Driving assistance method and driving assistance device

Abstract

In a driving assistance method, the probability that a first other vehicle traveling in a second lane adjacent to a first lane in which a host vehicle is traveling will change lanes to the first lane is calculated on the basis of at least one of the travel state of the first other vehicle, the situation of vehicles around the first other vehicle, or the road structure (S3), whether the first other vehicle will change lanes to the first lane is predicted on the basis of the probability, and when it is predicted that the first other vehicle will change lanes to the first lane (S4 to S6), the approach of the first other vehicle to the host vehicle is avoided (S8, S9).

Description

Driving assistance method and driving assistance device

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

[0002] The vehicle control device described in Patent Document 1 below detects a monitored vehicle that may change lanes from an adjacent lane into the lane in which the vehicle is traveling, and if a predetermined relative movement by the monitored vehicle is detected, performs an avoidance operation to avoid interference between the monitored vehicle and the vehicle.

[0003] JP 2019-153039 A

[0004] The vehicle control device described in Patent Document 1 determines lane changes of a monitored vehicle based on the vehicle position and speed of the monitored vehicle without considering the conditions of adjacent lanes. As a result, there is a risk that a sudden lane change due to roadside parking or congestion on an adjacent lane cannot be predicted, and there is a risk that the vehicle will have to suddenly decelerate or steer to avoid the change. The present invention aims to improve the accuracy of predictions of lanes changes of another vehicle traveling in a second lane adjacent to a first lane in which the monitored vehicle is traveling.

[0005] In one aspect of the present invention, a driving assistance method includes: calculating a possibility that a first other vehicle will change lanes into a first lane based on at least one of a driving state of a first other vehicle traveling in a second lane adjacent to a first lane in which the host vehicle is traveling, a situation of vehicles surrounding the first other vehicle, or a road structure; predicting whether the first other vehicle will change lanes into the first lane based on the possibility; and avoiding the first other vehicle from approaching the host vehicle if it is predicted that the first other vehicle will change lanes into the first lane. The driving state of the first other vehicle includes a state in which the first other vehicle is traveling close to the first lane, the situation of vehicles surrounding the first other vehicle includes at least one of a situation in which there is traffic congestion ahead of the first other vehicle, a situation in which a second other vehicle traveling in front of the first other vehicle is decelerating, or a situation in which a parked vehicle is present ahead of the first other vehicle, and the road structure includes at least one of a road structure in which the second lane is a lane narrowing section or a road structure in which the second lane is a merging section.

[0006] According to the present invention, it is possible to improve the accuracy of prediction that another vehicle traveling in a second lane adjacent to a first lane in which a host vehicle is traveling will change lanes into the first lane. The objects and advantages of the present invention are realized and attained by using the elements and combinations thereof set forth in the claims. It should be understood that both the foregoing general description and the following detailed description are merely exemplary and explanatory and are not intended to limit the invention as defined by the claims.

[0007] FIG. 1 is a schematic configuration diagram of an example of a driving assistance device of an embodiment. FIG. 2 is a block diagram of an example of the functional configuration of a controller. FIG. 3 is a schematic diagram of a first example and a second example of the situation of vehicles surrounding a first other vehicle. FIG. 4 is a schematic diagram of a third example of the situation of vehicles surrounding a first other vehicle. FIG. 5 is a schematic diagram of an example of a traveling state of a first other vehicle. FIG. 6 is a schematic diagram of an example of a road structure around a first other vehicle. FIG. 7 is a flowchart of an example of a driving assistance method of an embodiment. FIG. 8 is a flowchart of an example of a lane change possibility determination process.

[0008] 1 is a schematic diagram of an example of a driving assistance device according to an embodiment. A host vehicle 1 is equipped with a driving assistance device 10 that assists in driving the host vehicle 1. The driving assistance control by the driving assistance device 10 includes control to avoid approach of another vehicle (hereinafter referred to as a "first other vehicle") traveling in an adjacent lane (hereinafter referred to as a "second lane") adjacent to the lane in which the host vehicle 1 is traveling (hereinafter referred to as a "first lane") to the first lane when the first other vehicle is predicted to change lanes.

[0009] The driving assistance device 10 includes an external environment sensor 11, a vehicle sensor 12, a positioning device 13, a map database (map DB) 14, a steering actuator (steering ACTR) 17a, an accelerator actuator (accelerator ACTR) 17b, a brake actuator (brake ACTR) 17c, and a controller 18. The external environment sensor 11 includes a plurality of different types of object detection sensors mounted on the host vehicle 1, such as a laser radar, a millimeter-wave radar, a camera, and a LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), that detect objects around the host vehicle 1. The external environment sensor 11 outputs surrounding environment information, which is information about the detected surrounding environment of the host vehicle 1, to the controller 18.

[0010] The vehicle sensors 12 are mounted on the host vehicle 1 and detect various information (vehicle signals) obtained from the host vehicle 1. The vehicle sensors 12 include, for example, a vehicle speed sensor that detects the vehicle speed of the host vehicle 1, a wheel speed sensor that detects the rotational speed of the tires of the host vehicle 1, a three-axis acceleration sensor that detects the acceleration and deceleration of the host vehicle 1 in three axial directions, a steering angle sensor that detects the steering angle of the steering wheel, a turning angle sensor that detects the turning angle of the steered wheels, a gyro sensor that detects the angular velocity of the host vehicle 1, a yaw rate sensor that detects the yaw rate, an accelerator sensor that detects the accelerator opening of the host vehicle 1, and a brake sensor that detects the amount of brake operation by the driver.

[0011] The positioning device 13 includes a Global Navigation Satellite System (GNSS) receiver and receives radio waves from multiple navigation satellites to measure the current position of the vehicle 1. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver. The positioning device 13 may be, for example, an Inertial Measurement Unit (IMU). The map database 14 stores road map data. For example, the map database 14 may store high-precision map data (hereinafter simply referred to as a "high-definition map") suitable as map information for autonomous driving. The map database 14 may also store map data for navigation (hereinafter simply referred to as a "navigation map").

[0012] The controller 18 is an electronic control unit (ECU) that performs driving assistance control of the host vehicle 1. The controller 18 includes a processor 18a and peripheral components such as a storage device 18b. The processor 18a may be, for example, a central processing unit (CPU) or a micro-processing unit (MPU). The storage device 18b may include a semiconductor storage device, a magnetic storage device, an optical storage device, or the like. The storage device 18b may include a register, a cache memory, and memories such as a read-only memory (ROM) and a random access memory (RAM) used as main storage devices. The functions of the controller 18 described below are realized, for example, by the processor 18a executing a computer program stored in the storage device 18b.

[0013] The controller 18 may be formed by dedicated hardware for executing each information processing described below. For example, the controller 18 may include a functional logic circuit configured in a general-purpose semiconductor integrated circuit. For example, the controller 18 may include a programmable logic device (PLD) such as a field-programmable gate array (FPGA). The steering actuator 17a controls the steering direction and steering amount of the steering mechanism of the host vehicle 1 in response to a control signal from the controller 18. The accelerator actuator 17b adjusts the accelerator opening of the drive device, such as the engine or drive motor, in response to a control signal from the controller 18. The brake actuator 17c activates a braking device in response to a control signal from the controller 18.

[0014] 2 is a block diagram of an example of the functional configuration of the controller 18. The controller 18 includes a surrounding environment recognition unit 20, a lane change possibility determination unit 21, an operation determination unit 22, and a vehicle motion control unit 23. The surrounding environment recognition unit 20 recognizes the surrounding environment of the host vehicle 1 based on the surrounding environment information output by the external sensor 11, the current position of the host vehicle 1 measured by the positioning device 13, and the map database 14. For example, the surrounding environment recognition unit 20 may recognize the positions, speeds, and accelerations of other vehicles present around the host vehicle 1 based on the surrounding environment information output by the external sensor 11, as the surrounding environment of the host vehicle 1.

[0015] For example, the surrounding environment recognition unit 20 may recognize the lateral position py, lateral velocity vy, and lateral acceleration ay of the other vehicle in the lane width direction (lateral direction). For example, the surrounding environment recognition unit 20 may recognize the distance between the host vehicle 1 and the other vehicle in the lane width direction as the lateral position py. Furthermore, for example, the signs of the lateral velocity vy and the lateral acceleration ay may be defined so that the signs of the speed are positive when the other vehicle is moving away from the host vehicle 1 and negative when the other vehicle is approaching the host vehicle 1.

[0016] 3A , reference symbol Ln1 indicates a first lane in which the host vehicle 1 is traveling, reference symbol Ln2 indicates a second lane adjacent to the first lane Ln1, and reference symbol Ln3 indicates a third lane adjacent to the first lane Ln1 on the opposite side of the second lane Ln2. For example, the surrounding environment recognition unit 20 may recognize the positions, speeds, and accelerations of other vehicles present around the host vehicle 1, such as a first other vehicle 30 traveling on the second lane Ln2, a second other vehicle 31 traveling on the second lane Ln2 ahead of the first other vehicle 30, a leading vehicle 32 of the host vehicle 1, and a following vehicle 33 of the host vehicle 1.

[0017] Furthermore, for example, the surrounding environment recognition unit 20 may recognize, as the surrounding environment of the host vehicle 1, the road structure around the host vehicle 1 and the road structure around the first other vehicle 30, based on the surrounding environment information output by the external sensor 11, the current position of the host vehicle 1 measured by the positioning device 13, and the map database 14. For example, the surrounding environment recognition unit 20 may recognize whether the road section on which the host vehicle 1 is currently traveling is a section in which a vehicle traveling on the second lane Ln2 can change lanes to the first lane Ln1, or whether it is a section in which a vehicle traveling on the second lane Ln2 can overtake by straddling the boundary between the second lane Ln2 and the first lane Ln1.

[0018] For example, when the line type of the lane boundary line between the first lane Ln and the second lane Ln2 is a line type that allows lane changes between the first lane Ln and the second lane Ln2 (e.g., a white dashed line), the surrounding environment recognition unit 20 may recognize that the road section on which the host vehicle 1 is currently traveling is a section on which a vehicle traveling on the second lane Ln2 can change lanes to the first lane Ln1 or a section on which a vehicle traveling on the second lane Ln2 can overtake by straddling the boundary between the second lane Ln2 and the first lane Ln1. Furthermore, when the second lane Ln2 is a lane narrowing section or a merging section as shown in FIG. 3D , the surrounding environment recognition unit 20 may recognize that the road section on which the host vehicle 1 is currently traveling is a section on which a vehicle traveling on the second lane Ln2 can change lanes to the first lane Ln1 or a section on which a vehicle traveling on the second lane Ln2 can overtake by straddling the boundary between the second lane Ln2 and the first lane Ln1.

[0019] 2 , the lane change possibility determination unit 21 executes a lane change possibility determination process that calculates the possibility that the first other vehicle 30 will change lanes to the first lane (hereinafter, this may be referred to as “lane change possibility”) based on the recognition result by the surrounding environment recognition unit 20. For example, the lane change possibility determination process may be a process that calculates the lane change possibility based on at least one of the traveling state of the first other vehicle 30, the status of vehicles surrounding the first other vehicle 30, the status around the first other vehicle 30, or the road structure around the first other vehicle 30.

[0020] 3A , for example, the lane change possibility determination unit 21 may determine whether or not there is congestion ahead of the first other vehicle 30 (e.g., the second lane Ln2 ahead of the first other vehicle 30) as the status of the vehicles surrounding the first other vehicle 30. The lane change possibility determination unit 21 may calculate a higher lane change possibility when there is congestion ahead of the first other vehicle 30 compared to when there is no congestion ahead of the first other vehicle 30.

[0021] Furthermore, for example, the lane change possibility determination unit 21 may determine whether or not a second other vehicle 31 traveling on the second lane Ln2 ahead of the first other vehicle 30 is decelerating, as the status of vehicles surrounding the first other vehicle 30. For example, the lane change possibility determination unit 21 may determine whether or not the second other vehicle 31 is decelerating based on the relative speed between the first other vehicle 30 and the second other vehicle 31. The lane change possibility determination unit 21 may calculate a higher lane change possibility when the second other vehicle 31 is decelerating compared to when it is not decelerating. For example, the lane change possibility determination unit 21 may determine the conditions around the first other vehicle 30, such as whether the number of lanes has been reduced because one lane on each side is under construction while the first other vehicle 30 is traveling on a two-lane road, whether there are fallen obstacles (e.g., tires, trash cans, wooden pallets, etc.) on the road surface around the first other vehicle 30, whether a pedestrian has jumped out into the vicinity of the first other vehicle 30, or whether a bicycle is traveling around the first other vehicle 30.

[0022] 3B . For example, the lane change possibility determination unit 21 may determine, as the status of the vehicles surrounding the first other vehicle 30, whether a parked vehicle 34 is present on the shoulder of the second lane Ln2 in front of the first other vehicle 30. For example, the lane change possibility determination unit 21 may determine whether the vehicle 34 is parked on the shoulder of the second lane Ln2 based on the lateral position of the vehicle 34 in the lane width direction and the vehicle speed of the vehicle 34. The lane change possibility determination unit 21 may calculate a higher lane change possibility when a parked vehicle 34 is present compared to when no parked vehicle 34 is present.

[0023] 3C . The lane change possibility determination unit 21 may determine, as the traveling state of the first other vehicle 30, whether the first other vehicle 30 is traveling close to the first lane Ln1. For example, the lane change possibility determination unit 21 may determine, based on the lateral position of the first other vehicle 30 in the lane width direction, whether the first other vehicle 30 has been traveling close to the first lane Ln1 for a certain period of time. If the first other vehicle 30 has been traveling close to the first lane Ln1 for a certain period of time, the lane change possibility determination unit 21 may determine that the first other vehicle 30 is traveling close to the first lane Ln1. The lane change possibility determination unit 21 may calculate a higher lane change possibility when the first other vehicle 30 is traveling close to the first lane Ln1 compared to when the first other vehicle 30 is not traveling close to the first lane Ln1.

[0024] 3D . The lane change possibility determination unit 21 may determine whether the second lane Ln2 is a lane narrowing section or a merging section as the road structure around the first other vehicle 30. For example, the lane change possibility determination unit 21 may determine whether the second lane Ln2 is a lane narrowing section or a merging section based on the current position of the host vehicle 1 measured by the positioning device 13 and the map database 14. Alternatively, for example, the lane change possibility determination unit 21 may determine whether the second lane Ln2 is a lane narrowing section or a merging section based on an image captured by the camera of the external sensor 11. The lane change possibility determination unit 21 may calculate a higher lane change possibility when the second lane Ln2 is a lane narrowing section or a merging section compared to when the second lane Ln2 is neither a lane narrowing section nor a merging section.

[0025] For example, the lane change possibility determination unit 21 may calculate the lane change possibility based on the number of conditions (C1) to (C9) that the recognition results from the surrounding environment recognition unit 20 meet. That is, the lane change possibility determination unit 21 may calculate the lane change possibility based on all of the traveling state of the first other vehicle 30, the status of vehicles surrounding the first other vehicle 30, the status around the first other vehicle 30, and the road structure around the first other vehicle 30. (C1) There is a traffic jam ahead of the first other vehicle 30. (C2) A second other vehicle 31 traveling on the second lane Ln2 ahead of the first other vehicle 30 is decelerating. (C3) A parked vehicle 34 is present on the shoulder of the second lane Ln2 ahead of the first other vehicle 30. (C4) The first other vehicle 30 is traveling close to the first lane Ln1. (C5) The second lane Ln2 is a lane narrowing section or a merging section. (C6) The first other vehicle 30 is traveling on a two-lane road, but one lane on each side is under construction, reducing the number of lanes. (C7) There is a fallen obstacle on the road surface around the first other vehicle 30. (C8) A pedestrian has jumped out into the vicinity of the first other vehicle 30. (C9) Is a bicycle traveling around the vicinity of the first other vehicle 30?

[0026] 2 , the operation determination unit 22 predicts whether the first other vehicle 30 will change lanes to the first lane Ln1 based on the lane change possibility calculated by the lane change possibility determination unit 21. For example, the operation determination unit 22 predicts whether the first other vehicle 30 will change lanes to the first lane Ln1 based on the results of comparing the lateral position py, lateral velocity vy, and lateral acceleration ay of the first other vehicle 30 with a lateral position threshold py_th, a lateral velocity threshold vy_th, and a lateral acceleration threshold ay_th.

[0027] For example, the operation determination unit 22 may predict that the first other vehicle 30 will change lanes to the first lane Ln1 when any one or more of the following conditions (C10) to (C12) are met. On the other hand, when none of the following conditions (C10) to (C12) are met, it is not necessary to predict that the first other vehicle 30 will change lanes to the first lane Ln1 (for example, it may predict that the first other vehicle 30 will not change lanes to the first lane Ln1). (C10) Lateral position py < lateral position threshold py_th (C11) lateral velocity vy < lateral velocity threshold vy_th (C12) lateral acceleration ay < lateral acceleration threshold ay_th

[0028] The operation determination unit 22 sets the lateral position threshold py_th, the lateral speed threshold vy_th, and the lateral acceleration threshold ay_th based on the lane change possibility calculated by the lane change possibility determination unit 21. For example, the operation determination unit 22 may set the lateral position threshold py_th, the lateral speed threshold vy_th, and the lateral acceleration threshold ay_th so that the conditions (C10) to (C12) are more likely to be met when the lane change possibility is high than when it is low. For example, the operation determination unit 22 may set larger lateral position threshold py_th, lateral speed threshold vy_th, and lateral acceleration threshold ay_th when the lane change possibility is high than when it is low. For example, the lateral position threshold py_th, lateral speed threshold vy_th, and lateral acceleration threshold ay_th may be set so that the conditions (C10) to (C12) are more likely to be met as the lane change possibility increases. For example, the lateral position threshold py_th, lateral velocity threshold vy_th, and lateral acceleration threshold ay_th may be set to larger values ​​as the possibility of a lane change increases.

[0029] When it is predicted that the first other vehicle 30 will change lanes to the first lane Ln1, the action determination unit 22 determines to cause the host vehicle 1 to take evasive action to avoid the first other vehicle 30 approaching the host vehicle 1. See FIG. 3A . For example, the action determination unit 22 may determine whether or not a third lane Ln3 exists adjacent to the first lane Ln1 on the opposite side of the second lane Ln2. If the third lane Ln3 exists, the action determination unit 22 may determine that the evasive action is to change lanes from the first lane Ln1 to the third lane Ln3.

[0030] Furthermore, for example, the operation determination unit 22 may determine that the avoidance action is to decelerate the host vehicle 1. Furthermore, for example, the operation determination unit 22 may determine that the avoidance action is to increase the distance between the host vehicle 1 and the preceding vehicle 32. For example, when the first other vehicle 30 is traveling diagonally ahead of or to the side of the host vehicle 1, the operation determination unit 22 may determine that the avoidance action is to increase the distance between the host vehicle 1 and the preceding vehicle 32.

[0031] Furthermore, for example, the operation determination unit 22 may determine that the avoidance action is to increase the distance between the host vehicle 1 and the following vehicle 33. For example, when the first other vehicle 30 is traveling diagonally behind the host vehicle 1, the operation determination unit 22 may determine that the avoidance action is to increase the distance between the host vehicle 1 and the following vehicle 33. Furthermore, for example, the operation determination unit 22 may determine that the avoidance action is to move the lateral position of the host vehicle 1 away from the first other vehicle 30 while the host vehicle 1 continues traveling in the first lane Ln1 (i.e., while maintaining the lateral position of the host vehicle 1 within the first lane Ln1).

[0032] On the other hand, if the third lane Ln3 does not exist, the operation determination unit 22 may determine, as the avoidance action, any of the following: decelerating the host vehicle 1; increasing the distance between the host vehicle 1 and the leading vehicle 32 or the distance between the host vehicle 1 and the following vehicle 33; or moving the lateral position of the host vehicle 1 away from the first other vehicle 30 while maintaining the host vehicle 1 traveling in the first lane Ln1. When determining that decelerating the host vehicle 1 is the avoidance action, the operation determination unit 22 may set the degree of deceleration of the host vehicle 1 based on the lane change possibility calculated by the lane change possibility determination unit 21. For example, the degree of deceleration may be greater when the lane change possibility is high than when it is low. For example, the degree of deceleration may be greater as the lane change possibility increases.

[0033] Furthermore, when it is determined that increasing the distance between the vehicle 1 and the leading vehicle 32 or the vehicle 1 and the following vehicle 33 is the avoidance action, the operation determination unit 22 may set the degree of increasing the distance based on the lane change possibility calculated by the lane change possibility determination unit 21. For example, the degree of increasing the distance may be set to a larger value when the lane change possibility is high than when it is low. For example, the degree of increasing the distance may be set to a larger value as the lane change possibility increases.

[0034] Furthermore, when it is determined that the avoidance action is to move the lateral position of the host vehicle 1 away from the first other vehicle 30 while maintaining the host vehicle 1 traveling in the first lane Ln1, the operation determination unit 22 may set the degree to which the lateral position of the host vehicle 1 is moved away based on the lane change possibility calculated by the lane change possibility determination unit 21. For example, the degree of moving away may be greater when the lane change possibility is high than when it is low. For example, the greater the possibility of a lane change, the greater the degree of moving away.

[0035] See Fig. 2. The vehicle motion control unit 23 controls the steering actuator 17a, the accelerator actuator 17b, and the brake actuator 17c to realize the avoidance behavior of the host vehicle 1 determined by the behavior determination unit 22.

[0036] 4 is a flowchart of an example of a driving assistance method according to an embodiment. In step S1, the surrounding environment recognition unit 20 recognizes the surrounding environment of the host vehicle 1. In step S2, the surrounding environment recognition unit 20 determines whether the road section on which the host vehicle 1 is currently traveling is a section in which a vehicle traveling on the second lane Ln2 can change lanes to the first lane Ln1 or a section in which a vehicle traveling on the second lane Ln2 can overtake by straddling the boundary between the second lane Ln2 and the first lane Ln1.

[0037] If the road section on which the vehicle 1 is currently traveling is neither a section where a lane change is possible nor a section where overtaking is possible (step S2: N), the process ends. If the road section on which the vehicle 1 is currently traveling is a section where a lane change is possible or a section where overtaking is possible (step S2: Y), the process proceeds to step S3. In step S3, the lane change possibility determination unit 21 executes lane change possibility determination processing.

[0038] 5 is a flowchart of an example of a lane change possibility determination process. In step S10, the lane change possibility determination unit 21 initializes the lane change possibility value to "0". In step S11, the lane change possibility determination unit 21 determines whether or not there is traffic congestion ahead of the first other vehicle 30. If there is no traffic congestion ahead of the first other vehicle 30 (step S11: N), the process proceeds to step S13. If there is traffic congestion ahead of the first other vehicle 30 (step S11: Y), the process proceeds to step S12. In step S12, the lane change possibility determination unit 21 increments the lane change possibility value by "1".

[0039] In step S13, the lane change possibility determination unit 21 determines whether the second other vehicle 31 in front of the first other vehicle 30 is decelerating. If the second other vehicle 31 is not decelerating (step S13: N), the process proceeds to step S15. If the second other vehicle 31 is decelerating (step S13: Y), the process proceeds to step S14. In step S14, the lane change possibility determination unit 21 increments the lane change possibility value by "1."

[0040] In step S15, the lane change possibility determination unit 21 determines whether or not a parked vehicle 34 is present in front of the first other vehicle 30. If a parked vehicle 34 is not present (step S15: N), the process proceeds to step S17. If a parked vehicle 34 is present (step S15: Y), the process proceeds to step S16. In step S16, the lane change possibility determination unit 21 increments the lane change possibility value by "1."

[0041] In step S17, the lane change possibility determination unit 21 determines whether the first other vehicle 30 is traveling close to the first lane Ln1. If the first other vehicle 30 is not traveling close to the first lane Ln1 (step S17: N), the process proceeds to step S19. If the first other vehicle 30 is traveling close to the first lane Ln1 (step S17: Y), the process proceeds to step S18. In step S18, the lane change possibility determination unit 21 increases the lane change possibility value by "1."

[0042] In step S19, the lane change possibility determination unit 21 determines whether the second lane Ln2 is a lane narrowing section or a merging section. If the second lane Ln2 is neither a lane narrowing section nor a merging section (step S19: N), the process ends. If the second lane Ln2 is a lane narrowing section or a merging section (step S19: Y), the process proceeds to step S20. In step S20, the lane change possibility determination unit 21 increases the lane change possibility value by "1". Then, the process ends.

[0043] 4 , in step S4, the operation determination unit 22 sets a lateral position threshold py_th, a lateral speed threshold vy_th, and a lateral acceleration threshold ay_th based on the possibility of changing lanes. In step S5, the surrounding environment recognition unit 20 detects the lateral position py, the lateral speed vy, and the lateral acceleration ay of the first other vehicle 30.

[0044] In step S6, the operation determination unit 22 predicts whether the first other vehicle 30 will change lanes to the first lane Ln1 based on the comparison results of the lateral position py, lateral velocity vy, and lateral acceleration ay of the first other vehicle 30 with the lateral position threshold py_th, lateral velocity threshold vy_th, and lateral acceleration threshold ay_th. If it is not predicted that the first other vehicle 30 will change lanes, for example, if it is predicted that the first other vehicle 30 will not change lanes (step S6: N), the processing ends. If it is predicted that the first other vehicle 30 will change lanes (step S6: Y), the processing proceeds to step S7.

[0045] In step S7, the action determination unit 22 determines whether or not there is a third lane Ln3 adjacent to the first lane Ln1 on the opposite side of the second lane Ln2, into which the host vehicle 1 can escape. If there is no third lane Ln3 (step S7: N), the process proceeds to step S9. If there is a third lane Ln3 (step S7: Y), the process proceeds to step S8. In step S8, the action determination unit 22 determines, as the avoidance action, one of the following: changing the host vehicle 1 to the third lane Ln3, decelerating the host vehicle 1, increasing the distance between the host vehicle 1 and the leading vehicle 32 or the distance between the host vehicle 1 and the following vehicle 33, or moving the lateral position of the host vehicle 1 away from the first other vehicle 30 while maintaining the host vehicle 1 traveling in the first lane Ln1. The vehicle motion control unit 23 controls the steering actuator 17a, the accelerator actuator 17b, and the brake actuator 17c to realize the avoidance action of the host vehicle 1 determined by the action determination unit 22. The processing then ends. In step S9, the action determination unit 22 determines, as the avoidance action, one of the following: decelerating the host vehicle 1; increasing the distance between the host vehicle 1 and the leading vehicle 32 or the distance between the host vehicle 1 and the following vehicle 33; or moving the lateral position of the host vehicle 1 away from the first other vehicle 30 while maintaining the host vehicle 1 traveling in the first lane Ln1. The vehicle motion control unit 23 controls the steering actuator 17a, the accelerator actuator 17b, and the brake actuator 17c to realize the avoidance action of the host vehicle 1 determined by the action determination unit 22. The processing then ends.

[0046] (Effects of the embodiment) (1) In the driving assistance method of the embodiment, a lane change possibility, which is the possibility that the first other vehicle will change lanes to the first lane, is calculated based on at least one of the driving state of the first other vehicle traveling in the second lane adjacent to the first lane in which the host vehicle is traveling, the situation of vehicles surrounding the first other vehicle, or the road structure, and based on the lane change possibility, it is predicted whether the first other vehicle will change lanes to the first lane.If it is predicted that the first other vehicle will change lanes to the first lane, the first other vehicle is prevented from approaching the host vehicle. The driving state of the first other vehicle includes a state in which the first other vehicle is driving close to the first lane, the conditions of the vehicles around the first other vehicle include at least one of a state in which there is traffic congestion ahead of the first other vehicle, a state in which a second other vehicle driving ahead of the first other vehicle is decelerating, or a state in which a parked vehicle is present ahead of the first other vehicle, and the road structure includes at least one of a road structure in which the second lane is a lane narrowing section or a road structure in which the second lane is a merging section. This makes it possible to predict whether the first other vehicle driving in the second lane will change lanes based on the conditions of the second lane adjacent to the first lane in which the host vehicle is driving. As a result, it is possible to improve the accuracy of prediction of whether the first other vehicle will change lanes into the first lane.

[0047] (2) The lane change possibility may be calculated based on all of the driving state of the first other vehicle, the status of vehicles surrounding the first other vehicle, and the road structure, thereby making it possible to more accurately predict the possibility that the first other vehicle will change lanes into the first lane.

[0048] (3) The vehicle state of the first other vehicle may be detected, a determination threshold for the vehicle state may be set according to the likelihood of a lane change, and whether the first other vehicle will change lanes to the first lane may be predicted based on the result of comparing the vehicle state with the determination threshold. This allows the lane change likelihood calculated based on the situation of the second lane to be reflected in the prediction of whether the first other vehicle will change lanes to the first lane. As a result, the accuracy of the prediction of whether the first other vehicle will change lanes to the first lane can be improved.

[0049] (4) When it is predicted that the first other vehicle will change lanes into the first lane and there is an adjacent lane adjacent to the first lane on the opposite side of the second lane, the host vehicle may change lanes into the adjacent lane to avoid the first other vehicle from approaching the host vehicle. Furthermore, when it is predicted that the first other vehicle will change lanes into the first lane, the host vehicle may be prevented from approaching the first other vehicle by slowing down the host vehicle, increasing the distance between the host vehicle and the preceding vehicle or the following vehicle, or moving the host vehicle lateral away from the first other vehicle while maintaining travel in the first lane. This allows the host vehicle to select the optimal avoidance behavior for avoiding the approach of the first other vehicle.

[0050] (5) Depending on the likelihood of a lane change, the degree of deceleration of the host vehicle, the degree of increase in the distance between the host vehicle and the preceding vehicle or the following vehicle, or the degree of distance to the lateral position of the host vehicle within the first lane may be set. This allows the magnitude of the vehicle behavior to avoid the approach of the first other vehicle to be adjusted depending on the likelihood of the first other vehicle changing lanes.

[0051] All examples and conditional terms described herein are intended for educational purposes to aid the reader in understanding the present invention and the concepts provided by the inventor for the advancement of technology, and should be construed without limitation to the specifically described examples and conditions above, and the configuration of examples herein for illustrating the advantages and disadvantages of the present invention. Although the embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions, and alterations can be made thereto without departing from the spirit and scope of the present invention.

[0052] 1...Own vehicle, 10...driving assistance device, 11...external sensor, 12...vehicle sensor, 13...positioning device, 14...map database, 17a...steering actuator, 17b...accelerator actuator, 17c...brake actuator, 18...controller, 18a...processor, 18b...storage device, 20...surrounding environment recognition unit, 21...lane change possibility determination unit, 22...operation determination unit, 23...vehicle motion control unit

Claims

1. Calculate the possibility that a first other vehicle traveling in a second lane adjacent to a first lane in which the host vehicle is traveling, based on at least one of the traveling state of the first other vehicle, the status of vehicles surrounding the first other vehicle, or a road structure; predict whether the first other vehicle will change lanes to the first lane based on the possibility; and avoid the first other vehicle from approaching the host vehicle when it is predicted that the first other vehicle will change lanes to the first lane; the traveling state of the first other vehicle includes a state in which the first other vehicle is traveling close to the first lane; the status of vehicles surrounding the first other vehicle includes at least one of a state in which there is traffic congestion ahead of the first other vehicle, a state in which a second other vehicle traveling in front of the first other vehicle is decelerating, or a state in which a parked vehicle is present in front of the first other vehicle; and the road structure includes at least one of a road structure in which the second lane is a lane narrowing section or a road structure in which the second lane is a merging section. A driving assistance method comprising:

2. A driving assistance method according to claim 1, characterized in that the possibility is calculated based on all of the driving state of the first other vehicle, the conditions of vehicles surrounding the first other vehicle, and the road structure.

3. A driving assistance method as described in claim 1 or 2, characterized in that it detects the vehicle state of the first other vehicle, sets a judgment threshold for the vehicle state according to the possibility, and predicts whether the first other vehicle will change lanes to the first lane based on the result of comparing the vehicle state with the judgment threshold.

4. A driving assistance method as described in any one of claims 1 to 3, characterized in that, when it is predicted that the first other vehicle will change lanes into the first lane and there is an adjacent lane adjacent to the first lane on the opposite side of the second lane, the first other vehicle is prevented from approaching the own vehicle by changing lanes into the adjacent lane.

5. A driving assistance method as described in any one of claims 1 to 3, characterized in that, when it is predicted that the first other vehicle will change lanes into the first lane, the method prevents the first other vehicle from approaching the host vehicle by slowing down the host vehicle, increasing the gap between the host vehicle and a preceding vehicle or a following vehicle, or moving the host vehicle lateral away from the first other vehicle while maintaining travel in the first lane.

6. The driving assistance method described in claim 5, characterized in that the degree of deceleration of the vehicle, the degree to which the distance between the vehicle and the preceding vehicle or the following vehicle is increased, or the degree to which the lateral position of the vehicle is moved away within the first lane is set depending on the level of the possibility.

7. A controller that executes the following processes: a process of calculating the possibility that a first other vehicle traveling in a second lane adjacent to a first lane in which the host vehicle is traveling, based on at least one of the traveling state of the first other vehicle, the state of vehicles surrounding the first other vehicle, or a road structure; a process of predicting whether the first other vehicle will change lanes to the first lane based on the possibility; and control to avoid the first other vehicle approaching the host vehicle when it is predicted that the first other vehicle will change lanes to the first lane; the traveling state of the first other vehicle includes a state in which the first other vehicle is traveling close to the first lane; the state of vehicles surrounding the first other vehicle includes at least one of a state in which there is traffic congestion ahead of the first other vehicle, a state in which a second other vehicle traveling in front of the first other vehicle is decelerating, or a state in which a parked vehicle exists ahead of the first other vehicle; and the road structure includes a road structure in which the second lane is a lane narrowing section, or a road structure in which the second lane is a merging section. A driving assistance device characterized by:

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