JP7478607B2 - Driving support method and driving support device - Google Patents

Description

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

When a vehicle passes an oncoming vehicle on a narrow road, a technology has been proposed that determines the priority of the vehicle and the oncoming vehicle based on the time it takes to reach an evacuation point on the narrow road and the number of vehicles following, and controls the passage of the vehicle and the oncoming vehicle based on the priority (see Patent Document 1).

JP 2016-143137 A

According to the technology described in Patent Document 1, a vehicle with a lower priority waits in a position in the direction of travel before the start of the narrow road until either the vehicle with the higher priority or an oncoming vehicle has passed through the narrow road. However, depending on the position where the vehicle waits, the vehicle with the higher priority may be prevented from traveling, and a phenomenon (stuck) may occur in which both the vehicle with the higher priority and the oncoming vehicle are stuck in or near the narrow road. The occurrence of a stuck road disrupts smooth traffic.

The present invention was made in consideration of the above problems, and its purpose is to provide a driving assistance method and device that can reduce the possibility of getting stuck when a vehicle passes an oncoming vehicle on a narrow road, thereby realizing smooth traffic flow.

In order to solve the above-mentioned problems, a driving assistance method and driving assistance device according to one aspect of the present invention detects an oncoming vehicle approaching the host vehicle across a narrow road section based on road information around the host vehicle, detects an entrance/exit that opens into the lane in which the host vehicle is traveling within a wide road section adjacent to the narrow road section on the side where the host vehicle is located, and when an oncoming vehicle is detected, determines whether or not to stop the host vehicle before the narrow road section, and when it is determined that the host vehicle should be stopped before the narrow road section and the distance between the narrow road section and the entrance/exit is less than a first predetermined distance, stops the host vehicle before the entrance/exit.

The present invention reduces the possibility of getting stuck when a vehicle passes an oncoming vehicle on a narrow road, ensuring smooth traffic flow.

FIG. 1 is a block diagram showing a configuration of a driving assistance device according to an embodiment of the present invention. FIG. 2 is a flowchart showing the processing of the driving support device according to one embodiment of the present invention. FIG. 3A is a diagram showing an example in which the distance between the narrow road section and the entrance/exit is equal to or greater than a first predetermined distance. FIG. 3B is a diagram showing an example in which the distance between the narrow road section and the entrance/exit is less than the first predetermined distance. FIG. 4 is a diagram showing an example in which the vehicle is made to wait at a waiting position that blocks an entrance/exit.

Next, an embodiment of the present invention will be described in detail with reference to the drawings. In the description, the same parts will be given the same reference numerals and duplicate explanations will be omitted.

[Configuration of the driving support device]
Fig. 1 is a block diagram showing the configuration of a driving support device according to this embodiment. As shown in Fig. 1, the driving support device according to this embodiment includes an acquisition unit (imaging unit 71, on-board sensor 73, map information acquisition unit 75) that acquires road information around the vehicle, and a controller 100. The controller 100 is connected to the imaging unit 71, the on-board sensor 73, the map information acquisition unit 75, and the vehicle control device 400 via a wired or wireless communication path.

The imaging unit 71, the on-board sensor 73, and the vehicle control device 400 are mounted on the vehicle itself, but the map information acquisition unit 75 and the controller 100 may be mounted on the vehicle or installed outside the vehicle.

The imaging unit 71 captures an image of the surroundings of the vehicle. For example, the imaging unit 71 is a digital camera equipped with a solid-state imaging element such as a CCD or CMOS, and captures an image of the surroundings of the vehicle to obtain a digital image of the surrounding area. The imaging unit 71 captures an image of a predetermined range around the vehicle by setting the focal length, the lens angle of view, the vertical and horizontal angles of the camera, etc.

The captured images captured by the imaging unit 71 are output to the controller 100 and stored in a storage unit (not shown) for a predetermined period of time. For example, the imaging unit 71 captures captured images at predetermined time intervals, and the captured images captured at the predetermined time intervals are stored in the storage unit as past images. The past images may be deleted after a predetermined period of time has passed since the capture of the past images.

The on-board sensor 73 is composed of an object detection sensor mounted on the vehicle, such as a laser radar, a millimeter wave radar, or a camera, that detects objects present around the vehicle. The on-board sensor 73 may be equipped with a plurality of different types of object detection sensors.

The on-board sensor 73 detects the environment around the vehicle. For example, the on-board sensor 73 may detect moving objects including other vehicles, motorcycles, bicycles, and pedestrians, and stationary objects including stopped vehicles within a predetermined distance from the vehicle determined by the detection performance (detectable distance determined by the performance of the sensor), and detect the position, attitude, size, speed, acceleration, deceleration, yaw rate, etc. of the moving objects and stationary objects relative to the vehicle. The on-board sensor 73 may output, as a detection result, the behavior of two-dimensional objects in a zenith diagram (also called a plan view) viewed from the air above the vehicle. The on-board sensor 73 may also detect signs (road signs and signs displayed on the road surface) and guide rails that exist around the vehicle. In addition, the on-board sensor 73 may detect the rotational speed or difference in rotational speed of the wheels of the vehicle to detect the slipperiness of the road surface on which the vehicle is traveling.

In addition to the environment around the vehicle, the on-board sensor 73 also detects the state of the vehicle. For example, the on-board sensor 73 may detect the vehicle's moving speed (forward/backward and left/right moving speed, turning speed), the steering angle of the wheels of the vehicle, and the rate of change of the steering angle.

In addition, the on-board sensor 73 may include a sensor that measures the absolute position of the vehicle, i.e., the position, attitude, and speed of the vehicle relative to a predetermined reference point, using a position detection sensor that measures the absolute position of the vehicle, such as a GPS (Global Positioning System) or odometry.

The map information acquisition unit 75 acquires map information that indicates the structure of the road on which the vehicle travels. The map information acquired by the map information acquisition unit 75 includes road structure information such as absolute lane positions, lane connection relationships, and relative position relationships. The map information acquired by the map information acquisition unit 75 may also include facility information such as parking lots and gas stations. In addition, the map information may include position information of traffic lights, types of traffic lights, and positions of stop lines corresponding to traffic lights. The map information acquisition unit 75 may own a map database that stores map information, or may acquire map information from an external map data server by cloud computing. The map information acquisition unit 75 may also acquire map information using vehicle-to-vehicle communication or road-to-vehicle communication.

The road information around the vehicle is composed of an image captured by the imaging unit 71, information obtained by the on-board sensor 73, and map information obtained by the map information acquisition unit 75. In addition to being acquired by the acquisition unit, the road information around the vehicle may also be acquired from outside the vehicle via vehicle-to-vehicle communication or road-to-vehicle communication.

The vehicle control device 400 controls the vehicle based on the results obtained by the controller 100. For example, the vehicle control device 400 may drive the vehicle by automatic driving along a predetermined driving route, or may assist the vehicle occupant in driving operations.

The controller 100 (an example of a control unit or processing unit) is a general-purpose microcomputer equipped with a CPU (central processing unit), memory, and input/output units. A computer program (driving assistance program) for functioning as part of the driving assistance device is installed in the controller 100. By executing the computer program, the controller 100 functions as multiple information processing circuits (110, 120, 130, 140, 160, 170, 180, 190) equipped in the driving assistance device.

Here, an example is shown in which the multiple information processing circuits (110, 120, 130, 140, 160, 170, 180, 190) of the driving support device are realized by software. However, it is also possible to prepare dedicated hardware for executing each information process shown below and configure the information processing circuits (110, 120, 130, 140, 160, 170, 180, 190). In addition, the multiple information processing circuits (110, 120, 130, 140, 160, 170, 180, 190) may be configured by individual hardware. Furthermore, the information processing circuits (110, 120, 130, 140, 160, 170, 180, 190) may be shared with an electronic control unit (ECU) used for other control related to the vehicle.

The controller 100 includes a number of information processing circuits (110, 120, 130, 140, 160, 170, 180, 190), including a self-position detection unit 110, a vehicle detection unit 120, a narrow road section detection unit 130, a wide road section detection unit 140, a connecting road detection unit 160, a judgment unit 170, a stop position setting unit 180, and a driving plan creation unit 190.

The self-position detection unit 110 acquires the absolute position of the vehicle, i.e., the current position of the vehicle relative to a predetermined reference point, via the imaging unit 71 and the on-board sensor 73. Additionally, the self-position detection unit 110 may acquire the current speed, acceleration, and attitude of the vehicle via the on-board sensor 73.

The narrow road section detection unit 130 detects a narrow road section located on the road of the host vehicle and in the traveling direction of the host vehicle based on road information around the host vehicle. Here, a narrow road section is a road section where the host vehicle and another vehicle (oncoming vehicle) cannot pass each other, and more specifically, has a road width less than the minimum road width required for the host vehicle and another vehicle to pass each other. The minimum road width may be set to a value about twice the width of the host vehicle in the left-right direction, or may be set to the sum of the width of the host vehicle and the width of the other vehicle. Alternatively, the minimum road width may be a value obtained by adding a predetermined distance to the twice the width of the host vehicle in the left-right direction or the sum of the width of the host vehicle and the width of the other vehicle, so that the driver of the host vehicle does not feel uncomfortable when the host vehicle and the other vehicle pass each other. The minimum road width refers to the minimum road width required for the host vehicle and the other vehicle to pass each other smoothly, and is a road width that can be set appropriately.

The wide road section detection unit 140 detects a wide road section located on the side of the narrow road section where the vehicle is located (the closer side in the direction of travel of the vehicle than the narrow road section) based on road information around the vehicle. Here, a wide road section is a road section where the vehicle and other vehicles can pass each other, and more specifically, has a road width that is equal to or larger than the minimum road width required for the vehicle and other vehicles to pass each other. A wide road section is adjacent to a narrow road section.

For example, if there is a parked vehicle on the side of the road, the road section in which the passable area is restricted by the parked vehicle may be a narrow section. Figures 3A and 3B show an example in which a narrow section RN occurs on a one-lane road consisting of lanes TL1 and TL2 due to the presence of parked vehicles such as parked vehicles VB1 and VB2 on the side of the road.

The vehicle detection unit 120 detects objects around the host vehicle based on road information around the host vehicle. In particular, the vehicle detection unit 120 detects oncoming vehicles (oncoming vehicles facing the host vehicle) traveling toward the host vehicle on the road on which the host vehicle is traveling. In particular, the vehicle detection unit 120 detects oncoming vehicles facing the host vehicle on the opposite side of the narrow road section from the host vehicle and located within a first predetermined distance from the narrow road section. The reason for detecting oncoming vehicles located within a first predetermined distance from the narrow road section is to extract oncoming vehicles that may interfere with the host vehicle's travel route in the narrow road section.

Here, the predetermined distance for detecting an oncoming vehicle may be the distance from a position that is the detectable distance of the onboard sensor 73 to the narrow road section. Alternatively, it may be determined based on the distance between the host vehicle and a position that is a first predetermined distance before the narrow road section, which will be described later. For example, the predetermined distance may be determined to be a distance that is equal to or greater than the distance that the oncoming vehicle can move while the host vehicle travels to a position that is the first predetermined distance before the start position of the narrow road section (hereinafter, the movable distance), and is less than the distance from a position that is the detectable distance of the onboard sensor 73 to the narrow road section. In other words, the vehicle detection unit 120 detects oncoming vehicles that may reach the narrow road section before the host vehicle reaches a position that is the first predetermined distance before the narrow road section. The possible travel distance can be calculated, for example, by dividing the distance between the vehicle's current position and a position a first predetermined distance before the start of the narrow section by the vehicle's current speed to calculate the time required for the vehicle to reach a position a first predetermined distance before the start of the narrow section, and then multiplying the calculated time by the legal speed or, if the speed of the oncoming vehicle can be detected, by the speed of the oncoming vehicle.

The connecting road detection unit 160 detects entrances and exits that open into the lane in which the vehicle is traveling within a wide road section based on road information around the vehicle. Examples of entrances and exits include entrances and exits of connecting roads that branch off or merge into the lane in which the vehicle is traveling, entrances and exits for vehicles entering and exiting facilities (commercial facilities, factories, houses, etc.) facing the lane in which the vehicle is traveling, and entrances and exits of intersections.

In addition, the connecting road detection unit 160 may detect an entrance/exit located within a first predetermined distance from the narrow road section. In other words, the connecting road detection unit 160 may determine whether or not there is an entrance/exit located within a first predetermined distance from the narrow road section.

If an entrance/exit is located within a first specified distance from a narrow road section, there is a high possibility that the vehicle will not be able to fit into the section between the narrow road section and the entrance/exit location. In this case, the vehicle may not be able to complete passing through the road section facing the entrance/exit, and may impede the travel of oncoming vehicles attempting to enter the entrance/exit. For this reason, special consideration must be given to entrances/exits located within a first specified distance from a narrow road section.

Here, the first predetermined distance may be determined based on the length of the vehicle along the direction of travel. Alternatively, a stopping range in which the vehicle can pull over and stop in the wide road section may be calculated based on the trajectory that the vehicle can travel in the wide road section, and the first predetermined distance may be determined based on the calculated stopping range. In this case, the shortest distance between the rear position of the vehicle stopped in the stopping range and the narrow road section may be determined as the first predetermined distance.

The determination unit 170 determines whether or not to stop the vehicle before a narrow road section based on road information around the vehicle. In particular, when an oncoming vehicle is detected, the determination unit 170 determines whether or not to stop the vehicle before a narrow road section.

Specifically, the determination unit 170 may determine that the host vehicle is to be stopped before the narrow section if an oncoming vehicle arrives at the narrow section before the host vehicle reaches a position a first predetermined distance before the narrow section in the host vehicle's travel direction. More specifically, the determination unit 170 may determine that the host vehicle is to be stopped before the narrow section if a first timing at which the host vehicle arrives at a position a first predetermined distance before the narrow section is later than a second timing at which the oncoming vehicle arrives at the narrow section. If the first timing and the second timing are simultaneous, the determination unit 170 may determine that the host vehicle is not to be stopped before the narrow section.

In addition, if it is determined that the vehicle is to be stopped before the narrow road section and the distance between the narrow road section and the entrance/exit is less than a first predetermined distance, the determination unit 170 determines that the vehicle is to be stopped before the entrance/exit.

When it is determined that the host vehicle is to be stopped before the narrow section, the stop position setting unit 180 sets the stop position of the host vehicle to a position before the narrow section. In particular, when it is determined that the host vehicle is to be stopped before the entrance/exit, the stop position setting unit 180 sets the stop position of the host vehicle to a position before the entrance/exit. When it is not determined that the host vehicle is to be stopped before the entrance/exit, the stop position setting unit 180 may set the stop position of the host vehicle within the section between the narrow section and the entrance/exit position.

The stop position may be set at the end of the narrow section or at a position a predetermined distance away from the entrance/exit so as not to impede the passage of oncoming vehicles passing through the narrow section.

The driving plan creation unit 190 creates a driving plan for the host vehicle. In particular, if a stopping position for the host vehicle is set, the driving plan creation unit 190 creates a driving plan for the host vehicle to drive from its current position and stop at the stopping position. On the other hand, if a stopping position for the host vehicle is not set, the driving plan creation unit 190 creates a driving plan for the host vehicle to drive from its current position and pass through a narrow road section.

In addition, when the stopping position of the vehicle is set within the section between the narrow section and the entrance/exit position, the driving plan creation unit 190 may create a driving plan in which the vehicle waits at a waiting position that blocks the entrance/exit and then passes through the narrow section. Here, "waiting" is a concept that includes stopping and driving slowly at a speed below a predetermined speed (for example, the speed of the vehicle when creeping). Also, "blocking" is a concept that means a state in which part or the whole of the vehicle is contained in the road section facing the entrance/exit. For example, it means a positional relationship such as that of the area RS and the vehicle VS in Figure 4.

The reason for having the host vehicle wait at a waiting position blocking the entrance/exit is to prevent a following vehicle behind the host vehicle from blocking the entrance/exit and to prevent an oncoming vehicle attempting to enter the entrance/exit from being impeded by the following vehicle. Therefore, when the vehicle detection unit 120 detects a following vehicle behind the host vehicle, the driving plan creation unit 190 may create a driving plan to have the host vehicle wait at a waiting position blocking the entrance/exit before stopping the host vehicle between the narrow road section and the entrance/exit.

Therefore, the determination unit 170 may determine whether an oncoming vehicle is planning to enter an entrance/exit, and if it is determined that the oncoming vehicle is planning to enter, the driving plan creation unit 190 may create a driving plan to move the vehicle, which is waiting in a waiting position blocking the entrance/exit, into the section between the narrow section and the entrance/exit position.

In addition, when an oncoming vehicle stops near an entrance/exit for a predetermined period of time, or when an oncoming vehicle issues a direction indication near the entrance/exit indicating that it plans to travel in the direction of the entrance/exit, the determination unit 170 may determine that the oncoming vehicle is planning to enter the entrance/exit.

The created driving plan for the vehicle is output to the vehicle control device 400, and the driving of the vehicle is controlled based on the driving plan.

[Processing Procedure of the Driving Assistance Device]
Next, a processing procedure of the driving support device according to this embodiment will be described with reference to the flowchart of Fig. 2. The processing of the driving support device shown in Fig. 2 may be executed repeatedly at a predetermined cycle, or may be executed every time the acquisition unit acquires road information around the vehicle.

In step S101, the acquisition unit acquires road information about the surroundings of the vehicle.

In step S104, the narrow road section detection unit 130 detects narrow road sections, and the wide road section detection unit 140 detects wide road sections based on road information around the vehicle. In addition, the connecting road detection unit 160 detects entrances and exits that open into the lane in which the vehicle is traveling within the wide road section.

If a narrow road section exists (YES in step S105), in step S107, the vehicle detection unit 120 detects an oncoming vehicle based on road information around the vehicle. On the other hand, if a narrow road section does not exist (NO in step S105), in step S119, the driving plan creation unit 190 creates a driving plan, and the vehicle control device 400 controls the driving of the vehicle.

If an oncoming vehicle is present (YES in step S109), proceed to step S112; if no oncoming vehicle is present (NO in step S109), proceed to step S119.

If the determination unit 170 determines that the vehicle will arrive at the narrow section after the oncoming vehicle (YES in step S112), the process proceeds to step S113; if the determination unit 170 does not determine that the vehicle will arrive at the narrow section after the oncoming vehicle (NO in step S112), the process proceeds to step S119.

If the connecting road detection unit 160 and the determination unit 170 determine that there is an entrance/exit within a first predetermined distance from the narrow road section (YES in step S113), the stop position setting unit 180 sets the stop position of the vehicle to a position before the entrance/exit in step S114. On the other hand, if it is determined that there is no entrance/exit within a first predetermined distance from the narrow road section (NO in step S113), the stop position setting unit 180 sets the stop position of the vehicle to a position before the narrow road section in step S115.

After the stopping position of the host vehicle is set, in step S117, the driving plan creation unit 190 creates a driving plan for stopping the host vehicle at the stopping position, and the vehicle control device 400 controls the stopping of the host vehicle.

[Effects of the embodiment]
As described above in detail, the driving support method and driving support device according to the present embodiment detect a narrow road section located on the road of the vehicle and in the direction of travel of the vehicle, the narrow road section having a road width less than the minimum road width required for the vehicle to pass another vehicle, the wide road section adjacent to the narrow road section on the side where the vehicle is located and having a road width equal to or larger than the minimum road width, and detect an entrance/exit that opens into the lane in which the vehicle is traveling within the wide road section. Then, an oncoming vehicle facing the vehicle is detected on the opposite side of the narrow road section to the vehicle and within a first predetermined distance from the narrow road section, and if an oncoming vehicle is detected, it is determined whether or not to stop the vehicle before the narrow road section. If it is determined that the vehicle should be stopped before the narrow road section and the distance between the narrow road section and the entrance/exit is less than the first predetermined distance, the vehicle is stopped before the entrance/exit.

This reduces the possibility of both your vehicle and the oncoming vehicle becoming stuck near the narrow road section when passing each other on a narrow road, ensuring smooth traffic flow.

The reason why smooth traffic can be achieved will be explained using Figures 3A and 3B. Figure 3A is a diagram showing an example in which the distance between the narrow road section and the entrance/exit is equal to or greater than the first predetermined distance. Figure 3B is a diagram showing an example in which the distance between the narrow road section and the entrance/exit is less than the first predetermined distance. Here, an oncoming vehicle VT traveling on lane TL2 is assumed to enter the connecting road TL3 after passing through the narrow road section RN.

In order for the oncoming vehicle VT to enter the connecting road TL3, it must cross the lane TL1 on which the host vehicle VS is traveling. Therefore, depending on the relative positions of the host vehicle VS and the oncoming vehicle VT, the host vehicle VS may obstruct the oncoming vehicle VT's travel.

In FIG. 3A, the distance DT between the narrow section RN and the region RS is greater than the first predetermined distance L2. In other words, before passing through the narrow section RN, the host vehicle VS waits in the region RP until the oncoming vehicle VT passes, and then enters the narrow section RN.

On the other hand, in FIG. 3B, the distance DT between the narrow section RN and the region RS is smaller than the first predetermined distance L2. In other words, the host vehicle VS has no place to wait near the entrance of the narrow section RN until the oncoming vehicle VT passes before passing through the narrow section RN. If the host vehicle VS arrives near the entrance of the narrow section RN at the time the oncoming vehicle VT is about to leave the narrow section RN, the host vehicle VS will prevent the oncoming vehicle VT from entering the connecting road TL3. In addition, because the oncoming vehicle VT has not yet completed passing through the narrow section RN, the oncoming vehicle VT will prevent the host vehicle VS from entering the narrow section RN. In other words, a stuck state occurs.

Therefore, in the case shown in FIG. 3B, the driving assistance method and driving assistance device according to this embodiment stops the host vehicle VS at position P2 just before the entrance/exit, instead of stopping the host vehicle VS at position P1 just before the narrow section. As a result, the oncoming vehicle VT can smoothly enter the connecting road TL3. In addition, the host vehicle VS can smoothly enter the narrow section RN after the oncoming vehicle VT has passed through the narrow section RN. This prevents the vehicle from getting stuck, and ensures smooth traffic.

The driving assistance method and driving assistance device according to this embodiment may also determine that the host vehicle VS is to be stopped before the narrow section RN when an oncoming vehicle VT is detected and a first timing at which the host vehicle VS arrives at a position a first predetermined distance from the narrow section RN is later than a second timing at which the oncoming vehicle VT arrives at the narrow section RN, or when the first timing and the second timing are simultaneous. Also, the driving assistance method and driving assistance device may determine that the host vehicle VS is not to be stopped before the narrow section RN when the first timing is earlier than the second timing.

This prevents the host vehicle VS and the oncoming vehicle VT from entering the narrow section RN at the same time, realizing smooth traffic flow. Because priority is set for the host vehicle VS and the oncoming vehicle VT when entering the narrow section RN, it also prevents the host vehicle VS and the oncoming vehicle VT from both having to stop temporarily before the narrow section RN. As a result, unnecessary stops when entering the narrow section RN are also avoided, minimizing disruption to traffic flow.

Furthermore, the driving assistance method and driving assistance device according to this embodiment may control the host vehicle VS to travel through the narrow section RN when an oncoming vehicle VT is not detected or when it is determined that the host vehicle VS should not be stopped before the narrow section RN. This prevents the host vehicle VS from temporarily stopping before the narrow section RN, thereby preventing traffic flow from being disrupted.

The driving assistance method and driving assistance device according to this embodiment may determine the first predetermined distance L1 based on the distance between the narrow road section RN and the host vehicle VS. This makes it possible to extract oncoming vehicles VT whose driving paths may interfere with those of the host vehicle VS in the narrow road section RN. Also, the amount of calculations is reduced because it is only necessary to determine whether the host vehicle VS will stop before the narrow road section RN for oncoming vehicles VT whose driving paths may interfere.

Furthermore, the driving assistance method and driving assistance device according to this embodiment may determine the first predetermined distance L2 based on the length of the host vehicle VS along the traveling direction. Furthermore, the driving trajectory of the host vehicle VS in the wide section RW may be calculated, and a stopping range in the wide section RW in which the host vehicle VS can stop by pulling over based on the trajectory may be calculated, and the shortest distance between the rear position of the host vehicle VS stopping in the stopping range and the narrow section RN may be determined as the first predetermined distance L2. This makes it possible to avoid a situation in which the host vehicle VS cannot fit into the section between the narrow section RN and the entrance/exit. As a result, it is possible to prevent the host vehicle VS from obstructing the driving of the oncoming vehicle VT just before entering the narrow section RN.

The driving assistance method and driving assistance device according to this embodiment may also stop the host vehicle VS between the narrow section RN and the entrance/exit when it is determined that the host vehicle VS should be stopped before the narrow section RN and the distance between the narrow section RN and the entrance/exit is equal to or greater than a first predetermined distance L2. This makes it possible to prevent the host vehicle VS from impeding the travel of the oncoming vehicle VT just before entering the narrow section RN.

Furthermore, the driving assistance method and driving assistance device according to this embodiment may have the host vehicle VS wait in a waiting position that blocks the entrance/exit before stopping the host vehicle VS between the narrow road section RN and the entrance/exit. This prevents the following vehicle VSA behind the host vehicle VS from blocking the entrance/exit, as shown in FIG. 4, and prevents the following vehicle VSA from interfering with the travel of an oncoming vehicle VT attempting to enter the entrance/exit.

The driving assistance method and driving assistance device according to this embodiment may also detect a following vehicle VSA behind the host vehicle VS, and when the following vehicle VSA is detected, have the host vehicle VS wait at a waiting position before stopping the host vehicle VS between the narrow road section RN and the entrance/exit. This prevents the following vehicle VSA behind the host vehicle VS from blocking the entrance/exit, and prevents the following vehicle VSA from interfering with the travel of an oncoming vehicle VT attempting to enter the entrance/exit.

Furthermore, the driving assistance method and driving assistance device according to this embodiment may determine whether the oncoming vehicle VT is planning to enter an entrance/exit, and if it is determined that the oncoming vehicle VT is planning to enter, move the host vehicle VS that is waiting at a waiting position. This makes it possible to prevent the host vehicle VS from obstructing the travel of the oncoming vehicle VT while preventing the following vehicle VSA behind the host vehicle VS from blocking the entrance/exit.

The driving assistance method and driving assistance device according to this embodiment may determine that the oncoming vehicle VT is planning to enter an entrance/exit when the oncoming vehicle VT stops near an entrance/exit for a predetermined period of time, or when the oncoming vehicle VT issues a direction indication near the entrance/exit indicating that it plans to travel in the direction of the entrance/exit. This makes it possible to prevent the following vehicle VSA behind the host vehicle VS from blocking the entrance/exit, while also preventing the host vehicle VS from impeding the travel of the oncoming vehicle VT.

Each of the functions described in the above embodiments may be implemented by one or more processing circuits. Processing circuits include programmed processors, electrical circuits, and even devices such as application specific integrated circuits (ASICs), and circuit components arranged to perform the described functions.

The contents of the present invention have been described above in accordance with the embodiments, but the present invention is not limited to these descriptions, and it will be obvious to those skilled in the art that various modifications and improvements are possible. The descriptions and drawings that form part of this disclosure should not be understood as limiting the present invention. Various alternative embodiments, examples, and operating techniques will be apparent to those skilled in the art from this disclosure.

The present invention naturally includes various embodiments not described here. Therefore, the technical scope of the present invention is determined only by the invention-specific matters related to the scope of the claims that are appropriate from the above description.

71 Imaging unit 73 Vehicle-mounted sensor 75 Map information acquisition unit 100 Controller 110 Self-position detection unit 120 Vehicle detection unit 130 Narrow road section detection unit 140 Wide road section detection unit 160 Connecting road detection unit 170 Determination unit 180 Stop position setting unit 190 Travel plan creation unit 400 Vehicle control device

Claims (12)

A driving support method for controlling a controller connected to an acquisition unit that acquires road information around a vehicle, comprising:
The controller, based on the road information,
A narrow road section is detected, the narrow road section being located on the road of the host vehicle and in the traveling direction of the host vehicle, and having a road width less than a minimum road width necessary for the host vehicle and another vehicle to pass each other;
detecting a wide road section adjacent to the narrow road section on the side where the vehicle is located with respect to the narrow road section and having a road width equal to or larger than the minimum road width;
detecting, within the wide road section , a road section facing an entrance/exit that opens into a lane in which the host vehicle is traveling;
Detecting an oncoming vehicle that is located on an opposite side of the narrow road section to the host vehicle and faces the host vehicle;
When the oncoming vehicle is detected, it is determined whether or not to stop the host vehicle before the narrow road section as viewed from the host vehicle ;
A driving assistance method characterized in that, when it is determined that the vehicle should be stopped before the narrow road section and the distance between the front end of the narrow road section and the rear end of the road section is less than a first predetermined distance, the vehicle is stopped before the road section . A driving support method according to claim 1,
When the oncoming vehicle is detected, the controller
a timing when the vehicle arrives at a position that is a first predetermined distance from the narrow road section is defined as a first timing;
A timing when the oncoming vehicle arrives at the narrow road section is defined as a second timing,
When the first timing is later than the second timing, or when the first timing and the second timing are simultaneous, it is determined that the host vehicle is to be stopped before the narrow road section;
A driving support method comprising: determining not to stop the host vehicle before the narrow road section when the first timing is earlier than the second timing. A driving support method according to claim 1 or 2,
The driving assistance method is characterized in that, when the oncoming vehicle is not detected or when it is determined that the vehicle should not be stopped before the narrow road section, the controller controls the vehicle to travel through the narrow road section. A driving support method according to any one of claims 1 to 3,
The controller:
setting a second predetermined distance based on a distance between the host vehicle and a position that is the first predetermined distance ahead of the near end of the narrow road section as viewed from the host vehicle;
A driving assistance method comprising: detecting, as the oncoming vehicle, an oncoming vehicle located on the opposite side and within the second predetermined distance from the far end of the narrow road section. A driving support method according to any one of claims 1 to 4,
The driving assistance method , wherein the controller determines the first predetermined distance based on a length of the host vehicle along the traveling direction. A driving support method according to any one of claims 1 to 5,
The controller:
calculating a trajectory along which the vehicle can travel in the wide road section;
calculating a stopping range in the wide road section in which the host vehicle can stop by pulling over to the side of the wide road section based on the trajectory;
A driving assistance method, characterized in that the first predetermined distance is determined to be the shortest distance between the rear position of the vehicle stopped in the stopping area and the front end of the narrow road section. A driving support method according to any one of claims 1 to 6,
The driving assistance method is characterized in that, when it is determined that the vehicle should be stopped in front of the narrow road section and the distance between the front end of the narrow road section and the rear end of the road section is equal to or greater than the first predetermined distance, the controller stops the vehicle between the narrow road section and the road section . A driving support method according to claim 7, comprising:
a controller causing the vehicle to wait at a waiting position where a part or all of the vehicle is included in the road section before stopping the vehicle between the narrow road section and the road section . A driving support method according to claim 8, comprising:
The controller:
Detecting a following vehicle behind the host vehicle;
A driving assistance method characterized in that, when the following vehicle is detected, the host vehicle is made to wait at the waiting position before stopping the host vehicle between the narrow road section and the road section . A driving support method according to claim 8 or 9,
The controller:
determining whether the oncoming vehicle is planning to enter the entrance;
A driving support method comprising: moving the host vehicle waiting at the waiting position when it is determined that the host vehicle is scheduled to enter the intersection. A driving support method according to claim 10,
The driving assistance method is characterized in that the controller determines that the oncoming vehicle is planning to enter the entrance/exit when the oncoming vehicle is stopped near the entrance/exit for a predetermined period of time, or when the oncoming vehicle issues a direction indication near the entrance/exit indicating that it plans to travel in the direction of the entrance/exit. A driving assistance device including an acquisition unit that acquires road information around a host vehicle and a controller,
The controller, based on the road information,
A narrow road section is detected, the narrow road section being located on the road of the host vehicle and in the traveling direction of the host vehicle, and having a road width less than a minimum road width necessary for the host vehicle and another vehicle to pass each other;
detecting a wide road section adjacent to the narrow road section on the side where the vehicle is located with respect to the narrow road section and having a road width equal to or larger than the minimum road width;
detecting, within the wide road section , a road section facing an entrance/exit that opens into a lane in which the host vehicle is traveling;
Detecting an oncoming vehicle that is located on an opposite side of the narrow road section to the host vehicle and faces the host vehicle;
When the oncoming vehicle is detected, it is determined whether or not to stop the host vehicle before the narrow road section as viewed from the host vehicle ;
A driving assistance device characterized in that, when it is determined that the vehicle should be stopped before the narrow road section and the distance between the front end of the narrow road section and the rear end of the road section is less than a first predetermined distance, the vehicle is stopped before the road section .

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