JP2023154622A - Driving support method and driving support device - Google Patents

Abstract

To provide a driving support method and a driving support device which can restrain a situation in which a vehicle cannot travel as far as a retreat position which is set between obstacles.SOLUTION: A driving support method comprises steps of: determining whether or not distance between a first obstacle, which stops on a self vehicle line L1 in a travel direction of a self vehicle V1, and a second obstacle, ahead of the first obstacle, is below prescribed distance if avoiding the first obstacle and the second obstacle by traveling on an adjacent lane L2 of the self vehicle line L1; and setting a passing position of side of the first obstacle to a position separating from the first obstacle remoter than when the distance between the first obstacle and the second obstacle is prescribed distance or more if it is determined that the distance between the first obstacle and the second obstacle is below the prescribed distance.SELECTED DRAWING: Figure 3B

Description

The present invention relates to a driving support method and a driving support device.

On a road that includes the lane in which the vehicle is traveling and an adjacent lane adjacent to the lane, when the position of a stopped vehicle that is stopped in front of the vehicle in the lane is recognized, the lateral position of the vehicle is determined. It is known that when the vehicle is on the right side of the right side reference position, the lateral position is on the left side of the stopped vehicle, and the position behind the stopped vehicle by a distance longer than the reference inter-vehicle distance is set as the target stopping position (Patent Document 1) ).

Japanese Patent Application Publication No. 2016-112911

However, in the above conventional technology, when there is another stopped vehicle behind the stopped vehicle and the target stopping position is set between the stopped vehicles, the target stopping position is reached in order to avoid the stopped vehicle behind. There is a possibility that it cannot be done. In other words, with the above-mentioned conventional technology, in a driving scene in which multiple obstacles are to be avoided, when it is necessary to take shelter between obstacles, it may not be possible to drive to the escape position set between the obstacles. There's a problem.

The problem to be solved by the present invention is to provide a driving support method and a driving support device that can prevent a situation in which a vehicle cannot travel to a shelter position set between obstacles.

The present invention avoids a first obstacle that is stopped in the own lane along the traveling direction of the own vehicle and a second obstacle in front of the first obstacle by traveling in a lane adjacent to the own lane. In this case, it is determined whether the distance between the first obstacle and the second obstacle is less than a predetermined distance, and it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance. solves the above problem by setting the passing position on the side of the first obstacle at a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is a predetermined distance or more. solve.

According to the present invention, it is possible to suppress a situation in which the vehicle cannot travel to a retreat position set between obstacles.

1 is a block diagram showing a driving support system including a driving support device according to the present invention. FIG. 2 is a plan view showing an example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1; FIG. 2 is a plan view (part 1) showing another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1; FIG. 2 is a plan view showing another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1 (part 2). FIG. 3 is a plan view showing another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1 (part 3). FIG. 3 is a plan view (Part 1) showing another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1; FIG. 3 is a plan view (part 2) showing another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1; FIG. 3 is a plan view showing yet another example of a driving scene in which driving support is performed by the driving support system shown in FIG. 1 (part 3). 2 is a flowchart (Part 1) illustrating an example of a processing procedure in the driving support system of FIG. 1. FIG. 2 is a flowchart (Part 2) illustrating an example of a processing procedure in the driving support system of FIG. 1;

Embodiments of the present invention will be described below based on the drawings. The following explanation assumes that vehicles drive on the left in countries that have left-hand traffic laws. In countries that have right-hand traffic laws, vehicles drive on the right-hand side, so the left and right directions in the following explanation should be interpreted symmetrically.

[Driving support system configuration]
FIG. 1 is a block diagram showing a driving support system 10 according to the present invention. The driving support system 10 is an in-vehicle system that uses autonomous driving control to drive the vehicle to a destination set by the occupants of the vehicle (including the driver). Autonomous driving control refers to autonomously controlling the driving behavior of a vehicle using a driving support device (described later), and the driving behavior includes acceleration, deceleration, starting, stopping, and turning to the right or left. This includes all driving movements, such as steering, changing lanes, and pulling alongside. Moreover, autonomously controlling the driving operation means that the driving support device controls the driving operation using a device of the vehicle. In other words, the driving support device intervenes and controls these driving operations within a predetermined range. Driving operations that do not require intervention are manually operated by the driver.

As shown in FIG. 1, the driving support system 10 includes an imaging device 11, a distance measuring device 12, a state detection device 13, a map information 14, a position detection device 15, a navigation device 16, a vehicle control device 17, a display device 18, and A driving support device 19 is provided. The devices constituting the driving support system 10 are connected via a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other.

The imaging device 11 is a device that recognizes objects around the vehicle using images, and is, for example, a camera including an imaging device such as a CCD, an ultrasonic camera, an infrared camera, or the like. A plurality of imaging devices 11 can be provided in one vehicle, and can be arranged, for example, in the front grille of the vehicle, below the left and right door mirrors, and near the rear bumper. This can reduce blind spots when recognizing objects around the vehicle.

The distance measuring device 12 is a device for calculating the relative distance and relative speed between a vehicle and an object, and includes, for example, a laser radar, a millimeter wave radar (LRF, etc.), a LiDAR (light detection and ranging) unit, a super A radar device such as a sonic radar or a sonar. A plurality of distance measuring devices 12 can be provided in one vehicle, and can be arranged, for example, at the front, right side, left side, and rear of the vehicle. Thereby, the relative distance and relative speed of the vehicle to surrounding objects can be calculated accurately.

Objects detected by the imaging device 11 and distance measuring device 12 include road lane boundaries, center lines, road signs, median strips, guardrails, curbs, expressway side walls, road signs, traffic lights, crosswalks, and construction work. These include the scene, accident scene, and traffic restrictions. The objects also include obstacles that may affect the running of the vehicle, such as cars other than the own vehicle (other vehicles), motorcycles, bicycles, and pedestrians. The detection results of the imaging device 11 and the distance measuring device 12 are acquired by the driving support device 19 at predetermined time intervals as necessary.

Further, the detection results of the imaging device 11 and the distance measuring device 12 can be integrated or combined (so-called sensor fusion) in the driving support device 19, thereby complementing missing information about the detected object. For example, the driving support device 19 calculates the position information of the object based on the self-position information, which is the position where the vehicle is traveling, acquired by the position detection device 15 and the relative position (distance and direction) of the vehicle and the object. can. The calculated object position information is integrated with multiple pieces of information such as the detection results of the imaging device 11 and the distance measuring device 12 and the map information 14 in the driving support device 19, and is combined with driving environment information around the vehicle. Become. Further, using the detection results of the imaging device 11 and the distance measuring device 12 and the map information 14, it is also possible to recognize objects around the vehicle and predict their movements.

The state detection device 13 is a device for detecting the running state of the vehicle, and includes a vehicle speed sensor, an acceleration sensor, a yaw rate sensor (eg, a gyro sensor), a steering angle sensor, an inertial measurement unit, and the like. There are no particular limitations on these devices, and known devices can be used. Further, the arrangement and number of these devices can be set as appropriate within a range that can appropriately detect the driving state of the vehicle. The detection results of each device are acquired by the driving support device 19 at predetermined time intervals as necessary.

The map information 14 is information used for generating driving routes, controlling driving operations, etc., and includes road information, facility information, and attribute information thereof. Road information and road attribute information include road width, road radius of curvature, road shoulder structures, road traffic regulations (speed limit, lane change availability), road merging and branching points, increase in number of lanes, etc. Contains information such as the location of the decrease. The map information 14 is high-definition map information that can grasp the movement trajectory for each lane, and includes two-dimensional position information and/or three-dimensional position information at each map coordinate, road/lane boundary information at each map coordinate, and road attribute information. , lane up/down information, lane identification information, connection destination lane information, etc.

The road/lane boundary information in the high-definition map information is information indicating the boundary between the road on which the vehicle travels and other areas. A road on which a vehicle travels is a road on which a vehicle travels, and the form of the road is not particularly limited. The boundaries exist on both the left and right sides with respect to the traveling direction of the vehicle, and their forms are not particularly limited. Boundaries are, for example, road markings or road structures. Road markings include lane boundary lines, center lines, etc., and road structures include median strips, guardrails, curbs, tunnels, expressway side walls, etc. Can be mentioned. Note that at points such as intersections where the boundaries of the route cannot be clearly specified, boundaries are set in advance on the route. This boundary is imaginary and not an actual road marking or road structure.

The map information 14 is stored in a readable state in a recording medium provided in a driving support device 19, an in-vehicle device, or a server on a network. The driving support device 19 acquires the map information 14 as necessary.

The position detection device 15 is a positioning system for detecting the current position of the vehicle, and is not particularly limited, and a known device can be used. The position detection device 15 calculates the current position of the vehicle from, for example, radio waves received from a GPS (Global Positioning System) satellite. Further, the position detection device 15 estimates the current position of the vehicle from the vehicle speed information and acceleration information acquired from the vehicle speed sensor, acceleration sensor, and gyro sensor that are the state detection device 13, and compares the estimated current position with the map information 14. In this way, the current position of the vehicle may be calculated.

The navigation device 16 is a device that refers to the map information 14 and calculates a driving route from the current position of the vehicle detected by the position detection device 15 to a destination set by the occupant (including the driver). The navigation device 16 uses the road information, facility information, etc. of the map information 14 to search for a travel route for the vehicle to reach the destination from the current location. The travel route includes at least information about the road on which the vehicle travels, the travel lane, and the travel direction of the vehicle, and is displayed, for example, in a linear format. There may be multiple travel routes depending on the search conditions. The travel route calculated by the navigation device 16 is output to the driving support device 19.

The vehicle control device 17 is an on-vehicle computer such as an electronic control unit (ECU), and electronically controls on-vehicle equipment that governs the running of the vehicle. The vehicle control device 17 includes a vehicle speed control device 171 that controls the traveling speed of the vehicle, and a steering control device 172 that controls the steering operation of the vehicle. The vehicle speed control device 171 and the steering control device 172 autonomously control the operations of these drive devices and steering devices according to control signals input from the driving support device 19. This allows the vehicle to autonomously travel along the set travel route. Information necessary for autonomous control by the vehicle speed control device 171 and the steering control device 172, such as the traveling speed, acceleration, steering angle, and attitude of the vehicle, is acquired from the state detection device 13.

The drive devices controlled by the vehicle speed control device 171 include an electric motor and/or an internal combustion engine that are driving sources, a power transmission device including a drive shaft and an automatic transmission that transmit the output from these driving sources to the drive wheels, Examples include a drive device that controls a power transmission device. Further, the braking device controlled by the vehicle speed control device 171 is, for example, a braking device that brakes wheels. A control signal corresponding to a set traveling speed is input to the vehicle speed control device 171 from the driving support device 19. The vehicle speed control device 171 generates signals to control these drive devices based on the control signals input from the driving support device 19, and transmits the signals to the drive devices to autonomously control the running speed of the vehicle. to control.

On the other hand, the steering device controlled by the steering control device 172 is a steering device that controls the steered wheels according to the steering angle of the steering wheel, and includes, for example, a steering actuator such as a motor attached to a column shaft of the steering wheel. The steering control device 172 controls the steering so that the vehicle travels while maintaining a predetermined lateral position (position in the left-right direction of the vehicle) with respect to the set travel route based on the control signal input from the driving support device 19. Autonomously controls the operation of the device. This control includes at least the detection results of the imaging device 11 and the distance measuring device 12, the driving state of the vehicle obtained by the state detection device 13, the map information 14, and the information on the current position of the vehicle obtained by the position detection device 15. Use one.

The display device 18 is a device for providing necessary information to the occupants of the vehicle, and is, for example, a projector such as a liquid crystal display provided on an instrument panel or a head-up display (HUD). The display device 18 may include an input device for a vehicle occupant to input instructions to the driving support device 19. Examples of the input device include a touch panel that receives input using a user's finger or a stylus pen, a microphone that obtains a user's voice instructions, and a switch attached to a vehicle steering wheel. Further, the display device 18 may include a speaker as an output device.

The driving support device 19 is a device that controls the driving of a vehicle by controlling and cooperating with the devices that constitute the driving support system 10, and drives the vehicle to a set destination. The destination is set, for example, by a vehicle occupant. The driving support device 19 is, for example, a computer, and includes a CPU (Central Processing Unit) 191 that is a processor, a ROM (Read Only Memory) 192 in which a program is stored, and a RAM (Random Access Memory) that functions as an accessible storage device. ) 193. The CPU 191 is an operating circuit that executes a program stored in the ROM 192 and realizes the functions of the driving support device 19.

The driving support device 19 has a driving support function that causes the vehicle to travel to a set destination by autonomous driving control. The driving support device 19 has, as driving support functions, an environment recognition function that recognizes the driving environment around the host vehicle, a determination function that makes a determination based on the recognition result of the driving environment, and a trajectory generation function that generates a driving trajectory. , and a travel control function that causes the vehicle to travel along a travel trajectory. The programs stored in the ROM 192 include programs for realizing these functions, and these functions are realized by the CPU 191 executing the programs stored in the ROM 192. FIG. 1 shows extracted functional blocks for realizing each function for convenience.

[Function of functional block]
Hereinafter, the functions of each functional block of the support section 20, the recognition section 21, the determination section 22, the generation section 23, and the control section 24 shown in FIG. 1 will be explained using FIG. 2.

The support unit 20 has a driving support function that causes the vehicle to travel to a set destination using autonomous driving control. FIG. 2 is a plan view showing an example of a driving scene in which the driving support device 19 autonomously controls the driving of the host vehicle V1 using the driving support function of the support unit 20. The road shown in Figure 2 is a road with one lane on each side, and vehicles traveling in lane L1 travel from the bottom to the top in the drawing, and vehicles traveling in lane L2 travel from the top to the bottom in the drawing. . In other words, lane L1 and lane L2 shown in FIG. 2 are opposite lanes. Note that the lane L1 is also referred to as the own lane.

In the driving scene shown in FIG. 2, the own vehicle V1 is traveling at a position P1 on the own lane L1. Furthermore, a parked vehicle Va is parked at a position Pa in front of the host vehicle V1, and a parked vehicle Vb is parked at a position Pb in front of the parked vehicle Va. That is, the parked vehicle Va and the parked vehicle Vb in front of the parked vehicle Va are stopped in the own lane L1 along the traveling direction of the own vehicle V1. In the driving scene shown in FIG. 2, it is assumed that the host vehicle V1 travels in the lane L1 from the bottom to the top of the drawing.

In this case, the own vehicle V1 executes an avoidance operation in order to avoid the parked vehicle Va and continue traveling. The avoidance operation is a series of running operations for avoiding obstacles such as the parked vehicle Va. Specifically, the vehicle V1 is steered to the right or left in the direction of travel of the host vehicle V1, runs to the side of the obstacle, overtakes the obstacle, and is again steered to the right or left of the travel direction of the host vehicle V1, The goal is to move to a position in front of the overtaken obstacle. After the avoidance operation is completed, the position of the host vehicle V1 in the road width direction in front of the obstacle becomes, for example, the same position as the position P1.

This avoidance operation is mainly controlled by the functions of the recognition section 21, determination section 22, generation section 23, and control section 24.

The recognition unit 21 has an environment recognition function that recognizes the driving environment around the host vehicle V1. The driving support device 19 recognizes the driving environment around the own vehicle V1 using the imaging device 11 and the distance measuring device 12 by the environment recognition function of the recognition unit 21. The driving environment is information for determining whether the vehicle V1 can maintain its current driving state or whether it is necessary to change the driving state, such as the type and position of objects, the presence of obstacles, etc. If so, information such as the type and location, road conditions such as road surface conditions, and weather are included. The driving support device 19 performs appropriate processing such as pattern matching and sensor fusion on the detection results of the imaging device 11 and the distance measuring device 12 to recognize the driving environment.

In the driving scene shown in FIG. 2, the own vehicle V1 traveling at a position P1 uses the detection results of the imaging device 11 and the distance measuring device 12 to recognize the parked vehicle Va existing in front of the own vehicle V1. In the driving scene shown in FIG. 2, it is assumed that the parked vehicle Vb cannot be recognized from the position P1 because it is blocked by the parked vehicle Va.

The determination unit 22 has a function of making determinations necessary for generating a travel trajectory based on the recognized travel environment. Based on the driving environment recognized by the environment recognition function of the recognition unit 21, the driving support device 19 uses the determination function of the determination unit 22 to determine whether or not to avoid obstacles by driving in the lane L2 adjacent to the own lane L1. judge. When it is determined whether or not the host vehicle V1 needs to run in the adjacent lane L2 when avoiding an obstacle, the determination is made based on the position and size of the obstacle and the size of the host vehicle V1. For example, if the stopping position of the obstacle is to the left of the center of the own lane L1, and there is space in the own lane L1 for the own vehicle V1 to run to the side of the obstacle, in order to avoid the obstacle, It is determined that there is no need for the host vehicle V1 to drive in the adjacent lane L2. On the other hand, if the stopping position of the obstacle is to the right of the center of own lane L1 and there is no space in own lane L1 for own vehicle V1 to run, then own vehicle V1 must move in order to avoid the obstacle. It is determined that it is necessary to drive in the adjacent lane L2.

In the driving scene shown in FIG. 2, from the detection results of the imaging device 11 and the distance measuring device 12, there is a space on the right side of the parked vehicle Va in the own lane L1 for the own vehicle V1 to run without contacting the parked vehicle Va. is recognized as not existing. Therefore, in the driving scene shown in FIG. 2, the driving support device 19 determines that the host vehicle V1 needs to travel in the adjacent lane L2 in order to avoid the parked vehicle Va.

The generation unit 23 has a trajectory generation function that generates a running trajectory of the own vehicle V1 according to the driving environment around the own vehicle V1 and a determination result based thereon. The driving support device 19 sets a passing position on the side of the obstacle, and generates a travel trajectory for traveling through the set passing position. The passing position on the side of the obstacle is set at a position where the host vehicle V1 does not come into contact with the obstacle and can reliably avoid the obstacle. When generating a travel trajectory, the driving support device 19 may set a prohibited area around the obstacle in order to avoid contact with the obstacle.

In the driving scene shown in FIG. 2, the driving support device 19 sets a prohibited area A1 around the parked vehicle Va, and sets a position P2, which is on the right side of the parked vehicle Va and is not included in the prohibited area A1, to a passing position. Set. Then, a traveling trajectory T1 shown in FIG. 2, which travels from position P1 to position P2, is generated. Travel trajectory T1 is generated such that the travel distance of host vehicle V1 is minimized within a range that does not exceed the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of host vehicle V1.

The control unit 24 has a travel control function that causes the host vehicle to travel along a travel trajectory. The driving support device 19 uses the driving control function of the control unit 24 to autonomously control the drive device and steering device of the host vehicle V1 via the vehicle control device 17, and causes the host vehicle V1 to travel so as to follow the travel trajectory. In the driving scene shown in FIG. 2, the driving support device 19 controls the steering device of the host vehicle V1 via the steering control device 172, and causes the host vehicle V1 to travel from position P1 to position P2 along the travel trajectory T1. .

While traveling along the travel trajectory T1, the driving support device 19 becomes able to recognize the driving environment in front of the parked vehicle Va as the positions of the own vehicle V1 and the parked vehicle Va shift in the width direction of the road. . In the driving scene shown in FIG. 2, it is assumed that the driving support device 19 becomes able to recognize the driving environment in front of the parked vehicle Va when the own vehicle V1 reaches the boundary between the own lane L1 and the adjacent lane L2. . In this case, the driving support device 19 uses the environment recognition function of the recognition unit 21 to determine that another parked vehicle Vb is parked in front of the parked vehicle Va when the vehicle reaches the boundary between the own lane L1 and the adjacent lane L2. Recognize that.

When the driving support device 19 recognizes the parked vehicle Vb, it determines whether there is a space on the right side of the parked vehicle Vb in the own lane L1 for the own vehicle V1 to run without contacting the parked vehicle Vb. do. In the driving scene shown in FIG. 2, there is no space in the own lane L1 for the own vehicle V1 to run without contacting the parked vehicle Vb. Therefore, the driving support device 19 uses the determination function of the determination unit 22 to determine that the own vehicle V1 needs to travel in the adjacent lane L2 in order to avoid the parked vehicle Vb. The driving support device 19 uses the trajectory generation function of the generation unit 23 to set a prohibited area A2 around the parked vehicle Vb, and passes through a position P3 that is on the right side of the parked vehicle Vb and is not included in the prohibited area A2. Set to . Then, a traveling trajectory T2 shown in FIG. 2, which travels from position P2 to position P3, is generated.

When the driving support device 19 generates the traveling trajectory T2, the driving support device 19 causes the host vehicle V1 to travel along the traveling trajectory T2 from the position P2 to the position P3 using the traveling control function of the control unit 24. The driving support device 19 recognizes the driving environment in front of the parked vehicle Vb using the environment recognition function of the recognition unit 21 while driving along the driving trajectory T2. In the driving scene shown in FIG. 2, it is recognized that there is no obstacle in front of the parked vehicle Vb, and that there is a space in which the own vehicle V1 can travel. Therefore, the driving support device 19 uses the trajectory generation function of the generation unit 23 to set a position P4 that returns to the own lane L1, and generates a travel trajectory T3 for traveling from position P3 to position P4. The driving support device 19 causes the host vehicle V1 to travel from position P3 to position P4 along the travel trajectory T3 using the travel control function of the control unit 24. The driving support device 19 ends the avoidance operation when the own vehicle V1 reaches the position P4, and shifts to normal autonomous driving control in which the own vehicle V1 travels in the own lane L1.

Up to this point, driving support in the driving scene shown in FIG. 2 has been described. Note that the above-mentioned position P1 is also referred to as the start position where the avoidance operation starts, and the position P4 is also referred to as the end position where the avoidance operation ends. Further, the rear parked vehicle Va is also referred to as a first obstacle, and the passage position P2 on the side of the rear parked vehicle Va is also referred to as a first passage position. Further, the parked vehicle Vb in front is also referred to as a second obstacle, and the passing position P3 on the side of the parked vehicle Vb in front is also referred to as a second passing position.

Next, a case where there is an oncoming vehicle traveling in the adjacent lane L2 in the driving scene shown in FIG. 2 will be described using FIGS. 3A to 3C.

The driving scene shown in FIG. 3A is the same as the driving scene shown in FIG. 2 except that there is an oncoming vehicle Vc traveling at position Pc in the adjacent lane L2. In this case, while the host vehicle V1 is traveling along the travel trajectory T1 to the first passing position P2, the driving support device 19 uses the environment recognition function of the recognition unit 21 to detect the oncoming vehicle Vc traveling in the adjacent lane L2. recognize.

When the driving support device 19 recognizes the oncoming vehicle Vc, it uses the determination function of the determining unit 22 to determine whether or not it is necessary to avoid the oncoming vehicle Vc. Specifically, based on the positions of the own vehicle V1 and the oncoming vehicle Vc and the traveling speeds of the own vehicle V1 and the oncoming vehicle Vc, before the oncoming vehicle Vc reaches the second passing position P3 on the side of the second obstacle. , it is determined whether the host vehicle V1 can pass through the second passing position P3. Alternatively, it is determined whether the own vehicle V1 can reach the end position P4 before the oncoming vehicle Vc passes the position of the adjacent lane L2 corresponding to the end position P4.

When the driving support device 19 determines that there is no need to avoid the oncoming vehicle Vc, the driving support device 19 avoids the first obstacle and the second obstacle (the parked vehicle Va and the parked vehicle Continue traveling along the travel trajectory that avoids Vb). On the other hand, if the driving support device 19 determines that it is necessary to avoid the oncoming vehicle Vc, the trajectory generation function of the generation unit 23 causes the driving support device 19 to create a vehicle between the first obstacle and the second obstacle. A shelter position for the vehicle V1 is set. Then, using the travel control function of the control unit 24, the host vehicle V1 is caused to travel to the set evacuation position.

The shelter position is a position where the own vehicle V1 temporarily returns to the own lane L1 from the adjacent lane L2 in order to avoid the oncoming vehicle Vc, and is set between the first obstacle and the second obstacle. . By traveling the own vehicle V1 to the shelter position, the oncoming vehicle Vc can continue traveling in the adjacent lane L2. After the oncoming vehicle Vc passes by the side of the host vehicle V1, the host vehicle V1 resumes the avoidance operation. In order to smoothly restart the avoidance operation, the evacuation position is set as close as possible to the boundary between the own lane L1 and the adjacent lane L2 within the range in which the own vehicle V1 can avoid the oncoming vehicle Vc traveling in the adjacent lane L2. do.

Furthermore, if the host vehicle V1 can avoid the oncoming vehicle Vc, it is not necessary to stop at the shelter position. In other words, the own vehicle V1 may slowly pass through the shelter position. Further, when the own vehicle V1 passes through the shelter position P5 at a slow speed or when it stops at the shelter position P5, at the shelter position P5, the longitudinal direction of the vehicle body of the own vehicle V1 is the boundary between the own lane L1 and the adjacent lane L2. Run parallel to (parallel to). This is to prevent the area that becomes a blind spot for the imaging device 11 and distance measuring device 12 of the own vehicle V1 from expanding due to the parked vehicle Vb, and to make it easier to recognize the oncoming vehicle Vc.

The retreat position is set according to the position of the second obstacle. For example, the farther the position of the second obstacle in the width direction of the own lane L1 is from the shoulder of the road, the farther away from the second obstacle the evacuation position is set. When the own vehicle V1 and the second obstacle are close to each other, the farther the second obstacle is from the road shoulder and closer to the adjacent lane L2, the more the detection device of the own vehicle V1 detects the driving environment of the adjacent lane L2 (especially the oncoming vehicle Vc). This is because it becomes difficult to recognize. In other words, the second obstacle tends to create a blind spot in the detection range of the imaging device 11 and the distance measuring device 12.

Furthermore, the higher the height of the second obstacle, the driving support device 19 sets the retreat position at a position farther away from the second obstacle. This is because when the own vehicle V1 and the second obstacle are close to each other, if the height of the second obstacle is high, a blind spot is likely to occur in the detection range of the imaging device 11 and the distance measuring device 12. More specifically, when the second obstacle is a pedestrian, the evacuation position is set at a position farther from the second obstacle than when the second obstacle is a parked vehicle. Since the behavior of pedestrians is more difficult to predict than that of parked vehicles, the evacuation position is set further away to ensure avoidance. Furthermore, when the second obstacle is a parked vehicle, the evacuation position is set at a position farther from the second obstacle than when the second obstacle is a structure including plants. This is to more reliably avoid parked vehicles. Structures that include plants include roadside trees planted on sidewalks and median strips, and structures that include plants that become obstacles include, for example, branches and leaves extending from roadside trees that are blocked by roadside trees planted on sidewalks and median strips. It is said to enter L1 and become an obstacle.

In the driving scene shown in FIG. 3A, the oncoming vehicle Vc reaches the second passing position P3 on the side of the parked vehicle Vb before the own vehicle V1, and therefore it is determined that it is necessary to avoid the oncoming vehicle Vc. Based on the fact that the position Pb of the parked vehicle Vb is closer to the left side of the own lane L1 (that is, to the road shoulder side), the driving support device 19 uses the trajectory generation function of the generation unit 23 to evacuation the position P5 shown in FIG. 3A, for example. Set to position. Then, a travel trajectory Tx for traveling from the first passing position P2 to the retreat position P5 is generated, and the vehicle attempts to travel along the travel trajectory Tx.

However, as shown in FIG. 3A, if the inter-vehicle distance D1 between the parked vehicle Va and the parked vehicle Vb is short, the host vehicle V1 may not be able to travel along the travel trajectory Tx. For example, in the driving scene shown in FIG. 3A, when the own vehicle V1 is traveling at the position Px, a part of the body of the own vehicle V1 is included in the no-entry range A1. Therefore, the host vehicle V1 cannot reach the retreat position P5 along the traveling trajectory Tx.

Therefore, the driving support device 19 sets the retreat position P5, and uses the determination function of the determination unit 22 to determine whether the distance between the first obstacle and the second obstacle is less than a predetermined distance. If it is determined that the distance between the first obstacle and the second obstacle is less than a predetermined distance, the first passing position on the side of the first obstacle is set between the first obstacle and the second obstacle. The position is set farther from the first obstacle than when the distance is a predetermined distance or more. On the other hand, if it is determined that the distance between the first obstacle and the second obstacle is longer than the predetermined distance, the first passing position on the side of the first obstacle is not corrected but is maintained.

The predetermined distance is a distance corresponding to the distance required for the host vehicle V1 to avoid the first obstacle and travel to the evacuation position P5. The predetermined distance is set based on the set first passing position P2 and the position of the second obstacle. Specifically, the distance from the position of the second obstacle to the evacuation position P5 set according to the position of the second obstacle, and the distance from the first passing position P2 to the evacuation position after avoiding the first obstacle. The distance required to travel to P5 is calculated, and these calculated distances are added together to obtain a predetermined distance. The distance from the position of the second obstacle to the evacuation position P5 and the travel distance in the traveling direction of the road required to travel from the first passing position P2 to the evacuation position P5 can be secured between the obstacles. This is because, if not, the host vehicle V1 would not be able to travel from the first passing position P2 to the retreat position P5. In particular, the distance required to travel from the first passing position P2 to the evacuation position P5 while avoiding the first obstacle may be calculated as a travel distance in the traveling direction of the road.

Alternatively, the predetermined distance may be set in advance based on the total length and width, minimum turning radius, maximum steering angle, maximum lateral acceleration, maximum yaw rate, maximum steering speed, etc. of the host vehicle V1. For example, based on the position, attributes, height, etc. of the second obstacle, the evacuation position P5 to be set for the second obstacle that is most difficult to recognize in the driving environment of the adjacent lane L2 is determined, and the The maximum value of the distance from the position to the retreat position P5 is calculated. The predetermined distance is set as a predetermined distance, which is the sum of the travel distance required for the vehicle V1 to change lanes on the road on which the vehicle V1 is traveling.

The positional information of the first obstacle and the second obstacle necessary for setting the predetermined distance is acquired from the detection results of the distance measuring device 12. Further, the distance required to avoid the first obstacle is calculated using, for example, the total length and width of the host vehicle V1, and the minimum turning radius. Further, the determination as to whether the distance between the first obstacle and the second obstacle is less than a predetermined distance can be made before setting the evacuation position P5, after setting the evacuation position P5, or at the same time as setting the evacuation position P5. It may be performed at any time.

The driving support device 19 sets the first passing position P2 to be as far away from the first obstacle as possible within a range where the own vehicle V1 can continue traveling under autonomous driving control in the adjacent lane L2. In this case, while the host vehicle V1 travels to the shelter position P5, the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1 are not exceeded. This is to ensure more reliable travel to the retreat position P5.

In the driving scene shown in FIG. 3A, the inter-vehicle distance D1 between the parked vehicle Va and the parked vehicle Vb is less than a predetermined distance, and the host vehicle V1 cannot travel to the evacuation position P5. The function sets position P6 shown in FIG. 3B as a new first passing position. Alternatively, the set first passing position P2 is moved along the width direction of the road to position P6, and the first passing position is corrected. Then, a traveling trajectory T4 traveling from the starting position P1 to the first passing position P6 is generated.

Note that the driving support device 19 may set the first passing position based on the widthwise position of the first obstacle in the own lane L1. For example, in the driving scene shown in FIG. 3B, when the position Pa of the parked vehicle Va is closer to the boundary between the own lane L1 and the adjacent lane L2, the position Pa of the parked vehicle Va is closer to the shoulder side of the road. The first passing position is set at a position away from the boundary between the lane L1 and the adjacent lane L2. Similarly, the driving support device 19 may set the second passing position based on the position of the second obstacle in the own lane L1 in the width direction. For example, when the position Pb of the parked vehicle Vb is farther from the boundary between the own lane L1 and the adjacent lane L2, the distance between the own lane L1 and the adjacent lane L2 is greater than when the position Pb of the parked vehicle Vb is closer to the adjacent lane L2. A second passing position is set close to the boundary.

When the travel trajectory T4 is generated, the driving support device 19 uses the travel control function of the control unit 24 to cause the own vehicle V1 to travel along the travel trajectory T4. The driving support device 19 generates a traveling trajectory T5 that travels from the first passing position P6 to the retreat position P5 while the host vehicle V1 travels to the first passing position P6. Then, the own vehicle V1 is caused to travel along the travel trajectory T5 from the first passing position P6 to the retreat position P5. Unlike the driving scene shown in FIG. 3A, there is a gap between the prohibited area A1 and the own vehicle V1 for performing a steering operation to drive to the evacuation position P5, so the own vehicle V1 is controlled by autonomous driving control. With this, it is possible to reach the retreat position P5. Further, it is possible to generate a traveling trajectory T5 having a smaller curvature than the traveling trajectory Tx shown in FIG. 3A. As a result, changes in the behavior of the own vehicle V1 are reduced, and it is possible to prevent the occupant from feeling uncomfortable.

When reaching the travel trajectory T5, the own vehicle V1 stops and waits for the oncoming vehicle Vc to pass by the side of the own vehicle V1. Then, when the oncoming vehicle Vc has traveled to the position Pd shown in FIG. 3C, it is determined that the avoidance of the oncoming vehicle Vc has been completed, and the avoidance operation is restarted. The driving support device 19 uses the trajectory generation function of the generation unit 23 to generate a travel trajectory T6 for traveling from the retreat position P5 to the second passing position P3, and uses the travel control function of the control unit 24 to move the host vehicle V1 to the refuge position P5. to the second passing position P3. After the host vehicle V1 reaches the second passing position P3, it travels along the travel trajectory T3 to the end position P4, similar to the travel scene shown in FIG.

Up to this point, driving support in the driving scenes shown in FIGS. 3A to 3C has been described. In this embodiment, it is assumed that traveling from the first passing position P6 to the evacuation position P5 and traveling from the evacuation position P5 to the second passing position P3 are included in part of the avoidance operation.

Next, a case where the inter-vehicle distance between parked vehicle Va and parked vehicle Vb in the driving scene shown in FIG. 3A is even shorter will be described using FIGS. 4A to 4C.

The driving scene shown in FIG. 4A is the same as the driving scene shown in FIG. 3A, except that the parking position of the parked vehicle Va is at position Qa, and the parking position of the parked vehicle Vb is at position Qb. Position Qa is a position ahead of position Pa shown in FIG. 3A. Further, the position Qb is closer to the adjacent lane L2 than the position Pb shown in FIG. 3A. In this case, the driving support device 19 determines that it is necessary to avoid the oncoming vehicle Vc, similar to the driving scene shown in FIG. 3A, and attempts to set a shelter position behind the parked vehicle Vb.

In the driving scene shown in FIG. 4A, the position of the parked vehicle Vb is closer to the adjacent lane L2 than in the driving scene shown in FIG. Become. However, in the driving scene shown in FIG. 4, the inter-vehicle distance D2 between the parked vehicle Va and the parked vehicle Vb is shorter than the inter-vehicle distance D1 shown in FIG. 3A, so the retreat position Py is included in the no-entry range A1. Therefore, in the driving scene shown in FIG. 4A, the retreat position cannot be set using the same method as in the driving scene shown in FIG. 3A.

In this way, when the own vehicle V1 cannot reach the shelter position under autonomous driving control, the driving support device 19 uses the trajectory generation function of the generation unit 23 to move the set shelter position forward along the running direction. do. Thereby, it is possible to set a shelter position that the own vehicle V1 can reach. Specifically, the driving support device 19 calculates the distance required for the host vehicle V1 to travel from the first passing position to the evacuation position while avoiding the first obstacle, and calculates the distance required for the own vehicle V1 to travel to the evacuation position while avoiding the first obstacle, and calculates the distance required for the own vehicle V1 to travel to the evacuation position while avoiding the first obstacle, and calculates the distance required for the own vehicle V1 to travel to the evacuation position while avoiding the first obstacle, and calculates the distance required for the host vehicle V1 to travel to the evacuation position while avoiding the first obstacle, and calculates the distance required for the host vehicle V1 to travel from the first passing position to the evacuation position while avoiding the first obstacle, and calculates the distance necessary for the own vehicle V1 to travel to the evacuation position while avoiding the first obstacle Move the set evacuation position until. The distance required to travel from the first passing position to the evacuation position may be calculated as a travel distance in the traveling direction of the road.

In the driving scene shown in FIG. 4A, first, similarly to the driving scene shown in FIG. 3A, it is determined whether the inter-vehicle distance D2 between the parked vehicle Va and the parked vehicle Vb is less than a predetermined distance. Since the inter-vehicle distance D2 is shorter than the inter-vehicle distance D1, it is determined that the inter-vehicle distance D2 is less than the predetermined distance. Based on the progress of this determination, the driving support device 19 sets the position P7 shown in FIG. 4A as the first passing position. Then, the driving support device 19 generates a traveling trajectory T7 for traveling from the starting position P1 to the first passing position P7.

While driving from the start position P1 to the first passing position P7, the driving support device 19 uses the trajectory generation function of the generation unit 23 to move from the retreat position Py shown in FIG. 4A to the position P8 shown in FIG. 4B. The position P8 is a position that the host vehicle V1 can reach from the first passing position P7 by autonomous driving control. When the position P8 is set as the retreat position, the driving support device 19 generates a traveling trajectory T8 that travels from the first passing position P7 to the retreating position P8, and causes the host vehicle V1 to travel along the traveling trajectory T8.

When reaching the traveling trajectory T8, the own vehicle V1 stops and waits for the oncoming vehicle Vc to pass by the side of the own vehicle V1. Then, when the oncoming vehicle Vc has traveled to the position Pd shown in FIG. 4C, it is determined that the avoidance of the oncoming vehicle Vc has been completed, and the avoidance operation is restarted. The driving support device 19 uses the trajectory generation function of the generation unit 23 to attempt to generate a travel trajectory Ty for traveling from the retreat position P8 to the second passing position P3.

However, in the driving scene shown in 4C, since the position of the parked vehicle Vb is close to the adjacent lane L2, when the own vehicle V1 travels along the driving trajectory Ty, it enters the prohibited area A2. Therefore, the driving support device 19 sets the second passing position on the side of the second obstacle to a position away from the second obstacle within the range in which the host vehicle V1 can travel under autonomous driving control. In this case, while the host vehicle V1 travels to the second passing position, the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle V1 are not exceeded. Thereby, the second obstacle can be avoided more reliably.

In the driving scene shown in FIG. 4C, the driving support device 19 uses the trajectory generation function of the generation unit 23 to set the position P9 shown in FIG. 3B as a new second passing position. Alternatively, the second passing position P3 that has been set is moved along the width direction of the road to a position P9, and the second passing position is corrected. The driving support device 19 then generates a traveling trajectory T9 for traveling from the retreat position P8 to the second passing position P9.

When the travel trajectory T9 is generated, the driving support device 19 uses the travel control function of the control unit 24 to cause the own vehicle V1 to travel from the retreat position P8 to the second passing position P9. After the host vehicle V1 reaches the second passing position P9, the driving support device 19 generates a traveling trajectory T10 for traveling from the second passing position P9 to the end position P4. Then, the host vehicle V1 is driven along the travel trajectory T10 to the end position P4, and the avoidance operation is ended.

Up to this point, driving support in the driving scenes shown in FIGS. 4A to 4C has been described. In the above explanation, the start position P1 and the end position P4 are not moved, but the driving support device 19 may move the start position P1 and the end position P4 depending on the driving environment around the host vehicle V1. . For example, if the position of the first obstacle in the width direction of the own lane L1 is closer to the adjacent lane L2 than the shoulder of the road, then the position of the first obstacle in the width direction of the own lane L1 is closer to the road shoulder than the adjacent lane L2. The starting position P1 is moved to the front in the traveling direction of the host vehicle V1 compared to the case where the start position P1 is closer. For example, in the driving scene shown in FIG. 4A, when the position of the parked vehicle Va is on the right side of the own lane L1, the starting position P1 is set to the right side of the own vehicle V1 than when the position of the parked vehicle Va is on the left side of the own lane L1. Move forward in the direction of travel. Thereby, the avoidance action of the own vehicle V1 can be started earlier than when the position of the parked vehicle Va is on the left side of the own lane L1, and the parked vehicle Vb in front can be recognized earlier.

In addition, in order to avoid other vehicles traveling in the adjacent lane L2, the driving support device 19 performs an evasive operation in order to avoid other vehicles traveling in the adjacent lane L2, compared to a case where the position of the first obstacle in the width direction of the own lane L1 is closer to the road shoulder than the adjacent lane L2. If the action cannot be started early, the traveling speed of the own vehicle V1 when approaching the first obstacle is set to be slower than when the first obstacle is located closer to the road shoulder than the adjacent lane L2. For example, in the driving scene shown in FIG. 4A, if an oncoming vehicle in the adjacent lane L2 is traveling near the first passing position P7, even if the starting position P1 is moved toward the front in the traveling direction of the own vehicle V1, Unable to initiate evasive action to avoid oncoming vehicles. In this case, the traveling speed when the host vehicle V1 approaches the parked vehicle Va is reduced. By decelerating before the parked vehicle Va, the distance between the parked vehicle Va and the own vehicle V1 is maintained, and an avoidance operation can be started at a position as far away from the parked vehicle Va as possible. Note that if it takes time to avoid an oncoming vehicle, the driving support device 19 may stop the host vehicle V1 at a position in front of the parked vehicle Va.

Up to this point, driving support by the driving support device 19 of this embodiment has been described. In addition, in the driving scenes shown in FIGS. 2, 3A to 3C, and 4A to 4C, the lane L1 and the adjacent lane L2 are opposite to each other, but the adjacent lane L2 does not necessarily have to be the opposite lane. . The driving support device 19 can perform the above-described driving support even when the road has two lanes on each side and the vehicles traveling in the lane L1 and the adjacent lane L2 are running in the same direction. In this case, the above-mentioned oncoming vehicle shall be read as a parallel vehicle.

[Processing in the system]
With reference to FIGS. 5A and 5B, a procedure when the driving support device 19 processes information will be described. 5A and 5B are examples of flowcharts showing information processing executed in the driving support system 10 of this embodiment. The processing described below is executed at predetermined time intervals by the CPU 191, which is the processor of the driving support device 19.

First, in step S1 of FIG. 5A, the environment recognition function detects a first obstacle using the imaging device 11, the distance measuring device 12, and the like. In step S2, the determination function determines whether or not the first obstacle exists based on the detection result. If it is determined that the first obstacle does not exist, the process advances to step S1 and the detection of the first obstacle is repeated. If it is determined that the first obstacle exists, the process proceeds to step S3, and the determination function determines whether or not it is necessary to avoid the first obstacle by driving in the adjacent lane L2.

If it is determined that there is no need to avoid the first obstacle by traveling in the adjacent lane L2, the process proceeds to step S4, and the first obstacle is avoided by a normal avoidance operation. Thereafter, the process proceeds to step S33, where the avoidance operation is ended and the execution of the routine is ended. On the other hand, if it is determined that it is necessary to avoid the first obstacle by driving in the adjacent lane L2, the process proceeds to step S5, and the environment recognition function detects an obstacle in the adjacent lane L2.

In the following step S6, the determination function determines whether the avoidance operation can be started. If it is determined that the avoidance operation cannot be started, the process proceeds to step S7, and the travel control function sets the travel speed of the host vehicle V1 to a slower speed to decelerate the host vehicle V1. After that, the process proceeds to step S6, and it is determined again whether the avoidance operation can be started. On the other hand, if it is determined that the avoidance operation can be started, the process advances to step S8.

In step S8, the trajectory generation function sets a first passing position on the side of the first obstacle, and in subsequent step S9, a traveling trajectory is generated in which the vehicle travels through the first passing position and avoids the first obstacle. do. In step S10, the vehicle V1 is caused to travel along a travel trajectory that avoids the first obstacle using the travel control function, and in the subsequent step S11, the second obstacle is detected.

In step S12, it is determined from the detection result whether or not a second obstacle exists. If it is determined that the second obstacle does not exist, the process proceeds to step S13, and the vehicle continues to travel along the travel trajectory that avoids the first obstacle. On the other hand, if it is determined that the second obstacle exists, the process advances to step S14.

In step S14, the trajectory generation function sets a second passing position on the side of the second obstacle, and in the subsequent step S15, the environment recognition function detects an obstacle in the adjacent lane L2. In step S16, the determination function determines whether it is necessary to avoid an obstacle in the adjacent lane L2. If it is determined that there is no need to avoid the obstacle in the adjacent lane L2, the process proceeds to step S17, where the vehicle travels through the second passing position and generates a travel trajectory that avoids the first obstacle and the second obstacle. In the following step S18, the host vehicle V1 is caused to travel along a travel trajectory that avoids the first obstacle and the second obstacle, and the process proceeds to step S33, where the avoidance operation is ended and the execution of the routine is ended. On the other hand, if it is determined that it is necessary to avoid the obstacle in the adjacent lane L2, the process proceeds to step S19 in FIG. 5B.

In step S19 of FIG. 5B, a retreat position is set by the trajectory generation function, and in the subsequent step S20, the distance between the first obstacle and the second obstacle is calculated. In step S21, it is determined whether the distance between the first obstacle and the second obstacle is less than a predetermined distance. If it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the process proceeds to step S22, and the first passing position on the side of the first obstacle is moved in the direction away from the first obstacle. do. After that, the process advances to step S23. On the other hand, if it is determined that the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance, the process proceeds to step S23 without passing through step S22.

In step S23, the trajectory generation function generates a travel trajectory that passes through the evacuation position and avoids the first obstacle and the second obstacle, and in the subsequent step S24, the determination function determines that the own vehicle V1 is in the evacuation position. Determine whether it is possible to travel up to the point. If it is determined that the host vehicle V1 cannot travel to the shelter position, the process proceeds to step S25, and the set shelter position is moved forward in the running direction. In the subsequent step S26, the second passing position on the side of the second obstacle is moved in the direction away from the second obstacle, and in step S27, the second passing position is moved away from the second obstacle, and the second passing position is moved to the side of the second obstacle. Correct the driving trajectory to avoid this. After that, the process proceeds to step S24, and it is determined again whether or not the host vehicle V1 can travel to the shelter position.

On the other hand, if it is determined that the host vehicle V1 can travel to the retreat position, the process proceeds to step S28, and the host vehicle V1 is driven to the retreat position. In step S29, an obstacle in the adjacent lane L2 is detected, and in step S30, it is determined whether the vehicle can depart while avoiding the obstacle in the adjacent lane L2. If it is determined that the vehicle cannot depart, the determination in step S30 is repeated. On the other hand, if it is determined that the vehicle can depart, the process proceeds to step S31 and the vehicle departs from the shelter position. Then, in step S32, the vehicle travels along the set travel trajectory, passes through the second passing position, and travels to the end position P4. Thereafter, the process proceeds to step S33, where the avoidance operation is ended and the execution of the routine is ended.

[Embodiments of the present invention]
As described above, according to the present embodiment, the first obstacle stopped in the own lane L1 along the traveling direction of the own vehicle V1 and the second obstacle in front of the first obstacle are detected using the processor. In the driving support method for avoiding an object by traveling in a lane L2 adjacent to the vehicle lane L1, the processor causes the vehicle V1 to retreat between the first obstacle and the second obstacle. setting a retreat position, determining whether the distance between the first obstacle and the second obstacle is less than a predetermined distance, and determining whether the distance between the first obstacle and the second obstacle is the predetermined distance; If it is determined that the distance is less than the predetermined distance, the first passing position on the side of the first obstacle is set to A driving support method is provided in which the host vehicle V1 is set at a position away from one obstacle and is caused to travel to the shelter position by autonomous driving control. This can prevent the vehicle from being unable to travel to the evacuation position set between obstacles. In addition, the curvature of the travel trajectory traveling to the shelter position can be reduced, and smooth travel can be realized. Furthermore, a distance from the second obstacle can be ensured, making it easier to recognize other vehicles traveling in the adjacent lane L2. In addition, movement from the sheltered position becomes smoother, and unnecessary steering operations and speed reductions can be suppressed.

Further, according to the driving support method of the present embodiment, the processor may be arranged such that the farther the position of the second obstacle in the width direction of the own lane L1 is from the shoulder of the road, the further the processor moves away from the second obstacle. The retracted position is set at the position. As a result, a distance from the second obstacle can be ensured, and other vehicles traveling in the adjacent lane L2 can be easily recognized. In addition, movement from the shelter position becomes smoother, and unnecessary steering operations and speed reductions can be suppressed.

Further, according to the driving support method of the present embodiment, the processor sets the retreat position at a position farther from the second obstacle as the height of the second obstacle is higher. This makes it easier to recognize other vehicles traveling in the adjacent lane L2. Moreover, the blind spot of the detection device of the host vehicle V1 can be reduced.

Further, according to the driving support method of the present embodiment, when the second obstacle is a parked vehicle, the processor is configured to The evacuation position is set at a position farther from an obstacle, and when the second obstacle is a pedestrian, the evacuation position is set at a position farther from the second obstacle than when the second obstacle is the parked vehicle. The retreat position is set at . Thereby, the movement from the retreat position becomes smooth, and the second obstacle can be avoided more reliably.

Further, according to the driving support method of the present embodiment, the processor is configured to control the distance between the own lane L1 and the adjacent lane L2 within a range in which the own vehicle V1 can avoid other vehicles traveling in the adjacent lane L2. The retreat position is set at a position close to the boundary. This makes it easier to recognize other vehicles traveling in the adjacent lane L2. In addition, movement from the shelter position becomes smoother, and unnecessary steering operations and speed reductions can be suppressed.

Further, according to the driving support method of the present embodiment, the processor determines the first obstacle based on the position of the first obstacle and the second obstacle in the own lane L1 in the width direction of the own lane L1. Set the passing position. This makes it possible to reduce the curvature of the travel trajectory that the vehicle travels to the shelter position, thereby realizing smooth travel.

Further, according to the driving support method of the present embodiment, the processor may change the first passing position to the first obstacle within a range in which the own vehicle V1 can continue the autonomous driving control in the adjacent lane L2. Set it away from objects. Thereby, the first obstacle can be avoided more reliably.

Further, according to the driving support method of the present embodiment, when the own vehicle V1 travels to the shelter position, the processor may control the maximum steering angle, the maximum lateral acceleration, the maximum yaw rate, and the maximum steering speed of the own vehicle V1. The first passing position is set at a position away from the first obstacle within a range not exceeding. This makes it possible to reduce the curvature of the travel trajectory that the vehicle travels to the shelter position, thereby realizing smooth travel.

Further, according to the driving support method of the present embodiment, when the host vehicle V1 cannot reach the retreat position under the autonomous driving control, the processor moves the retreat position forward along the traveling direction. do. Thereby, it is possible to more reliably reach the evacuation position and to suppress the obstruction of traffic of other vehicles traveling in the adjacent lane L2.

Further, according to the driving support method of the present embodiment, the processor determines a second passing position on the side of the second obstacle within a range in which the host vehicle V1 can travel under the autonomous driving control. Set it away from obstacles. As a result, the curvature of the travel trajectory for avoiding the second obstacle can be reduced, and smooth travel can be realized.

Further, according to the driving support method of the present embodiment, when the position of the first obstacle in the width direction of the own lane L1 is closer to the adjacent lane L2 than the shoulder of the road, the processor , the avoidance action of the host vehicle V1 is started earlier than when the road shoulder is closer than the adjacent lane L2. Thereby, the second obstacle can be recognized at an early stage, and the first passing position can be set at an early stage. As a result, the vehicle can travel smoothly to the retreat position.

Further, according to the driving support method of the present embodiment, the processor may, in order to avoid other vehicles traveling in the adjacent lane L2, compare the position where the position is closer to the road shoulder than the adjacent lane L2. If the avoidance action cannot be started early, the traveling speed of the own vehicle V1 when approaching the first obstacle is set to be slower than when the position is closer to the road shoulder than the adjacent lane L2. Thereby, the position where the avoidance operation is started can be moved forward in the traveling direction, and the second obstacle can be recognized at an early stage.

Further, according to the present embodiment, the first obstacle stopped in the own lane L1 along the traveling direction of the own vehicle V1 and the second obstacle in front of the first obstacle are a generation unit 23 that sets a shelter position for the host vehicle V1 to retreat between the first obstacle and the second obstacle when avoiding the vehicle V1 by traveling in a lane L2 adjacent to L1; A determination unit 22 that determines whether the distance between an obstacle and the second obstacle is less than a predetermined distance; and a control unit 24 that causes the host vehicle V1 to travel to the evacuation position by autonomous running control. , when the determining unit 22 determines that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the generating unit 23 generates a first obstacle on the side of the first obstacle. A driving support device 19 is provided that sets a passing position at a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is equal to or greater than the predetermined distance. This can prevent the vehicle from being unable to travel to the evacuation position set between obstacles. Furthermore, the curvature of the travel trajectory traveling to the shelter position can be reduced, and smooth travel can be realized. Furthermore, a distance from the second obstacle can be ensured, making it easier to recognize other vehicles traveling in the adjacent lane L2. In addition, movement from the sheltered position becomes smoother, and unnecessary steering operations and speed reductions can be suppressed.

10... Driving support system 11... Imaging device 12... Distance measuring device 13... State detection device 14... Map information 15... Position detection device 16... Navigation device 17... Vehicle control device 171... Vehicle speed control device 172... Steering control device 18... Display Device 19...Driving support device 191...CPU (processor)
192...ROM
193...RAM
20...Support unit 21...Recognition unit 22...Determination unit 23...Generation unit 24...Control unit A1, A2...Prohibited range D1, D2...Following distance L1...Own lane L2...Adjacent lane P1...Start position P2, P6, P7 ...First passing position P3, P9...Second passing position P4...End position P5, P8...Shutdown position Pa, Pb, Pc, Pd, Px, Py, Qa, Qb...Position T1, T2, T3, T4, T5, T6, T7, T8, T9, T10, Tx, Ty...Travel trajectory V1...Own vehicle Va, Vb...Parked vehicle Vc...Oncoming vehicle

Claims (13)

Using a processor, a first obstacle stopped in the own lane along the traveling direction of the own vehicle and a second obstacle in front of the first obstacle are detected by driving in a lane adjacent to the own lane. In a driving support method that avoids
The processor includes:
setting a shelter position for the host vehicle between the first obstacle and the second obstacle;
determining whether the distance between the first obstacle and the second obstacle is less than a predetermined distance;
If it is determined that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the first passing position on the side of the first obstacle is changed to the first passing position on the side of the first obstacle. Set at a position farther from the first obstacle than when the distance to the obstacle is the predetermined distance or more,
A driving support method in which the own vehicle is driven to the shelter position by autonomous driving control. The processor includes:
The driving support according to claim 1, wherein the farther the position of the second obstacle in the width direction of the own lane is from the shoulder of the road, the further the retreat position is set from the second obstacle. Method. The processor includes:
The driving support method according to claim 1, wherein the higher the height of the second obstacle is, the farther the retreat position is from the second obstacle. The processor includes:
When the second obstacle is a parked vehicle, the evacuation position is set at a position farther from the second obstacle than when the second obstacle is a structure including plants;
When the second obstacle is a pedestrian, the evacuation position is set at a position farther from the second obstacle than when the second obstacle is the parked vehicle. Driving support method. The processor includes:
The driving support method according to claim 1, wherein the shelter position is set at a position close to a boundary between the own lane and the adjacent lane within a range where the own vehicle can avoid other vehicles traveling in the adjacent lane. . The processor includes:
The driving support method according to claim 1, wherein the first passing position is set based on the positions of the first obstacle and the second obstacle in the own lane in the width direction of the own lane. The processor includes:
The driving support method according to claim 1, wherein the first passing position is set at a position away from the first obstacle within a range where the self-vehicle can continue the autonomous driving control in the adjacent lane. The processor includes:
When the host vehicle travels to the shelter position, the first passing position is moved to the first obstacle within a range that does not exceed the maximum steering angle, maximum lateral acceleration, maximum yaw rate, and maximum steering speed of the host vehicle. 8. The driving support method according to claim 7, wherein the driving support method is set at a position away from. The processor includes:
The driving support method according to any one of claims 1 to 8, wherein when the own vehicle cannot reach the shelter position under the autonomous running control, the shelter position is moved forward along the traveling direction. . The processor includes:
The driving assistance according to claim 9, wherein a second passing position on the side of the second obstacle is set at a position away from the second obstacle within a range in which the own vehicle can travel under the autonomous driving control. Method. The processor includes:
If the position of the first obstacle in the width direction of the vehicle's own lane is closer to the adjacent lane than to the shoulder of the road, the vehicle may be able to avoid it more easily than if the position is closer to the shoulder than the adjacent lane. The driving support method according to claim 1, wherein the action is started early. The processor includes:
In order to avoid another vehicle traveling in the adjacent lane, if the avoidance action cannot be started earlier than if the position is closer to the road shoulder than the adjacent lane, the position is closer to the road shoulder than the adjacent lane. 12. The driving support method according to claim 11, wherein the driving speed is set to be slower when the host vehicle approaches the first obstacle than when the host vehicle approaches the first obstacle. When the vehicle avoids a first obstacle that is stopped in the own lane along the traveling direction of the own vehicle and a second obstacle in front of the first obstacle by driving in a lane adjacent to the own lane. , a generation unit that sets a shelter position for the host vehicle between the first obstacle and the second obstacle;
a determination unit that determines whether a distance between the first obstacle and the second obstacle is less than a predetermined distance;
a control unit that causes the host vehicle to travel to the evacuation position by autonomous driving control,
When the determining unit determines that the distance between the first obstacle and the second obstacle is less than the predetermined distance, the generating unit determines a first passing position on the side of the first obstacle. , a driving support device that is set at a position farther from the first obstacle than when the distance between the first obstacle and the second obstacle is greater than or equal to the predetermined distance.