JP7516232B2 - Vehicle driving control method and driving control device - Google Patents

Description

The present invention relates to a vehicle driving control method and a driving control device.

When entering a priority road from a non-priority road, a blind spot from the vehicle may be created by a vehicle stopped on the priority road. In such a case, a driving assistance system is known that controls the stopping or starting of the vehicle until the blind spot is eliminated based on a combination of blind spot information from the vehicle and the possibility of the vehicle and a following vehicle passing through. This driving assistance system determines and controls the stopping or starting of the vehicle when a blind spot from the vehicle occurs, regardless of the situation of the vehicle stopped on the priority road (see the second driving scene in Figures 4A and 4B of Patent Document 1).

JP 2019-200464 A

However, with the above conventional technology, whenever a blind spot occurs on the priority road to be entered, the vehicle must repeatedly be controlled to stop and start, which creates the problem of preventing smooth driving.

The problem that this invention aims to solve is to provide a vehicle driving control method and a vehicle driving control device that enable a vehicle to smoothly enter a priority road even if a blind spot occurs on the priority road to be entered.

The present invention solves the above problem by determining whether or not a blind spot elimination position that eliminates the blind spot exists on the driving path of the vehicle entering the priority road from the non-priority road when the vehicle is entering the priority road from a non-priority road along the driving path and an object that creates a blind spot from the vehicle is present on the priority road upstream of the entry point from the non-priority road, and executing autonomous driving control based on whether or not a blind spot elimination position exists.

According to the present invention, the vehicle's decision to stop or start is based on whether or not there is a blind spot elimination position that eliminates a blind spot on the vehicle's travel path when entering a priority road from a non-priority road, so the vehicle's stopping or starting can be controlled depending on the possibility that the vehicle will interfere with other vehicles traveling on the priority road. As a result, even if a blind spot occurs on the priority road to be entered, the vehicle can smoothly enter the priority road.

1 is a block diagram showing an embodiment of a vehicle cruise control device according to the present invention; 3 is a flowchart showing an example of cruise control executed by a cruise control device for a vehicle according to the present invention. 1 is a plan view showing an example (part 1) of a driving scene in which autonomous driving control is executed by a vehicle driving control device of the present invention. 1 is a plan view showing an example (part 2) of a driving scene in which autonomous driving control is performed by the vehicle driving control device of the present invention. FIG. 1 is a plan view showing another example (part 1) of a driving scene in which autonomous driving control is performed by the vehicle driving control device of the present invention. FIG. 1 is a plan view showing another example (part 2) of a driving scene in which autonomous driving control is performed by the vehicle driving control device of the present invention. FIG. FIG. 4C is a plan view showing an example of a position for eliminating a blind spot on the driving route of FIGS. 4A and 4B.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of a vehicle driving control device 1 according to this embodiment. The vehicle driving control device 1 according to this embodiment is also an embodiment for implementing the vehicle driving control method according to the present invention.

As shown in FIG. 1, the vehicle driving control device 1 of this embodiment includes an object detection unit 11, a destination setting unit 14, a vehicle position estimation unit 12, a map acquisition unit 13, a processing unit 15, a presentation unit 17, and an actuator 18. These devices are connected, for example, by a CAN (Controller Area Network) or other in-vehicle LAN, and can transmit and receive information to and from each other.

The object detection unit 11 includes an object detection sensor that detects objects present around the vehicle V1. For example, the object detection sensor may be a forward camera that captures an image in front of the vehicle, a rearward camera that captures an image behind the vehicle, a forward radar that detects obstacles in front of the vehicle, a rearward radar that detects obstacles behind the vehicle, and a side radar that detects obstacles on the left and right sides of the vehicle. The object detection unit 11 may be configured to use one of the above-mentioned multiple sensors as the object detection sensor, or may be configured to use a combination of multiple different types of sensors.

The object detection unit 11 uses an object detection sensor to detect the driving environment around the host vehicle V1. The objects detected by the object detection sensor are, for example, moving objects including automobiles (other vehicles) other than the host vehicle, motorcycles, bicycles, and pedestrians, and stationary objects including stopped vehicles. The object detection unit 11 detects the position, attitude, size, speed, acceleration, yaw rate, etc. of these objects relative to the host vehicle, and outputs the detection results to the processing unit 15 at predetermined time intervals. The object detection sensor may detect objects that may affect the driving of the host vehicle V1, such as road markings, road signs, and guardrails, that are present around the host vehicle V1.

The vehicle position estimation unit 12 includes position detection sensors, such as a GPS (Global Positioning System) unit, a gyro sensor, and a vehicle speed sensor, that measure the current position of the vehicle V1. The vehicle position estimation unit 12 detects radio waves transmitted from multiple satellite communications by the GPS unit, and periodically acquires position information of the vehicle V1. The vehicle position estimation unit 12 also detects the current position, attitude, speed, acceleration, etc. of the vehicle V1 based on the acquired position information of the vehicle V1, angle change information acquired from the gyro sensor, and vehicle speed acquired from the vehicle speed sensor, and outputs the detection results to the processing unit 15 at predetermined time intervals.

The map acquisition unit 13 has a map database that stores map information indicating the structure of the road on which the vehicle V1 is traveling. The map acquisition unit 13 may have a map database accessible from the processing unit 15, or may acquire map information from an external map data server by cloud computing. The map data acquired by the map acquisition unit 13 is so-called three-dimensional high-precision map information, which is map information associated with detailed and high-precision position information such as curved roads and the magnitude of the curve (e.g., curvature or radius of curvature), road junctions, branching points, toll gates, and positions where the number of lanes decreases, as three-dimensional information.

The destination setting unit 14 receives destination information required to set the driving route TR of the vehicle V1 from the user and outputs it to the processing unit 15.

The processing unit 15 is an example of a control unit or controller, and includes a ROM (Read Only Memory) that stores a program for controlling the traveling of the vehicle, a CPU (Central Processing Unit) that executes the program stored in the ROM, and a RAM (Random Access Memory) that functions as an accessible storage device. Note that, as the operating circuit, an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), etc. can be used instead of or in addition to the CPU.

The processing unit 15 executes the programs stored in the ROM by the CPU, thereby realizing the information processing of the map position calculation unit 151, the vehicle route generation unit 152, and the autonomous driving control unit 16 included in the driving control device 1. In this embodiment, the map position calculation unit 151, the vehicle route generation unit 152, and the autonomous driving control unit 16 are configured in the processing unit 15, but the hardware for executing each information processing may be configured separately from the processing unit 15, or may be configured with different hardware for each information processing. Furthermore, the map position calculation unit 151, the vehicle route generation unit 152, and the autonomous driving control unit 16 may be shared with an electronic control unit (ECU) used for other control related to the vehicle. The information processing of the map position calculation unit 151, the vehicle route generation unit 152, and the autonomous driving control unit 16 in the processing unit 15 included in the driving control device 1 will be described later.

The presentation unit 17 notifies the user of various pieces of presentation information in accordance with the control of the processing unit 15. The presentation unit 17 is composed of, for example, a display device such as a display of a navigation device, or an output device such as a speaker of an audio device.

The actuator 18 receives execution commands from the processing unit 15 and drives the accelerator, brakes, steering, and other components of the host vehicle V1. For example, when the host vehicle travels at a constant speed using the autonomous speed control function, the actuator 18 controls the operation of the drive mechanism (including the operation of the internal combustion engine in an engine vehicle, the operation of the driving motor in an electric vehicle, and the torque distribution between the internal combustion engine and the driving motor in a hybrid vehicle) and the brake operation to accelerate and decelerate the host vehicle to the set speed, and to maintain the traveling speed. When the host vehicle travels following a preceding vehicle using the autonomous speed control function, the actuator 18 controls the operation of the drive mechanism and the brake operation to achieve the acceleration/deceleration and traveling speed so that the distance between the host vehicle and the preceding vehicle is constant.

The actuator 18 also controls the operation of the steering actuator in addition to the above-mentioned drive mechanism and brake operation control by the autonomous steering control function, thereby performing steering control of the host vehicle. For example, when lane keeping control is performed by the autonomous steering control function, the actuator 18 detects lane markers of the host vehicle's lane and controls the host vehicle's running position in the width direction so that the host vehicle runs at a predetermined position within the host vehicle's lane. When lane change assistance is performed, the actuator 18 also controls the host vehicle's running position in the width direction so that the host vehicle changes lanes. Furthermore, when right/left turn assistance is performed by the autonomous steering control function, the actuator 18 performs running control to turn right or left at an intersection or the like. Note that other known methods can also be used as a running control method by the actuator 18. In addition, the autonomous running control performed by the autonomous running control unit 16 of this embodiment includes not only performing all of the autonomous running control and autonomous steering control, but also performing part of the autonomous running control and autonomous steering control, with the remainder being manually operated by the driver.

Next, the information processing of the in-map position calculation unit 151, the vehicle route generation unit 152, and the autonomous driving control unit 16 in the processing unit 15 of the driving control device 1 will be explained with reference to Figures 3A to 5 as necessary.

The map position calculation unit 151 calculates the position and attitude of the host vehicle V1 on the map from the current position of the host vehicle V1 detected by the host vehicle position estimation unit 12 and the map data acquired by the map acquisition unit 13. For example, it identifies the road on which the host vehicle V1 is traveling and the lane on that road in which the host vehicle V1 is traveling.

The vehicle route generation unit 152 calculates a route (driving route) to the destination from the information of the vehicle V1 on the map calculated by the map position calculation unit 151 and the destination information received from the user by the destination setting unit 14, and generates a driving route TR for the vehicle V1 based on preset route search conditions. The route search conditions may be set, for example, based on the map data acquired by the map acquisition unit 13, traffic information on the driving route TR and the area around the driving route TR, traffic regulations, time period, road type, and the user's priorities in route determination.

The autonomous driving control unit 16 controls the autonomous driving of the host vehicle V1 based on the detection result of the object detected by the object detection unit 11 and the driving route TR of the host vehicle V1 generated by the host vehicle route generation unit 152. In particular, the autonomous driving control unit 16 of this embodiment executes the following control when the host vehicle V1 enters a priority road from a non-priority road. Note that, below, an example is described in which the present invention is applied to a driving scene in which traffic laws stipulate that vehicles should keep to the left and people should keep to the right, such as Japanese traffic laws. However, the present invention can also be applied to a driving scene in which traffic laws stipulate that vehicles should keep to the right by swapping the left and right in the following description.

In the driving scenes illustrated in Figures 3A to 5, the merging road 2 (non-priority road) on which the vehicle V1 is traveling is a one-lane road, and the approach target road 3 (priority road) on which the vehicle V1 is entering is an oncoming road with two lanes on each side. However, the scope of application of the present invention is not limited to the configurations shown in the figures, and may be a merging road 2 with multiple lanes, or an approach target road 3 with one lane or three or more lanes.

3A and 3B are plan views showing an example of a driving scene when the host vehicle V1 is caused to enter from a merging road 2, which is a non-priority road, to an entry target road 3 (entry target lane 31), which is a priority road. When the host vehicle V1 enters the entry target road 3, which has a higher priority than the merging road 2 on which the host vehicle V1 is traveling, when the host vehicle position estimation unit 12 recognizes that the host vehicle V1 has arrived at the beginning of the merging road 2, the autonomous driving control unit 16 starts the following priority road entry process.

First, as shown in FIG. 3A, the entry position identification unit 161 identifies a road that intersects with the merging road 2 on which the host vehicle V1 is traveling as the entry target road 3. Then, information on the driving route TR of the host vehicle V1 generated by the host vehicle route generation unit 152 is acquired, and the position on the entry target road 3 where the host vehicle V1 starts to enter, i.e., the connection point between the merging road 2 and the entry target road 3, is set as the entry point P1. The host vehicle V1 enters the entry target lane 31 from the entry point P1 along the driving route TR.

Next, a recognition area R is set in a predetermined range upstream from the entry point P1 of the entry target road 3, and the object detection unit 11 detects objects present in the recognition area R. The range defining the recognition area R is not particularly limited, but may be set based on the speed limit of the entry target road 3, or based on the time required for the host vehicle V1 to complete entry into the entry target lane 31. Note that the upstream side of the entry point P1 of the entry target road 3 refers to the upstream side along the direction of travel under traffic regulations. This is because when entering the entry target road 3, the host vehicle V1 must focus on the upstream side of the entry point P1.

When an object is detected in the recognition area R of the entry target road 3, the blind spot area calculation unit 162 judges whether or not the object creates a blind spot from the object detection unit 11. An object that is handled by the blind spot area calculation unit 162 is an object that maintains a blind spot area for a certain period of time, not instantaneously. Therefore, a vehicle parked or stopped in a lane corresponds to an object that creates a blind spot, but a vehicle traveling on the entry target road 3 does not create a blind spot because it creates a blind spot only instantaneously. If it is judged that the object detected in the recognition area R does not create a blind spot from the object detection unit 11 and there is no interference between the host vehicle V1 and the object, the start judgment unit 163 controls the actuator 18 of the drive device to move the host vehicle V1 forward from the entry point P1 along the driving route TR and enter the entry target lane 31.

Here, even while the host vehicle V1 is moving forward from the entry point P1 along the travel route TR, the object detection unit 11 detects an object present upstream of the entry target road 3. If the object detection unit 11 detects an object and determines that the possibility of interference between the host vehicle V1 and the object is higher than a predetermined threshold, the departure determination unit 163 controls the actuator 18 of the braking device to stop the host vehicle V1. On the other hand, if no object is detected or if the departure determination unit 163 determines that the possibility of interference between the host vehicle V1 and the detected object is lower than the predetermined threshold, the departure determination unit 163 continues to control the host vehicle V1 to move forward.

When an object is detected in the recognition area R of the entry target road 3 and it is determined that the object creates a blind spot from the object detection unit 11, the blind spot area calculation unit 162 calculates a blind spot area BS in the recognition area R of the entry target road 3. As shown in FIG. 3A, when another vehicle V2 is parked upstream from the entry point P1 of the entry target road 3, a blind spot from the object detection unit 11 is created. Due to the blind spot created by the other vehicle V2, the object detection unit 11 cannot detect the other vehicle V3 traveling upstream of the other vehicle V2. In this way, the blind spot area calculation unit 162 detects an object present in the recognition area R and calculates the blind spot area BS in the range where the detected object creates a blind spot from the object detection unit 11.

Next, the departure determination unit 163 determines whether or not a blind spot elimination position EP (see FIG. 4B) exists within a predetermined range on the driving route TR of the host vehicle V1, based on the blind spot area BS calculated by the blind spot area calculation unit 162 and the driving route TR of the host vehicle V1 generated by the host vehicle route generation unit 152. In this embodiment, the blind spot elimination position EP refers to a position on the driving route TR of the host vehicle V1 where the blind spot area BS on the entry target road 3 is eliminated and the object detection unit 11 can see upstream of the entry point P1 of the entry target road 3.

The predetermined range on the travel route TR of the vehicle V1 where the blind spot elimination position EP is detected is not particularly limited, but is preferably set to a position from the entry point P1 where the vehicle V1 starts entering the entry target road 3 to the travel point P2 where the vehicle V1 completes entering the entry target road 3, as shown in FIG. 5. If the demarcated range of the blind spot elimination position EP is set large, there is a risk that unnecessary other vehicles that are unlikely to interfere with the vehicle V1 will be detected, resulting in unnecessary repeated stopping and starting control of the vehicle. The predetermined range on the travel route TR may be set to the distance the vehicle V1 travels from the entry point P1, or the time it travels after passing the entry point P1.

Figure 3B shows the state in which the host vehicle V1 has moved forward along the driving route TR from the state shown in Figure 3A. The recognition area when the host vehicle V1 moves forward is the recognition area RL, and the blind spot area when the host vehicle V1 moves forward is the blind spot area BSL. The other vehicle V2 detected on the entry target road 3 is located upstream of the entry target lane 31 of the host vehicle V1 and is stopped while occupying a large area of the entry target lane 31 in the width direction. Since the other vehicle V2 blocks the width direction of the entry target lane 31, a blind spot area BSL occurs in the recognition area RL even after the host vehicle V1 enters the entry target lane 31. In such a case, the departure judgment unit 163 judges that there is no blind spot elimination position EP on the driving route TR of the host vehicle V1. To eliminate the blind spot area BS, the vehicle V1 must move forward in the width direction of the other vehicle V2 even after entering the entry target lane 31, which means that the vehicle V1 will deviate from the travel route TR (dotted arrow) and make a left turn along a large trajectory.

Depending on the situation of occupying the entry target lane 31, such as the position, size, and posture of the object that creates the blind spot area BS, the blind spot area BS may not be eliminated on the driving route TR of the vehicle V1 even after the vehicle V1 enters the entry target lane 31. On the other hand, when the other vehicle V2 occupies a large part of the width of the entry target lane 31, the other vehicle V2 becomes a barrier that blocks straight-line travel, so there is a low possibility that the vehicle V1 attempting to enter the entry target lane 31 will interfere with another vehicle that is upstream of the other vehicle V2. Therefore, when it is determined that the blind spot elimination position EP does not exist on the driving route TR of the vehicle V1, the start determination unit 163 controls the actuator 18 of the drive device to move the vehicle V1 forward from the entry point P1 along the driving route TR and enter the entry target lane 31.

In this way, even if a blind spot occurs on the entry target road 3, which is the priority road to be entered, if there is no blind spot elimination position EP on the driving route TR of the vehicle V1 and there is a low possibility of interference between the vehicle V1 and another vehicle, the vehicle V1 is controlled to enter the entry target road 3, thereby preventing unnecessary repeated stop or start controls. This allows the vehicle V1 to smoothly enter the entry target road 3. Furthermore, the time required to complete entry into the entry target road 3, which is the priority road, can be shortened, and the stress on the user caused by unnecessary stop or start controls can be reduced.

In addition, if there is no blind spot elimination position EP on the driving route TR of the vehicle V1, there is no need to recalculate the blind spot elimination position EP according to the driving conditions of the vehicle V1 or to re-set the driving route TR of the vehicle V1, so unnecessary calculation processing can be suppressed.

Returning to FIG. 3B, from when the host vehicle V1 starts entering the entry target lane 31 from the entry point P1 until the host vehicle V1 has completed entering the entry target lane 31, the object detection unit 11 continues to detect objects present upstream of the entry target road 3. Even after starting control to cause the host vehicle V1 to enter the priority road, the object detection unit 11 performs appropriate stopping or starting control according to the possibility of interference between the host vehicle V1 and another vehicle, so that the host vehicle V1 can enter the entry target road 3, which is a priority road, while taking safety into consideration.

When the departure judgment unit 163 determines that the possibility of interference between the detected object and the host vehicle V1 is higher than a predetermined threshold, for example, when another vehicle V3 shown in FIG. 3B passes beside another vehicle V2 and then changes lanes to enter the entry target lane 31, creating the possibility of interference with the host vehicle V1, the departure judgment unit 163 controls the actuator 18 of the braking device to stop the host vehicle V1. On the other hand, when no object is detected upstream of the entry target road 3, or when the departure judgment unit 163 determines that the possibility of interference between the detected object and the host vehicle V1 is lower than a predetermined threshold, the departure judgment unit 163 controls the actuator 18 of the drive device to move the host vehicle V1 forward.

4A and 4B are plan views showing another example of a driving scene in which the host vehicle V1 is caused to enter (the entry target lane 32 of) the entry target road 3, which is a priority road, from the merging road 2, which is a non-priority road. As shown in Fig. 4A, the host vehicle V1 starts entering the entry target road 3 from the entry point P1, and enters the entry target lane 32 across the lane 31 in which the other vehicle V2 is stopped. The difference from the driving scene shown in Fig. 3A and 3B is that the entry target lane 32 of the host vehicle V1 is a lane different from the lane 31 in which the other vehicle V2 is stopped. After the autonomous driving control unit 16 starts the priority road entry process, the entry position identification unit 161 sets the entry point P1, the object detection unit 11 detects an object present in the recognition area R of the entry target road 3, and the blind spot calculation unit 162 calculates the blind spot BS. The process is the same as that shown in Figures 3A and 3B, so it is used here and a detailed description is omitted.

Figure 4B shows the state in which the host vehicle V1 has advanced along the travel route TR from the state shown in Figure 4A. The recognition area when the host vehicle V1 has advanced is the recognition area RL. When the host vehicle V1 starts to enter the entry target road 3 from the entry point P1 and advances to the vicinity of the other vehicle V2 that generates the blind spot area BS, the blind spot in the recognition area RL is eliminated as shown in Figure 4B. As a result, the object detection unit 11 becomes able to see upstream of the entry point P1 of the entry target road 3, and can detect the other vehicle V3 traveling upstream of the other vehicle V2. In such a case, the departure determination unit 163 determines that a blind spot elimination position EP exists on the travel route TR of the host vehicle V1. Then, the stop position determination unit 164 sets the stop position of the host vehicle V1 to the blind spot elimination position EP. By setting the stopping position of the vehicle V1 at the blind spot elimination position EP, visibility of the entry target lane 32 is improved, making it easier to detect the other vehicle V3.

When the priority road entry process is started, the stop position determination unit 164 sets the stop position of the host vehicle V1 to an entry point P1 on the driving route TR of the host vehicle V1 where the host vehicle V1 starts to enter the entry target road 3, as shown in FIG. 4A. Here, as described above, if the departure determination unit 163 determines that a blind spot elimination position EP exists on the driving route TR of the host vehicle V1, the stop position determination unit 164 updates the stop position of the host vehicle V1 from the entry point P1 to the blind spot elimination position EP. Updating the stop position of the host vehicle V1 can improve the detection accuracy of another vehicle V3 traveling on the entry target lane 32.

When the stopping position of the host vehicle V1 is updated to the blind spot elimination position EP, the departure judgment unit 163 controls the actuator 18 of the drive device to cause the host vehicle V1 to enter the entry target road 3 from the entry point P1 and move forward along the driving route TR to the blind spot elimination position EP. While moving the host vehicle V1 forward from the entry point P1 to the blind spot elimination position EP, the object detection unit 11 continues to detect objects present upstream of the entry target road 3. This is to ensure safety until visibility of the entry target lane 32 improves.

Even after the host vehicle V1 has advanced to the blind spot elimination position EP, the object detection unit 11 continues to detect objects present upstream of the entry target road 3, while the departure judgment unit 163 advances the host vehicle V1 along the driving route TR until the host vehicle V1 has completed entering the entry target lane 32. As with the driving control from the entry point P1 to the blind spot elimination position EP, the object detection unit 11 continues to detect objects from the blind spot elimination position EP until the host vehicle V1 has completed entering the entry target lane 32. This makes it possible to suppress unnecessary stop control while taking safety into consideration, depending on the possibility of interference between the host vehicle V1 and other vehicles.

In this way, when entering the high priority entry target road 3 from the merging road 2, the vehicle V1 can determine whether to stop or start based on whether a blind spot elimination position EP exists on the travel route TR of the vehicle V1, and can control the vehicle to stop or start depending on the possibility that the vehicle will interfere with other vehicles traveling on the priority road. As a result, the vehicle V1 can smoothly enter the entry target road 3.

Next, the driving control of this embodiment will be described. FIG. 2 is a flowchart showing an example of driving control executed by the autonomous driving control unit 16 of this embodiment. The illustrated process is started when the vehicle position estimation unit 12 of this embodiment recognizes that the vehicle V1 has arrived at the beginning of the merging road 2, and is executed at a predetermined time interval.

First, in step S1, the driving route TR of the host vehicle V1 to the entry target road 3 shown in FIG. 3A is acquired, and an entry point P1 is set. In the following step S2, an object present in the recognition area R upstream from the entry point P1 on the entry target road 3 is detected. Next, in step S3, it is determined whether or not a blind spot from the object detection unit 11 exists based on the detected object, and if it is determined that a blind spot area BS exists, the process proceeds to step S4. If it is determined in step S3 that no blind spot from the object detection unit 11 exists based on the detected object, the process proceeds to step S5.

If the result of the determination in step S3 is that a blind spot area BS exists as shown in Figure 3A, then in step S4 it is determined whether or not a blind spot elimination position EP exists within a predetermined range on the driving route TR of the host vehicle V1. For example, as shown in Figure 3B, when the other vehicle V2 detected in step S2 exists upstream in the extension direction of the entry target lane 31 of the host vehicle V1 and occupies a large area in the width direction of the entry target lane 31, it is determined that a blind spot elimination position EP does not exist on the driving route TR of the host vehicle V1, and the process proceeds to step S5.

In contrast, as shown in FIG. 4B, if the entry target lane 32 of the host vehicle V1 is a lane different from the lane 31 in which the other vehicle V2 is stopped, and the blind spot area BS is eliminated when the host vehicle V1 advances along the travel route TR, it is determined that a blind spot elimination position EP exists on the travel route TR of the host vehicle V1, and the process proceeds to step S7. Then, in step S7, the stop position of the host vehicle V1 is set to the blind spot elimination position EP, and in step S8, the host vehicle V1 is advanced to the blind spot elimination position EP.

If the result of the judgment in step S3 is that there is no blind spot from the object detection unit 11 due to an object detected in the recognition area R, if the result of the judgment in step S4 is that there is no blind spot elimination position EP on the driving route TR of the host vehicle V1, and if the host vehicle V1 is advanced to the blind spot elimination position EP in step S8, then in step S5, it is judged whether or not the host vehicle V1 will interfere with another vehicle present on the entry target road 3. If it is judged that the host vehicle V1 will interfere with another vehicle present on the entry target road 3, the process proceeds to step S9, where the host vehicle V1 is stopped, and then the process returns to step 5. On the other hand, if it is judged that the host vehicle V1 will not interfere with another vehicle present on the entry target road 3, the process proceeds to step S6, where the host vehicle V1 is caused to enter the entry target road 3 along the driving route TR or advanced along the driving route TR.

In the above embodiment, an example of applying the present invention to a T-junction shown in Figures 3A to 4B has been described, but the vehicle driving control method and driving control device of the present invention are not limited to T-junctions, and can be applied to general driving scenes in which the vehicle is autonomously controlled to enter a priority road from a non-priority road. Also, in Figures 3A to 4B, an example of application has been described in which the vehicle enters a lane adjacent to the merging road 2 in the direction of travel (a scene in which the vehicle V1 turns left), but the present invention can also be applied to a scene in which the vehicle passes through a lane adjacent to the merging road 2 and enters an oncoming lane (a scene in which the vehicle V1 turns right).

As described above, according to the vehicle driving control method and driving control device of this embodiment, when the vehicle V1 is autonomously controlled to enter the entry target road 3 from the merging road 2 along the driving route TR, if an object (another vehicle V2) that creates a blind spot from the vehicle V1 is present upstream of the entry point P1 from the merging road 2 on the entry target road 3, it is determined whether or not a blind spot elimination position EP that eliminates the blind spot exists on the driving route TR of the vehicle V1 entering the entry target road 3 from the merging road 2, and autonomous driving control is executed to cause the vehicle V1 to enter the entry target road 3 based on whether or not the blind spot elimination position EP exists. As a result, the vehicle V1 can be controlled to stop or start depending on the possibility that the vehicle V1 will interfere with another vehicle traveling on the priority road, and the vehicle V1 can be smoothly entered into the entry target road 3.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that there is no blind spot elimination position EP on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, the host vehicle V1 is caused to enter the entry target road 3 along the driving route TR. Therefore, even if a blind spot occurs on the entry target road 3, if there is a low possibility of interference between the host vehicle V1 and another vehicle, unnecessary repeated stop or start control can be suppressed. This allows the host vehicle V1 to smoothly enter the priority road.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that there is no blind spot elimination position EP on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, the host vehicle V1 is caused to enter the entry target road 3 along the driving route TR, thereby shortening the time required to complete entry into the entry target road 3 and reducing the stress on the user caused by unnecessary stopping or starting control.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that the blind spot elimination position EP does not exist on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, there is no need to recalculate the blind spot elimination position EP or re-set the driving route TR of the host vehicle V1 according to the driving conditions of the host vehicle V1, so unnecessary calculation processing can be suppressed.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when the host vehicle V1 is caused to enter the entry target road 3 along the driving route TR, a moving object V3 existing on the entry target road 3 is detected, and it is determined whether the host vehicle V1 and the moving object V3 will interfere with each other. If it is determined that there will be interference, the host vehicle V1 is stopped, so that the host vehicle V1 can enter the entry target road 3 while taking safety into consideration.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that a blind spot elimination position EP exists on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, the stopping position of the host vehicle V1 is set to the blind spot elimination position EP, improving visibility of the entry target lane 32 and making it easier to detect the moving object V3.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that a blind spot elimination position EP exists on the driving path TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, the stopping position of the host vehicle V1 is updated from the entry point P1 from the merging road 2 to the entry target road 3 to the blind spot elimination position EP, thereby improving the detection accuracy of the moving object V3 traveling on the entry target lane 32.

In addition, according to the vehicle driving control method and driving control device of this embodiment, when it is determined that a blind spot elimination position EP exists on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2, the host vehicle V1 is advanced along the driving route TR to the blind spot elimination position EP, a moving object V3 existing on the entry target road 3 is detected, and it is determined whether the host vehicle V1 and the moving object V3 interfere with each other. If it is determined that there is no interference, the host vehicle V1 is caused to travel along the driving route TR, so that unnecessary stop control can be suppressed while taking safety into consideration.

In addition, according to the vehicle driving control method and driving control device of this embodiment, the determination of whether or not there is a blind spot elimination position EP where a blind spot is eliminated on the driving route TR of the host vehicle V1 entering the entry target road 3 from the merging road 2 is performed for the driving route TR from the entry point P1 where the host vehicle V1 enters the entry target road 3 from the merging road 2 to the position where the host vehicle V1 completes entry into the entry target road 3. Therefore, it is possible to suppress the detection of unnecessary other vehicles that are unlikely to interfere with the host vehicle V1, and to suppress unnecessary repeated stopping and starting of the host vehicle.

DESCRIPTION OF SYMBOLS 1... Driving control device 11... Object detection unit 12... Vehicle position estimation unit 13... Map acquisition unit 14... Destination setting unit 15... Processing unit 151... In-map position calculation unit 152... Vehicle route generation unit 16... Autonomous driving control unit 161... Entry position identification unit 162... Blind spot area calculation unit 163... Departure judgment unit 164... Stop position determination unit 17... Presentation unit 18... Actuator 2... Merging road 3... Entry target road 31, 32... Entry target lane V1... Vehicle V2, V3... Other vehicle TR... Driving route R, RL... Recognition area P1... Entry point P2... Driving point BS, BSL... Blind spot area EP... Blind spot elimination position

Claims (6)

In a case where a vehicle is autonomously controlled to enter a priority road from a non-priority road along a driving route,
When an object that creates a blind spot for the vehicle is present on the priority road upstream of an entry point from the non-priority road,
determining whether or not a blind spot elimination position where the blind spot is eliminated exists on a travel route of the host vehicle entering the priority road from the non-priority road;
A vehicle driving control method for performing autonomous driving control to cause the host vehicle to enter the priority road based on whether or not the blind spot elimination position exists,
A vehicle driving control method, in which, when it is determined that the blind spot elimination position exists on the driving path of the vehicle entering the priority road from the non-priority road, the stopping position of the vehicle is updated from the entry point from the non-priority road to the priority road to the blind spot elimination position . The vehicle driving control method according to claim 1, wherein, when it is determined that the blind spot elimination position does not exist on the driving route of the vehicle entering the priority road from the non-priority road, the vehicle is caused to enter the priority road along the driving route. When the host vehicle is caused to enter the priority road along the travel route, a moving object present on the priority road is detected;
determining whether or not the host vehicle and the moving object interfere with each other;
The vehicle travel control method according to claim 2 , wherein when it is determined that interference occurs, the host vehicle is stopped. when it is determined that the blind spot elimination position exists on a travel route of the host vehicle which enters the priority road from the non-priority road, the host vehicle is advanced along the travel route to the blind spot elimination position;
Detecting a moving object present on the priority road;
determining whether or not the host vehicle and the moving object interfere with each other;
4. The vehicle travel control method according to claim 1, further comprising the step of: making the host vehicle travel along the travel route when it is determined that there is no interference. The determination of whether or not the blind spot elimination position exists on a travel route of the host vehicle entering the priority road from the non-priority road is performed by determining whether or not the blind spot elimination position exists on the travel route of the host vehicle,
From an entry point where the vehicle enters the priority road from the non-priority road,
The vehicle travel control method according to any one of claims 1 to 4 , wherein the method is executed for a travel route of the host vehicle up to a position where the host vehicle completes entering the priority road. A vehicle driving control device including a processor for executing autonomous driving control of a host vehicle,
The processor,
A case where the vehicle is autonomously controlled to enter a priority road from a non-priority road along a driving route,
When an object that creates a blind spot for the vehicle is present on the priority road upstream of an entry point from the non-priority road,
determining whether or not a blind spot elimination position where the blind spot is eliminated exists on a travel route of the host vehicle entering the priority road from the non-priority road;
executes an autonomous driving control for causing the host vehicle to enter the priority road based on whether or not the blind spot elimination position exists ;
A vehicle driving control device that, when it is determined that the blind spot elimination position exists on the driving path of the vehicle entering the priority road from the non-priority road, updates the stopping position of the vehicle from the entry point from the non-priority road to the blind spot elimination position .

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