Driving control method and driving control device

Abstract

When an own vehicle 1 traveling in a first lane L1 turns into a second lane L2 across an opposite lane L3 facing the second lane L2 and another vehicle 5 is waiting in the opposite lane L3 at an intersection C, a processor 10 of a driving control device 100: calculates the likelihood of proximity between the own vehicle 1 and the other vehicle 5 on the basis of a waiting position W of the other vehicle 5; sets a certain trajectory connection point P in the intersection C at a position closer to the center of the intersection C when the likelihood of proximity is a second likelihood of proximity than when the likelihood of proximity is a certain first likelihood of proximity, the second likelihood of proximity being higher than the first likelihood of proximity; generating a travel trajectory R including a curved turning section Rr after the own vehicle 1 enters the intersection C and until the own vehicle 1 reaches the trajectory connection point P and a linear section Rs after the own vehicle 1 passes through the trajectory connection point P and until the own vehicle 1 exits the intersection C; and controls 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 another 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 another vehicle waiting in the oncoming lane 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 host vehicle enters an intersection until it reaches a predetermined track connection point, and a straight section from when the host vehicle passes the track connection point until it exits the intersection, and when the host 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, and when another vehicle is waiting in the oncoming lane, calculating the approach possibility between the host vehicle and the other vehicle based on the waiting position of the other vehicle, and setting the track connection point to a position closer to the center of the intersection when the approach possibility is a second approach possibility that is higher than the first approach possibility than when the approach possibility is a predetermined first approach possibility.

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

[0008] 1 is a block diagram showing an example of the configuration of a driving control device according to the present invention. FIG. 1 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 when the waiting position of another vehicle is on the center axis of an oncoming lane in a first embodiment. FIG. 2 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 when the waiting position of another vehicle is closer to the second lane than the center axis of the oncoming lane in a first embodiment. FIG. 3 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 when another vehicle is not waiting in an oncoming lane in a first embodiment. FIG. 4 is a flowchart showing the steps of a driving control method according to a first embodiment. FIG. 5 is a diagram showing an example of a driving trajectory generated by the driving control device shown in FIG. 1 when the front end of another vehicle exceeds the stop line of an oncoming lane in a second embodiment. FIG. 6 is a flowchart showing the steps of a driving control method according to a second 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 has a driving control device 100 that controls the driving of the host vehicle 1. The host vehicle 1 also has a drive mechanism 2, a braking mechanism 3, and a steering mechanism 4. The host vehicle 1 also has 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., and acquires the current position of the host vehicle 1. The map database 103 stores high-precision three-dimensional map information. The driving control device 100 controls the driving of the vehicle 1 by controlling the drive mechanism 2, braking mechanism 3 and steering mechanism 4 based on information obtained from the detection device 101, the 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 waiting vehicle determination unit 12, a waiting position acquisition unit 13, an approach possibility calculation unit 14, a track connection point setting unit 15, a running track generation unit 16, and a vehicle control unit 17.

[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 4. As shown in Figures 2 to 4, 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] 1 determines whether another vehicle 5 is waiting in the oncoming lane L3 when the host vehicle 1 crosses the oncoming lane L3 and turns into the second lane L2. Note that "the other vehicle 5 is waiting in the oncoming lane L3" means that the other vehicle 5 is stopped near the stop line S of the oncoming lane L3.

[0013] 2 and 3 , when the other vehicle 5 is waiting in the oncoming lane L3, the waiting position acquisition unit 13 acquires the waiting position W of the other vehicle 5 based on the detection result of the detection device 101 and the map information in the map database 103. The waiting position W is a predetermined position on the central axis of the other vehicle 5. In the present embodiment, the waiting position W is the central position of the other vehicle 5, but is not limited to this and may be a position at the front end or rear end of the other vehicle 5.

[0014] The approach possibility calculation unit 14 shown in FIG. 1 calculates the approach possibility between the host vehicle 1 and the other vehicle 5 based on the waiting position W acquired by the waiting position acquisition unit 13. Specifically, the approach possibility calculation unit 14 acquires the lateral distance Dy between the waiting position W and the second lane L2, and calculates the approach possibility when the lateral distance Dy is a first lateral distance Dy1 as shown in FIG. 2 to be lower than the approach possibility when the lateral distance Dy is a second lateral distance Dy2 that is shorter than the first lateral distance Dy1 as shown in FIG. 3. That is, the shorter the lateral distance Dy, the higher the approach possibility calculated by the approach possibility calculation unit 14. In other words, the longer the lateral distance Dy, the lower the approach possibility calculated by the approach possibility calculation unit 14. The approach possibility refers to the possibility that the host vehicle 1 will get too close to the other vehicle 5 while passing through the intersection C. Furthermore, the higher the approach possibility, the more likely the occupant of the host vehicle 1 is to feel uncomfortable, thinking that they may get too close to the other vehicle 5.

[0015] Furthermore, the approach possibility calculation unit 14 calculates the approach possibility when the waiting position W is closer to the second lane L2 than the central axis L3x of the oncoming lane L3 as shown in Fig. 3 to be higher than the approach possibility when the waiting position W is located on the central axis L3x of the oncoming lane L3 as shown in Fig. 2. In other words, the approach possibility calculation unit 14 calculates the approach possibility when the waiting position W is closer to the second lane L2 than the central axis L3x of the oncoming lane L3 to be higher than the approach possibility when the waiting position W is not closer to the second lane L2 than the central axis L3x of the oncoming lane L3.

[0016] The approach probability when the waiting position W is located on the central axis L3x of the oncoming lane L3 is the same as the approach probability when the waiting position W is farther from the second lane L2 than the central axis L3x of the oncoming lane L3. Furthermore, the approach probability when the waiting position W is located on the central axis L3x of the oncoming lane L3 may be higher than the approach probability when the waiting position W is farther from the second lane L2 than the central axis L3x of the oncoming lane L3.

[0017] 2 to 4, the track connection point setting unit 15 shown in FIG. 1 sets a predetermined track connection point P within the intersection region X of the intersection C. The track connection point P is a point on the travel trajectory R of the host vehicle 1 turning at the intersection C. When the other vehicle 5 is waiting in the oncoming lane L3, the track connection point setting unit 15 sets the position of the track connection point P based on the approach possibility calculated by the approach possibility calculation unit 14. Specifically, the track connection point P is set to a position closer to the center of the intersection C (inner side) when the approach possibility is the second approach possibility, which is higher than the first approach possibility, than when the approach possibility is the first approach possibility. The position closer to the center of the intersection C is the rear side of the travel trajectory R in the traveling direction, i.e., the upstream side of the travel trajectory R in the traveling direction. On the other hand, the position farther from the center of the intersection C (outer side) is the front side of the travel trajectory R in the traveling direction, i.e., the downstream side of the travel trajectory R in the traveling direction.

[0018] 2, when the waiting position W of the other vehicle 5 is on the central axis L3x of the oncoming lane L3 (when the lateral distance Dy is the first lateral distance Dy1), the track connection point setting unit 15 sets the first track connection point P1 as the track connection point P. Also, when the waiting position W of the other vehicle 5 is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3 (when the lateral distance Dy is the second lateral distance Dy2), as shown in FIG. 3, when the waiting position W of the other vehicle 5 is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3 (when the lateral distance Dy is the second lateral distance Dy2), the track connection point setting unit 15 sets the second track connection point P2a, which is closer to the center of the intersection C than the first track connection point P1, as the track connection point P.

[0019] As shown in FIG. 3 , when the waiting position W of the other vehicle 5 is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3 (when the lateral distance Dy is the second lateral distance Dy2), the track connection point setting unit 15 may set the track connection point P (second track connection point P2a) so that the position of the track connection point P (second track connection point P2a) changes continuously or stepwise toward a position closer to the center of the intersection C as the waiting position W is closer to the second lane L2 (as the second lateral distance Dy2 is shorter).

[0020] 2, the track connection point setting unit 15 sets the track connection point P within a straight line region Y formed by extending the second lane L2. That is, the track connection point setting unit 15 sets the track connection point P on an extension of the second lane L2.

[0021] Furthermore, the track connection point setting unit 15 sets the inner edge Z1 (the edge closer to the center of the intersection C) of the crosswalk Z crossing the second lane L2 as the reference position of the track connection point P. Specifically, the track connection point setting unit 15 sets the track connection point P so that the track connection point P is located closer to the center of the intersection C (upstream of the travel track R) than the inner edge Z1 of the crosswalk Z. In other words, the inner edge Z1 of the crosswalk Z (reference position) is the point farthest from the center of the intersection C within the settable range of the track connection point P. Note that the reference position is not limited to the inner edge Z1 of the crosswalk Z, and may also be a position farther from the center of the intersection C than the inner edge Z1 of the crosswalk Z (downstream of the travel track R).

[0022] Furthermore, as shown in FIG. 4 , when another vehicle 5 is not waiting in the oncoming lane L3, the track connection point setting unit 15 sets the track connection point P at a position farther from the center of the intersection C than when another vehicle 5 is waiting (see FIGS. 2 and 3 ). That is, when another vehicle 5 is not waiting in the oncoming lane L3, the track connection point setting unit 15 sets the track connection point P to a third track connection point P3 that is farther from the center of the intersection C than the first track connection point P1 (see FIG. 2 ) and the second track connection point P2 (see FIG. 2 ). In this embodiment, the third track connection point P3 is located at the inner edge Z1 (reference position) of the crosswalk Z. That is, the third track connection point P3 is the point farthest from the center of the intersection C within the settable range of the track connection point P. Note that the third track connection point P3 need only be farther from the center of the intersection C than the first track connection point P1. It is not limited to the inner edge Z1 of the crosswalk Z.

[0023] 2 to 4, the travel trajectory generation unit 16 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 (the area toward the center of the intersection C as seen from 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.

[0024] Note that the closer the track connection point P is to the center of the intersection C, the longer the linear distance K of the straight section Rs generated by the travel trajectory generation unit 16. Therefore, the first linear distance K1 (see FIG. 2 ) of the straight section Rs when the waiting position W is on the center axis L3x of the oncoming lane L3 is shorter than the second linear distance K2a (see FIG. 3 ) of the straight section Rs when the waiting position W is closer to the second lane L2 than the center axis L3x of the oncoming lane L3. That is, the shorter the lateral distance Dy between the waiting position W of the other vehicle 5 and the second lane L2, the longer the linear distance K of the straight section Rs. Furthermore, the third linear distance K3 (see FIG. 4 ) of the straight section Rs when the other vehicle 5 is not waiting in the oncoming lane L3 is shorter than the linear distance K (first linear distance K1 or second linear distance K2a) of the straight section Rs when the other vehicle 5 is waiting in the oncoming lane L3.

[0025] 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 16 does not provide a straight section in the travel trajectory R1. That is, when the second lane L21 is not adjacent to the oncoming lane L3, the travel trajectory R1 is composed of only a turning section. However, this is not limited thereto, and the travel trajectory generation unit 16 may provide a straight section Rs in the travel trajectory R1 even when the second lane L21 is not adjacent to the oncoming lane L3. Furthermore, when the second lane L2 is not adjacent to the oncoming lane L3, the travel trajectory generation unit 16 may shorten the length of the straight section Rs compared to when the second lane L2 is adjacent to the oncoming lane L3.

[0026] 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 16. In other words, the vehicle control unit 17 controls the driving of the host vehicle 1 so that the host vehicle 1 travels along the traveling trajectory R.

[0027] Next, the procedure of the driving control method executed by the driving control device 100 will be described with reference to Figure 5. 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.

[0028] 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 S10, and the traveling trajectory generation unit 16 generates a traveling trajectory R1 that does not include a straight section Rs, as shown in FIG.

[0029] On the other hand, if it is determined in step S2 that "the second lane L2 and the oncoming lane L3 are adjacent," then in step S3, the waiting vehicle determination unit 12 determines whether another vehicle 5 is waiting in the oncoming lane L3.

[0030] If it is determined in step S3 that "the other vehicle 5 is not waiting in the oncoming lane L3," then in step S4, the track connection point setting unit 15 sets the track connection point P (third track connection point P3) as the reference position, as shown in Figure 4.

[0031] On the other hand, if it is determined in step S3 that "the other vehicle 5 is waiting in the oncoming lane L3," then in step S5, the waiting position acquisition unit 13 acquires the waiting position W of the other vehicle 5. After the processing of step S5 is executed, in step S6, the approach possibility calculation unit 14 determines whether the waiting position W of the other vehicle 5 is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3. Note that the approach possibility calculation unit 14 calculates the approach possibility when the waiting position W is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3 to be higher than the approach possibility when the waiting position W is not closer to the second lane L2 than to the central axis L3x.

[0032] If it is determined in step S6 that "the waiting position W is not closer to the second lane L2 than the central axis L3x of the oncoming lane L3 (the waiting position W is on the central axis L3x, or the waiting position W is farther from the second lane L2 than the central axis L3x)," then in step S7, the track connection point setting unit 15 sets the first track connection point P1 as the track connection point P at a position (upstream of the traveling track R) closer to the center of the intersection C than the reference position (the third track connection point P3).

[0033] If it is determined in step S6 that "the waiting position W is closer to the second lane L2 than to the central axis L3x of the oncoming lane L3," then in step S8, the track connection point setting unit 15 sets a second track connection point P2a as the track connection point P at a position closer to the center of the intersection C (upstream of the traveling track R) than the first track connection point P1.

[0034] Next, in step S9, the traveling trajectory generation unit 16 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 P2a). Then, in step S10, if a straight section Rs is set in step S9, the traveling trajectory generation unit 16 generates a traveling trajectory R that includes a turning section Rr and a straight section Rs. On the other hand, if no straight section Rs is set, the traveling trajectory generation unit 16 generates a traveling trajectory R that does not include a straight section Rs. Then, in step S11, the vehicle control unit 17 controls the driving of the host vehicle 1 as it turns at the intersection C, based on the traveling trajectory R.

[0035] 5, the determination process of step S2 may be omitted, as indicated by the dashed line. That is, even if the second lane L2 and the oncoming lane L3 are not adjacent to each other, the track connection point setting unit 15 and the travel trajectory generating unit 16 may provide a straight section Rs in the travel trajectory R in accordance with the waiting position W of the other vehicle 5.

[0036] As described above, the driving control device 100 according to this embodiment calculates the proximity probability between the host vehicle 1 and the other vehicle 5 based on the waiting position of the other vehicle 5 in the oncoming lane L3. The driving control device 100 sets the predetermined track connection point P within the intersection C to a position closer to the center of the intersection C when the approach probability is the second approach probability, which is higher than the first approach probability, than when the approach probability is the first approach probability. The driving control device 100 then generates a traveling 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 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 getting too close to the other vehicle 5 waiting in the oncoming lane L3 when turning at the intersection C. That is, if the travel path R does not include straight sections Rs and is composed only of curved sections (turning sections) that are substantially arc-shaped, the other vehicle 5 is located inside the substantially arc-shaped travel path R (turning section), which could cause the host vehicle 1 and the other vehicle 5 to get too close. In contrast, according to the present invention, after the host vehicle 1 passes the track connection point P, it travels straight along the straight sections Rs to exit the intersection area X, thereby maintaining a predetermined distance or more between the turning section Rr and the other vehicle 5, thereby reducing the possibility of the host vehicle 1 and the other vehicle 5 getting too close. Furthermore, the driving control device 100 sets the track connection point P to a position closer to the center of the intersection C, based on the waiting position W of the other vehicle 5, the higher the possibility of the host vehicle 1 and the other vehicle 5 getting close to each other. As a result, the driving control device 100 sets the straight-line distance K of the straight sections Rs to a larger value the higher the possibility of the host vehicle 1 and the other vehicle 5 getting close to each other, thereby preventing the host vehicle 1 from getting too close to the other vehicle 5.

[0037] 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 other 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 be getting too close to the other vehicle 5.

[0038] Furthermore, the driving control device 100 calculates the approach probability when the lateral distance Dy between the waiting position W of the other vehicle 5 and the second lane L2 is the first lateral distance Dy1 to be lower than the approach probability when the lateral distance Dy is the second lateral distance Dy2, which is shorter than the first lateral distance Dy1. That is, the driving control device 100 calculates the approach probability to be higher the shorter the lateral distance Dy. This allows the driving control device 100 to set the track connection point P in accordance with the fact that the shorter the lateral distance Dy (the closer the waiting position W of the other vehicle 5 is to the second lane L2), the easier it is for the host vehicle 1 to approach the other vehicle 5.

[0039] Furthermore, the driving control device 100 calculates the approach probability when the waiting position W of the other vehicle 5 is closer to the second lane L2 than the central axis L3x of the oncoming lane L3 to be higher than the approach probability when the waiting position W is not closer to the second lane L2 than the central axis L3x. As a result, the driving control device 100 can set the track connection point P in accordance with the fact that the host vehicle 1 and the other vehicle 5 are more likely to approach each other when the waiting position W of the other vehicle 5 is closer to the second lane L2 than the central axis L3x, compared to when the waiting position W is on the central axis L3x or when the waiting position W is farther from the second lane L2 than the central axis L3x.

[0040] Furthermore, when another vehicle 5 is not waiting in the oncoming lane L3, the driving control device 100 sets the track connection point P at a position farther from the center of the intersection C than when another vehicle 5 is waiting. As a result, when another vehicle 5 is not waiting in the oncoming lane L3, the driving control device 100 determines that the likelihood of the host vehicle 1 and the other vehicle 5 approach each other is low, and can set the straight-line distance K of the straight section Rs shorter than when the other vehicle 5 is waiting in the oncoming lane L3. Therefore, when the other vehicle 5 is not waiting in the oncoming lane L3, the driving control device 100 can set the turning section Rr longer than when the other vehicle 5 is waiting, allowing the host vehicle 1 to smoothly enter the second lane L2. On the other hand, by setting the straight section Rs in the driving trajectory R even when the other vehicle 5 is not waiting in the oncoming lane L3, the driving control device 100 can prevent the host vehicle 1 and the other vehicle 5 from getting too close if the other vehicle 5 appears later.

[0041] 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 another 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.

[0042] Second Embodiment Next, an operation control method according to a second embodiment of the present invention will be described with reference to Figures 6 and 7. 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 5 indicate the same or similar parts, and therefore detailed description thereof will be omitted.

[0043] In this embodiment, as shown in FIG. 6 , the approach possibility calculation unit 14 shown in FIG. 1 calculates the approach possibility to be higher when the front end 5a of the other vehicle 5 crosses the stop line S in the oncoming lane L3 than when the front end 5a of the other vehicle 5 does not cross the stop line S. Furthermore, when the front end 5a of the other vehicle 5 crosses the stop line S, the approach possibility calculation unit 14 acquires the exceeded distance Dt between the front end 5a and the stop line S. The approach possibility calculation unit 14 calculates the approach possibility to be higher when the exceeded distance Dt is a predetermined first exceeded distance than when the exceeded distance Dt is a second exceeded distance that is shorter than the first exceeded distance. In other words, the approach possibility calculation unit 14 calculates the approach possibility to be higher the longer the exceeded distance Dt is.

[0044] 6, when the front end 5a of the other vehicle 5 crosses the stop line S in the oncoming lane L3, the track connection point setting unit 15 shown in FIG. 1 sets, as the track connection point P, a second track connection point P2b located closer to the center of the intersection C than the first track connection point P1 (see FIG. 2). That is, when the front end 5a of the other vehicle 5 crosses the stop line S, the possibility of approach is higher than when the front end 5a does not cross the stop line S. Therefore, the track connection point setting unit 15 sets the second track connection point P2b at a position closer to the center of the intersection C than the first track connection point P1 when the front end 5a does not cross the stop line S. Therefore, the straight-line distance K of the straight section Rs when the front end 5a of the other vehicle 5 crosses the stop line S (second straight-line distance K2b) is longer than the straight-line distance K of the straight section Rs when the front end 5a of the other vehicle 5 does not cross the stop line S (first straight-line distance K1).

[0045] 6 , when the front end 5a of the other vehicle 5 crosses the stop line S in the oncoming lane L3, the longer the excess distance Dt, the higher the possibility of approach, and therefore the track connection point setting unit 15 sets the second track connection point P2b to a position closer to the center of the intersection C as the excess distance Dt increases. In other words, the track connection point setting unit 15 sets the track connection point P (second track connection point P2b) so that the straight-line distance K (second straight-line distance 2b) of the straight section Rs becomes longer as the excess distance Dt increases.

[0046] Next, the procedure of the driving control method in this embodiment will be described with reference to Figure 7. After the waiting position acquisition unit 13 acquires the waiting position W of the other vehicle 5 in step S5, the approach possibility calculation unit 14 determines in step S16 whether the front end 5a of the other vehicle 5 crosses the stop line S of the oncoming lane L3 based on the waiting position W. Note that the approach possibility calculation unit 14 calculates the approach possibility when the front end 5a of the other vehicle 5 crosses the stop line S to be higher than the approach possibility when the front end 5a of the other vehicle 5 does not cross the stop line S. Furthermore, when the front end 5a of the other vehicle 5 crosses the stop line S, the approach possibility calculation unit 14 calculates the approach possibility to be higher the longer the excess distance Dt between the front end 5a of the other vehicle 5 and the stop line S.

[0047] If it is determined in step S16 that "the front end 5a of the other vehicle 5 has not crossed the stop line S," then in step S7, the track connection point setting unit 15 sets the first track connection point P1 as the track connection point P at a position (upstream of the running track R) closer to the center of the intersection C than the reference position (third track connection point P3).

[0048] On the other hand, if it is determined in step S16 that "the front end 5a of the other vehicle 5 has crossed the stop line S," then in step S8, the track connection point setting unit 15 sets a second track connection point P2b as the track connection point P at a position (upstream of the travel track R) closer to the center of the intersection C than the first track connection point P1. Note that the longer the excess distance Dt, the closer the track connection point setting unit 15 sets the position of the second track connection point P2b to the center of the intersection C.

[0049] As described above, the driving control device 100 according to this embodiment calculates the approach probability when the front end 5a of the other vehicle 5 crosses the stop line S in the oncoming lane L3 to be higher than the approach probability when the front end 5a does not cross the stop line S. As a result, the driving control device 100 can set the track connection point P in accordance with the fact that when the front end 5a of the other vehicle 5 crosses the stop line S, it is easier for the host vehicle 1 and the other vehicle 5 to approach each other than when the front end 5a does not cross the stop line S.

[0050] Furthermore, when the front end 5a of the other vehicle 5 exceeds the stop line S, the driving control device 100 calculates the approach probability when the excess distance Dt is a first excess distance to be higher than the approach probability when the excess distance is a second excess distance that is shorter than the first excess distance. In other words, the driving control device 100 calculates the approach probability to be higher the longer the excess distance Dt. This allows the driving control device 100 to set the track connection point P in accordance with the fact that the longer the excess distance Dt, the more likely it is that the host vehicle 1 and the other vehicle 5 will approach each other.

[0051] Note that, without being limited to the first or second embodiment, the approach possibility calculation unit 14 may calculate the approach possibility based on both the horizontal position information (width direction of the oncoming lane L3) and the vertical position information (extension direction of the oncoming lane L3) of the waiting position W. In other words, when the waiting position W is closer to the second lane L2 than the center axis L3x of the oncoming lane L3 and the front end 5a of the other vehicle 5 crosses the stop line S, the approach possibility calculation unit 14 calculates the approach possibility to be higher than when the waiting position W is on the center axis L3x and the front end 5a of the other vehicle 5 crosses the stop line S. Furthermore, when the waiting position W is closer to the second lane L2 than the center axis L3x of the oncoming lane L3 and the front end 5a of the other vehicle 5 is beyond the stop line S, the approach possibility calculation unit 14 calculates the approach possibility to be higher than when the waiting position W is closer to the second lane L2 than the center axis L3x and the front end 5a of the other vehicle 5 is not beyond the stop line S. Furthermore, when the waiting position W is closer to the second lane L2 than the center axis L3x of the oncoming lane L3 and the front end 5a of the other vehicle 5 is beyond the stop line S, the approach possibility calculation unit 14 calculates the approach possibility based on both the lateral distance Dy and the excess distance Dt.

[0052] In the present invention, the intersection is not limited to a crossroad, but may be a T-junction or a T-junction.

[0053] 100... driving control device 1... host vehicle 5... other vehicle 5a... front end of other vehicle 10... processor 11... traveling determination unit 12... waiting vehicle determination unit 13... waiting position acquisition unit 14... approach possibility calculation unit 15... track connection point setting unit 16... traveling track generation unit 17... vehicle control unit C... intersection Dy... lateral distance Dt... excess distance L1... first lane L2... second lane L3... oncoming lane L3x... center axis of oncoming lane P... track connection point R... traveling track Rr... turning section Rs... straight section S... stop line W... waiting position

Claims

1. A driving control method using a processor to generate a driving trajectory including a curved turning section from when the host vehicle enters an intersection to when it reaches a predetermined track connection point, and a straight section from when the host vehicle passes the track connection point to when it exits the intersection, and to control driving of the host vehicle so that the host vehicle travels along the driving trajectory, wherein the processor: determines whether the host vehicle, traveling in a first lane and entering the intersection, will cross an oncoming lane opposite to a second lane that intersects with the first lane and turn into the second lane at the intersection; if the host vehicle crosses the oncoming lane and turns into the second lane, determines whether another vehicle is waiting in the oncoming lane; if the other vehicle is waiting, obtains the waiting position of the other vehicle; calculates an approach possibility between the host vehicle and the other vehicle based on the waiting position; and sets the track connection point to a position closer to the center of the intersection when the approach possibility is a second approach possibility that is higher than the first approach possibility than when the approach possibility is a predetermined first approach possibility; A driving control method for controlling driving of the host vehicle so that the host vehicle travels along the travel trajectory.

2. The driving control method according to claim 1, wherein the processor sets the track connection point on an extension of the second lane.

3. A driving control method as described in claim 1 or 2, wherein the processor acquires the lateral distance between the waiting position and the second lane, and calculates the approach probability when the lateral distance is a predetermined first lateral distance to be lower than the approach probability when the lateral distance is a second lateral distance shorter than the first lateral distance.

4. A driving control method as described in claim 3, wherein the processor calculates the approach probability when the waiting position is closer to the second lane than the central axis of the oncoming lane to be higher than the approach probability when the waiting position is not closer to the second lane than the central axis.

5. A driving control method as described in any one of claims 1 to 4, wherein the processor determines whether or not the front end of the other vehicle has crossed a stop line in the oncoming lane based on the waiting position, and calculates the approach probability when the front end has crossed the stop line to be higher than the approach probability when the front end has not crossed the stop line.

6. The driving control method described in claim 5, wherein the processor, when the front end of the other vehicle exceeds the stop line, obtains the excess distance between the front end and the stop line, and calculates the approach probability when the excess distance is a predetermined first excess distance to be higher than the approach probability when the excess distance is a second excess distance shorter than the first excess distance.

7. A driving control method according to any one of claims 1 to 6, wherein the processor, when the other vehicle is not waiting, sets the track connection point at a position farther from the center of the intersection than when the other vehicle is waiting.

8. A driving control method according to any one of claims 1 to 7, wherein the processor does not provide the straight section in the driving trajectory when the second lane and the oncoming lane are not adjacent to each other.

9. A driving control device that generates a driving trajectory including a curved turning section from when the host vehicle enters an intersection to when it reaches a predetermined track connection point, and a straight section from when the host vehicle passes the track connection point to when it exits the intersection, and controls the driving of the host vehicle to drive along the driving trajectory, comprising: a driving determination unit that determines whether the host vehicle, which is driving on a first lane and entering the intersection, will cross an oncoming lane that faces a second lane intersecting with the first lane at the intersection and turn into the second lane; a waiting vehicle determination unit that determines whether another vehicle is waiting in the oncoming lane if the host vehicle crosses the oncoming lane and turns into the second lane; a waiting position acquisition unit that acquires the waiting position of the other vehicle if the other vehicle is waiting; and an approach possibility calculation unit that calculates an approach possibility between the host vehicle and the other vehicle based on the waiting position. a track connection point setting unit that sets the track connection point at a position closer to a center of the intersection when the approachability is a second approachability that is higher than the first approachability, than when the approachability is a predetermined first approachability; and a vehicle control unit that controls driving of the host vehicle so that the host vehicle travels along the travel track.

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