Driving control method and driving control device

Abstract

A processor 10 of a driving control device 100 controls the driving of an own vehicle 1 at an intersection C, where a first lane L1 and a second lane L2 intersect, by: acquiring the degree of separation between the second lane L2 and an opposing lane L3 facing the second lane L2 when the own vehicle 1 traveling in the first lane L1 turns into the second lane L2 across the opposing lane L3; setting a certain trajectory connection point P in the intersection C at a position closer to the center of the intersection when the separation degree is a first separation degree than when the separation degree is a second separation degree greater than the first separation degree; generating a travel trajectory R including a curved turning section Rr between the point where the own vehicle 1 enters the intersection C and the trajectory connection point P and a linear section rs between the point where the own vehicle 1 passes the trajectory connection point P and the point where the own vehicle 1 exits the intersection C; and controlling the driving of the own vehicle 1 so as to travel along the travel trajectory R.

Description

Operation control method and operation control device

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

[0002] The vehicle control system described in Patent Document 1 sets a recommended area within the intersection when the vehicle, which is traveling autonomously, turns at an intersection, and controls the driving of the vehicle so that the vehicle travels within the recommended area.

[0003] International Publication No. 2019 / 131371

[0004] However, the vehicle control system described in Patent Document 1 generates a curved travel trajectory from when the host vehicle enters an intersection until when it exits, so that the host vehicle turns. As a result, when the host vehicle exits the intersection, there is a possibility that the host vehicle may come too close to an oncoming vehicle waiting in the oncoming lane.

[0005] The problem to be solved by the present invention is to provide a driving control method and a driving control device that can prevent a vehicle from coming too close to an oncoming vehicle when turning at an intersection.

[0006] The present invention solves the above problem by generating a driving trajectory that includes a curved turning section from when the vehicle enters an intersection until it reaches a specified track connection point, and a straight section from when the vehicle passes the track connection point until it exits the intersection, and when the vehicle traveling in a first lane entering the intersection crosses an oncoming lane that faces a second lane that intersects with the first lane at the intersection and turns into the second lane, obtaining a deviation degree that indicates the degree of separation between the second lane and the oncoming lane, and setting the track connection point at a position closer to the center of the intersection when the deviation degree is a first deviation degree than when the deviation degree is a second deviation degree that is greater than the first deviation degree.

[0007] According to the present invention, it is possible to prevent the host vehicle from coming too close to an oncoming vehicle when turning at an intersection.

[0008] FIG. 1 is a block diagram showing an example of the configuration of a driving control device according to the present invention. FIG. 2 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 in the first embodiment. FIG. 3 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 in the first embodiment. FIG. 4 is a flowchart showing the procedure of a driving control method according to the first embodiment. FIG. 5 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 in the second embodiment. FIG. 6 is a flowchart showing the procedure of a driving control method according to the second embodiment. FIG. 7 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 in the third embodiment. FIG. 8 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 in the third embodiment. FIG. 9 is a flowchart showing the procedure of a driving control method according to the third embodiment.

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. First Embodiment A first embodiment of the present invention will be described with reference to FIGS. 1 to 4. As shown in FIG. 1, a host vehicle 1 includes a driving control device 100 that controls the driving of the host vehicle 1. The host vehicle 1 also includes a drive mechanism 2, a braking mechanism 3, and a steering mechanism 4. The host vehicle 1 also includes a detection device 101, a host vehicle position acquisition unit 102, and a map database 103. The detection device 101 is either an on-board camera that captures images of the surroundings of the host vehicle 1 or a radar that detects other vehicles and obstacles around the host vehicle, or both. The host vehicle position acquisition unit 102 is composed of a GPS unit, a gyro sensor, a vehicle speed sensor, etc. The map database 103 stores three-dimensional high-precision map information. The driving control device 100 controls the driving of the host vehicle 1 by controlling the drive mechanism 2, the braking mechanism 3, and the steering mechanism 4 based on information acquired from the detection device 101, the host vehicle position acquisition unit 102, and the map database 103.

[0010] The operation control device 100 includes a processor 10. The processor 10 includes a running determination unit 11, a deviation degree acquisition unit 12, a track connection point setting unit 13, a running track generation unit 14, and a vehicle control unit 15.

[0011] The configuration of the processor 10 of the driving control device 100 will be described in detail below with reference to Figures 1 to 3. As shown in Figures 2 and 3, the travel determination unit 11 shown in Figure 1 determines whether or not the host vehicle 1 traveling on the first lane L1 will cross the oncoming lane L3 opposite the second lane L2 and turn into the second lane L2 at an intersection C where the first lane L1 and the second lane L2 intersect. The second lane L2 is the lane that the host vehicle 1 intends to enter when turning at the intersection C, among one or more lanes intersecting the first lane L1. The oncoming lane L3 is the lane closest to the second lane L2 among the lanes opposite the second lane L2.

[0012] Furthermore, when the host vehicle 1 crosses the oncoming lane L3 and turns into the second lane L2, the deviation degree acquisition unit 12 shown in FIG. 1 acquires a deviation degree indicating the degree of separation between the second lane L2 and the oncoming lane L3. As shown in FIGS. 2 and 3 , the deviation degree between the second lane L2 and the oncoming lane L3 is the width Db of the boundary B between the second lane L2 and the oncoming lane L3. As shown in FIG. 2 , the deviation degree between the second lane L2 and the oncoming lane L3 may be the distance Dt between the second lane L2 and the oncoming lane L3 (the distance between the center L2x of the second lane L2 and the center L3x of the oncoming lane L3). Note that the deviation degree acquisition unit 12 acquires the deviation degree between the second lane L2 and the oncoming lane L3 based on map information stored in the map database 103, but is not limited thereto. The deviation degree may also be acquired based on the detection result of the detection device 101.

[0013] For example, the deviation between the second lane L2 and the oncoming lane L3 shown in FIG. 2 (width Db of boundary B) is a first deviation Db1, which is the width of the center line between the second lane L2 and the oncoming lane L3. Meanwhile, the boundary B between the second lane L2 and the oncoming lane L3 shown in FIG. 3 includes the center line and an additional area A. The additional area A is a guidance zone (zebra zone). Therefore, the deviation between the second lane L2 and the oncoming lane L3 shown in FIG. 3 (width Db of boundary B) is a second deviation Db2, which is greater than the first deviation Db1 shown in FIG. 2.

[0014] 2 and 3 , the track connection point setting unit 13 shown in FIG. 1 sets a predetermined track connection point P on the travel track R within the intersection region X of the intersection C. The track connection point setting unit 13 sets the position of the track connection point P according to the deviation degree acquired by the deviation degree acquisition unit 12. Specifically, when the deviation degree is a first deviation degree, the track connection point P is set to a position closer to the center of the intersection (inner side) than when the deviation degree is a second deviation degree that is greater than the first deviation degree. That is, the track connection point setting unit 13 sets the position of the track connection point P to a position farther from the center of the intersection C (outer side) as the deviation degree between the second lane L2 and the oncoming lane L3 increases, and sets the position of the track connection point P to a position closer to the center of the intersection C (inner side) as the deviation degree decreases.

[0015] Specifically, the track connection point setting unit 13 determines whether the deviation (width Db of boundary B) acquired by the deviation acquisition unit 12 is equal to or greater than a predetermined threshold (e.g., 50 cm). If the first deviation Db1 shown in FIG. 2 is less than the threshold, the track connection point setting unit 13 sets a first track connection point P1. On the other hand, if the second deviation Db2 shown in FIG. 3 is equal to or greater than the threshold, the track connection point setting unit 13 sets a second track connection point P2. The first track connection point P1 is located closer to the center of the intersection C than the second track connection point P2. That is, the track connection point setting unit 13 sets the first track connection point P1 (see FIG. 2 ) when the deviation degree between the second lane L2 and the oncoming lane L3 is the first deviation degree Db1 to a position closer to the center of the intersection C than the second track connection point P2 (see FIG. 3 ) when the deviation degree is the second deviation degree Db2 that is larger than the first deviation degree Db1. Note that a position closer to the center of the intersection C refers to the rear side of the second lane L2 in the traveling direction, i.e., the upstream side of the second lane L2 in the traveling direction. On the other hand, a position farther from the center of the intersection C refers to the front side of the second lane L2 in the traveling direction, i.e., the downstream side of the second lane L2 in the traveling direction.

[0016] In addition, the track connection point setting unit 13 may set the track connection point P so that, without determining whether the deviation is equal to or greater than a predetermined threshold, the position of the track connection point P changes continuously or stepwise toward a position closer to the center of the intersection C as the deviation becomes larger.

[0017] 2 , the track connection point setting unit 13 sets the track connection point P within a straight region Y formed by extending the second lane L2. That is, the track connection point setting unit 13 sets the track connection point P on an extension of the second lane L2. The track connection point setting unit 13 also sets the inner edge Z1 (the edge closer to the center of the intersection C) of the crosswalk Z that crosses the second lane L2 as the reference point for the track connection point P. Specifically, the track connection point setting unit 13 sets the track connection point P so that it is located closer to the center of the intersection C than the inner edge Z1 of the crosswalk Z (to the rear of the second lane L2 in the direction of travel).

[0018] 2 and 3 , the travel trajectory generation unit 14 shown in FIG. 1 generates a travel trajectory R for the host vehicle 1 traveling on the first lane L1 to pass through the intersection C and enter the second lane L2. The travel trajectory R includes a curved turning section Rr from when the host vehicle 1 enters the intersection C until it reaches the track connection point P, and a straight line section Rs from when the host vehicle 1 passes through the track connection point P until it exits the intersection C. Note that "the host vehicle 1 enters the intersection C" means that the host vehicle 1 traveling on the first lane L1 enters the intersection area X. Note that "the host vehicle 1 exits the intersection C" means that the host vehicle 1 passes through the intersection C and then exits the intersection area X. Note that the intersection area X is a predetermined area that includes the intersection C. In this embodiment, the intersection area X is the area inside the stop lines of each lane. Furthermore, the straight section Rs does not necessarily have to be a completely straight section, but may be a substantially straight section having a curvature that is sufficiently small compared to the curvature of the turning section Rr.

[0019] The linear distance K of the straight section Rs generated by the running trajectory generating unit 14 is longer as the track connection point P is located closer to the center of the intersection C. Therefore, the first linear distance K1 (see FIG. 2 ) of the straight section Rs when the deviation (width Db of the boundary B) is less than a predetermined threshold is longer than the second linear distance K2 (see FIG. 3 ) of the straight section Rs when the deviation is equal to or greater than the predetermined threshold. That is, when the deviation is less than the threshold, the track connection point setting unit 13 sets the track connection point P so that the distance of the straight section Rs generated by the running trajectory generating unit 14 is the predetermined first linear distance K1. Furthermore, when the deviation is equal to or greater than the threshold, the track connection point setting unit 13 sets the track connection point P so that the distance of the straight section Rs generated by the running trajectory generating unit 14 is the second linear distance K2, which is shorter than the first linear distance K1.

[0020] 2, when the second lane L21 into which the host vehicle 1 is entering is not adjacent to the oncoming lane L3, the travel trajectory generation unit 14 does not provide a straight section in the travel trajectory R1. In other words, when the second lane L21 is not adjacent to the oncoming lane L3, the travel trajectory R1 is composed of only a turning section.

[0021] Note that even when the second lane L21 is not adjacent to the oncoming lane L3, the travel trajectory generation unit 14 may provide a straight section Rs in the travel trajectory R1 depending on the degree of deviation between the second lane L21 and the oncoming lane L3 (the distance between the second lane L21 and the oncoming lane L3). That is, when the second lane L2 is not adjacent to the oncoming lane L3, the distance of the straight section Rs may be shorter than when the second lane L2 is adjacent to the oncoming lane L3.

[0022] 1 controls the drive mechanism 2, the braking mechanism 3, and the steering mechanism 4 of the host vehicle 1 based on the traveling trajectory R generated by the traveling trajectory generating unit 14. That is, the vehicle control unit 15 controls the driving of the host vehicle 1 so that the host vehicle 1 travels along the traveling trajectory R.

[0023] Next, the procedure of the driving control method executed by the driving control device 100 will be described with reference to Figure 4. First, in step S1, the driving determination unit 11 determines whether the host vehicle 1 traveling on the first lane L1 will cross the oncoming lane L3 facing the second lane L2 and turn into the second lane L2. If the host vehicle 1 will not cross the oncoming lane L3 and turn into the second lane L2, the process ends.

[0024] On the other hand, if it is determined in step S1 that "the host vehicle 1 will cross the oncoming lane L3 and turn into the second lane L2," the traveling determination unit 11 determines in step S2 whether the second lane L2 and the oncoming lane L3 are adjacent to each other. If the second lane L21 into which the host vehicle 1 is entering is not adjacent to the oncoming lane L3, the process proceeds to step S8, and the traveling trajectory generation unit 14 generates a traveling trajectory R1 that does not include a straight section, as shown in FIG.

[0025] On the other hand, if it is determined in step S2 that "the second lane L2 and the oncoming lane L3 are adjacent to each other," the deviation degree acquisition unit 12 acquires the deviation degree between the second lane L2 and the oncoming lane L3 in step S3.

[0026] Next, in step S4, the deviation degree acquisition unit 12 determines whether the deviation degree between the second lane L2 and the oncoming lane L3 is equal to or greater than a predetermined threshold. If it is determined in step S4 that the deviation degree between the second lane L2 and the oncoming lane L3 is less than the predetermined threshold, in step S5, the track connection point setting unit 13 sets a first track connection point P1 as shown in Fig. 2. On the other hand, if it is determined in step S4 that the deviation degree between the second lane L2 and the oncoming lane L3 is equal to or greater than the predetermined threshold, in step S6, the track connection point setting unit 13 sets a second track connection point P2 at a position farther from the center of the intersection C than the first track connection point P1, as shown in Fig. 3.

[0027] Next, in step S7, the traveling trajectory generation unit 14 sets a turning section Rr and a straight section Rs that connect at a track connection point P (first track connection point P1 or second track connection point P2). Then, in step S8, if a straight section Rs is set in step S7, the traveling trajectory generation unit 14 generates a traveling trajectory R that includes a turning section Rr and a straight section Rs, and if a straight section Rs is not set, the traveling trajectory generation unit 14 generates a traveling trajectory R that does not include a straight section Rs. Then, in step S9, the vehicle control unit 15 controls the driving of the host vehicle 1 that turns at the intersection C based on the traveling trajectory R.

[0028] In the flowchart shown in FIG. 4, as indicated by the dashed line, the determination process of step S2 may be omitted.

[0029] As described above, the driving control device 100 according to this embodiment acquires the deviation degree between the second lane L2 and the oncoming lane L3 when the host vehicle 1 crosses the oncoming lane L3 and turns into the second lane L2. The driving control device 100 sets a predetermined track connection point P within the intersection C so that when the deviation degree is a first deviation degree, the point P is closer to the center of the intersection C than when the deviation degree is a second deviation degree greater than the first deviation degree. The driving control device 100 then generates a travel trajectory R that includes a curved turning section Rr from when the host vehicle 1 enters the intersection C to when it reaches the track connection point P, and a straight section Rs from when the host vehicle 1 passes the track connection point P to when it exits the intersection C. This allows the driving control device 100 to prevent the host vehicle 1 from coming too close to an oncoming vehicle 5 waiting in the oncoming lane L3 (see FIGS. 2 and 3 ) when turning at the intersection C. That is, if the traveling trajectory R does not include any straight section Rs and is composed only of a substantially arc-shaped curved section (turning section), the oncoming vehicle 5 is located inside the substantially arc-shaped traveling trajectory R (turning section), and therefore the host vehicle 1 and the oncoming vehicle 5 may become too close to each other. In contrast, as in the present invention, after the host vehicle 1 passes the track connection point P, the host vehicle 1 travels in a straight line along the straight section Rs to exit the intersection area X, thereby maintaining the distance between the turning section Rr and the oncoming vehicle 5 at a predetermined level or more, thereby reducing the possibility of the host vehicle 1 and the oncoming vehicle 5 becoming too close to each other. Furthermore, the driving control device 100 sets the track connection point P to a position closer to the center of the intersection C as the deviation between the second lane L2 and the oncoming lane L3 decreases. As a result, the driving control device 100 can set the straight-line distance K of the straight section Rs to a larger value the smaller the deviation between the second lane L2 and the oncoming lane L3, i.e., the easier it is for the vehicle 1 to approach the oncoming vehicle 5, thereby preventing the vehicle 1 from getting too close to the oncoming vehicle 5.

[0030] The driving control device 100 also determines whether the deviation between the second lane L2 and the oncoming lane L3 is equal to or greater than a predetermined threshold. If the deviation is less than the threshold, the driving control device 100 sets the track connection point P so that the distance of the straight section Rs is equal to a first straight-line distance K1. If the deviation is equal to or greater than the threshold, the driving control device 100 sets the track connection point P so that the distance of the straight section Rs is equal to a second straight-line distance K2 that is shorter than the first straight-line distance K1. As a result, when the deviation is less than the threshold, the driving control device 100 determines that the situation is particularly likely to make the host vehicle 1 approach the oncoming vehicle 5, and sets the straight-line distance K of the straight section Rs to a larger value, thereby preventing the host vehicle 1 from getting too close to the oncoming vehicle 5. In addition, the driving control device 100 sets the straight-line distance K of the straight section Rs depending on whether the deviation between the second lane L2 and the oncoming lane L3 is greater than or equal to a predetermined threshold, thereby reducing the computational load compared to when the straight-line distance K is continuously changed depending on the deviation.

[0031] The driving control device 100 also sets a track connection point P on an extension of the second lane L2. This allows the host vehicle 1 traveling on the straight section Rs to smoothly enter the second lane L2 after passing the track connection point P. Furthermore, because the host vehicle 1 travels on the straight section Rs facing the oncoming vehicle 5 directly and enters the second lane L2, it is possible to reduce the discomfort felt by the occupants of the host vehicle 1 that they might get too close to the oncoming vehicle 5.

[0032] The deviation between the second lane L2 and the oncoming lane L3 is the width Db of the boundary B between the second lane L2 and the oncoming lane L3. This allows the driving control device 100 to set the track connection point P in accordance with the fact that the smaller the width Db of the boundary B between the second lane L2 and the oncoming lane L3, the easier it is for the host vehicle 1 to approach the oncoming vehicle 5.

[0033] Furthermore, the deviation degree (second deviation degree Db2) when the boundary B between the second lane L2 and the oncoming lane L3 includes the center line and the additional area A is higher than the deviation degree (first deviation degree Db1) when the boundary B does not include the additional area A. As a result, the driving control device 100 can set the track connection point P in accordance with the fact that when an additional area A such as a guidance strip is provided at the boundary B, it is more difficult for the host vehicle 1 to approach the oncoming vehicle 5 than when the additional area A is not provided at the boundary B.

[0034] The deviation between the second lane L2 and the oncoming lane L3 may be the distance Dt between the second lane L2 and the oncoming lane L3. This allows the driving control device 100 to set the track connection point P in accordance with the fact that the shorter the distance Dt between the second lane L2 and the oncoming lane L3, the easier it is for the host vehicle 1 to approach the oncoming vehicle 5.

[0035] Furthermore, when the second lane L2 into which the host vehicle 1 is entering and the oncoming lane L3 are not adjacent, the driving control device 100 does not provide a straight section Rs in the driving trajectory R. As a result, when the second lane L2 and the oncoming lane L3 are not adjacent and the host vehicle 1 is unlikely to come too close to the oncoming vehicle 5, the driving control device 100 can generate the driving trajectory R so that the host vehicle 1 can smoothly enter the second lane L2 while turning within the intersection C.

[0036] Second Embodiment Next, an operation control method according to a second embodiment of the present invention will be described with reference to Figures 5 and 6. Note that an operation control device 100 that executes the operation control method according to the second embodiment has the same configuration as that shown in Figure 1. Furthermore, in the following description, the same reference numerals as those shown in Figures 1 to 4 indicate the same or similar parts, and therefore detailed description thereof will be omitted.

[0037] 5, when a multi-level facility S is provided between the second lane L2 and the oncoming lane L3 (boundary B), the track connection point setting unit 13 of the operation control device 100 sets the track connection point P at a position farther from the center of the intersection C than when no multi-level facility S is provided between the second lane L2 and the oncoming lane L3. Specifically, the deviation degree (width Db of boundary B) between the second lane L2 and the oncoming lane L3 shown in FIG. 5 is the same second deviation degree Db2 as the deviation degree shown in FIG. 3, but the track connection point P3 shown in FIG. 5 is set at a position farther from the center of the intersection C than the second track connection point P2 shown in FIG. 3. That is, the linear distance K3 (see FIG. 5) of the straight section Rs when the multi-level facility S is provided between the second lane L2 and the oncoming lane L3 (boundary B) is shorter than the second linear distance K2 (see FIG. 3) of the straight section Rs when the multi-level facility S is not provided between the second lane L2 and the oncoming lane L3. The multi-level facility S is, for example, a central reservation strip, a pole, etc. The track connection point setting unit 13 determines the presence or absence of the multi-level facility S based on the map information in the map database 103 or the detection result of the detection device 101.

[0038] Next, the procedure of the driving control method according to this embodiment will be described with reference to Fig. 6. After the deviation degree acquisition unit 12 acquires the deviation degree between the second lane L2 and the oncoming lane L3 in step S3, the track connection point setting unit 13 sets the track connection point P to a position closer to the center of the intersection C as the deviation degree increases in step S14. Note that in step S14, the track connection point setting unit 13 may set the position of the track connection point P depending on whether the deviation degree is equal to or greater than a threshold, as in steps S4 to S6 shown in Fig. 4, or may change the position of the track connection point P continuously or stepwise depending on the deviation degree.

[0039] Next, in step S15, the track connection point setting unit 13 determines whether or not there is a multi-level facility S between the second lane L2 and the oncoming lane L3. If there is no multi-level facility S between the second lane L2 and the oncoming lane L3, the process proceeds to step S7. On the other hand, if there is a multi-level facility S between the second lane L2 and the oncoming lane L3, in step S16, the track connection point setting unit 13 changes the position of the track connection point P set in step S14 to a position away from the center of the intersection C. Then, the process proceeds to step S7.

[0040] As described above, when the multi-level facility S is provided between the second lane L2 and the oncoming lane L3, the driving control device 100 according to this embodiment sets the track connection point P at a position farther from the center of the intersection C than when the multi-level facility S is not provided between the second lane L2 and the oncoming lane L3. As a result, when the multi-level facility S is provided between the second lane L2 and the oncoming lane L3, the driving control device 100 can shorten the straight-line distance K of the straight section Rs based on the fact that it is more difficult for the host vehicle 1 to approach the oncoming vehicle 5 than when the multi-level facility S is not provided. Furthermore, when the multi-level facility S is provided between the second lane L2 and the oncoming lane L3, the traveling distance in the turning section Rr is longer, allowing the host vehicle 1 to smoothly enter the second lane L2.

[0041] Third Embodiment Next, an operation control method according to a third embodiment of the present invention will be described with reference to Figures 7 to 9. Note that an operation control device 100 that executes the operation control method according to the third embodiment has the same configuration as that shown in Figure 1.

[0042] 7 , when the intersection angle θ between the first lane L1 and the second lane L2 is an obtuse angle, the track connection point setting unit 13 changes the position of the track connection point P41, which was set in accordance with the deviation between the first lane L1 and the second lane L2 (the width Db of the boundary B), to a position away from the center of the intersection C. In other words, the track connection point setting unit 13 resets the track connection point P41 to a new track connection point P42.

[0043] 8 , when the intersection angle θ between the first lane L1 and the second lane L2 is an acute angle, the track connection point setting unit 13 changes the position of the track connection point P41, which was set in accordance with the deviation between the first lane L1 and the second lane L2 (the width Db of the boundary B), to a position closer to the center of the intersection C. In other words, the track connection point setting unit 13 resets the track connection point P41 to a new track connection point P43.

[0044] Therefore, when the intersection angle θ is an obtuse angle, the track connection point P42 is located at a position farther from the center of the intersection C than the track connection point P41 when the intersection angle θ is a right angle and the track connection point P43 when the intersection angle θ is an acute angle. In other words, when the intersection angle θ is an obtuse angle, the track connection point setting unit 13 sets the track connection point P42 to be located at a position farther from the center of the intersection C than when the intersection angle θ is not an obtuse angle.

[0045] On the other hand, when the intersection angle θ is an acute angle, the track connection point P43 is located closer to the center of the intersection C than the track connection point P41 when the intersection angle θ is a right angle and the track connection point P42 when the intersection angle θ is an obtuse angle. In other words, when the intersection angle θ is an acute angle, the track connection point setting unit 13 sets the track connection point P43 at a position closer to the center of the intersection C than when the intersection angle θ is not an acute angle.

[0046] Next, the procedure of the operation control method according to this embodiment will be described with reference to Figure 9. In step S14, the track connection point setting unit 13 sets the track connection point P41 in accordance with the deviation between the second lane L2 and the oncoming lane L3, and then in step S25, determines whether the intersection angle θ between the first lane L1 and the second lane L2 is an obtuse angle.

[0047] If it is determined in step S25 that the intersection angle θ is an obtuse angle, then in step S26, the track connection point setting unit 13 changes the position of the track connection point P41 to a position away from the center of the intersection C.

[0048] On the other hand, if it is determined in step S25 that the intersection angle θ is not an obtuse angle, the track connection point setting unit 13 determines in step S27 whether the intersection angle θ between the first lane L1 and the second lane L2 is an acute angle. If the intersection angle θ is not an acute angle (if the first lane L1 and the second lane L2 are perpendicular to each other), the process proceeds to step S7.

[0049] On the other hand, if it is determined in step S27 that the intersection angle θ is an acute angle, in step S28, the track connection point setting unit 13 changes the position of the track connection point P41 to a position closer to the center of the intersection C. Then, the process proceeds to step S7.

[0050] 9, as indicated by the dashed line, either step S25 or step S27 may be omitted. Also, the determination process of step S25 may be executed after the determination process of step S27.

[0051] As described above, the driving control device 100 according to this embodiment sets the track connection point P42 at a position farther from the center of the intersection C when the intersection angle θ between the first lane L1 and the second lane L2 is an obtuse angle than when the intersection angle θ is not an obtuse angle. That is, as shown in FIG. 7 , the straight-line distance K4 of the straight section Rs is shorter when the intersection angle θ is an obtuse angle than when the intersection angle θ is not an obtuse angle. As a result, when the intersection angle θ is an obtuse angle, an oncoming vehicle 5 is located directly in front of the host vehicle 1 entering the intersection C, and therefore the driving control device 100 can set the track connection point P42 in accordance with this circumstance, minimizing the discomfort felt by the occupants of the host vehicle 1 that they might get too close to the oncoming vehicle 5. Furthermore, when the intersection angle θ is an obtuse angle, the travel distance in the turning section Rr is longer, allowing the host vehicle 1 to smoothly enter the second lane L2.

[0052] Furthermore, when the intersection angle θ is an acute angle, the driving control device 100 sets the track connection point P42 closer to the center of the intersection C than when the intersection angle θ is not an acute angle. That is, as shown in FIG. 8 , the linear distance K5 of the straight section Rs is longer when the intersection angle θ is an acute angle than when the intersection angle θ is not an acute angle. As a result, when the intersection angle θ is an acute angle, there is no oncoming vehicle 5 in front of the host vehicle 1 entering the intersection C, and the driving control device 100 can set the track connection point P43 in accordance with this circumstance, which is that the occupants of the host vehicle 1 feel a strong sense of discomfort that they may get too close to the oncoming vehicle 5. That is, when the intersection angle θ is an acute angle, by making the linear distance K5 of the straight section Rs longer, the host vehicle 1 can face the oncoming vehicle 5 at an earlier timing, which makes the occupants of the host vehicle 1 feel more secure.

[0053] In the present invention, the intersection C is not limited to a crossroad, but may also be a T-junction or a T-junction.

[0054] 100... Driving control device 1... Vehicle 10... Processor 11... Travel determination unit 12... Deviation degree acquisition unit 13... Track connection point setting unit 14... Traveling track generation unit 15... Vehicle control unit A... Additional area B... Boundary C... Intersection L1... First lane L2... Second lane L3... Oncoming lane P... Track connection point R... Traveling track Rr... Turning section Rs... Straight section S... Multi-level facility θ... Intersection angle

Claims

1. A driving control method that uses a processor to generate a driving trajectory including a curved turning section from when the host vehicle enters an intersection until it reaches a predetermined trajectory connection point, and a linear straight section from when the host vehicle passes through the trajectory connection point until it exits the intersection, and controls the driving of the host vehicle to travel along the driving trajectory. The processor determines whether the host vehicle traveling in the first lane and entering the intersection turns into the second lane that intersects the first lane and crosses the oncoming lane facing the second lane at the intersection. When the host vehicle turns into the second lane by crossing the oncoming lane, the processor obtains a degree of deviation indicating the degree of separation between the second lane and the oncoming lane, sets the trajectory connection point at a position closer to the center of the intersection when the degree of deviation is the first degree of deviation than when the degree of deviation is a second degree of deviation greater than the first degree of deviation, and controls the driving of the host vehicle to travel along the driving trajectory.

2. The processor determines whether the degree of deviation is equal to or greater than a predetermined threshold. When the degree of deviation is less than the threshold, the processor sets the trajectory connection point so that the distance of the straight section is the first straight distance. When the degree of deviation is equal to or greater than the threshold, the processor sets the trajectory connection point so that the distance of the straight section is a second straight distance shorter than the first straight distance. The driving control method according to claim 1.

3. The processor sets the trajectory connection point on the extension of the second lane. The driving control method according to claim 1 or 2.

4. The degree of deviation is the width of the boundary between the second lane and the oncoming lane. The driving control method according to any one of claims 1 to 3.

5. When the boundary includes a center line and an additional area, the degree of deviation is higher than when the boundary does not include the additional area. The driving control method according to claim 4.

6. The degree of deviation is the distance between the second lane and the oncoming lane. The driving control method according to any one of claims 1 to 3.

7. When there is a three-dimensional facility provided between the second lane and the oncoming lane, the processor sets the trajectory connection point at a position farther from the center of the intersection than when there is no such three-dimensional facility between the second lane and the oncoming lane. The driving control method according to any one of claims 1 to 6.

8. The processor sets the track connection point at a position farther from the center of the intersection when the intersection angle formed by the first lane and the second lane is an obtuse angle than when the intersection angle is not an obtuse angle, according to the driving control method according to any one of claims 1 to 7.

9. The processor sets the track connection point at a position closer to the center of the intersection when the intersection angle formed by the first lane and the second lane is an acute angle than when the intersection angle is not an acute angle, according to the driving control method according to any one of claims 1 to 8.

10. The processor does not provide the straight section in the driving track when the second lane and the oncoming lane are not adjacent, according to the driving control method according to any one of claims 1 to 9.

11. A driving control device that generates a driving track including a curved turning section from when the host vehicle enters an intersection until it reaches a predetermined track connection point, and a straight section from when the host vehicle passes through the track connection point until it exits the intersection, and controls the driving of the host vehicle to travel along the driving track, the driving control device including: a driving determination unit that determines whether the host vehicle traveling in the first lane and entering the intersection turns into the second lane across the oncoming lane facing the second lane that intersects the first lane at the intersection; a deviation degree acquisition unit that acquires a deviation degree indicating the degree of separation between the second lane and the oncoming lane when the host vehicle turns into the second lane across the oncoming lane; a track connection point setting unit that sets the track connection point at a position closer to the center of the intersection when the deviation degree is a second deviation degree greater than the first deviation degree than when the deviation degree is the first deviation degree; and a vehicle control unit that controls the driving of the host vehicle to travel along the driving track.

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