined that the difference in vehicle speed is large.

10. The aforementioned controller, Based on the location of the destination or the waypoint and the location of the target intersection, it is determined whether the destination or the waypoint is located within a predetermined distance from the target intersection. A method for generating a driving route according to claim 1 or 2, which generates a target driving route in which the vehicle passes through the target intersection on the priority side and enters the connecting lane when it is determined that the destination or the waypoint is located within the predetermined distance from the target intersection.

11. The aforementioned controller, The driving environment information for the section between the destination or transit point and the target intersection in the connecting lane is acquired. Based on the aforementioned driving environment information, it is determined whether there is an obstacle in the section that would obstruct the vehicle's movement, or whether there is a possibility of such an obstacle being present. A method for generating a driving path according to claim 1 or 2, which generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane when it is determined that the aforementioned obstacle is present or there is a possibility that the aforementioned obstacle is present.

12. The aforementioned controller, If the connecting road is a road with two or more lanes in one direction, it is determined whether the vehicle enters a lane other than the lane closest to the vehicle after passing through the target intersection. A method for generating a driving path according to claim 1 or 2, which generates a target driving path in which the vehicle passes through the target intersection on the priority side and enters the connecting lane, when it is determined that the vehicle will enter a lane other than the lane closest to the vehicle after passing through the target intersection.

13. A route generation device comprising a controller that generates a target route for the vehicle to its destination and / or intermediate points, The aforementioned controller, When the vehicle passes through the target intersection and enters a connecting lane included in a connecting road that leads to the destination or the intermediate point, it is determined whether the vehicle is on the priority side, where it can travel with the movement of pedestrians walking on a crosswalk, or on the non-priority side, where the movement of pedestrians takes precedence over the vehicle's movement. If the vehicle is on the non-priority lane, the system generates a target driving path in which the vehicle passes through the target intersection on the priority lane and enters the connecting lane. The aforementioned target intersection is an intersection that is connected to the destination or intermediate point by the connecting lane and is located on the side of the connecting lane in the direction of travel, according to the route generation device.

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