Travel control method and travel control device

Abstract

A travel control method performed by a travel control device (10) involves: detecting, on the basis of an obstacle (O), a blind area (OA1) of a host vehicle (V1), which is generated ahead of the obstacle (O) in the traveling direction of the host vehicle (V1); detecting a moving object (V2) entering the blind area (OA1); detecting the traveling direction of the moving object (V2) after the moving object (V2) has overtaken the obstacle (O); calculating an angle (θ1 to θ4) formed between the traveling direction and a traffic lane (A1); and, when the calculated angle (θ1 to θ4) is within a prescribed angle range, determining that the blind area (OA1) is a travelable area.

Description

Driving control method and driving control device

[0001] The present invention relates to a cruise control method and a cruise control device.

[0002] Patent Document 1 discloses a driving assistance method that detects the behavior of a moving object that creates a blind spot for the vehicle, and predicts the behavior of the moving object when an obstacle that cannot be detected by the vehicle is present in the blind spot.

[0003] Patent No. 6935813

[0004] The driving assistance method described in Patent Document 1 predicts the movement of a moving object that can recognize an obstacle when the obstacle is present in a blind spot area created by the moving object, and controls the traveling of the host vehicle through the blind spot area based on the predicted movement of the moving object. However, the driving assistance method described in Patent Document 1 cannot control the traveling of the host vehicle through a blind spot area created by an obstacle other than the moving object, nor can it determine whether the blind spot area created by an obstacle other than the moving object is a drivable area.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to provide a driving control method and a driving assistance device that can determine whether a blind spot area of ​​a vehicle caused by an obstacle is a drivable area.

[0006] A driving control method according to one aspect of this embodiment detects that an obstacle has created a blind spot area for the vehicle ahead of the obstacle in the direction of travel of the vehicle, detects a moving object entering the blind spot area, detects the direction of travel of the moving object after the moving object has overtaken the obstacle, calculates the angle between the direction of travel and the travel lane, and determines that the blind spot area is a drivable area if the calculated angle is within a predetermined angle range.

[0007] According to one aspect of the present embodiment, it is possible to determine whether a blind spot area of ​​the host vehicle caused by an obstacle is a drivable area.

[0008] Fig. 1 is a block diagram showing an example of the configuration of a driving control device and peripheral devices according to an embodiment. Fig. 2 is a diagram for explaining a method for determining whether an occlusion area is a drivable area. Fig. 3 is a diagram for explaining a method for determining whether an occlusion area is a drivable area when a branch path exists within the occlusion area. Fig. 4 is a flowchart showing an example of processing by the driving control device according to an embodiment.

[0009] The embodiments will be described with reference to the drawings. In the description of the drawings, the same parts are designated by the same reference numerals and the description thereof will be omitted.

[0010] An example of the configuration of a cruise control device 1 and peripheral devices according to this embodiment will be described with reference to Fig. 1. The cruise control device 1 and peripheral devices are mounted on the host vehicle.

[0011] The driving control device 1 is a general-purpose computer equipped with a CPU (Central Processing Unit), memory, input / output units, etc. Computer programs for realizing each function are installed in the driving control device 1. By executing the computer programs, the driving control device 1 functions as multiple information processing circuits equipped in the driving control device 1.

[0012] Although an example is shown here in which the multiple information processing circuits provided in the driving control device 1 are realized by software, it is of course also possible to configure the information processing circuits by providing dedicated hardware for executing each of the information processes described below.Furthermore, the multiple information processing circuits may be configured by individual hardware.

[0013] The driving control device 1 includes multiple information processing circuits, including a self-position calculation unit 11, an occlusion area detection unit (blind spot area detection unit) 12, a tracking unit 13, a branch road determination unit 14, a target moving object detection unit (moving object detection unit) 15, an angle calculation unit 16, a driving feasibility determination unit (determination unit) 17, a route generation unit 18, and a control command value calculation unit 19.

[0014] The host position calculation unit 11 uses a GPS (Global Positioning System) 30 and an IMU (Inertial Measurement Unit) 40 mounted on the host vehicle V1 to calculate the absolute position of the host vehicle V1, i.e., the position, attitude, and speed of the host vehicle relative to a predetermined reference point.

[0015] The occlusion region detection unit 12 detects a first obstacle located in the vehicle's driving lane and in front of the vehicle using multiple different types of external sensors 50 mounted on the vehicle, such as laser radar, millimeter-wave radar, and cameras, which detect objects around the vehicle. The occlusion region detection unit 12 detects stationary objects including parked vehicles and moving objects including other vehicles, motorcycles, bicycles, and pedestrians as the first obstacle. The occlusion region detection unit 12 detects, for example, the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the first obstacle relative to the vehicle.

[0016] The occlusion area detection unit 12 detects a blind spot area (hereinafter referred to as an occlusion area) of the host vehicle that is generated ahead of the first obstacle in the traveling direction of the host vehicle due to the first obstacle. The occlusion area detection unit 12 detects the occlusion area of ​​the host vehicle based on the position, attitude, and speed of the host vehicle and the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the first obstacle relative to the host vehicle, detected by the self-position calculation unit 11. The occlusion area detection unit 12 detects, for example, the position and range of the occlusion area relative to the host vehicle.

[0017] In addition, when an occlusion region of the host vehicle V1 does not exist ahead in the traveling direction of the host vehicle V1, the driving control device 1 may control the traveling of the host vehicle using a known technique. In the following description, the function of the driving control device 1 when an occlusion region of the host vehicle exists ahead in the traveling direction of the host vehicle V1 will be described.

[0018] The tracking unit 13 detects a moving object located on the driving lane of the host vehicle and ahead of the host vehicle using a plurality of different types of external sensors 50. The tracking unit 13 detects, for example, the position, attitude, size, speed, acceleration, deceleration, and yaw rate of an object located on the driving lane of the host vehicle and ahead of the host vehicle relative to the host vehicle.

[0019] The tracking unit 13 performs a tracking process to track a detected object on an odometry coordinate system. Specifically, the tracking unit 13 verifies (associates) the identity of objects detected at different times based on the positions of the objects relative to the vehicle V1 detected at different times and the position of the vehicle V1 calculated by the self-position calculation unit 11. Then, based on this association, the tracking unit 13 determines whether the object is a moving object. If the tracking unit 13 determines that the object is a moving object, it stores information on the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the moving object relative to the vehicle V1 in a memory 60 installed in the vehicle V1. The tracking unit 13 detects moving objects including other vehicles, motorcycles, bicycles, and pedestrians.

[0020] The target moving object detection unit 15 detects a moving object (hereinafter referred to as a target moving object) entering an occlusion area. The target moving object detection unit 15 detects the target moving object entering the occlusion area based on, for example, the position and range of the occlusion area relative to the host vehicle detected by the occlusion area detection unit 12, and the position, attitude, speed, acceleration, etc. of the moving object relative to the host vehicle detected by the tracking unit 13. Furthermore, the target moving object detection unit 15 detects that the target moving object has overtaken an obstacle based on the position of the obstacle relative to the host vehicle and the position of the target moving object relative to the host vehicle.

[0021] After the target moving object overtakes an obstacle, the angle calculation unit 16 acquires the position, attitude, speed, and acceleration of the target moving object relative to the host vehicle, for example, from the memory 60. The angle calculation unit 16 detects the traveling direction of the target moving object based on the position, attitude, speed, and acceleration of the target moving object relative to the host vehicle. The angle calculation unit 16 also acquires map information 20 indicating the structure of the road on which the host vehicle is traveling. The angle calculation unit 16 may acquire the map information 20 from an external map data server using cloud computing, or may own a map database storing the map information 20. The map information 20 acquired by the angle calculation unit 16 includes information on the road structure, such as the absolute positions of lanes, lane connections, and relative positional relationships, as well as information on lane speed limits. The angle calculation unit 16 extracts the driving lane on which the host vehicle is traveling, for example, based on the acquired map information 20 and the position and attitude of the host vehicle calculated by the self-position calculation unit 11. The angle calculation unit 16 calculates the angle between the traveling direction of the target moving object and the lane in which the host vehicle is traveling.

[0022] The branch path determination unit 14 extracts map information within the occlusion area based on, for example, the acquired map information 20, the position of the host vehicle calculated by the self-position calculation unit 11, and the position and range of the occlusion area relative to the host vehicle detected by the occlusion area detection unit 12. Based on the extracted map information within the occlusion area, the branch path determination unit 14 determines whether or not there are multiple routes within the occlusion area that the target moving object can travel.

[0023] For example, in the example shown in Figure 2, there is no branch of the driving lane A1 within the occlusion area OA1, and area A2 adjacent to driving lane A1 is an oncoming lane. Furthermore, area A3 adjacent to driving lane A1 is an area into which the target moving object V2 cannot enter. In other words, in Figure 2, the only route through which the target moving object V2 can proceed is driving lane A1. In this case, the branch path determination unit 14 determines that there are no multiple routes through which the target moving object V2 can proceed within the occlusion area OA1.

[0024] On the other hand, in the example shown in Figure 4, there is no branch of the driving lane A1 within the occlusion area OA1, and area A2 adjacent to driving lane A1 is an oncoming lane. Furthermore, area A4 adjacent to driving lane A1 is an area into which the target moving object V2 can enter. In other words, in Figure 4, the possible routes for the target moving object V2 are the driving lane A1 and a route leading into area A4. In this case, the branch path determination unit 14 determines that there are multiple possible routes into the occlusion area OA1 for the target moving object V2.

[0025] Furthermore, when the branch path determination unit 14 determines that there are multiple routes within the occlusion area that the target moving object can travel, it calculates the distance between the target moving object and the branch point of the multiple routes based on the position of the target moving object and the map information 20. For example, when the branch path determination unit 14 determines that there are multiple routes within the occlusion area OA1 that the target moving object V2 can travel, in the left diagram of Figure 3, it calculates the distance d between the target moving object V2 and the branch point BP between the route where the target moving object V2 enters area A4 and the driving lane A1.

[0026] The drivability determining unit 17 determines that the occlusion area is a drivable area when the angle formed between the traveling direction of the target moving object and the driving lane in which the vehicle is traveling is within a predetermined angle range.

[0027] For example, in the left diagram of Fig. 2, there are no multiple routes within the occlusion area OA1 that the target moving object V2 can travel, and a second obstacle O' different from the first obstacle O exists within the occlusion area OA1. In the left diagram of Fig. 2, the target moving object V2 travels in a manner that avoids the second obstacle O' after overtaking the first obstacle O. In this case, the angle θ1 between the traveling direction of the target moving object V2 and the traveling lane A1 becomes smaller than a preset first threshold value.

[0028] On the other hand, for example, in the right diagram of Fig. 2, there are no multiple routes within the occlusion area OA1 that the target moving object can travel, and there is no second obstacle O' different from the first obstacle O within the occlusion area OA1. In the right diagram of Fig. 2, after overtaking the first obstacle O, the target moving object V2 travels within the occlusion area OA1 and returns to the driving lane A1. In this case, the angle θ2 between the traveling direction of the target moving object V2 and the driving lane A1 becomes larger than the first threshold value.

[0029] Based on the above, the driving feasibility determination unit 17 pre-sets as the first predetermined angle range an angle range greater than the first threshold value, which is the angle range that the angle θ2 can take when there is no second obstacle O' different from the first obstacle O within the occlusion area OA1 and the target moving object V2 drives so as to return to the driving lane A1 after overtaking the first obstacle O, as shown in the right diagram of Figure 2.

[0030] The drivability determination unit 17 determines that the occlusion area is a drivable area when there are no multiple routes within the occlusion area that the target moving object can travel on and the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within a predetermined angle range.On the other hand, the drivability determination unit 17 determines that the drivability of the occlusion area is unknown when there are no multiple routes within the occlusion area that the target moving object can travel on and the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is not within a predetermined angle range.

[0031] Next, when there are multiple routes within the occlusion area that the target moving object can travel, the travel feasibility determination unit 17 determines whether the distance between the target moving object and a branch point of the multiple routes is equal to or greater than a predetermined value. For example, as shown in the left diagram of Figure 3, when there are multiple routes within the occlusion area OA1 that the target moving object V2 can travel, the travel feasibility determination unit 17 determines whether the distance d between the target moving object V2 and a branch point BP between the route where the target moving object V2 enters area A4 and the driving lane A1 is equal to or greater than a predetermined value, as shown in the left diagram of Figure 3.

[0032] For example, in the left diagram of Fig. 3, there are multiple routes within the occlusion area OA1 that the target moving object V2 can travel. In the left diagram of Fig. 3, when the distance d between the branch point BP of the route that enters the driving lane A1 and area A4 and the target moving object V2 is equal to or greater than a predetermined value, this means that the branch point BP and the target moving object V2 are separated by a certain distance, and the presence of the branch point BP does not affect the travel of the target moving object V2. Therefore, when the distance d is equal to or greater than a predetermined value, the travel feasibility determination unit 17 determines that the occlusion area is a drivable area if the angle between the traveling direction of the target moving object and the driving lane in which the host vehicle is traveling is within a first predetermined angle range, just as in the case where there are no multiple routes within the occlusion area that the target moving object can travel.

[0033] On the other hand, if the distance between the branch point of multiple routes and the target moving object is less than a predetermined value, the driving feasibility determination unit 17 determines whether the angle between the direction of travel of the target moving object and the driving lane in which the vehicle is traveling is within a second predetermined angle range.

[0034] For example, in the left diagram of Figure 3, there are multiple routes within the occlusion area OA1 that the target moving object V2 can travel, and no second obstacle O' different from the first obstacle O exists within the occlusion area OA1. In the left diagram of Figure 3, after overtaking the first obstacle O, the target moving object V2 travels within the occlusion area OA1 and returns to the driving lane A1. In this case, the angle θ3 between the traveling direction of the target moving object V2 and the driving lane A1 becomes larger than the first threshold value, as in the right diagram of Figure 2.

[0035] In the left diagram of Figure 3, if a second obstacle different from the first obstacle O exists within the occlusion area OA1 and the target moving object V2 travels in a manner that avoids the second obstacle after overtaking the first obstacle O, the angle between the direction of travel of the target moving object V2 and the driving lane A1 will be smaller than the first threshold value, as in the left diagram of Figure 2.

[0036] On the other hand, for example, in the right diagram of Fig. 3, there are multiple routes within the occlusion area OA1 that the target moving object V2 can travel, and a second obstacle O' different from the first obstacle O exists within the occlusion area OA1. In the right diagram of Fig. 3, after overtaking the first obstacle O, the target moving object V2 travels within the occlusion area OA1 and heads toward area A4. In this case, the angle θ4 between the traveling direction of the target moving object V2 and the driving lane A1 becomes larger than a second threshold value that is larger than the first threshold value.

[0037] 3, even if a second obstacle O' different from the first obstacle O does not exist within the occlusion area OA1, when the target moving object V2 travels through the occlusion area OA1 and heads toward area A4 after overtaking the first obstacle O, the angle θ4 becomes larger than the second threshold value, which is larger than the first threshold value. In other words, when there are multiple routes that the target moving object can take within the occlusion area, and the target moving object travels toward a branch road different from the driving lane of the host vehicle after overtaking the first obstacle, the angle between the traveling direction of the target moving object and the driving lane becomes smaller than the second threshold value.

[0038] From the above, the traveling possibility determination unit 17 preliminarily sets, as the second predetermined angle range, an angle range that is greater than the first threshold value and smaller than the second threshold value, which is the angle range that the angle θ3 can take when the target moving object V2 travels so as to return to the traveling lane A1 after overtaking the first obstacle O, and there is no second obstacle O′ different from the first obstacle O within the occlusion area OA1, as shown in the left diagram of Figure 3. Note that the second predetermined angle range may be the same range as the first predetermined angle range, or may be a range narrower than the first predetermined angle range.

[0039] The drivability determination unit 17 determines that the occlusion area OA1 is a drivable area when there are multiple routes within the occlusion area that the target moving object can travel, the distance between the branching point of the multiple routes and the target moving object is less than a predetermined value, and the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within a second predetermined angle range.On the other hand, the drivability determination unit 17 determines that the drivability of the occlusion area is unknown when there are multiple routes within the occlusion area that the target moving object can travel, the distance between the branching point of the multiple routes and the target moving object is less than a predetermined value, and the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is not within the second predetermined angle range.

[0040] When the traveling possibility determination unit 17 determines that the occlusion area is a travelable area, the route generation unit 18 generates a route for the host vehicle to travel within the occlusion area. The route generation unit 18 regards the occlusion area as a travelable area, for example, and generates a route for the host vehicle to travel within the occlusion area based on the position, attitude, and speed of the host vehicle, the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the first obstacle relative to the host vehicle, map information 20, etc.

[0041] The control command value calculation unit 19 calculates each of the control command values ​​for controlling the accelerator, steering, and brake of the host vehicle based on the route generated by the route generation unit 18 and various information acquired using the external sensor 50. The control command value calculation unit 19 outputs each of the calculated control command values ​​to an accelerator control device 70, a steering control device 80, and a brake control device 90 mounted on the host vehicle. The accelerator control device 70, the steering control device 80, and the brake control device 90 control each of the accelerator operation, steering operation, and brake operation of the host vehicle V1 based on the control command values ​​output from the control command value calculation unit 19.

[0042] An example of a process performed by the driving control device 1 according to this embodiment to determine whether or not driving within an occlusion area is possible will be described with reference to FIG.

[0043] First, in step S1, the occlusion region detection unit 12 detects a first obstacle located in the driving lane of the host vehicle and in front of the host vehicle using the external sensor 50. The occlusion region detection unit 12 detects stationary objects including parked vehicles and moving objects including other vehicles, motorcycles, bicycles, and pedestrians as the first obstacle. The occlusion region detection unit 12 detects, for example, the position, orientation, size, speed, acceleration, deceleration, and yaw rate of the first obstacle relative to the host vehicle.

[0044] The process proceeds to step S2, where the occlusion area detection unit 12 detects an occlusion area of ​​the host vehicle that is caused by the first obstacle and is located ahead of the first obstacle in the traveling direction of the host vehicle. The occlusion area detection unit 12 detects the occlusion area of ​​the host vehicle based on the position, attitude, and speed of the host vehicle and the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the first obstacle relative to the host vehicle, detected by the self-position calculation unit 11. If an occlusion area exists on the traveling lane of the host vehicle (YES in step S2), the process proceeds to step S3. On the other hand, if an occlusion area does not exist on the traveling lane of the host vehicle (NO in step S2), the occlusion area detection unit 12 ends the process of FIG. 4, and the cruise control device 1 controls the traveling of the host vehicle using known technology.

[0045] In step S3, the tracking unit 13 detects a moving object located in front of the host vehicle and on the lane of the host vehicle using a plurality of different types of external sensors 50. The tracking unit 13 stores information on the position, attitude, size, speed, acceleration, deceleration, and yaw rate of the moving object relative to the host vehicle in a memory 60 installed in the host vehicle.

[0046] The process proceeds to step S4, where the target moving object detection unit 15 detects a target moving object entering the occlusion region. The target moving object detection unit 15 detects the target moving object entering the occlusion region based on, for example, the position and range of the occlusion region relative to the host vehicle detected by the occlusion region detection unit 12, and the position, attitude, speed, acceleration, etc. of the moving object relative to the host vehicle detected by the tracking unit 13. If a target moving object entering the occlusion region exists (YES in step S4), the process proceeds to step S5. On the other hand, if a target moving object entering the occlusion region does not exist (NO in step S4), the process proceeds to step S13.

[0047] In step S5, the target moving object detection unit 15 detects that the target moving object has overtaken the obstacle based on the position of the obstacle relative to the host vehicle and the position of the target moving object relative to the host vehicle. After the target moving object has overtaken the obstacle, the angle calculation unit 16 acquires the position, attitude, speed, and acceleration of the target moving object relative to the host vehicle, for example, from the memory 60. The angle calculation unit 16 detects the traveling direction of the target moving object based on the position, attitude, speed, and acceleration of the target moving object relative to the host vehicle. Note that the angle calculation unit 16 may acquire the position, attitude, speed, and acceleration of the target moving object relative to the host vehicle and detect the traveling direction of the target moving object after a first predetermined time has elapsed since the target moving object overtook the obstacle.

[0048] The angle calculation unit 16 also acquires map information 20 that indicates the structure of the road on which the host vehicle is traveling. The angle calculation unit 16 extracts the driving lane on which the host vehicle is traveling, for example, based on the acquired map information 20 and the position and attitude of the host vehicle calculated by the self-position calculation unit 11. The angle calculation unit 16 calculates the angle between the traveling direction of the target moving object and the driving lane on which the host vehicle is traveling.

[0049] The processing proceeds to step S6, and the branch road determination unit 14 extracts map information within the occlusion area based on, for example, the acquired map information 20, the position of the vehicle calculated by the self-position calculation unit 11, and the position and range of the occlusion area relative to the vehicle detected by the occlusion area detection unit 12.

[0050] The process proceeds to step S7, where the branch path determination unit 14 determines whether or not there are multiple routes within the occlusion area that the target moving object can travel along, based on the map information within the extracted occlusion area. If there are no multiple routes within the occlusion area that the target moving object can travel along (NO in step S7), the process proceeds to step S8. On the other hand, if there are multiple routes within the occlusion area that the target moving object can travel along (YES in step S7), the process proceeds to step S11.

[0051] In step S8, the travel possibility determination unit 17 determines whether the angle formed between the traveling direction of the target moving object and the traveling lane A1 in which the host vehicle is traveling is within a first predetermined angle range. If the angle formed between the traveling direction of the target moving object and the traveling lane A1 in which the host vehicle is traveling is not within the first predetermined angle range (NO in step S8), the process proceeds to step S9. On the other hand, if the angle formed between the traveling direction of the target moving object and the traveling lane A1 in which the host vehicle is traveling is within the first predetermined angle range (YES in step S8), the process proceeds to step S10.

[0052] In step S8, the traveling possibility determination unit 17 may determine whether the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within the first predetermined angle range for a second predetermined time. In this case, if the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within the first predetermined angle range for a second predetermined time, the process proceeds to step S10. On the other hand, if the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is not within the first predetermined angle range for a second predetermined time, the process proceeds to step S9.

[0053] In step S9, the traveling possibility determination unit 17 determines that it is unclear whether traveling is possible in the occlusion area, and ends the processing of FIG.

[0054] In step S10, the travel possibility determination unit 17 determines that the occlusion area is a travel possible area, and ends the processing of FIG.

[0055] In step S11, the branch path determination unit 14 calculates the distance between the target moving object and the branch point of the multiple routes. The travel feasibility determination unit 17 determines whether the distance between the target moving object and the branch point of the multiple routes is equal to or greater than a predetermined value. If the distance between the target moving object and the branch point of the multiple routes is equal to or greater than the predetermined value (YES in step S11), the process proceeds to step S8. On the other hand, if the distance between the target moving object and the branch point of the multiple routes is less than the predetermined value (NO in step S11), the process proceeds to step S12.

[0056] In step S12, if the distance between the branch point of the multiple routes and the target moving object is less than a predetermined value, the travel feasibility determination unit 17 determines whether the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within a second predetermined angle range. The second predetermined angle range is wider than the first predetermined angle range. If the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within the second predetermined angle range (YES in step S12), the process proceeds to step S10, where the travel feasibility determination unit 17 determines that the occlusion area is a travel feasible area, and the process of FIG. 4 ends. On the other hand, if the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is not within the second predetermined angle range (NO in step S12), the process proceeds to step S13, where the travel feasibility determination unit 17 determines that the travel feasibility of the occlusion area is unknown, and the process of FIG. 4 ends.

[0057] (Operation and Effect) As described above, a cruise control method according to one embodiment is a cruise control method by a cruise control device 1 that uses an external sensor 50 to detect a first obstacle (obstacle) located in the driving lane of the host vehicle and ahead of the host vehicle and controls the host vehicle. The cruise control method according to one embodiment detects an occlusion area (blind spot area) of the host vehicle that occurs ahead of the first obstacle in the traveling direction of the host vehicle due to the first obstacle, and detects a target moving object (moving object) entering the occlusion area. The cruise control method according to one embodiment acquires the traveling direction of the target moving object after the target moving object overtakes the first obstacle, and calculates the angle between the traveling direction of the target moving object and the traveling lane of the host vehicle. The cruise control method according to one embodiment determines the occlusion area to be a drivable area when the angle between the traveling direction of the target moving object and the traveling lane of the host vehicle is within a first or second predetermined angle range (predetermined angle range).

[0058] When the angle between the traveling direction of a target moving object entering an occlusion area of ​​the host vehicle caused by a first obstacle and the driving lane of the host vehicle is within a first or second predetermined angle range, it is predicted that the target moving object entering the occlusion area will overtake the first obstacle, travel through the occlusion area, and then return to the driving lane. In other words, it is possible to determine that a second obstacle or the like is not present in the occlusion area and that the occlusion area is a drivable area. As a result, a cruise control method according to one embodiment can determine that an occlusion area is a drivable area when the angle between the traveling direction of the target moving object and the driving lane of the host vehicle is within a first or second predetermined angle range.

[0059] Furthermore, a driving control method according to an embodiment may detect the traveling direction of the target moving object after a first predetermined time has elapsed since the target moving object overtook a first obstacle. Until the predetermined time has elapsed since the target moving object overtook the first obstacle, the change in the angle between the traveling direction of the target moving object and the traveling lane is small. Therefore, a driving control method according to an embodiment calculates the angle between the traveling direction of the target moving object and the traveling lane of the host vehicle after the first predetermined time has elapsed since the target moving object overtook the first obstacle, and determines whether the occlusion area is a drivable area based on the calculated angle, thereby more accurately determining whether the occlusion area is a drivable area.

[0060] Furthermore, a driving control method according to an embodiment may determine that an occlusion area is a drivable area when the angle remains within the first or second predetermined angle range for a second predetermined time. When a target moving object overtakes a first obstacle, travels through the occlusion area, and then travels back to the driving lane, the angle between the target moving object's traveling direction and the driving lane remains within the first or second predetermined angle range for a predetermined time after the target moving object overtakes the first obstacle. Therefore, a driving control method by a driving control device according to an embodiment determines that an occlusion area is a drivable area when the angle between the target moving object's traveling direction and the driving lane remains within the first or second predetermined angle range for a predetermined time after the target moving object overtakes the obstacle. This allows for more accurate determination of an occlusion area as a drivable area.

[0061] Furthermore, a driving control method according to one embodiment, when it is determined that an occlusion area is a drivable area, generates a route for the host vehicle to travel within the occlusion area and outputs a control command value for controlling the host vehicle based on the generated route.A driving control method according to one embodiment, when it is determined that an occlusion area is a drivable area, generates a route for the host vehicle to travel through the occlusion area and outputs a control command value for controlling the host vehicle based on the generated route, thereby controlling the traveling of the host vehicle in the occlusion area.

[0062] Although the embodiments of the present invention have been described above, the descriptions and drawings that form part of this disclosure should not be understood to limit the present invention. Various alternative embodiments, examples, and operating techniques will become apparent to those skilled in the art from this disclosure.

[0063] For example, the first and second predetermined angle ranges may be set based on the road type of the occlusion area. When the target moving object overtakes the first obstacle, travels through the occlusion area, and then returns to the host vehicle's driving lane, the angle between the target moving object's traveling direction and the driving lane increases or decreases depending on the speed limit of the occlusion area or the type of route branching off within the occlusion area. Therefore, a driving control method according to one embodiment can more accurately determine that the occlusion area is a drivable area by setting the first and second predetermined angle ranges based on the speed limit of the occlusion area or the type of route branching off within the occlusion area.

[0064] Specifically, the first and second predetermined angle ranges may be set based on the speed limit of the occlusion area or whether a route that exists within the occlusion area and branches off from the host vehicle's driving lane is a lane or a parking lot. For example, the first and second predetermined angle ranges may be set to be smaller as the speed limit of the occlusion area is higher. Furthermore, if a route that exists within the occlusion area and branches off from the host vehicle's driving lane is a parking lot, the second predetermined angle range may be set to be larger as the moving speed of the target moving object is faster.

[0065] Furthermore, the driving possibility determination unit 17 of the driving control device 1 may determine that the occlusion area is a drivable area based on the angle between the traveling direction of the target moving object and the driving lane in which the host vehicle is traveling, and also based on the entry speed and entry acceleration of the target moving object into the occlusion area, etc. The driving possibility determination unit 17 may acquire at least one of the entry speed and entry acceleration of the target moving object into the occlusion area, and determine that the occlusion area is a drivable area if at least the entry speed is greater than a third threshold value or if at least the entry acceleration is greater than a fourth threshold value.

[0066] If the angle between the traveling direction of the target moving object and the driving lane is within the first or second predetermined angle range, and the target moving object's entering speed into the occlusion region is greater than a third threshold value or the target moving object's entering acceleration into the occlusion region is greater than a fourth threshold value, the target moving object is likely to travel through the occlusion region and return to the driving lane of the host vehicle after overtaking the first obstacle. A driving control method according to one embodiment can more accurately determine that the occlusion region is a drivable region by determining that the occlusion region is a drivable region based on the entering speed and entering acceleration of the target moving object into the occlusion region in addition to the angle between the traveling direction of the target moving object and the driving lane.

[0067] When determining that an occlusion area is a drivable area based on the entry speed and entry acceleration of a target moving object into the occlusion area, the third threshold and the fourth threshold may be set to be lower as the speed limit of the occlusion area becomes lower. The entry speed and entry acceleration of the target moving object entering the occlusion area become lower as the speed limit of the occlusion area becomes lower. Therefore, a driving control method according to one embodiment can more accurately determine that a blind spot area is a drivable area by setting the entry speed threshold and entry acceleration threshold of the target moving object entering the blind spot area lower as the speed limit of the blind spot area becomes lower.

[0068] Furthermore, when determining that an occlusion area is a drivable area when the entry acceleration is greater than the fourth threshold, the fourth threshold may be set to be lower the faster the entry speed of the target moving object into the occlusion area. The entry acceleration at which the target moving object enters the occlusion area becomes lower the faster the entry speed of the target moving object into the occlusion area. Therefore, a driving control method according to one embodiment can more accurately determine that an occlusion area is a drivable area by setting the fourth threshold, which is the threshold for the entry acceleration at which the target moving object enters the occlusion area, to be lower the faster the entry speed of the target moving object into the occlusion area.

[0069] Furthermore, the traveling possibility determination unit 17 may determine that the occlusion area is a traveling area when the angle between the traveling direction of the target moving object and the traveling lane in which the host vehicle is traveling is within the first or second predetermined angle range and, in addition, the distance in the lane width direction between the target moving object and the first obstacle when the target moving object enters the occlusion area is smaller than a fifth threshold. In this case, the traveling possibility determination unit 17 calculates the distance in the lane width direction between the target moving object and the first obstacle based on the position of the target moving object, the position of the first obstacle, and the map information 20.

[0070] When the angle between the traveling direction of the target moving object and the driving lane is within a predetermined angle range, and the distance in the lane width direction between the target moving object and the first obstacle when the target moving object enters the occlusion area is smaller than a fifth threshold, the target moving object is likely to travel through the occlusion area after overtaking the first obstacle and return to the driving lane of the host vehicle. A driving control method according to one embodiment can more accurately determine that an occlusion area is a drivable area by determining that an occlusion area is a drivable area based on the distance in the lane width direction between the target moving object and the first obstacle when the target moving object enters the occlusion area, in addition to the angle between the traveling direction of the target moving object and the driving lane.

[0071] 1 Driving control device 50 External sensor (sensor) A1 Travel lane O First obstacle (obstacle) OA1 Occlusion area (blind spot area) V1 Vehicle V2 Target moving object (moving object) θ1 to θ4 Angles

Claims

1. A driving control method by a driving control device that controls a host vehicle by detecting an obstacle located on the driving lane of the host vehicle and in front of the host vehicle with a sensor mounted on the host vehicle, the method comprising: detecting a blind spot area of the host vehicle that is generated in front of the host vehicle in the traveling direction by the obstacle; detecting a moving object entering the blind spot area; detecting the traveling direction of the moving object after the moving object overtakes the obstacle; calculating an angle formed by the traveling direction of the moving object and the driving lane; and determining the blind spot area as a drivable area when the angle is within a predetermined angle range.

2. The driving control method according to claim 1, wherein the traveling direction of the moving object is detected after a first predetermined time has elapsed since the moving object overtakes the obstacle.

3. The driving control method according to claim 1 or 2, wherein the blind spot area is determined as a drivable area when the angle continues to be within the predetermined angle range for a second predetermined time.

4. The driving control method according to any one of claims 1 to 3, wherein when the blind spot area is determined as a drivable area, a path for the host vehicle to travel within the blind spot area is generated, and a control command value for controlling the host vehicle is output based on the path.

5. The driving control method according to any one of claims 1 to 4, wherein at least one of the entry speed and the entry acceleration of the moving object into the blind spot area is obtained, and the blind spot area is determined as a drivable area when at least the entry speed is greater than a first threshold value or at least the entry acceleration is greater than a second threshold value.

6. The driving control method according to any one of claims 1 to 5, wherein the blind spot area is determined as a drivable area when the distance in the lane width direction between the moving object and the obstacle when the moving object enters the blind spot area is smaller than a third threshold value.

7. The driving control method according to any one of claims 1 to 6, wherein the predetermined angle range is set based on the road type of the blind spot area.

8. The driving control method according to claim 7, wherein the predetermined angle range is set based on the speed limit of the blind spot area or based on whether a path branching from the driving lane within the blind spot area is a lane or a parking lot.

9. The driving control method according to claim 8, wherein the predetermined angle range is set such that it becomes smaller as the speed limit of the blind spot area is higher.

10. The travel control method according to claim 8, wherein when a path branching from the travel lane exists within the blind spot area and is a parking lot, the predetermined angle range is set such that it becomes larger as the moving speed of the moving object is higher.

11. The travel control method according to claim 5, wherein the first threshold value and the second threshold value are set such that they become lower as the speed limit of the blind spot area is lower.

12. Detecting the entry speed and entry acceleration of the moving object into the blind spot area of the moving object, determining that the blind spot area is a travelable area when the entry acceleration is greater than a second threshold value, and setting the second threshold value such that it becomes lower as the entry speed of the moving object is higher. The travel control method according to any one of claims 1 to 10.

13. A travel control device that controls the host vehicle by detecting an obstacle located on the travel lane of the host vehicle and in front of the host vehicle with a sensor mounted on the host vehicle, the travel control device including: a blind spot area detection unit that detects a blind spot area of the host vehicle that occurs in front of the traveling direction of the host vehicle by the obstacle; a moving object detection unit that detects a moving object entering the blind spot area; an angle calculation unit that detects the traveling direction of the moving object after the moving object overtakes the obstacle and calculates an angle formed by the traveling direction of the moving object and the travel lane; and a determination unit that determines that the blind spot area is a travelable area when the angle is within a predetermined angle range.

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