Driving control method and driving control device

Abstract

When it is determined that a first region ZR in which traveling is not recommended exists adjacent to a travel region RL1 in a scene in which an obstacle PV that prevents an own vehicle V1 from traveling in the travel region RL1 is detected, a first shift amount G1 along a road width direction in which the own vehicle V1 protrudes into the first region ZR from the travel region RL1 in order to avoid the obstacle PV is set so as to be of a smaller value than that of a second shift amount G2 along a road width direction in which the own vehicle V1 protrudes into a second region XR, which is an adjacent lane in which the own vehicle V1 can travel from the travel region RL1 in order to avoid a virtual obstacle in the travel region RL1 in which the own vehicle V1 travels, an avoidance route R2a for causing the own vehicle V1 to avoid the obstacle PV is calculated on the basis of the first shift amount G1, and autonomous driving control is executed for causing the own vehicle V1 to drive along a target route R1 that includes the avoidance route R2a.

Description

Driving control method and driving control device 【0001】 Relates to an autonomous driving control method and a driving control device. 【0002】 There is a known technique of displaying the lane lines of an adjacent lane where lane change is possible and not displaying the lane lines of an adjacent lane where lane change is impossible with a specific area such as a导流带 (diversion strip) sandwiched in between. 【0003】 Japanese Patent Application Laid-Open No. 2020-163901 【0004】 Since the prior art prohibits entry into a specific area such as a diversion strip, it is not possible to continue driving in the specific area. 【0005】 The problem to be solved by the present invention is to provide a driving control method and a driving control device that continue autonomous driving control in a specific area such as a diversion strip. 【0006】 According to the present invention, when the driving of the host vehicle is hindered by an obstacle in the driving area and a first area where driving is not recommended exists adjacent to the driving area, the first shift amount by which the host vehicle protrudes from the driving area to the first area to avoid the obstacle is set to be smaller than the second shift amount by which the host vehicle protrudes from the driving area to the second area, which is an adjacent lane, to avoid a virtual obstacle in the driving area where the host vehicle is driving, and the host vehicle is driven along an avoidance path based on the first shift amount to solve the above problem. 【0007】 According to the present invention, autonomous driving control can be continued in a specific area such as a diversion strip. 【0008】 FIG. 1 is a block diagram showing the hardware configuration of a driving control system. FIG. 2 is a flowchart for explaining the driving control process. FIGS. 3(a) and (b) are diagrams showing scenes where driving control is executed. 【0009】Figure 1 shows the hardware configuration of a driving control system 100 equipped with a driving control device 1 according to this embodiment. This driving control method is implemented using the hardware of the driving control system 100, including the processor 10 of the driving control device 1 which controls the driving of the vehicle. The vehicle is the vehicle to be controlled by the driving control device 1. The driving control system 100 includes one or more sensors 2, a vehicle information acquisition device 3, a region recognition device 4, a navigation device 5, and a vehicle controller 200. The processor 10 of the driving control device 1 and these devices are connected via a communication device 30 such as a CAN (Controller Area Network) or other in-vehicle LAN, and they exchange information and cooperate with each other. These devices may be mounted on the vehicle, or they may be brought into the vehicle as portable devices and connected to an in-vehicle device. 【0010】 Multiple sensors 2 are provided on the vehicle, forming a sensor group that works in conjunction with each other. Sensor 2 includes one or more cameras 21 positioned on the vehicle. One or more cameras 21 image the area around the vehicle in all directions. Cameras 21 include image sensors equipped with image sensors such as CCDs, ultrasonic cameras, and infrared cameras. Cameras 21 include at least a front camera that images the area in front of the vehicle, a rear camera that images the area behind or to the rear side of the vehicle, and left and right side cameras that image the left and right sides, the front and rear of the left and right sides of the vehicle. The configuration of the cameras 21 is not limited as long as they can image the area in all directions of the vehicle. A single camera 21 mounted on a base with a rotating mechanism may be used, or it may be used in combination with one or more other cameras 21. Sensor 2 includes a radar device 22 that detects (measures distances to) the presence, position, and position changes of objects around the vehicle. The radar device 22 is a device that measures the distance and direction to an object by emitting electromagnetic waves toward the object and measuring the reflected waves. The radar system 22 includes a laser radar, a millimeter-wave radar (LRF), a LiDAR (light detection and ranging) unit, an ultrasonic radar, and sonar. Sensor 2 also includes a GPS (Global Positioning System) unit, a gyro sensor, and a vehicle speed sensor, and detects the vehicle's position at various points in time. 【0011】 Sensor 2 detects the driving area on the driving lane where the vehicle is traveling. Sensor 2 detects the drivable area of ​​the driving lane as the driving area. The drivable area may be recognized based on the position of a pair of lane marks extracted from the image captured by camera 21. Sensor 2 may also recognize the drivable area based on position information pre-stored in map information 51. Sensor 2 detects the presence and location of obstacles in and around the driving area. Sensor 2 acquires information necessary to perform evasive driving control to autonomously avoid obstacles. Sensor 2 detects the presence or absence of objects, including other vehicles, around the vehicle, the distance to the object, the relative speed of the object, and the relative acceleration. Sensor 2 detects other vehicles traveling in front of, behind, and to the left and right sides (oncoming lane, adjacent lane, and adjacent adjacent lane) of the vehicle. Each sensor 2 can also acquire information from in-vehicle devices and external devices according to its respective function. Each sensor 2 sends the acquired detection information to the vehicle information acquisition device 3, the area recognition device 4, or the processor 10 in response to a request or command. The processor 10 may acquire detection information directly from the camera 21 and radar device 22, or it may acquire detection information via the vehicle information acquisition device 3 and the area recognition device 4. 【0012】 The vehicle information acquisition device 3 calculates the vehicle's current position, attitude, speed, acceleration, behavior, and direction of travel based on the detection information acquired from the sensor 2, and provides this information to the processor 10. 【0013】The area recognition device 4 recognizes, based on detection information and / or map information 51 acquired from the sensor 2, the driving area on the driving lane of the target route to the destination the vehicle is traveling to, the first and second areas adjacent to the driving area, and the avoidance area where obstacles that the vehicle should avoid exist. The "first area" is an area where vehicle travel is not recommended. Travel in the first area is not recommended, but is not prohibited. The first area includes areas where vehicle entry and travel are generally restricted, but travel is permitted only when travel is hindered by obstacles, etc. Driving in the first area does not violate traffic regulations. The first area is defined based on the road traffic laws and regulations of each country or region. The first area includes flow zones (zebra zones, channelization zones), which are parts of the road where vehicles are restricted from traveling in order to guide vehicle traffic safely and smoothly. A "traffic guide zone" is established to regulate traffic flow on roads with excessively wide intersections, irregularly shaped intersections (where the intersection configuration is other than two roads intersecting perpendicularly), complex intersections, and roads with a reduced number of lanes. Traffic guide zones are established by public authorities in each country or region. The existence and location of a traffic guide zone are recognized by lane markings, road signs, and roadside markers displayed on the road surface. A traffic guide zone is an area on the road surface where a striped pattern (also called a zebra pattern) is displayed. The area recognition device 4 recognizes an area where a zebra pattern is displayed as a traffic guide zone based on the image captured by the camera 21. The area recognition device 4 refers to map information 51 and recognizes the traffic guide zone based on the location information of the traffic guide zone stored in the map information 51. 【0014】The "Second Zone" is a different zone from the "First Zone." The "Second Zone" is a zone where vehicle travel is recommended. In particular, the "Second Zone" is a zone where vehicle travel is recommended when travel in the First Zone is obstructed by an obstacle. Specifically, the "Second Zone" is a drivable zone on an adjacent lane that is adjacent to the lane in which the vehicle is traveling and shares the same direction of travel. The vehicle can move from its lane and travel in the Second Zone on the adjacent lane. The vehicle can enter the Second Zone to avoid an obstacle in the lane. The vehicle can move part of its body into the Second Zone and travel across the boundary between the lane and the Second Zone. The vehicle can move its entire body into the Second Zone, that is, change lanes and travel in the adjacent lane that includes the Second Zone. 【0015】 The "avoidance area" includes the area where obstacles are located. The area recognition device 4 detects the presence of obstacles based on the image captured by the camera 21 and recognizes the avoidance area based on the location of the obstacles. Obstacles are objects that obstruct the movement of the vehicle. Obstacles include one or more of the following: parked vehicles, construction sites, maintenance sites, damaged areas of the road surface, and areas where objects have fallen on the road. The area recognition device 4 refers to predefined obstacle feature information and performs pattern matching with the detection features extracted from the image captured by the camera 21 to recognize the presence and location of obstacles. Feature information for construction areas, etc., can be defined as one or more image features from among signs and lamps indicating that construction or maintenance is underway, lane change guidance signs, pylons as safety equipment, and traffic controllers. The avoidance area may be an area with a margin added to the area occupied by the obstacle. The margin may be set according to the attributes of the obstacle. The margin may also be set in advance based on the size and driving performance of the vehicle. 【0016】The navigation device 5 refers to map information 51 and calculates a target route from the vehicle's current position to a set destination. The map information 51 can be a high-definition map used for autonomous driving. The map information 51 includes lane identification information, first area identification information, and second area (drivable lanes) identification information. The map information 51 may be stored in the navigation device 5's storage device, ROM 12 or RAM 13, or in an on-board storage device, or it may be stored on an external server accessible to the processor 10 via the communication device 30. The calculated target route includes identification information for the driving lane the vehicle will travel in. The lane identification information of the target route calculated by the navigation device 5 is provided to the vehicle controller 200 and used for autonomous driving control. The processor 10 recognizes the driving lane of the target route that the vehicle will autonomously move along. The processor 10 recognizes the driving area on the driving lane the vehicle is traveling in. The longitudinal position of the driving area (position along the direction of travel) is recognized based on the distance from the vehicle or the time to reach the area based on the vehicle speed, and the lateral position of the driving area (position along the road width direction, the same applies hereinafter) is recognized based on boundaries such as lane marks that define the driving lane. The target route is calculated so that it is included within the driving area of ​​the driving lane. The processor 10 drives the vehicle so that it is positioned within the driving area. If the vehicle's movement within the driving area on the driving lane is obstructed by an obstacle, the processor 10 generates an avoidance route to avoid the obstacle and replaces a portion of the target route with the avoidance route. To avoid an obstacle that exists in the driving area and obstructs the vehicle's movement, it is necessary to go beyond the original driving area. The processor 10 expands the driving area as needed, and calculates the avoidance route contained within the expanded driving area, with the outer extent of the expanded driving area being the maximum range. The avoidance route includes points outside the driving area used to calculate the target route in a portion of the target route to the destination. For example, an avoidance route includes an avoidance preparation completion position set on the upstream side of the avoidance area and an avoidance completion position set on the downstream side of the avoidance area. The avoidance preparation completion position is the position where the vehicle has completed changing its lateral position along the road width in order to avoid the obstacle.The avoidance preparation end position is defined by a lateral position from which the vehicle can proceed straight without interfering with the obstacle. The avoidance end position is the point from which the vehicle can pass the side of the avoidance area where the obstacle is located and return to its original lane. The avoidance end position is the position from which the vehicle can move laterally towards the original lane (movement involving a change in lateral position along the road width) without interfering with the obstacle. The avoidance end position is located ahead of the end of the avoidance area on the direction of travel side. The avoidance path is the path from which the vehicle deviates from the target path upstream of the obstacle, passes the side of the obstacle through the driving lane and / or adjacent area, overtakes the obstacle, and returns to the target path. The end of the avoidance path is connected to the target path. After passing the avoidance path, the vehicle will be traveling on the target path to its destination. 【0017】The driving control system 100 has a vehicle controller 200. The vehicle controller 200 includes a steering control device 210, a drive control device 220, and a braking control device 230. The vehicle controller 200 acquires command values ​​for autonomous driving control according to the driving plan formulated by the processor 10 of the driving control device 1, and causes the vehicle to travel along the route to the destination. The target route consists of a plurality of consecutive target trajectories to which command values ​​are associated. The target trajectories include trajectories for evasive driving. Command values ​​for driving control are generated by the vehicle controller 200 or the processor 10. The command values ​​are vehicle control command values ​​for the vehicle to travel along the target trajectories. The command values ​​include a set speed when the vehicle is driven, and the vehicle controller 200 drives the vehicle according to the set speed. Based on the command values, the vehicle controller 200 inputs longitudinal and lateral forces to control the vehicle's position to the drive control device 220, the braking control device 230, and the steering control device 210. Based on these inputs, the behavior of the vehicle body and wheels is controlled so that the vehicle autonomously travels along the route to its destination. Based on these controls, at least one of the drive actuators of the vehicle body's drive mechanism controlled by the drive control device 220 and the brake actuators controlled by the brake control device 230, along with the steering actuator of the steering control device 210 which is activated as needed, operate autonomously to perform autonomous driving control that allows the vehicle to autonomously travel along the target route. The vehicle controller 200 will also stop autonomous driving and hand over control to the driver in response to predetermined operational interventions by the driver, even during autonomous driving. The vehicle controller 200 will execute driving according to command values ​​based on the driver's manual operations input via the input / output device 20. The brake control device 230 and the drive control device 220 work together. 【0018】The driving control device 1 of the driving control system 100 comprises a processor 10, an input / output device 20, and a communication device 30. The processor 10 of the driving control device 1 executes a driving control method to control the driving of the vehicle. The input / output device 20 receives driving operation input from the occupants and informs the occupants of the control content of the driving control device 1. The steering, brakes, accelerator, parking brake, and turn signals, which are input / output devices 20, receive input from the occupants. The display, speaker, and lamps, which are input / output devices 20, output the control content of the driving control device 1. The communication device 30 performs mutual information exchange between the devices of the driving control system 100 and information exchange between the driving control system 100 and external devices. 【0019】 The processor 10 controls the autonomous driving of the vehicle. As one aspect of autonomous driving control, the processor 10 autonomously performs evasive driving to avoid obstacles. The processor 10 includes a ROM (Read Only Memory) 12 that stores a program for controlling autonomous driving, including autonomous evasive driving and lane changes, a CPU (Central Processing Unit) 11 that executes the program stored in the ROM 12, and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 implements the driving control method using the hardware of the driving control system 100. 【0020】 The processor 10 executes each function by having software and the hardware shown in Figure 1 work together to realize a driving control function that allows the vehicle to autonomously drive along a route to its destination, and an evasive driving control function that moves the vehicle from its current lane to a first or second area. The evasive driving control that moves the vehicle to the second area includes lane change control. 【0021】The processor 10 performs autonomous evasive driving control to avoid obstacles in the driving area of ​​a driving lane by moving part or all of the vehicle from the driving area to an adjacent first area (extending the lane), overtaking the obstacle, and returning to the driving area. The first area is an area where vehicle travel is not recommended. The first area adjacent to the driving area of ​​a driving lane is an area where travel is permitted only when an obstacle in the driving area prevents continued travel in the driving area. The second area is an area where vehicle travel is recommended. The second area adjacent to the driving lane is an area belonging to an adjacent lane that shares the same direction of travel as the driving lane and into which the vehicle can change lanes from the driving lane. The evasive driving function of the processor 10 refers to the lane information in the map information 51 based on the current position of the vehicle, identifies the driving lane that follows the target route, and identifies the driving area on the driving lane in which the vehicle will travel. If an obstacle that obstructs the vehicle's travel is present in the driving area, the processor 10 sets an evasive area based on the area in which this obstacle is located. The processor 10 moves its vehicle laterally (in the road width direction) so that part or all of the vehicle body temporarily enters an adjacent area (first area or second area) from the driving area of ​​the driving lane in order to avoid the avoidance area, and after overtaking the avoidance area where the obstacle is located, it returns the lateral position of its vehicle to the driving lane to complete the avoidance operation. 【0022】 Based on the flowchart in Figure 2, the process of driving control including evasive driving in this embodiment will be explained. The processor 10 executes driving control to allow the vehicle to autonomously drive in the driving lane of the target route to the destination. During autonomous driving control, if there is an obstacle in the driving area of ​​the driving lane that obstructs the vehicle's movement, the processor 10 executes driving control including evasive driving in this embodiment. 【0023】The processor 10 acquires detection information from the sensor 2 at predetermined intervals (S1). The detection information includes detection information based on imaging information from the camera 21 and detection information based on observation information from the radar device 22. The processor 10 acquires vehicle information, including the current position, direction of travel, and speed of the vehicle, from the vehicle information acquisition device 3 at predetermined intervals (S2). The processor 10 acquires surrounding information of the vehicle traveling along the target route at predetermined intervals by referring to the detection information from the sensor 2 or map information 51 (S3). The surrounding information includes information for identifying the driving lane and driving area of ​​the vehicle's target route. The surrounding information includes information for recognizing a first area such as a traffic guide zone. The surrounding information includes the position, speed, and state of obstacles (including other vehicles). The processor 10 recognizes a first driving area in front of the driving lane on which the vehicle is traveling along the target route (S4). The information obtained in S1-S4 is used for identifying target scenes in which evasive driving is performed and for autonomous driving control processing. 【0024】Figures 3(a) and 3(b) show examples of scenarios in which the avoidance control of this embodiment is performed. The vehicle V1 travels along the target path R1 within the driving area RL1 of the driving lane L1. The target path R1 is calculated when the destination is input and is the ideal and most efficient path in which it is not assumed that the vehicle will be hindered by obstacles or the like. The first driving area RL1 is the area through which the target path R1 passes. The width of the first driving area RL1 corresponds to the width of a pair of lanes that define the driving lane L1, and the length of the first driving area RL1 may be defined by two adjacent nodes in the map information 51, or it may be defined according to the speed of the vehicle V1, the performance of the sensor 2, and the gaze point of the sensor 2. Figure 3 schematically shows the area around the vehicle V1. The configuration of the first driving area RL1 is not limited to that shown in Figure 3. In this embodiment, the area where the vehicle V1 is to travel, as recognized before a parked vehicle PV (also called an obstacle PV) that would obstruct the vehicle's movement is detected, is defined as the first travel area RL1. The areas where a parked vehicle PV obstructing the vehicle V1's movement exists and which are expanded to calculate an avoidance route to avoid the parked vehicle PV are defined as the second travel areas RL2a, RL2a', and RL2b. Each of the second travel areas RL2a, RL2a', and RL2b may also be collectively referred to as the second travel area RL2. The first travel area RL1 and the second travel areas RL2a, RL2a', and RL2b may also be collectively referred to as the "travel area". 【0025】The processor 10 determines whether or not an obstacle PV exists in the first driving area RL1 on which the vehicle V1 is traveling (S5). In the example shown in Figures 3(a) and 3(b), a parked vehicle PV exists in the first driving area RL1 ahead of the vehicle V1 on the driving lane L1 (driving direction, -y direction in the figure). If a parked vehicle PV exists as an obstacle in the first driving area RL1 (YES in S5), the processor 10 determines whether or not the vehicle V1's travel in the first driving area RL1 is obstructed by the detected parked vehicle PV (S7). The method is not limited, but the processor 10 determines that the vehicle V1's travel in the first driving area RL1 is obstructed by the parked vehicle PV if the distance B in the road width direction (see Figures 3(a) and 3(b)) between the parked vehicle PV and the boundary between the parked vehicle PV and the first driving area RL1 (the boundary opposite to the direction in which the parked vehicle PV exists) is shorter than the vehicle width of the vehicle V1. The vehicle specifications information of the vehicle V1, including its width, is stored in advance in the ROM 12 or the like. The boundary of the first driving area RL1 may be obtained from map information 51 or determined from the image captured by camera 21. The position of the lane mark M of the driving lane L1 may be used as the position of the boundary of the first driving area RL1. The processor 10 may use the detection information from sensor 2 to set an avoidance area RO with a margin added to the location of the parked vehicle PV, and perform the above determination using the avoidance area RO as the location of the obstacle such as the parked vehicle PV. 【0026】As shown in Figures 3(a) and 3(b), a parked vehicle PV is present in the first driving area RL1, preventing the vehicle V1 from passing through the first driving area RL1. Figure 3(a) shows a scenario in which the first driving area ZR, which is not recommended for vehicle travel, is adjacent to the first driving area RL1. As shown in Figure 3(a), the lane L2 adjacent to the vehicle V1 has the first driving area ZR, which is not recommended for vehicle travel, adjacent to the first driving area RL1. In front of the vehicle V1, the lane mark M in Figure 3(a) switches to the boundary of the first driving area ZR, and the processor 10 recognizes that the area adjacent to the first driving area RL1 is the first driving area ZR, which is not recommended for vehicle travel. If the vehicle V1 can travel in the driving lane L1, the processor 10 prevents the vehicle V1 from entering the first driving area ZR. Figure 3(b) shows a scenario in which the first driving area RL1 does not have an adjacent first area ZR, but the second area XR of the adjacent lane L2, which is drivable, is adjacent to the first driving area RL1. As shown in Figure 3(b), the adjacent lane L2 in front of the vehicle V1 has a second area XR adjacent to the first driving area RL1, where vehicle travel is recommended (drivable). The second area XR of the adjacent lane L2 shares the same direction of travel (Y direction in the figure) as the driving lane L1. The processor 10 recognizes that the adjacent area is the second area XR, where vehicle travel is recommended and lane changes are permitted. The vehicle V1 can freely travel in either the driving lane L1 or the adjacent lane L2. In Figures 3(a) and 3(b), the driving lane L1 and the adjacent lane L2, which share the same direction of travel, are located next to each other with a lane mark M in between. The lane mark M is permitted to be crossed by the vehicle. The driving lane L1 and the adjacent lane L2, as well as the opposing lane LX, which is traveling in the opposite direction, are separated by a center line CL. The center line CL is positioned between lanes traveling in different directions, and vehicles are prohibited from crossing it. 【0027】Returning to S5 in Figure 2, if there is no obstacle PV in the first driving area RL1 (NO in S5), the processor 10 directs the vehicle V1 to drive through the first driving area RL1 according to the target route R1 to the destination (S6). Also, even if there is an obstacle PV in the first driving area RL1, if the vehicle V1's movement through the first driving area RL1 is not obstructed by the parked vehicle PV (NO in S7), the processor 10 directs the vehicle V1 to drive through the first driving area RL1 according to the target route R1 to the destination (S6). In such a situation, the processor 10 does not allow the vehicle V1 to enter the first area ZR, which is not recommended for driving. 【0028】 If it is determined that an obstacle PV is present in the first driving area RL1 that would obstruct the movement of the vehicle V1, that is, if it is determined that the movement of the vehicle V1 in the first driving area RL1 is obstructed by the obstacle PV (YES in S7), then it is determined whether or not the first area ZR is adjacent to the first driving area RL1 (S8). In this example, the first area ZR is a traffic guide zone where vehicle movement is restricted in order to maintain safe and smooth traffic. The road surface area of ​​the traffic guide zone as the first area ZR shown in Figure 3(a) is marked with stripes. The first area ZR shown in Figure 3(a) is formed along the lane, but its shape is not necessarily rectangular. 【0029】 In the target scenario, where the first driving area RL1, whose movement is obstructed by a parked vehicle PV, is adjacent to the first driving area ZR, it can be said that the vehicle V1 is traveling in a single-lane driving lane L1, and that driving lane L1 is blocked by the parked vehicle PV. In the target scenario, the parked vehicle PV is on one side of driving lane L1 (left side in Figure 3(a)), and the first driving area ZR is on the other side (right side in Figure 3(a)). Since it is not recommended for vehicles to travel through the first driving area ZR, generally, the planning of a driving route that involves the vehicle entering the first driving area ZR is suppressed, and autonomous driving control is stopped at this point. In contrast, this embodiment widens the first driving area RL1 toward the first driving area ZR, calculates avoidance routes R2a and R2b within the widened second driving areas RL2a and RL2b, avoids the parked vehicle PV, and continues autonomous driving. 【0030】If the first driving area ZR is adjacent to the first driving area RL1 where driving is obstructed by a parked vehicle PV (YES in S8), the processor 10 sets a first shift amount G1 based on the amount by which the vehicle V1 protrudes from the first driving area RL1 into the first area ZR in order to avoid the parked vehicle PV (S9). The first shift amount G1 is the maximum distance from the position X0 of the lane mark M, which is the boundary between the first driving area RL1 and the first area ZR, to the position W1 where the vehicle V1 protrudes into the first area ZR in the road width direction (X direction in Figure 3) in order to avoid the parked vehicle PV. In other words, it is the maximum width in the road width direction (X direction in Figure 3) into the first area ZR by the vehicle V1 in order to avoid the parked vehicle PV. The first shift amount G1 may be defined as the maximum distance between the side position W1 of the vehicle V1' when the vehicle V1 passes the side of the parked vehicle PV, and the position X0 of the lane mark M, which is the boundary between the first driving area RL1 and the first area ZR. In this example, the maximum overhang distance and the first shift amount G1 are set to the same value, but in reality, the first shift amount G1 may be defined as the overhang distance plus a margin. The first shift amount G1 is the amount by which the vehicle V1 overhangs into the first area ZR necessary to avoid the obstacle PV. 【0031】Two methods for setting the first shift amount G1 are described below. The first method sets the first shift amount G1 based on the position of the vehicle to avoid the obstacle PV, which is calculated using sensor 2. Specifically, the processor 10 calculates the amount of overhang from the lane mark M, which is the boundary between the first driving area RL1 and the first area ZR, to the position W1 where the vehicle V1 actually overhangs. The processor 10 recognizes the position X0 in the vehicle width direction of the lane mark M on the first area ZR side of the driving lane L1 using detection information from sensor 2 or map information 51. The processor 10 measures the position of the parked vehicle PV based on the detection information from sensor 2, predicts the position of the vehicle V1 to avoid the parked vehicle PV, and calculates the amount of overhang from the lane mark M, which is the boundary between the first driving lane L1 and the first area ZR, to the position W1 that is furthest from the lane mark M on the side of the vehicle V1. The processor 10 sets the distance from position X0 in the road width direction of lane mark M to position W1 as the first shift amount G1. The processor 10 may also set the value of the vehicle V1 overhang plus the clearance amount as the first shift amount G1. The processor 10 sets position W1 of the first shift amount G1 as the upper limit boundary that allows the vehicle V1 to overhang into the first region ZR, and expands the first driving region RL1 within the driving lane L1 by adding the area from lane mark M to position W1 in the first region ZR, setting it as a new second driving region RL2a. The processor 10 calculates an avoidance path R2a to avoid obstacle PV using the range of the new second driving region RL2a. The avoidance path R2a is calculated using the area of ​​the second driving region RL2a excluding the avoidance region RO where obstacle PV exists. The range in which the avoidance path R2a can be calculated is expanded from the first driving area RL1 to the second driving area RL2a, but this expansion is limited to the minimum range necessary for the vehicle V1 to avoid the obstacle PV. Similarly, the change in the lateral position of the avoidance path R2a relative to the target path R1 (corresponding to S1 in the figure) is also limited to the minimum range.This allows the vehicle to perform evasive maneuvers along an evasive path R2a based on the minimum necessary first shift amount G1 corresponding to the amount of overhang of the vehicle V1 from the first driving area RL1 to the position W1 where it actually overhangs into the first area ZR, when avoiding a parked vehicle PV. In other words, evasive maneuvers can be performed in a way that minimizes the amount of entry into the first area ZR, where driving is not recommended. 【0032】As a second method, the first shift amount G1a is set based on the position of the boundary of the first region ZR stored in the map information 51. The map information 51 stores boundaries X0 and X2 as the boundaries of the first region ZR, based on the positions of the lane mark M that defines the adjacent lane L2 and the center line CL. Furthermore, the map information 51 of this embodiment stores boundary X1 located midway between the positions of the lane mark M that defines the adjacent lane L2 and the center line CL as the boundary of the first region ZR. Although not shown, the road width direction of boundaries X0 and X2 may be divided into n parts, and (n-1) boundaries Xn may be set between boundary X0 and boundary X2 and stored in the map information 51. The processor 10 calculates the amount of overshoot from the first driving region RL1 to the position W1 where the vehicle V1 overshoots the first region ZR, assuming a scenario in which the vehicle V1 actually avoids the obstacle PV. The processor 10 refers to the map information 51 and references one or more boundaries X0, X1, and X2 of the first region ZR stored in the map information 51 in order of proximity to the lateral position X0, X1, X2 from the first driving region RL1 (in the order of boundaries X0, X1, X2). In this example, since each boundary X0, X1, and X2 is indicated by its lateral position X0, X1, and X2, the symbols of each boundary and each lateral position are made common. The processor 10 selects one of the boundaries X0, X1, or X2 that is closest to the position W1 of the overhang amount and furthest from the driving region RL1 (located on the first region ZR or the opposing lane LX side). In this example, the processor 10 selects boundary X1 that is closest to the position W1 of the first shift amount G1a and furthest from the first driving region RL1 than the overhang position W1 of the vehicle V1 (located on the first region ZR or the opposing lane LX side). Vehicle V1, having entered the first region ZR, is positioned on the side of the driving lane L1 relative to the selected boundary X1. The processor 10 sets boundary X1 based on the first shift amount G1a as the upper limit boundary that allows vehicle V1 to enter the first region ZR, and extends the width of the first driving region RL1 in the road width direction (X direction in the figure) to boundary X1, setting it as a new second driving region RL2a'. 【0033】When avoiding a parked vehicle PV, the processor 10, in accordance with the actual amount of overshoot from the first driving area RL1 to the first area ZR of the driving lane L1, sequentially refers to the boundaries closest to the first driving area RL1 or lane mark M, and selects the boundary X1 that is closest to the amount of overshoot and is further away from the driving area RL1 than the position W1 where the vehicle V1 overshoots into the first area ZR (towards the center line CL), that is, the boundary X1 that encompasses the area where the vehicle V1 is located. The processor 10 sets the first shift amount G1a based on the position of the selected boundary X1. The processor 10 may use the selected boundary X1 as the first shift amount G1a. Alternatively, it may use the position of the selected boundary X1 with a predetermined margin added to it as the first shift amount G1a. The processor 10 sets the second driving area RL2a' by extending the range of the first driving area RL1 in the road width direction (X in the figure) to the lateral position of boundary X1. The range in which the avoidance route R2a can be calculated is expanded from the first driving area RL1 to the second driving area RL2a', but this expansion process is performed within the minimum range necessary for the vehicle V1 to avoid the obstacle PV. Similarly, the amount of change in the lateral position of the avoidance route R2a relative to the target route R1 (corresponding to S1 in the figure) is also kept to a minimum range. This allows for avoidance driving to be performed in a way that minimizes the amount of entry into the first area ZR, where driving is not recommended. If the map information 51 stores the boundary X1 in the middle of the road width direction of the first area ZR, the position of boundary X1 can be read from the map information 51, the expanded second driving area RL2a' including boundary X1 can be recognized, and the vehicle V1 can be made to perform avoidance driving using the second driving area RL2a' expanded to boundary X1. On the other hand, if the map information 51 does not store the boundary X1 in the middle of the road width direction of the first area ZR, only the outermost boundary X2 can be recognized from the map information 51 in the avoidance driving plan. Therefore, an avoidance route is calculated that utilizes the entire area of ​​the first region ZR defined by boundary X2, and avoidance driving is performed using the entire area of ​​the first region ZR. Although driving is not prohibited, it is preferable to minimize the area of ​​use of the first region ZR, where driving is not recommended. In this embodiment, the first region ZR, where driving is not recommended, is recognized during autonomous driving, and the first region ZR is used in autonomous avoidance driving, while minimizing the range of its use, that is, the area in which the vehicle V1 travels beyond the first region ZR.This reduces instances where autonomous driving is interrupted due to the presence of obstacles (PVs), and enables evasive driving that minimizes the impact on traffic flow. 【0034】 When the first region ZR is adjacent to the first driving region RL1, the processor 10 sets the first shift amounts G1 and G1a (< second shift amount G2) such that the first shift amounts G1 and G1a, which cause the vehicle V1 to move from the first driving region RL1 into the first region ZR in order to avoid a parked vehicle PV which is an obstacle, are smaller than the second shift amount G2, which causes the vehicle V1 to move from the first driving region RL1 into the second region XR, which is the adjacent lane L2, in order to avoid a virtual obstacle within the first driving region RL1 on which the vehicle V1 is traveling (S9). The virtual obstacle is neither a real object nor an object whose actual existence has been detected. The second shift amount G2 does not presuppose the existence of a real obstacle, but is the amount (predicted amount) by which the vehicle V1 would move into the second region XR of the adjacent lane L2 if a virtual obstacle were to exist within the driving region RL1. The second shift amount G2 is the distance at which the vehicle V1 is predicted to protrude from the first driving area RL1 into the adjacent lane L2, the second area XR, if an obstacle such as a parked vehicle or object were to exist in the first driving area RL1. If an obstacle (virtual obstacle) were to exist in the first driving area RL1, the second shift amount G2 at which the vehicle V1 would protrude into the adjacent lane L2, the second area XR, is large, while the first shift amount G1 at which the vehicle V1 would protrude from the first driving area RL1 into the first area ZR, where driving is not recommended, is large. 【0035】Figure 3(b) shows a scenario in which a second area XR of an adjacent lane L2 is located next to the first driving area RL1 of the driving lane L1 of the vehicle V1. The situation in Figure 3(b) is basically the same as that in Figure 3(a) described above. Specifically, the vehicle V1 is traveling in driving lane L1, and the first driving area RL1 is located in front of the vehicle V1. Within the first driving area RL1, there is a virtual (non-existent) parked vehicle PV, and it is predicted that this virtual parked vehicle PV will prevent the vehicle V1 from traveling in the first driving area RL1. In the example in Figure 3(b), the first driving area RL1 is also located within the driving lane L1. The difference is that the second area XR adjacent to the driving lane L1 is an adjacent lane where travel is possible (and recommended), rather than a traffic guide zone where travel is not recommended. In the scenario shown in Figure 3(b), the distance by which the vehicle V1 deviates from the lane mark M into the adjacent lane L2, the second region XR, in order to avoid a virtual obstacle in the first region RL1 is the second shift amount G2. The processor 10 allows the vehicle V1 to deviate from the first region RL1 up to the second shift amount G2 (> first shift amount G1, G1a) when the second region XR of the adjacent lane L2 in the same direction of travel is adjacent to the first region RL1. If the region adjacent to the first region RL1 is the second region XR, and evasive driving is performed to avoid the virtual obstacle PV, the first region RL1 is expanded from the first region RL1 before the evasive driving was planned to the second region RL2b, which extends from the lane mark M of the second region XR adjacent to the first region RL1 by the second shift amount G2. While not particularly limited, the second shift amount G2 may be 30% to 90%, 40% to 90%, 60% to 90%, etc., of the road width of the adjacent lane L2. Basically, there is no restriction on the vehicle V1 traveling in the adjacent lane L2, so it is sufficient as long as the body of the vehicle V1 does not extend beyond the adjacent lane L2. The second shift amount G2 may be set according to the road width of the adjacent lane. The second shift amount G2 may also be calculated based on the width of the vehicle V1 so that the center of gravity of the vehicle V1 is located in the center of the adjacent lane L2. 【0036】The processor 10 sets second driving areas RL2a and RL2a' by extending the first driving area RL1 to include at least a portion of the first area ZR, based on the set first shift amounts G1 and G1a (S11). The area adjacent to the first driving area RL1 is the first area ZR, and when evasive driving is performed to avoid an obstacle PV, the first driving area RL1 before the evasive driving is planned is extended to the second driving areas RL2a and RL2a', which extend from the lane mark M of the first driving area RL1 and the adjacent first area ZR by the first shift amounts G1 and G1a into the first area ZR. The second driving area RL2a is an area set based on the first shift amount G1 calculated using the detection result of the position of the vehicle V1 avoiding the obstacle PV, as described in the first method. The second driving area RL2a' is an area set based on the first shift amount G1a calculated using the boundary position of the first area ZR stored in the map information 51, as described in the second method. The length or area in the road width direction (X direction in Figure 3) of the second driving areas RL2a and RL2a', which are extended into the first area ZR, will be smaller than that of the second driving area RL2b, which is extended into the second area XR. Since avoidance paths R2a and R2b are calculated according to the second driving areas RL2a and RL2a', this process calculates avoidance paths R2a and R2b that cause the vehicle V1 to avoid the obstacle PV based on the first shift amounts G1, G1a, and G2. 【0037】If a predetermined clearance is secured between the obstacle PV and the vehicle V1 (the distance along the vehicle width direction), the processor 10 defines the area including the first driving area RL1 of the driving lane L1 and a part of the first area ZR as a new second driving area RL2 (including RL2a and RL2a'). Within the range of the new second driving area RL2, the processor 10 calculates an avoidance route R2a in the area excluding the avoidance area RO of the parked vehicle PV. Only when driving through the first driving area RL1 on the target route R1 is prevented by the obstacle PV, the processor 10 sets a second driving area RL2 that extends not only to the first driving area RL1 but also to a part or all of the adjacent first area ZR, which is not recommended to drive through. Because the expanded second driving area RL2 can be used, an avoidance route R2a can be calculated that avoids the obstacle PV with ample space on both sides of the vehicle V1 in the wide second driving area RL2. This allows the first region ZR to be used as the second travel region RL2 with minimal overhang when necessary. 【0038】 The processor 10 sets an avoidance area RO based on the position of the parked vehicle PV as an obstacle, and shifts one or more nodes CS1a and CE1a on the target path R1 toward the first area ZR by a distance S1 according to a first shift amount G1. The processor 10 calculates an avoidance path R2a that includes the shifted nodes CS2a and CE2a. When avoiding the parked vehicle PV, the avoidance path R2a is calculated by shifting nodes CS1a and CE1a on the target path R1 toward the first area ZR based on a first shift amount G1 corresponding to the actual amount of the vehicle V1 overhanging from the first driving area RL1 to the first area ZR. This allows the target path R1 to be moved toward the first area ZR by the minimum necessary first shift amount G1, thereby minimizing the amount of entry into the first area ZR. 【0039】The nodes of the shifted target path R1 include at least node CS1a whose vertical position (position along the direction of travel) corresponds to the end of the avoidance preparation position set on the upstream side (+Y direction) of the avoidance area RO, and node CE1a whose vertical position (position along the direction of travel) corresponds to the end of the avoidance position set on the downstream side (-Y direction) of the avoidance area RO1. The nodes of the shifted avoidance path R2a include at least the end of the avoidance preparation position CS2a set on the upstream side (+Y direction) of the avoidance area RO, and the end of the avoidance position CE2a set on the downstream side (-Y direction) of the avoidance area RO. The end of the avoidance preparation position CS2a of the avoidance path R2a is a node in which node CS1a of the target path R1 is shifted by S1 in the road width direction (+X direction), and the end of the avoidance position CE2a of the avoidance path R2a is a node in which node CE1a of the target path R1 is shifted by S1 in the road width direction (+X direction). In this way, by shifting node CS1a of the target path R1, whose vertical position corresponds to the avoidance preparation completion position CS2a, and node CE1a, whose vertical position corresponds to the avoidance completion position CE2a, toward the first region ZR, the avoidance path R2a is calculated. This allows the vehicle V1 to travel in the first region ZR only in the straight-ahead section. In other words, the vehicle V1 can be driven so as to enter the first region ZR only in the area where the obstacle PV exists (the section along the direction of travel). This minimizes the area in which the vehicle V1 enters the first region ZR. The same applies when calculating the avoidance path R2b, which includes the avoidance preparation completion position CS2b and the avoidance completion position CE2b, by shifting nodes CS1b and CE1b toward the first region ZR, in the target scenario shown in Figure 3(b). 【0040】The processor 10 sets an avoidance preparation completion position CS2a upstream of the set second driving areas RL2a and RL2a' based on the position of the avoidance area RO, and calculates an avoidance completion position CE2a downstream (S12). The avoidance preparation completion position CS2a and the avoidance completion position CE2a are shifted toward the first area ZR side (in the +X direction in Figure 3) relative to the target path R1. The processor 10 calculates the avoidance preparation completion position CS2a, the avoidance completion position CE2a, and the avoidance path R2a that passes through the position on the target path R1 of the driving lane L1 from the current position of the vehicle V1 (S13). The processor 10 executes avoidance driving control to drive the vehicle V1 along the avoidance path R2a (S14). The processor 10 moves the lateral position of its own vehicle V1 to a position closer to the first region ZR than the lateral position of the parked vehicle PV (in the +X direction in Figure 3) by the time it reaches the avoidance preparation completion position CS2a. After driving straight, and after passing the avoidance completion position CE2a, it moves the lateral position of its own vehicle V1 to approximately the center of the driving lane L1 (in the -X direction in Figure 3). In other words, if the processor 10 has overtaken the parked vehicle PV and successfully avoided it, it causes the vehicle V1 to perform autonomous driving control to return to the driving lane L1 and follow the target path R1 (S15). 【0041】Returning to S8 in Figure 2, if there is no first region ZR adjacent to the first driving region RL1 whose movement is obstructed by the parked vehicle PV (NO in S8), then, as shown in Figure 3(b), it is determined whether or not there is a second region XR in the adjacent lane L2 adjacent to the first driving region RL1 (S16). If there is no second region XR adjacent to the first driving region RL1 (NO in S16), the processor 10 determines that there is a high possibility that there is no area in the driving lane L1 that can be widened, and that the vehicle V1 cannot avoid the obstacle PV that is blocking the driving lane L1. In this case, the processor 10 stops autonomous driving and hands over the control of the vehicle to the driver. The processor 10 switches from autonomous driving to manual driving subject to the driver's consent (S17). On the other hand, if there is a second region XR adjacent to the first driving region RL1 (YES in S16), the processor 10 sets the second shift amount G2 (> first shift amount G1) such that the second shift amount G2, which causes the vehicle V1 to extend from the first driving region RL1 into the adjacent lane L2, the second region XR, is greater than the first shift amount G1 (> first shift amount G1), which causes the vehicle V1 to extend from the first driving region RL1 into the first region ZR, in order to avoid the detected parked vehicle PV (S18). The second shift amount G2 and the first shift amount G1 are different values. S19 will be described later. Based on the second shift amount G2, the processor 10 sets the second driving region RL2b, which is an extension of the first driving region RL1 based on the target path R1 into the second region XR (S20). The second shift amount G2 can be set by the method described above. The second shift amount G2 may be stored in the map information 51 in association with the identification information of the lane links. 【0042】Incidentally, in autonomous driving control, a route is calculated within an area where driving is permitted or recommended, and the vehicle is driven according to that route. In other words, the calculation of a route within an area where driving is not permitted or recommended may be suppressed. In such cases, if driving in driving area RL1 is obstructed by an obstacle PV, and driving area RL1 becomes blocked, autonomous driving control itself may not be able to continue. In this embodiment, even if the driving of the vehicle V1 in the first driving area RL1 is obstructed by an obstacle PV, driving control is executed to move the vehicle V1 into the first area ZR, where driving is not recommended in autonomous driving. Furthermore, the first shift amounts G1 and G1a that cause the vehicle V1 to move into the first area ZR are made smaller than the second shift amount G2 when the vehicle V1 moves into the second area XR, where driving is recommended, so that the first area ZR, where driving is not recommended, is used only to the minimum extent necessary depending on the driving situation, and autonomous driving control can be continued. When autonomous driving is performed on a single-lane road with a first area ZR, such as a traffic guide zone, between the driving lane L1 and the oncoming lane LX, if lane closure occurs due to an obstacle such as a parked vehicle PV located ahead, the vehicle will use the adjacent first area ZR to avoid the closure. This allows autonomous driving to continue even in the driving lane where lane closure is occurring. 【0043】In this embodiment, the process of S10 can be performed after S9 in Figure 2. The processor 10 sets the length of the first section Q1 along the direction of travel (Y direction in the figure) in which the vehicle V1 travels beyond the first driving area RL1 into the first area ZR, which is not recommended for travel in order to avoid the parked vehicle PV which is an obstacle. The first section Q1 may be identified by a pair of nodes on the target path R1 that include the location where the parked vehicle PV is located. The nodes are defined in the map information 51. The first section Q1 may also be defined by points with margins added before and after the location where the parked vehicle PV detected by the sensor 2 is located. The first section Q1 may also be defined by points located before and after the avoidance area RO which is set based on the location of the obstacle PV. The processor 10 calculates the length of the first section Q1 such that the length of the first section Q1 along the direction of travel (Y direction in the figure) in which the vehicle V1 extends from the first driving area RL1 to the first area ZR in order to avoid a parked vehicle PV is shorter than the length of the second section Q2 along the direction of travel (Y direction in the figure) in which the vehicle extends from the first driving area RL1 to the second area XR of the adjacent lane L2, which is recommended to be traveled in order to avoid a virtual obstacle in the first driving area RL1 (S10). The processor 10 may set the second driving areas RL2a and RL2a' based on the length of the first section Q1. The length in the road width direction (X direction in Figure 3), the length in the direction of travel (Y direction in Figure 3), and the area of ​​the second driving areas RL2a and RL2a' extended into the first area ZR are smaller than those of the second driving area RL2b extended into the second area XR. Furthermore, the length of the first section Q1 can be defined as the distance between the avoidance preparation completion position CS2a and the avoidance completion position CE2a set on the downstream side (-Y direction side) of the avoidance area RO. The length of the second section Q2 can be defined as the distance between the avoidance preparation completion position CS2b and the avoidance completion position CE2b set on the downstream side (-Y direction side) of the avoidance area RO. Based on the calculated length of the first section Q1, the processor 10 sets the second driving areas RL2a and RL2a' (S11), sets the avoidance preparation completion positions CS2a and CS2b (S12), calculates the avoidance path R2a (S13), executes avoidance driving control (S14), and causes the vehicle V1 to execute driving control to follow the target path (S15).Regarding the processes of S11 to S15, the above description is incorporated herein. Note that the process of S10 is skippable. 【0044】 According to this embodiment, the distance that protrudes and travels into the first region ZR along the traveling direction (Y direction in the figure) can be shortened. That is, even when the traveling of the host vehicle V1 in the first traveling region RL1 is obstructed by the obstacle PV, it is determined to execute driving control for causing the host vehicle V1 to enter the first region ZR where traveling is not recommended in autonomous driving, and the length of the first section Q1 that protrudes into the first region ZR is made shorter than the second section Q2 when the host vehicle V1 protrudes and travels into the second region XR of the adjacent lane L2 where traveling is recommended. Therefore, by minimally using the first region ZR where traveling is not recommended according to the traveling situation, the execution of autonomous driving control can be continued. 【0045】 In this embodiment, after S18 in FIG. 2, the process of S19 can be performed. The processor 10 sets the length of the second section Q2 along the traveling direction (-Y direction in the figure) in which the host vehicle V1 protrudes and travels from the first traveling region RL1 to the second region XR of the adjacent lane L2 where traveling is recommended in order to avoid the parked vehicle PV, so that the length of the second section Q2 is longer than the length of the first section Q1 along the traveling direction (-Y direction in the figure) in which the host vehicle V1 protrudes and travels in the first region ZR where traveling is not recommended (S19). The length of the second section Q2 may be set according to any one or more of the length of the avoidance region RO where the obstacle PV exists, the speed of the host vehicle V1, and the driving performance of the host vehicle V1. Note that the process of S19 is skippable. 【0046】 100... driving control system, 1... driving control device, 10... processor, 11... CPU, 12... ROM, 13... RAM, 20... input / output device, 30... communication device, 2... sensor, 21... camera, 22... radar device, 3... host vehicle information acquisition device, 4... region recognition device, 5... navigation device, 51... map information, 200... vehicle controller, 210... steering control device, 220... drive control device, 230... brake control device

Claims

1. A driving control method used in a processor to autonomously drive a vehicle along a target route to a destination, wherein the processor recognizes a driving area on which the vehicle is traveling, and if an obstacle that obstructs the vehicle's movement is detected in the driving area, it determines whether there is a first area adjacent to the driving area on which driving is not recommended, and if the first area is adjacent to the driving area, it sets the first shift amount such that the first shift amount along the road width direction on which the vehicle deviates from the driving area into the first area to avoid the obstacle is smaller than the second shift amount along the road width direction on which the vehicle deviates from the driving area into a second area which is an adjacent lane on which the vehicle is traveling to avoid a virtual obstacle in the driving area on which the vehicle is traveling, and calculates an avoidance route on which the vehicle will avoid the obstacle based on the first shift amount, and drives the vehicle along the target route including the avoidance route.

2. The driving control method according to claim 1, wherein the processor sets the length of the first section along the direction of travel in which the vehicle extends from the travel area into the first area in order to avoid the obstacle, such that the length of the first section is shorter than the length of the second section along the direction of travel in which the vehicle extends from the travel area into the second area in order to avoid the virtual obstacle within the travel area on which the vehicle is traveling, and calculates the avoidance path based on the length of the first section.

3. The driving control method according to claim 1, wherein in the process of setting the first shift amount, the processor calculates the amount of overhang along the road width direction to the position where the vehicle overhangs from the driving area into the first area, refers to the lateral positions of one or more boundaries of the first area stored in the map information in order of proximity to the driving area, selects the boundary that is closest to the overhang position and is further away from the driving area than the position where the vehicle overhangs into the first area, and sets the first shift amount based on the position of the selected boundary.

4. The driving control method according to claim 1, wherein, in the process of setting the first shift amount, the processor calculates the amount of overhang along the road width direction to the position where the vehicle overhangs from the driving area to the first area, and sets the first shift amount based on the calculated amount of overhang.

5. The operation control method according to any one of claims 1 to 4, wherein the processor shifts one or more nodes on the target path to the second region along the path width direction according to the first shift amount, and calculates the avoidance path including the shifted nodes.

6. The operation control method according to claim 5, wherein the processor sets an avoidance area based on the location of the obstacle and calculates the avoidance path which includes an avoidance preparation completion position set upstream of the avoidance area and an avoidance completion position set downstream of the avoidance area as nodes.

7. The driving control method according to any one of claims 1 to 6, wherein the processor defines the area including the driving area and at least a part of the first area as the driving area when a predetermined clearance is secured between the obstacle and the vehicle.

8. A driving control device comprising a processor that causes a vehicle to autonomously drive along a target route to a destination, wherein the processor recognizes a driving area on which the vehicle is traveling, and if an obstacle that obstructs the vehicle's movement is detected in the driving area, it determines whether there is a first area adjacent to the driving area on which driving is not recommended, and if the first area is adjacent to the driving area, it sets the first shift amount such that the first shift amount along the road width direction on which the vehicle deviates from the driving area into the first area in order to avoid the obstacle is smaller than the second shift amount along the road width direction on which the vehicle deviates from the driving area into a second area which is an adjacent lane on which the vehicle is traveling in order to avoid a virtual obstacle in the driving area on which the vehicle is traveling, it calculates an avoidance route on which the vehicle is traveling to avoid the obstacle based on the first shift amount, and causes the vehicle to drive along the target route including the avoidance route.

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