阅读说明：本技术 移动体的行为预测方法、行为预测装置以及车辆 (Behavior prediction method and behavior prediction device for mobile body, and vehicle ) 是由 南里卓也 方芳 山口翔太郎 于 2019-03-27 设计创作，主要内容包括：在行为预测方法中,判定本车辆(1)的位置(S10)；判定作为本车辆所行驶的第一行驶车道(2)的相向车道的第二行驶车道(3)上的其它车辆(4a)的位置(S11)；检测在本车辆的前方与第二行驶车道交叉的交叉通路(5)(S13)；判定是否其它车辆位于规定范围(R1)内(S13)、且其它车辆处于停车状态和减速状态中的任一状态(S12),其中,所述规定范围(R1)是从交叉通路与第二行驶车道的交叉位置(6)起至自该交叉位置(6)向与第二行驶车道上的车辆的前进方向相反的方向远离了规定距离的地点为止的范围；以及在其它车辆位于规定范围内、且其它车辆处于停车状态和减速状态中的任一状态的情况下,预测为存在移动体(8a)从交叉通路进入第一行驶车道的可能性(S14)。(In the behavior prediction method, the position of the host vehicle (1) is determined (S10); determining the position of another vehicle (4a) on a second driving lane (3) which is the opposite lane of a first driving lane (2) driven by the vehicle (S11); detecting a crossing lane (5) crossing the second travel lane in front of the host vehicle (S13); determining whether or not another vehicle is located within a predetermined range (R1) (S13) from an intersection position (6) of the intersection and the second travel lane to a point that is distant from the intersection position (6) by a predetermined distance in a direction opposite to the direction of travel of the vehicle on the second travel lane, and the other vehicle is in either a stopped state or a decelerated state (S12); and predicting that there is a possibility that the mobile body (8a) enters the first travel lane from the intersection if the other vehicle is within the prescribed range and the other vehicle is in any one of the stopped state and the decelerated state (S14).)

1. A method for predicting the behavior of a moving body,

determining the position of the vehicle;

determining a position of another vehicle on a second travel lane that is an opposite lane of a first travel lane on which the host vehicle travels;

detecting a crossing lane crossing the second travel lane in front of the host vehicle;

determining whether or not the other vehicle is located within a predetermined range from an intersection position of the intersection and the second travel lane to a point that is distant from the intersection position by a predetermined distance in a direction opposite to a direction of advancement of the vehicle on the second travel lane, and the other vehicle is in any one of a stopped state and a decelerated state; and

in a case where the other vehicle is located within the prescribed range and the other vehicle is in the any one of the stopped state and the decelerated state, it is predicted that there is a possibility that the mobile body enters the first travel lane from the intersection.

2. The behavior prediction method according to claim 1,

when it is determined that the intersection passage enters a blind spot as viewed from the host vehicle, it is predicted whether or not there is a possibility that the mobile object enters the first travel lane from the intersection passage.

3. The behavior prediction method according to claim 1 or 2,

in a case where it is detected that the direction indicator of the other vehicle shows an intention to advance toward the intersection passage, it is predicted that there is a possibility that the mobile body enters the first travel lane from the intersection passage.

4. The behavior prediction method according to claim 1 or 2,

in a case where the blinking of the headlamps of the other vehicle is detected, it is predicted that there is a possibility that the moving body enters the first traveling lane from the intersection.

5. The behavior prediction method according to claim 1, 2, or 4,

when it is determined that the intersecting passage is a crosswalk, it is predicted that there is a possibility that the mobile body enters the first travel lane from the intersecting passage.

6. The behavior prediction method according to any one of claims 1 to 5,

when it is determined that the intersection passage is a branch or a private exit, it is predicted that there is a possibility that the vehicle as the moving body enters the first travel lane from the intersection passage.

7. The behavior prediction method according to any one of claims 1 to 6,

when the width of the intersection passage is smaller than a predetermined value, it is predicted that the possibility that the mobile body enters the first travel lane from the intersection passage is high.

8. The behavior prediction method according to any one of claims 1 to 7,

when it is determined that there is no other vehicle within a range of a predetermined distance ahead of the host vehicle on the first travel lane, it is predicted that the possibility that the mobile body enters the first travel lane from the intersection is high.

9. The behavior prediction method according to any one of claims 1 to 8,

when it is determined that the parking time of the other vehicle is equal to or longer than a predetermined time, it is predicted that the possibility that the moving body enters the first travel lane from the intersection passage is low.

10. A behavior prediction device for a mobile body is characterized by comprising a controller that executes:

determining the position of the vehicle;

determining a position of another vehicle on a second travel lane that is an opposite lane of a first travel lane on which the host vehicle travels;

detecting a crossing lane crossing the second travel lane in front of the host vehicle;

determining whether or not the other vehicle is located within a predetermined range from an intersection position of the intersection and the second travel lane to a point that is distant from the intersection position by a predetermined distance in a direction opposite to a direction of advancement of the vehicle on the second travel lane, and the other vehicle is in any one of a stopped state and a decelerated state; and

in a case where the other vehicle is located within the prescribed range and the other vehicle is in the any one of the stopped state and the decelerated state, it is predicted that there is a possibility that the mobile body enters the first travel lane from the intersection.

11. A vehicle is characterized by comprising:

a behavior prediction device according to claim 10;

a deceleration mechanism for decelerating the vehicle; and

a notification device for notifying an occupant of the vehicle of information,

wherein, when the controller predicts that there is a possibility that the mobile body enters the first travel lane from the intersection, the controller operates the notification device to notify the occupant of an alarm or operates the deceleration mechanism to decelerate the vehicle.

Technical Field

The present invention relates to a behavior prediction method and a behavior prediction device for a mobile body, and a vehicle.

Background

Patent document 1 describes a vehicle travel support device that detects a blind spot, determines a movable range when an object is assumed to be present in the blind spot and the object flies out, and performs travel support control by performing a avoidance operation so that the host vehicle does not collide with the object.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2006-260217

Disclosure of Invention

Problems to be solved by the invention

However, if the travel assist control is always performed on the assumption that the object flies out from the dead angle, an unnecessary avoidance operation is performed.

The purpose of the present invention is to improve the accuracy of predicting the possibility of another mobile body entering the lane on which the vehicle is traveling.

Means for solving the problems

In the behavior prediction method according to one aspect of the present invention, the position of the own vehicle is determined; determining a position of another vehicle on a second travel lane that is an opposite lane of a first travel lane on which the own vehicle travels; detecting a crossing lane crossing the second travel lane in front of the host vehicle; determining whether or not the other vehicle is located within a predetermined range from an intersection position of the intersection and the second travel lane to a point that is distant from the intersection position by a predetermined distance in a direction opposite to a traveling direction of the vehicle on the second travel lane, and the other vehicle is in any one of a stopped state and a decelerated state; and predicting that there is a possibility that the mobile body enters the first travel lane from the intersection if the other vehicle is within the prescribed range and the other vehicle is in any one of the stopped state and the decelerated state.

ADVANTAGEOUS EFFECTS OF INVENTION

According to one aspect of the present invention, the accuracy of predicting the possibility of another mobile body entering the travel lane on which the host vehicle travels is improved.

The objects and advantages of the invention will be realized and attained by means of the elements and combinations particularly pointed out in the appended claims. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

Drawings

Fig. 1 is a schematic configuration diagram of a vehicle according to an embodiment.

Fig. 2 is an explanatory diagram of a behavior prediction method in the first embodiment.

Fig. 3 is a block diagram showing an example of a functional configuration of the driving assistance device in the first embodiment.

Fig. 4 is a flowchart of an example of the driving assistance method according to the embodiment.

Fig. 5 is a flowchart of a moving body behavior prediction routine in the first embodiment.

Fig. 6 is a flowchart of a mobile body entry prediction routine of the embodiment.

Fig. 7 is an explanatory diagram of a behavior prediction method in the second embodiment.

Fig. 8 is a block diagram showing an example of a functional configuration of the driving assistance device in the second embodiment.

Fig. 9 is a flowchart of a moving body behavior prediction routine in the second embodiment.

Fig. 10 is an explanatory diagram of a behavior prediction method in the third embodiment.

Fig. 11 is an explanatory diagram of another example of the crossover passage.

Fig. 12 is a block diagram showing an example of a functional configuration of the driving assistance device according to the third embodiment.

Fig. 13 is a flowchart of a moving body behavior prediction routine in the third embodiment.

Detailed Description

Embodiments of the present invention will be described below with reference to the drawings.

(first embodiment)

(Structure)

Refer to fig. 1. The vehicle 1 includes a driving assistance device 10 that performs driving assistance for the vehicle 1. The travel assistance performed by the travel assistance device 10 may include an automatic driving control for automatically driving the host vehicle 1 without the participation of the driver based on the traveling environment around the host vehicle 1, and a driving assistance control for assisting the driving of the host vehicle 1 by the driver.

The driving support control may include running controls such as automatic steering, automatic braking, constant speed running control, lane keeping control, and merge support control, and may also include a message that urges a steering operation and a deceleration operation to be output to the driver.

The driving assistance device 10 includes an object sensor 11, a vehicle sensor 12, a positioning device 13, a map database 14, a communication device 15, a notification device 16, a deceleration mechanism 17, and a controller 18. The map database is described as "map DB" in the drawings.

The object sensor 11 includes a plurality of different types of object detection sensors, such as a laser radar, a millimeter wave radar, and a camera, which are mounted on the vehicle 1, and detect objects around the vehicle 1.

The vehicle sensor 12 is mounted on the host vehicle 1 and detects various information (vehicle signals) related to the state of the host vehicle 1. The vehicle sensors 12 include, for example: a vehicle speed sensor that detects the running speed (vehicle speed) of the host vehicle 1, a wheel speed sensor that detects the rotational speed of each tire provided in the host vehicle 1, a triaxial acceleration sensor (G sensor) that detects the acceleration (including deceleration) in the triaxial direction of the host vehicle 1, a steering angle sensor that detects the steering angle (including the wheel angle), a gyro sensor that detects the angular speed generated by the host vehicle 1, and a yaw rate sensor that detects the yaw rate.

The positioning device 13 includes a Global Navigation Satellite System (GNSS) receiver, and receives radio waves from a plurality of navigation satellites to measure the current position of the vehicle 1. The GNSS receiver may also be, for example, a Global Positioning System (GPS) receiver or the like. The positioning device 13 may also be an inertial navigation device, for example.

The map database 14 stores preferred high-precision map data (hereinafter simply referred to as "high-precision map") as a map for automatic driving. The high-precision map is map data with higher precision than map data for navigation (hereinafter simply referred to as "navigation map") that contains information in lane units in more detail than information in road units.

For example, the high-accuracy map includes, as information on a lane unit, information on lane nodes indicating a reference point on a lane reference line (for example, a center line in a lane) and information on a lane line (japanese i.e., the automobile line リンク) indicating a lane section pattern between the lane nodes.

The information of the lane node includes an identification number of the lane node, position coordinates, the number of connected lane lines, and an identification number of connected lane lines. The information on the lane line includes an identification number of the lane line, a type of lane, a width of the lane, a type of lane boundary line, a shape of the lane, a shape of a lane separation line, and a shape of a lane reference line. The high-accuracy map also includes information on the types and position coordinates of the features such as traffic signals, stop lines, signs, buildings, utility poles, curbs, crosswalks, and the like, which are present on the lane or in the vicinity thereof, and the features such as the identification numbers of the lane nodes and the identification numbers of the lane lines, which correspond to the position coordinates of the features.

Since the high-precision map includes the node and the route information in units of lanes, the lane on which the host vehicle 1 travels can be specified on the travel route. The high-precision map has coordinates capable of expressing positions in the extending direction and the width direction of the lane. The high-precision map has coordinates (for example, longitude, latitude, and altitude) that can represent a position in a three-dimensional space, and the lane and the feature may be described as a shape in the three-dimensional space.

The communication device 15 performs wireless communication with a communication device outside the host vehicle 1. The communication method of the communication device 15 may be, for example, wireless communication using a public mobile telephone network, car-to-car communication, road-to-car communication, or satellite communication.

The notification device 16 is an information output device that outputs information (for example, a message urging a steering operation or a deceleration operation) that the driving assistance device 10 presents to the driver to perform the driving assistance. The notification device 16 may include, for example, a display device that outputs visual information, a lamp or a meter, or a speaker that outputs audio information.

The speed reduction mechanism 17 reduces the traveling speed of the vehicle 1 by applying a braking force to the rotation of the wheels by a mechanical brake, an engine brake, and a regenerative brake.

The controller 18 is an Electronic Control Unit (ECU) that performs travel assist Control of the vehicle 1. The controller 18 includes a processor 20 and peripheral components such as a memory device 21. The processor 20 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).

The storage device 21 includes a semiconductor storage device, a magnetic storage device, an optical storage device, and the like. The storage device 21 may include a register, a cache Memory, a ROM (Read Only Memory) and a RAM (Random Access Memory) as a main storage device, and the like.

The functions of the controller 18 described below are realized, for example, by the processor 20 executing a computer program stored in the storage device 21.

The controller 18 may be formed by dedicated hardware for executing each information processing described below.

For example, the controller 18 may be provided with a functional logic circuit provided in a general-purpose semiconductor integrated circuit. For example, the controller 18 may also include a Programmable Logic Device (PLD) such as a Field-Programmable Gate Array (FPGA).

In performing the travel assist control, the controller 18 predicts the behavior of another mobile body so as to avoid collision of the own vehicle 1 with another mobile body entering the traveling lane of the own vehicle 1. The controller 18 is an example of a behavior prediction device described in the claims.

Fig. 2 shows a state in which the host vehicle 1 travels on the first travel lane 2 and another vehicle 4a or 4b … is present on the second travel lane 3, which is the opposite lane of the first travel lane 2. In the example shown in fig. 2, the vehicle is right-hand traffic. That is, the traveling direction of the host vehicle 1 (i.e., the traveling direction of the vehicle on the first traveling lane 2) is a direction from below to above in the drawing, and the traveling directions of the other vehicles 4a and 4b … (i.e., the traveling directions of the vehicles on the second traveling lane 3) are directions from above to below in the drawing. In the following embodiments, a case where the vehicle passes right will be described as an example.

Further, a crossing lane 5 crossing the second travel lane 3 is present ahead of the host vehicle 1. The crossover passage 5 may be, for example, a branch or a private exit. For example, the branch road may be a narrow merged road where no traffic signal is provided at the point of merging with the second travel lane 3.

Here, when the other vehicle 4a on the second travel lane 3 is present in the predetermined range R1 on the near side with respect to the intersection position 6 where the intersection passage 5 intersects the second travel lane 3 (i.e., the predetermined range from the intersection position 6 to a point distant by a predetermined distance from the intersection position 6 in the direction opposite to the advancing direction of the vehicle traveling on the second travel lane 3), and the other vehicle 4a is in the stopped state or the decelerated state, it is considered that there is a possibility that the course is given to another moving body (for example, a vehicle, a motorcycle, a bicycle, a pedestrian, or the like) entering from the intersection passage 5. Here, the near side on the first travel lane 2 and the second travel lane 3 means a direction opposite to the direction of travel of the vehicle traveling on the travel lanes. Conversely, when another vehicle 4a is present within the predetermined range R1 on the near side with respect to the intersection position 6 and the other vehicle 4a is not in the stopped state or the decelerated state, it is considered that there is no other moving body entering from the intersection passage 5.

Therefore, when the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6, the controller 18 predicts that there is a possibility that the vehicle 8a (i.e., the other mobile body) enters the first travel lane 2 from the intersection passage 5 as indicated by the arrow 9. In contrast, in the case where the other vehicle 4a is not in the stopped state or the decelerated state within the predetermined range R1, the controller 18 predicts that there is no possibility that another mobile body enters the first traveling lane 2 from the intersection 5.

Thus, even if the intersection 5 enters the blind spot 7 of the other vehicle 4b on the second travel lane 3, the controller 18 can predict the presence or absence of the other moving body entering from the intersection 5 based on the behavior of the other vehicle 4 a.

Here, the intersection position 6 is a position at which the intersection passage 5 faces the most front side at the entrance to the second travel lane 3, and a state in which the vehicle body of the other vehicle 4a does not come out of the predetermined range R1 is a state in which the other vehicle 4a is present in the predetermined range R1. That is, when a part of the body of the other vehicle 4a blocks a part of the intersection 5 facing the entrance/exit side of the second traveling lane 3 with respect to the intersection position 6, the other vehicle 4a interferes with the course of the moving body (vehicle 8a) that intends to enter the second traveling lane 3 from the intersection 5, and it is determined that the other vehicle 4a does not give way to the other moving body entering from the intersection 5. However, as described above, the intersection position 6 is a position serving as a reference for determining whether or not the body of the other vehicle 4a interferes with the course of the moving body (vehicle 8a) that intends to enter the second traveling lane 3 from the intersection 5, and for example, when the road width of the intersection 5 is sufficiently wide, even if the body of the other vehicle 4a somewhat blocks the entrance/exit side of the intersection 5 facing the second traveling lane 3, the course of the moving body (vehicle 8a) may not be interfered. Therefore, as for the intersection position 6, strictly speaking, the intersection position 6 may not be a position where the intersection passage 5 faces the most forward side at the entrance of the second traveling lane 3, and the intersection position may be set at the entrance side of the intersection passage 5 at a predetermined distance from a position where the intersection passage 5 faces the most forward side at the entrance of the second traveling lane 3, so as not to interfere with the course of the moving body that intends to enter the second traveling lane 3 from the intersection passage 5.

The function of the controller 18 is explained in detail with reference to fig. 3. The controller 18 includes an object detection unit 30, a vehicle position estimation unit 31, a map acquisition unit 32, a detection integration unit 33, an object tracking unit 34, an in-map position calculation unit 35, a behavior prediction unit 36, a vehicle route generation unit 37, and a vehicle control unit 38.

The object detection unit 30 detects the position, posture, size, speed, and the like of an object around the host vehicle 1, for example, a vehicle, a motorcycle, a pedestrian, an obstacle, and the like with reference to the host vehicle 1, based on the detection signal of the object sensor 11. The object detection unit 30 outputs a detection result indicating the two-dimensional position, orientation, size, speed, and the like of the object from, for example, a top view (also referred to as a top view) of the vehicle 1.

The vehicle position estimating unit 31 measures the absolute position of the vehicle 1, that is, the position, posture, and speed of the vehicle 1 with respect to a predetermined reference point, based on an odometer (odometer) using the measurement result obtained by the positioning device 13 and the detection result from the vehicle sensor 12.

The map acquisition unit 32 acquires map information indicating the structure of the road on which the host vehicle 1 travels from the map database 14. The map acquisition unit 32 may acquire the map information from an external map data server via the communication device 15.

The detection integrating unit 33 integrates a plurality of detection results obtained by the object detecting unit 30 from the plurality of object detection sensors, and outputs one detection result for each object.

Specifically, from the behaviors of the objects obtained from the object detection sensors, the most reasonable behavior of the object with the least error is calculated in consideration of the error characteristics of the object detection sensors and the like.

Specifically, by using a known sensor fusion technique, detection results obtained by a plurality of types of sensors are comprehensively evaluated, thereby obtaining more accurate detection results.

The object tracking unit 34 tracks the object detected by the object detection unit 30. Specifically, based on the detection results integrated by the detection integration unit 33, the identity of the object between different times is verified (correlated) based on the behavior of the object output at different times, and the behavior such as the speed of the object is predicted based on the correlation.

The in-map position calculation unit 35 estimates the position and orientation of the host vehicle 1 on the map based on the absolute position of the host vehicle 1 obtained by the host vehicle position estimation unit 31 and the map information obtained by the map acquisition unit 32. The in-map position calculation unit 35 specifies the road on which the host vehicle 1 is traveling, and also specifies the lane on which the host vehicle 1 is traveling on the road.

The behavior prediction unit 36 predicts the behavior of another object in the vicinity of the host vehicle 1 based on the detection results obtained by the detection integration unit 33 and the object tracking unit 34 and the position of the host vehicle 1 specified by the in-map position calculation unit 35.

The behavior prediction unit 36 predicts whether or not there is a possibility that another mobile body enters the first travel lane 2, which is the travel lane of the host vehicle, from the intersection 5, and the intersection 5 intersects the second travel lane 3, which is the opposite lane to the travel lane of the host vehicle 1, in front of the host vehicle 1.

The behavior prediction unit 36 includes a lane determination unit 40, an oncoming vehicle determination unit 41, a stop determination unit 42, a cross-lane detection unit 43, and an entry prediction unit 44.

The lane determining unit 40 estimates the position and posture of another vehicle in the vicinity of the host vehicle 1 on the map based on the detection results obtained by the detection integrating unit 33 and the object tracking unit 34 and the position of the host vehicle 1 specified by the in-map position calculating unit 35. Also, it is determined to which lane within the map the other vehicle belongs.

The oncoming vehicle determination unit 41 determines whether or not another vehicle in the vicinity of the host vehicle 1 is an oncoming vehicle that is present on the second travel lane 3, which is an oncoming lane that faces the first travel lane on which the host vehicle 1 travels. Thus, the oncoming vehicle determination unit 41 determines whether or not the other vehicle 4a in the periphery of the host vehicle 1 is an oncoming vehicle on the second travel lane 3.

When the other vehicle 4a is an opposing vehicle, the stop determination unit 42 determines whether the other vehicle 4a is in a stopped state or a decelerated state. In the present specification, the "stopped state" includes a state where the speed is equal to or lower than a predetermined vehicle speed substantially close to 0, in addition to the case where the speed is 0.

The intersection passage detection unit 43 detects the intersection passage 5 that intersects the second travel lane 3 in front of the host vehicle 1 based on the map information.

The intersection detecting unit 43 detects whether or not the position of the other vehicle 4a in the stopped state or the decelerated state is located within a predetermined range R1 on the near side with respect to the intersection 6 where the intersection 5 intersects the second traveling lane 3 (i.e., a predetermined range from the intersection 6 to a point distant from the intersection 6 by a predetermined distance in the direction opposite to the traveling direction of the second traveling lane 3).

The entry prediction unit 44 determines whether or not there is a possibility that the mobile body enters the first travel lane 2 from the intersection 5.

When the other vehicle 4a is not in the stopped state or the decelerated state within the predetermined range R1, the entry prediction unit 44 predicts that there is no possibility that another mobile body enters the first travel lane 2 from the intersection 5.

On the other hand, when the position of the other vehicle 4a in the stopped state or the decelerated state is within the predetermined range R1, the entry prediction unit 44 predicts that there is a possibility that the other moving body enters the first traveling lane 2 from the intersection 5.

For example, when the other vehicle 4a is in a stopped state or a decelerated state on the near side of the intersection 5, it is considered that the vehicle 8a entering from the intersection 5 is conceivably given a route.

For example, when the other vehicle 4a stops at the entrance of the intersection 5 in a state where the posture thereof changes by almost 90 degrees in a curve, it is considered that there is a high possibility that the pedestrian is crossing the intersection 5 or the intersection 5 is jammed and cannot enter. However, when the other vehicle 4a stops at the entrance of the intersection 5 in a state where the entrance of the intersection 5 is left almost clear without turning, it is considered that there is a possibility that the vehicle 8a will make a way to the vehicle in order to enter from the intersection 5.

In such a situation, in consideration of the fact that the vehicle 8a that has given up the course wants to rapidly enter from the intersection 5 to restart the other vehicle 4a, the vehicle 8a may enter from the intersection 5 in a sudden behavior. When the vehicle 8a enters the traveling lane 2 of the host vehicle 1 with such a sudden behavior, there is a possibility that the host vehicle 1 and the vehicle 8a are closer than expected, and in this case, the host vehicle 1 and the vehicle 8a need to decelerate rapidly.

By predicting such a scene in advance by the entry prediction unit 44, the vehicle can decelerate and creep on the near side of the intersection 5, and rapid deceleration can be avoided.

When determining that the intersection 5 is a branch or a private exit, the entry prediction unit 44 may determine whether or not the vehicle 8a as the moving object is likely to enter the first travel lane 2 from the intersection 5.

Further, when determining that the intersection 5 is a crosswalk, the entry prediction unit 44 may determine whether or not there is a possibility that a pedestrian as a moving object enters the first travel lane 2 from the intersection 5. When the intersection 5 is not any one of the turnout, the private exit, and the crosswalk, it may be determined that there is no possibility that the mobile body enters the first travel lane 2 from the intersection 5.

The entrance prediction unit 44 may determine whether or not the intersection 5 enters the blind spot 7 as viewed from the host vehicle 1, and predict whether or not there is a possibility that the mobile object enters the first travel lane 2 from the intersection 5 only when it is determined that the intersection 5 enters the blind spot 7. Here, the blind spot 7 refers to a blind spot when viewed from the driver of the host vehicle 1 or a blind spot of the object sensor 11 that detects an object around the host vehicle 1.

The entrance prediction unit 44 includes a lane width determination unit 50, a preceding vehicle determination unit 51, a parking time determination unit 52, and a possibility estimation unit 53.

The track width determination unit 50 determines whether or not the track width W (see fig. 2) of the intersecting path 5 is smaller than a predetermined value. The track width determination unit 50 can acquire information on the track width W from the map acquisition unit 32. The predetermined value is set to a width at which two vehicles can pass by each other without difficulty, for example.

When the road width W of the intersection 5 is smaller than the predetermined value, the possibility estimating unit 53 estimates that the possibility that the mobile object enters the first travel lane 2 from the intersection 5 is high.

When the road width W of the intersection passage 5 is smaller than the predetermined value, the driver of the other vehicle 4a passing by the vehicle 8a is psychologically and technically burdened. Therefore, it is considered that the driver of the other vehicle 4a selects the vehicle 8a to enter from the intersection 5 earlier than the vehicle 8a is passing by in the intersection 5, because the possibility that the other vehicle 4a gives the vehicle 8a way is increased.

The front vehicle determination unit 51 determines whether or not another vehicle is present within a range R2 (see fig. 2) of a predetermined distance in front of the host vehicle 1 on the first travel lane 2. The range R2 may be a range distant from the front of the host vehicle 1 as shown in fig. 2, for example, or may be a range from a point distant forward by a predetermined distance from the position of the host vehicle 1 to the position of the host vehicle 1.

When determining that there is no other vehicle within the range R2 of the predetermined distance in front of the host vehicle 1, the possibility estimating unit 53 estimates that the possibility that the mobile object enters the first traveling lane 2 from the intersection 5 is high.

This is because: in the case where there is a vehicle in front of the host vehicle 1 on the first travel lane 2, the possibility that the mobile body enters from the intersection passage 5 also becomes small, whereas in the case where there is no vehicle in front of the host vehicle 1, the mobile body can easily enter the first travel lane 2 from the intersection passage 5.

The parking time determination unit 52 determines the elapsed time from the time when the other vehicle 4a has parked or the time when the other vehicle 4a is observed to be parked as the parking time of the other vehicle 4 a. The parking time determination unit 52 determines whether or not the parking time of the other vehicle 4a is equal to or longer than a predetermined time.

When determining that the parking time of the other vehicle 4a is equal to or longer than the predetermined time, the possibility estimating unit 53 predicts that the possibility of the mobile body entering the first travel lane from the intersection is low. This is because: when the parking time is long, it is considered that the other vehicle 4a is parked due to a reason other than the moving object that intends to enter from the intersection 5.

As described above, the possibility estimating unit 53 estimates the level of the possibility that the mobile object enters the first traveling lane from the intersection based on the determination results of the lane width determining unit 50, the preceding vehicle determining unit 51, and the parking time determining unit 52.

For example, the possibility estimating section 53 may estimate the possibility Pa of the mobile body entering the first traveling lane from the intersection based on the following expression (1).

Pa＝Pr+Aw×Xw+Af×Xf-As×Xs…(1)

Here, Pr is a basic probability (constant), Aw, Af, and As are positive coefficients, and Xw, Xf, and Xs are variables indicating the determination results of the track width determination unit 50, the preceding vehicle determination unit 51, and the parking time determination unit 52.

For example, the value of Xw is "1" when the track width W of the intersecting path 5 is smaller than a predetermined value, and is "0" when the track width W of the intersecting path 5 is equal to or larger than the predetermined value. The value of Xf is "1" when there is no other vehicle in the range R2 of the predetermined distance in front of the host vehicle 1, and is "0" when there is another vehicle in the range R2. The value Xs is "1" when the parking time of the other vehicle 4a is equal to or longer than the predetermined time, and is "0" when the parking time of the other vehicle 4a is shorter than the predetermined time.

The own-vehicle-path generating unit 37 generates a smooth target travel track and speed curve that allows the own vehicle 1 to travel without sudden deceleration or steering according to the behavior of another object while not colliding with another object in accordance with the traffic regulations (for example, travel along the first travel lane 2) and based on the result of prediction of the behavior of another object in the vicinity of the own vehicle 1 predicted by the behavior predicting unit 36.

When the entry prediction unit 44 predicts that another mobile object is likely to enter the first travel lane 2 from the intersection 5, the own vehicle route generation unit 37 generates a speed curve in which the own vehicle 1 is decelerated or stopped in advance, and a target travel track in which the own vehicle 1 is positioned away from the opposite lane.

For example, when the possibility Pa that another mobile body enters the first travel lane 2 from the intersection 5 is equal to or greater than the threshold value, the own vehicle route generation unit 37 generates a speed curve in which the own vehicle 1 is decelerated or stopped in advance, and a target travel track in which the lateral position of the own vehicle 1 is separated from the second travel lane 3.

The vehicle control unit 38 drives the speed reduction mechanism 17, the acceleration device, and the steering device based on the target travel track and the speed curve obtained by the vehicle route generation unit 37, thereby performing travel control of the vehicle 1.

Thus, when the entry prediction unit 44 predicts that there is a possibility that another mobile object will enter the first travel lane 2 from the intersection 5 (or when the possibility Pa is equal to or greater than the threshold value), the vehicle control unit 38 can operate the speed reduction mechanism 17 to decelerate the host vehicle 1.

The target travel track and the speed profile are not necessarily required for the travel control by the vehicle control unit 38. For example, the braking control, the acceleration control, and the steering control may be performed based on a relative distance to an object (e.g., an obstacle) around the host vehicle 1.

Further, when the entry prediction unit 44 predicts that there is a possibility that another mobile object enters the first travel lane 2 from the intersection 5 (or when the possibility Pa is equal to or greater than the threshold value), the behavior prediction unit 36 may operate the notification device 16 to notify the occupant of the host vehicle 1 of an alarm.

In this case, the notification device 16 may output, for example, a sound message or a visual message for notifying that there is a possibility that another moving body enters the first traveling lane 2 from the intersection 5.

(action)

Next, an example of the operation of the driving assistance device 10 in the embodiment will be described with reference to fig. 4.

In step S1, the object detection unit 30 detects the position, posture, size, speed, and the like of an object in the vicinity of the host vehicle 1 using a plurality of object detection sensors.

In step S2, the detection integrating unit 33 integrates a plurality of detection results obtained from the plurality of object detection sensors, and outputs one detection result for each object. The object tracking unit 34 tracks each of the detected and integrated objects, and predicts the position and behavior of the object in the vicinity of the host vehicle 1 with respect to the host vehicle 1.

In step S3, the vehicle position estimation unit 31 measures the position, posture, and speed of the vehicle 1 with respect to a predetermined reference point based on an odometer using the measurement result of the positioning device 13 and the detection result from the vehicle sensor 12.

In step S4, the map acquisition unit 32 acquires map information indicating the structure of the road on which the host vehicle 1 is traveling.

In step S5, the in-map position calculation unit 35 estimates the position and orientation of the host vehicle 1 on the map from the position of the host vehicle 1 measured in step S3 and the map data acquired in step S4.

In step S6, the behavior prediction unit 36 predicts the position and the motion of another vehicle in the vicinity of the host vehicle 1 on the map based on the detection result (the behavior of the object in the vicinity of the host vehicle 1) obtained in step S2 and the position of the host vehicle 1 determined in step S5.

In addition, the behavior prediction unit 36 predicts whether or not there is a possibility that the mobile body enters the first travel lane 2 from the intersection 5. A moving body behavior prediction routine for predicting the possibility of the moving body entering the first traveling lane 2 from the intersection 5 is described later with reference to fig. 5 and 6.

In step S7, the own vehicle route generation unit 37 generates a target travel track and a speed curve of the host vehicle 1 based on the motion of the other vehicle predicted in step S6.

When it is predicted that there is a possibility that another mobile body enters the first travel lane 2 from the intersection 5 (or when the possibility Pa is equal to or greater than the threshold value), the own vehicle route generation unit 37 generates a speed curve in which the own vehicle 1 is decelerated or stopped in advance, and a target travel track in which the own vehicle 1 is positioned away from the opposite lane.

In step S8, the vehicle control unit 38 controls the host vehicle 1 such that the host vehicle 1 travels along the target travel track and speed curve generated in step S7.

The moving body behavior prediction routine of fig. 4 is explained with reference to fig. 5.

In step S10, the lane determination unit 40 determines the position of the other vehicle 4a around the host vehicle 1 on the map and determines which lane in the map the other vehicle 4a belongs to, based on the detection results obtained by the detection integration unit 33 and the object tracking unit 34 and the position of the host vehicle 1 determined by the in-map position calculation unit 35.

In step S11, the oncoming vehicle determination unit 41 determines whether or not the other vehicle 4a in the periphery of the host vehicle 1 is an oncoming vehicle on the second travel lane 3. If the other vehicle 4a is another vehicle (S11: YES), the process proceeds to step S12. If the other vehicle 4a is not the other vehicle (S11: NO), the processing proceeds to step S15.

In step S12, the stop determination unit 42 determines whether or not the other vehicle 4a is in a stopped state or a decelerated state. When the other vehicle 4a is in the stopped state or in the decelerated state (S12: yes), the processing proceeds to step S13. If the other vehicle 4a is not in the stopped state or in the decelerated state (S12: no), the processing proceeds to step S15.

In step S13, the intersection passage detection unit 43 detects the intersection passage 5 that intersects the second travel lane 3 in front of the host vehicle 1. The intersection passage detection unit 43 detects whether or not the position of the other vehicle 4a is within a predetermined range R1 on the near side with respect to the intersection position 6 where the intersection passage 5 intersects the second travel lane 3. If the position of the other vehicle 4a is within the predetermined range R1 (S13: yes), the process proceeds to step S14. If the position of the other vehicle 4a is not within the predetermined range R1 (S13: no), the process proceeds to step S15.

In step S14, the entry prediction unit 44 predicts that there is a possibility that the mobile body will enter the first travel lane 2 from the intersection 5. The mobile body entry prediction routine performed by the entry prediction unit 44 will be described later with reference to fig. 6.

In step S15, the behavior prediction unit 36 determines whether or not the processes of steps S10 to S14 have been performed for all the other vehicles in the vicinity of the own vehicle 1. If steps S10 to S14 have been performed for all the other vehicles (S15: yes), the moving body behavior prediction routine is ended, and the process proceeds to step S7 of fig. 4. If steps S10 to S14 are not performed for any other vehicle (S15: no), the process returns to step S10 after selecting another vehicle that has not completed processing as the processing target.

The moving body entry prediction routine of fig. 5 is explained with reference to fig. 6.

In step S20, the track width determination unit 50 determines whether or not the track width W (see fig. 2) of the intersecting path 5 is smaller than a predetermined value.

In step S21, the front vehicle determination unit 51 determines whether or not another vehicle is present within a range R2 (see fig. 2) of a predetermined distance in front of the host vehicle 1 on the first travel lane 2.

In step S22, the parking time determination unit 52 determines whether or not the parking time of the other vehicle 4a is equal to or longer than a predetermined time.

In step S23, when the road width W of the intersection 5 is smaller than the predetermined value, the possibility estimating unit 53 estimates that the possibility that the mobile body enters the first travel lane 2 from the intersection 5 is high.

When determining that there is no other vehicle within the range R2 of the predetermined distance in front of the host vehicle 1, the possibility estimation unit 53 estimates that the possibility that the mobile object enters the first traveling lane 2 from the intersection 5 is high.

When determining that the parking time of the other vehicle 4a is equal to or longer than the predetermined time, the possibility estimating unit 53 predicts that the possibility that the mobile object enters the first traveling lane from the intersection is low.

The process then returns to step S15 of fig. 5.

(Effect of the first embodiment)

(1) The in-map position calculation unit 35 determines the position of the host vehicle 1. The lane determination unit 40 and the oncoming vehicle determination unit 41 determine the position of another vehicle 4a on the second traveling lane 3, which is the oncoming lane of the first traveling lane 2 on which the host vehicle 1 travels. The intersection passage detection unit 43 detects an intersection passage 5 that intersects the second travel lane 3 in front of the host vehicle 1.

The intersection detecting unit 43 determines whether or not the other vehicle 4a is located within a predetermined range R1, where the predetermined range R1 is a range from the intersection 6 of the intersection 5 and the second travel lane 3 to a point that is distant from the intersection 6 by a predetermined distance in the direction opposite to the traveling direction of the vehicle on the second travel lane 3. The stop determination unit 42 determines whether or not the other vehicle 4a is in any one of the stopped state and the decelerated state.

When the other vehicle 4a is located within the predetermined range R1 and the other vehicle 4a is in either the stopped state or the decelerated state, the entry prediction unit 44 predicts that there is a possibility that the mobile body will enter the first travel lane 2 from the intersection 5.

By predicting that there is a possibility that the moving body enters the first traveling lane 2 from the intersection 5 in this way, the evasive behavior can be performed in advance, and it is possible to avoid a situation in which the moving body entering the first traveling lane 2 from the intersection 5 is too close to the host vehicle 1 and the moving body and the host vehicle 1 decelerate rapidly.

Further, when the other vehicle 4a is not in the stopped state or in the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6, it can be predicted that there is no other moving body entering from the intersection passage 5, and therefore the accuracy of prediction of the possibility that the other moving body enters the traveling lane on which the own vehicle travels can be improved. As a result, unnecessary deceleration, stopping, and the like can be reduced, and thus, for example, a target travel track and a speed curve with high fuel efficiency can be generated in the automatic driving control.

(2) When determining that the intersection 5 has entered the blind spot 7 as viewed from the host vehicle, the entry prediction unit 44 predicts whether or not there is a possibility that the mobile object will enter the first travel lane 2 from the intersection 5.

Thus, even if the intersection 5 enters the blind spot 7, it is possible to predict whether or not there is a possibility that the moving body enters the first travel lane 2 from the intersection 5 based on the behavior of the other vehicle 4 a.

(3) When determining that the intersection 5 is a crosswalk, the entry prediction unit 44 predicts that the mobile object is likely to enter the first travel lane 2 from the intersection 5.

When the other vehicle 4a gives way to the pedestrian or the two-wheeled vehicle in the case where the crossing lane 5 is a pedestrian crosswalk and the moving body is a pedestrian or a two-wheeled vehicle, the pedestrian or the two-wheeled vehicle sometimes crosses the first travel lane 2 somewhat urgently. By predicting the possibility of the pedestrian or the two-wheeled vehicle entering the first travel lane 2 in advance, it is possible to avoid a situation in which the vehicle 1 and the pedestrian or the two-wheeled vehicle approach too closely and the vehicle 1 or the two-wheeled vehicle decelerates suddenly.

(4) When determining that the intersection 5 is a branch road or a private exit, the entry prediction unit 44 predicts that there is a possibility that the vehicle 8a as a moving body enters the first travel lane 2 from the intersection 5.

When the other vehicle 4a gives way to the vehicle 8a in a case where the intersection 5 is a turnout or a private exit and the moving body is the vehicle 8a, sometimes the vehicle 8a enters the first travel lane 2 somewhat urgently. By predicting the possibility that the vehicle 8a enters the first travel lane 2 in advance, it is possible to avoid a situation in which the own vehicle 1 and the vehicle 8a are excessively close to each other and the own vehicle 1 and the vehicle 8a are decelerated suddenly.

(5) When the width W of the intersection 5 is smaller than the predetermined value, the possibility estimating unit 53 predicts that the possibility that the mobile body enters the first travel lane 2 from the intersection 5 is high.

When the width W of the intersection passage 5 is smaller than the predetermined value, the possibility that the other vehicle 4a gives the moving body a way to avoid a vehicle passing by on the intersection passage 5 is increased. Therefore, it is possible to predict more accurately that the mobile body is highly likely to enter the first travel lane 2, and it is possible to predict that the own vehicle 1 and the mobile body are too close to each other and the own vehicle and the mobile body decelerate rapidly.

(6) When determining that there is no other vehicle within the range R2 of the predetermined distance in front of the host vehicle 1 on the first travel lane 2, the possibility estimation unit 53 predicts that the possibility of the mobile body entering the first travel lane 2 from the intersection 5 is high.

This is because: in the case where there is no vehicle ahead of the first travel lane 2 and a space is left, the mobile body can easily enter the first travel lane 2, and therefore the possibility that the other vehicle 4a gives the mobile body a way out is increased. Therefore, it is possible to predict more accurately that the mobile body is highly likely to enter the first travel lane 2, and it is possible to predict that the own vehicle 1 and the mobile body are too close to each other and the own vehicle and the mobile body decelerate rapidly.

(7) When determining that the parking time of the other vehicle 4a is equal to or longer than the predetermined time, the possibility estimating unit 53 predicts that the possibility that the mobile object enters the first traveling lane 2 from the intersection 5 is low.

When the parking time is long, it is considered that the other vehicle 4a is parked due to a reason other than the moving object that intends to enter from the intersection 5. In this case, it is predicted that the possibility that the mobile body enters the first travel lane 2 from the intersection 5 is low, and thus the accuracy of prediction of the possibility that another mobile body enters the travel lane on which the own vehicle travels can be improved. As a result, unnecessary deceleration, stoppage, and the like can be reduced.

(second embodiment)

Fig. 7 shows a case where the other vehicle 4a is in a stopped state or a decelerated state within a predetermined range R1 on the near side with respect to the intersection position 6 and lights up a direction indicator for indicating an intention to turn around the intersection passage 5. In this case, it is considered that the other vehicle 4a that intends to advance to the intersection passage 5 being in the stopped state or the decelerated state on the near side of the intersection passage 5 means that there is an object obstructing entry on the intersection passage 5 or there is a possibility that another moving body entering from the intersection passage 5 is giving way.

Therefore, in a case where the other vehicle 4a is in a stopped state or a decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and the direction indicator for indicating the intention to turn around the intersection passage 5 is turned on (that is, in a case where the direction indicator of the other vehicle 4a indicates the intention to advance to the intersection passage), the behavior prediction unit 36 predicts that there is a possibility that the other moving body enters the first traveling lane 2 from the intersection passage 5.

Refer to fig. 8. The controller 18 of the second embodiment has the same functional configuration as that of the controller 18 of the first embodiment, and the same components are denoted by the same reference numerals.

The behavior prediction unit 36 includes a flashing light detection unit 45.

The blinker detecting portion 45 detects the lighting of the direction indicator for indicating the intention to turn around the intersection 5 among the direction indicators of the other vehicles 4a on the second traveling lane 3. Further, for example, a camera for capturing an image of the surroundings of the vehicle is included in the object sensor 11, and the winker detection section 45 can detect that a yellow winker (winker of the direction indicator) area exists on the image captured by the camera to detect the lighting of the direction indicator. Alternatively, the lighting of the direction indicator may be detected by receiving a signal indicating the lighting of the direction indicator from another vehicle 4a through inter-vehicle communication or the like. The method of detecting the lighting of the direction indicator of the other vehicle 4a is not particularly limited.

When the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and lights up the direction indicator for indicating the intention to turn around the intersection passage 5, the entry prediction unit 44 predicts that there is a possibility that the other moving body enters the first traveling lane 2 from the intersection passage 5.

For example, when the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and the direction indicator for indicating the intention to turn around the intersection 5 is turned on, it is considered that the other vehicle 4a that intends to enter the intersection 5 is in the stopped state or the decelerated state on the near side of the intersection 5 and the other vehicle 4a gives way to the vehicle 8a entering from the intersection 5.

For example, when the other vehicle 4a stops at the entrance of the intersection 5 in a state where the posture thereof changes by almost 90 degrees in a curve, it is considered that there is a high possibility that the pedestrian is crossing the intersection 5 or the intersection 5 is jammed and cannot enter. However, when the other vehicle 4a stops at the entrance of the intersection 5 in a state where the entrance of the intersection 5 is left almost clear without turning, it is considered that there is a possibility that the vehicle 8a will make a way to the vehicle in order to enter from the intersection 5.

In such a situation, in consideration of the fact that the vehicle 8a that has given up the course wants to rapidly enter from the intersection 5 to restart the other vehicle 4a, the vehicle 8a may enter from the intersection 5 in a sudden behavior. As described above, when the vehicle 8a appears in the travel lane 2 of the host vehicle 1 in a sudden behavior, there is a possibility that the host vehicle 1 and the vehicle 8a are closer than expected, and in this case, the host vehicle 1 and the vehicle 8a need to be decelerated rapidly.

By predicting such a scene in advance by the entry prediction unit 44, the vehicle can decelerate and creep on the near side of the intersection 5, and rapid deceleration can be avoided.

On the other hand, when the other vehicle 4a does not light the direction indicator for indicating the intention to turn the intersection 5, the entry prediction unit 44 predicts that there is no possibility that the other moving body enters the first traveling lane 2 from the intersection 5.

Thus, since it can be predicted that there is no other moving body entering from the intersection 5, it is possible to improve the accuracy of prediction of the possibility that another moving body enters the traveling lane on which the host vehicle travels.

A moving body behavior prediction routine of the second embodiment is explained with reference to fig. 9. The processing of steps S30 and S31 is the same as the processing of steps S10 and S11 of fig. 5.

In step S32, the stop determination unit 42 determines whether or not the other vehicle 4a is in a stopped state or a decelerated state. When the other vehicle 4a is in the stopped state or in the decelerated state (S32: yes), the processing proceeds to step S33. If the other vehicle 4a is not in the stopped state or in the decelerated state (S32: no), the processing proceeds to step S36.

In step S33, the blinker detecting portion 45 determines whether or not the other vehicle 4a on the second traveling lane 3 lights a direction indicator for indicating an intention to turn around the intersection 5. When the other vehicle 4a lights up the direction indicator for indicating the intention to turn around the intersection 5 (step S33: yes), the processing proceeds to step S34. If the other vehicle 4a does not light the direction indicator for indicating the intention to turn around the intersection 5 (step S33: no), the processing proceeds to step S36.

The processing of steps S34 to S36 is the same as the processing of steps S13 to S15 of fig. 5.

(Effect of the second embodiment)

When it is detected that the direction indicator of the other vehicle 4a indicates an intention to advance toward the intersection 5, the entry prediction unit 44 predicts that there is a possibility that the mobile body enters the first travel lane 2 from the intersection 5.

As described above, by predicting that there is a possibility that the mobile object enters the first traveling lane 2 from the intersection 5, the evasive behavior can be performed in advance, and it is possible to avoid a situation in which the mobile object entering the first traveling lane 2 from the intersection 5 is too close to the host vehicle 1 and the mobile object and the host vehicle 1 decelerate rapidly.

Further, since it can be predicted that there is no other moving body entering from the intersection 5 when the other vehicle 4a does not light the direction indicator for indicating the intention to turn around the intersection 5, it is possible to improve the accuracy of prediction of the possibility that the other moving body enters the traveling lane on which the own vehicle travels. As a result, unnecessary deceleration, stopping, and the like can be reduced, and thus, for example, a target travel track and a speed curve with high fuel efficiency can be generated in the automatic driving control.

(third embodiment)

Fig. 10 shows a case where the other vehicle 4a is in a stopped state or a decelerated state within a predetermined range R1 on the near side with respect to the intersection position 6, and the headlights are blinked or the headlights are blinked (passing). Such behavior is an expression of an intention of the other vehicle 4a to give way to the other moving body, and for example, in the case where the intersection 5 is a turnout or a private exit, it is considered that the vehicle 8a as the moving body intends to enter the first travel lane 2 or the second travel lane 3 after exiting from the intersection 5.

For example, as shown in fig. 11, when the intersection 5 is a crosswalk 60 crossing the first travel lane 2 and the second travel lane 3, it is considered that a pedestrian or a two-wheeled vehicle (hereinafter referred to as "pedestrian or the like") as a moving body intends to cross the crosswalk 60.

Therefore, when it is detected that the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and the other vehicle 4a blinks the headlights (or performs double-flashing), the behavior prediction unit 36 predicts that there is a possibility that the other moving object enters the first traveling lane 2 from the intersection passage 5.

Refer to fig. 12. The controller 18 of the third embodiment has the same functional configuration as that of the controller 18 of the first embodiment, and the same components are denoted by the same reference numerals.

The behavior prediction unit 36 includes a headlamp detection unit 46.

The headlight detection unit 46 detects that the other vehicle 4a blinks or blinks the headlights. Further, for example, the object sensor 11 includes a camera for capturing an image of the surroundings of the vehicle, and the blinker detection unit 45 can detect a region where a change in brightness is large (on/off of the headlights) in an image captured by the camera, and detect blinking or double blinking of the headlights. Alternatively, the turn-on of the direction indicator may be detected by receiving a signal indicating the blinking or double blinking of the headlights from another vehicle 4a through inter-vehicle communication or the like. The method of detecting the blinking or double blinking of the headlamps of the other vehicle 4a is not particularly limited.

When the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and the headlights are blinked or double-blinked, the entry prediction unit 44 predicts that there is a possibility that the other moving object enters the first traveling lane 2 from the intersection passage 5.

For example, when the other vehicle 4a is in the stopped state or the decelerated state within the predetermined range R1 on the near side with respect to the intersection position 6 and the headlights are blinked or blinked, it is considered that the vehicle 8a intends to pass through the crosswalk 60 such as the first travel lane 2 or a pedestrian as described above.

In such a situation, in consideration of the intention of the vehicle 8a, pedestrian, or the like, which has given the way to go, to quickly re-start another vehicle 4a, the vehicle 8a, pedestrian, or the like may enter or cross the crosswalk 60 from the intersection 5 in a sudden behavior. As described above, when the vehicle 8a, the pedestrian, or the like appears on the traveling lane 2 of the host vehicle 1 in a sudden behavior, there is a possibility that the vehicle 8a, the pedestrian, or the like is closer to the host vehicle 1 than expected, and in this case, the host vehicle 1, the vehicle 8a, or the two-wheeled vehicle needs to be decelerated rapidly.

By predicting such a scene in advance by the entry prediction unit 44, the vehicle can decelerate and creep on the near side of the intersection 5, and rapid deceleration can be avoided.

On the other hand, when the other vehicle 4a does not blink or double-blip the headlights, the entry prediction unit 44 predicts that there is no possibility that the other moving object enters the first traveling lane 2 from the intersection 5.

Thus, since it can be predicted that there is no other moving body entering from the intersection 5, it is possible to improve the accuracy of prediction of the possibility that another moving body enters the traveling lane on which the host vehicle travels.

A moving body behavior prediction routine of the third embodiment is explained with reference to fig. 13. The processing of steps S40 and S41 is the same as the processing of steps S10 and S11 of fig. 5.

In step S42, the stop determination unit 42 determines whether or not the other vehicle 4a is in a stopped state or a decelerated state. When the other vehicle 4a is in the stopped state or in the decelerated state (S42: yes), the processing proceeds to step S43. If the other vehicle 4a is not in the stopped state or in the decelerated state (S42: no), the processing proceeds to step S46.

In step S43, the headlamp detection unit 46 determines whether or not the other vehicle 4a in the second driving lane 3 blinks or blinks the headlamps. If the other vehicle 4a blinks or blinks the headlamps (step S43: yes), the process proceeds to step S44. If the other vehicle 4a does not blink or double-blinked the headlamps (no in step S43), the processing proceeds to step S46.

The processing of steps S44 to S46 is the same as the processing of steps S13 to S15 of fig. 5.

(Effect of the third embodiment)

When it is detected that the other vehicle 4a blinks or blinks the headlights, the entry prediction unit 44 predicts that there is a possibility that the moving object enters the first traveling lane 2 from the intersection 5.

As described above, by predicting that there is a possibility that the mobile object enters the first traveling lane 2 from the intersection 5, the evasive action can be performed in advance, and it is possible to avoid a situation in which the mobile object entering the first traveling lane 2 from the intersection 5 is too close to the host vehicle 1 and the mobile object and the host vehicle 1 decelerate rapidly.

Further, since it can be predicted that there is no other moving object entering from the intersection 5 without the other vehicle 4a flashing or double-flashing the headlights, it is possible to improve the accuracy of prediction of the possibility that another moving object enters the traveling lane on which the own vehicle travels. As a result, unnecessary deceleration, stopping, and the like can be reduced, and thus, for example, a target travel track and a speed curve with high fuel efficiency can be generated in the automatic driving control.

All examples and conditional language recited herein are intended for pedagogical purposes to aid the reader in understanding the invention and the concepts contributed by the inventor to furthering the art, and are to be construed as being without limitation to such specifically recited examples and conditions, as well as to other examples and configurations of the present specification which are related to the superiority and inferiority of the invention. Although the embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions, and alterations can be made hereto without departing from the spirit and scope of the invention.

Description of the reference numerals

1: a host vehicle; 10: a driving assistance device; 11: an object sensor; 12: a vehicle sensor; 13: a positioning device; 14: a map database; 15: a communication device; 16: a notification device; 17: a speed reduction mechanism; 18: a controller; 20: a processor; 21: a storage device; 30: an object detection unit; 31: a vehicle position estimating unit; 32: a map acquisition unit; 33: a detection integration part; 34: an object tracking unit; 35: an in-map position calculation unit; 36: a behavior prediction unit; 37: a vehicle path generation unit; 38: a vehicle control unit; 40: a lane determination unit; 41: a facing vehicle determination unit; 42: a stop determination unit; 43: a cross path detection unit; 44: entering a prediction part; 45: a flashing light detection unit; 46: a headlamp detection unit; 50: a track width determination unit; 51: a preceding vehicle determination unit; 52: a parking time determination unit; 53: a likelihood estimating section.