JP2016088133A - Travel control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control travelling of a vehicle itself appropriately in a scene where another vehicle travelling on an adjacent lane cuts in front of the vehicle itself.SOLUTION: An apparatus includes a control device 10 for executing: an information obtainment function for obtaining other-vehicle information including speeds of plural other vehicles travelling in an adjacent lane that is adjacent to a lane a vehicle itself (V1) travels in; a characteristic amount calculation function for calculating a characteristic amount of a traffic flow in the adjacent lane on the basis of the other-vehicle information; and a control function for controlling a travel of the vehicle itself on the basis of the characteristic amount of the traffic flow. Further, the control device 10 calculates, as a characteristic amount, a movement shift amount of another vehicle at the time of moving forward on the basis of the speeds of the plural other vehicles travelling in the adjacent lane.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle travel control device.

  With regard to this type of device, a technique is known in which the set speed of the own vehicle is changed to be low based on the probability that another vehicle traveling in the adjacent lane will interrupt before the own vehicle, and the own vehicle is driven at a constant speed at the set speed. (Patent Document 1).

JP 2006-69343 A

  However, in the conventional technology, since the magnitude of the influence of the own vehicle due to the other vehicle interrupting in front of the own vehicle is not considered, the degree of attention (attention level) that the own vehicle should recognize is appropriately evaluated. Therefore, there is a problem that it is not possible to execute the traveling control in consideration of the attention level.

  The problem to be solved by the present invention is to appropriately evaluate the degree of attention generated when another vehicle traveling in the adjacent lane has interrupted in front of the host vehicle, and to execute traveling control in consideration of the degree of attention. It is.

  The present invention is based on the other vehicle traveling information including the speeds of a plurality of other vehicles traveling in the adjacent lane adjacent to the lane in which the host vehicle is traveling, and the other vehicle is advanced from the speeds of the plurality of other vehicles traveling in the adjacent lane. The above-described problem is solved by providing a travel control device that calculates the travel displacement amount at the time as a feature amount of traffic flow in the adjacent lane and controls the travel of the host vehicle based on the calculated feature amount.

  According to the present invention, it is possible to appropriately evaluate the degree of attention that occurs when another vehicle traveling in the adjacent lane has interrupted in front of the host vehicle, and thus it is possible to execute travel control that takes that degree of attention into consideration.

It is a block block diagram of the traveling control system using the traveling control information concerning this embodiment. It is a figure for demonstrating the method of the other vehicle information collection of this embodiment. When another vehicle traveling in the adjacent lane has interrupted in front of the host vehicle, FIG. 3A is a diagram for explaining an aspect when the risk is high, and FIG. 3B is an illustration when the attention level is low. FIG. It is a figure for demonstrating the process which calculates | requires the feature-value of a traffic flow by frequency analysis. It is a flowchart figure which shows the control procedure of the traveling control system of this embodiment. It is a flowchart figure which shows the subroutine of step S104 of the control procedure shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the vehicle travel control apparatus according to the present invention is applied to a travel control system mounted on a vehicle will be described as an example. The embodiment of the travel control device of the present invention is not limited, and can be applied to a mobile terminal device capable of exchanging information with the vehicle side. The travel control device, the travel control system, and the mobile terminal device are all computers that execute arithmetic processing.

  FIG. 1 is a diagram showing a block configuration of the travel control system 1. The travel control system 1 of this embodiment is mounted on a vehicle and includes a travel control device 100 and an in-vehicle device 200.

The travel control device 100 according to the present embodiment recognizes the lane in which the host vehicle is traveling, and controls the movement of the host vehicle so that the position of the lane marker in the lane and the position of the host vehicle maintain a predetermined relationship. Equipped with lane departure prevention function (lane keep support function). The travel control device 100 of this embodiment controls the movement of the host vehicle so that the host vehicle travels in the center of the lane. The travel control device 100 may control the movement of the host vehicle so that the distance along the road width direction from the lane marker on the lane to the host vehicle is within a predetermined value range. Note that the lane marker in the present embodiment is not limited as long as it has a function of defining the lane, and may be a diagram drawn on the road surface or may be planted between the lanes. Alternatively, it may be a road structure such as a guardrail, a curb, a sidewalk, or a motorcycle road existing on the shoulder side of the lane. Further, it may be a stationary object such as a signboard, a sign, a store, a roadside tree, etc. existing on the shoulder side of the lane.
The travel control device 100 has a communication device 20, the in-vehicle device 200 has a communication device 40, and both devices exchange information with each other by wired communication or wireless communication.

First, the in-vehicle device 200 will be described.
The in-vehicle device 200 of the present embodiment includes a detection device 50, a sensor 60, a vehicle controller 70, a drive device 80, a steering device 90, an output device 110, and a navigation device 120. The devices constituting the in-vehicle device 200 are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other.

Hereinafter, each device constituting the in-vehicle device 200 will be described.
The detection device 50 detects the situation around the host vehicle. The detection device 50 detects the presence of an object including obstacles around the host vehicle and the position of the target. Although not particularly limited, the detection device 50 of the present embodiment includes a camera 51. The camera 51 of the present embodiment is an imaging device that includes an imaging element such as a CCD. The camera 51 is installed at a predetermined position of the host vehicle and images an object including an obstacle around the host vehicle. The camera 51 of the present embodiment is provided on the vehicle body so that the side of the host vehicle can be imaged. Although not particularly limited, it is provided near the door mirror. The periphery of the host vehicle includes the front, rear, front side, and rear side of the host vehicle. The camera 51 may be provided behind the host vehicle and may capture an object behind the host vehicle (including right behind and the side). The target imaged by the camera 51 includes a stationary object such as a sign, and a moving object such as a pedestrian or another vehicle. Obstacles include road structures such as guardrails, median strips, curbs. Obstacles include other vehicles such as two-wheeled vehicles and four-wheeled vehicles in addition to pedestrians.

  Further, the detection device 50 may analyze the image data and identify the type of the object based on the analysis result. The detection device 50 identifies whether an object included in the image data is a vehicle, a pedestrian, or a sign using a pattern matching technique or the like. The detection device 50 extracts an image of the object (obstacle) from the image data, and determines the specific type of the object (obstacle) from the size and shape of the image (four-wheeled vehicle, two-wheeled vehicle, bus, truck). , Construction vehicles, etc.), vehicle types (small vehicles, large vehicles), and special vehicles (emergency vehicles, etc.). Furthermore, the detection device 50 can identify the type and model of the vehicle from the identifiers written on the license plate included in the image data. The detection device 50 can recognize whether the pedestrian included in the image data is an adult or a child.

  The detection device 50 processes the acquired image data, and acquires the distance from the host vehicle to the target object based on the position of the target object existing around the host vehicle. In particular, the detection device 50 acquires the positional relationship between the obstacle and the host vehicle. The camera 51 may be an infrared camera or a stereo camera.

  Note that the radar apparatus 52 may be used as the detection apparatus 50 of the present embodiment. As the radar device 52, a system known at the time of filing such as a millimeter wave radar, a laser radar, and an ultrasonic radar can be used.

  The sensor 60 of this embodiment includes a steering angle sensor 61 and a vehicle speed sensor 62. The steering angle sensor 61 detects steering information related to steering such as the steering amount, steering speed, and steering acceleration of the host vehicle, and sends the steering information to the vehicle controller 70 and the travel control device 100. The vehicle speed sensor 62 detects the vehicle speed and acceleration of the host vehicle and sends them to the vehicle controller 70 and the travel control device 100.

  The vehicle controller 70 of this embodiment is an in-vehicle computer such as an engine control unit (ECU), and electronically controls the driving state of the vehicle. Examples of the vehicle of the present embodiment include an electric vehicle including an electric motor as a travel drive source, an engine vehicle including an internal combustion engine as a travel drive source, and a hybrid vehicle including both the electric motor and the internal combustion engine as a travel drive source. Note that electric vehicles and hybrid vehicles using an electric motor as a driving source include a type using a secondary battery as a power source for the electric motor and a type using a fuel cell as a power source for the electric motor.

  The drive device 80 of this embodiment includes a drive mechanism for the host vehicle V1. The drive mechanism includes an electric motor and / or an internal combustion engine that are the above-described travel drive sources, a power transmission device including a drive shaft and an automatic transmission that transmits output from these travel drive sources to the drive wheels, and brakes the wheels. A braking device 81 and the like are included. The drive device 80 generates control signals for these drive mechanisms based on input signals from the accelerator operation and the brake operation, and control signals acquired from the vehicle controller 70 or the travel control device 100, and performs travel control including acceleration / deceleration of the vehicle. Run. By sending control information to the driving device 80, traveling control including acceleration / deceleration of the vehicle can be automatically performed. In the case of a hybrid vehicle, torque distribution output to each of the electric motor and the internal combustion engine corresponding to the traveling state of the vehicle is also sent to the drive device 80.

  The steering device 90 of this embodiment includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device 90 executes control of the traveling direction of the vehicle based on a control signal acquired from the vehicle controller 70 or an input signal by a steering operation. The vehicle controller 70 executes control for changing the traveling direction of the vehicle by sending control information including the steering amount to the steering device 90. The traveling control apparatus 100 may execute change control of the traveling direction of the vehicle by controlling the braking amount of each wheel of the vehicle. In this case, the vehicle controller 70 executes control to change the traveling direction of the vehicle by sending control information including the braking amount of each wheel to the braking device 81.

  The navigation device 120 according to the present embodiment sets a route from the current position of the host vehicle to the destination, and outputs route guidance information via the output device 110 described later. The navigation device 120 includes a position detection device 121, road type, road width, road shape, and other road information 122, and map information 123 in which the road information 122 is associated with each point. The position detection device 121 according to the present embodiment includes a global positioning system (GPS) and detects a traveling position (latitude / longitude) of a traveling vehicle. The navigation device 120 specifies a road link on which the host vehicle travels based on the current position of the host vehicle detected by the position detection device 121. The road information 122 of the present embodiment stores the information on the intersection position, the approach direction of the intersection, the type of the intersection, and other information related to the intersection for each road link identification information. In addition, the road information 122 of the present embodiment associates road type, road width, road shape, passability (possibility of entry into adjacent lanes), and other road-related information for each road link identification information. Remember. The road type, road width, and road shape on which the host vehicle travels are used for calculating a target route on which the host vehicle travels in the travel control process. Note that the target route in the present embodiment includes specific information (coordinate information) of one or more points where the host vehicle V1 will pass in the future. The target route of this embodiment includes at least one point that suggests the next traveling position of the host vehicle V1. The target path may be constituted by continuous lines or may be constituted by discrete points.

  The output device 110 according to the present embodiment outputs various types of information relating to driving support to a user or a passenger in a surrounding vehicle. In the present embodiment, the output device 110 outputs information related to travel control based on driving behavior. As information corresponding to the control information for causing the host vehicle to travel on the target route, the steering operation and acceleration / deceleration are executed via the display 111, the speaker 112, the vehicle interior lamp, and the vehicle interior lamp. Notify passengers or passengers of other vehicles in advance. Further, the output device 110 of the present embodiment may output various types of information related to driving support to an external device such as an intelligent transportation system (ITS) via the communication device 40. An external device such as an intelligent road traffic system uses information related to travel support including vehicle speed, steering information, travel route, and the like for traffic management of a plurality of vehicles. Thereby, the passenger | crew of the own vehicle and / or the passenger | crew of another vehicle can respond | correspond according to the behavior of the own vehicle by which traveling control is carried out.

  Hereinafter, the traveling control apparatus 100 of this embodiment is demonstrated.

  As shown in FIG. 1, the travel control device 100 of this embodiment includes a control device 10, a communication device 20, and an output device 30. The communication device 20 exchanges information with the in-vehicle device 200. The output device 30 has the same function as the output device 110 of the in-vehicle device 200 described above. As the output device 30, the output device 110 of the in-vehicle device 200 may be used.

  The control device 10 of the travel control device 100 is configured as a travel control device 100 by executing a ROM (Read Only Memory) 12 in which a program for executing travel control of the host vehicle is stored, and a program stored in the ROM 12. The computer includes a CPU (Central Processing Unit) 11 as a functioning operation circuit and a RAM (Random Access Memory) 13 functioning as an accessible storage device.

  The control device 10 of the travel control device 100 according to the present embodiment has an information acquisition function and a control function. In addition, the control device 10 of the present embodiment further includes a storage function. The control apparatus 10 of this embodiment performs each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

  Hereinafter, each function of the traveling control apparatus 100 according to the present embodiment will be described.

  First, the information acquisition function of the control device 10 will be described. The control device 10 acquires other vehicle information including the speeds of a plurality of other vehicles traveling in an adjacent lane adjacent to the lane in which the host vehicle is traveling.

  FIG. 2 shows how the host vehicle V1 acquires the speed of another vehicle traveling in the adjacent lane. As shown in FIG. 2, while the host vehicle V1 is traveling, the other vehicle traveling in the adjacent lane is imaged using the camera 51 that images the side of the host vehicle V1. The control device 10 detects the speed of each other vehicle V <b> 2 from the captured image of the camera 51.

  If the other vehicle and the host vehicle can perform inter-vehicle communication, the control device 10 of the host vehicle may acquire the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle as obstacle information. Good. Of course, the control device 10 can also acquire obstacle information including the position, speed, and acceleration of another vehicle from an external device of the intelligent transportation system.

  The control device 10 acquires host vehicle information including the position of the host vehicle. The position of the host vehicle can be acquired by the position detection device 121 of the navigation device 120. The own vehicle information includes the vehicle speed and acceleration of the own vehicle. The control device 10 acquires the speed of the host vehicle from the vehicle speed sensor 62. The speed of the host vehicle can also be acquired based on the change over time of the position of the host vehicle. The acceleration of the host vehicle can be obtained from the speed of the host vehicle. The host vehicle information includes the position of the host vehicle at a future time determined from the current position of the host vehicle and the vehicle speed. Based on the position of the host vehicle at a future time, the positional relationship between the host vehicle and the object at a future time can be obtained.

  Next, the feature amount calculation function of the control device 10 will be described.

  Based on the acquired other vehicle information, the control device 10 of the present embodiment calculates a traffic flow feature amount in the adjacent lane.

The feature amount of traffic flow in the adjacent lane in this embodiment is calculated by the following two values.
First, the amount of movement displacement when the other vehicle moves forward, calculated from the speeds of a plurality of other vehicles traveling in the adjacent lane, is calculated as a feature amount of the traffic flow in the adjacent lane.
Secondly, the frequency of occurrence of forward and stop of the other vehicle, which is obtained from the speeds of a plurality of other vehicles traveling in the adjacent lane, is calculated as a feature amount of traffic flow in the adjacent lane.

  The control device 10 of the present embodiment changes the lane to the lane in which another vehicle traveling in the adjacent lane changes to the lane in which the own vehicle is traveling, and the degree of attention in a scene where an event that interrupts in front of the own vehicle occurs is determined when the event occurs. Evaluate based on “the magnitude of the impact on the vehicle”. In the present embodiment, “the magnitude of the influence on the host vehicle” is evaluated based on the movement displacement amount when the other vehicle moves forward.

  In the conventional technology, when another vehicle changes lanes and interrupts in front of the own vehicle, the set speed of the own vehicle is changed to be low. However, even if the other vehicle changes lanes to the lane in which the host vehicle travels and interrupts in front of the host vehicle, the vehicle side does not always have to take a driving action to avoid approaching the other vehicle.

  For example, FIG. 3 (A) and FIG. 3 (B) are both diagrams illustrating a scene in which another vehicle V2 traveling in an adjacent lane changes lanes and another vehicle has interrupted in front of the host vehicle V1. . In one lane, when the inter-vehicle distance is short and the traffic flow is congested, a lane change that moves from one lane to the other lane tends to occur. Considering the timing of lane change, there is a tendency to execute lane change when another vehicle traveling in one lane (congested lane) moves forward. A vehicle that changes lanes generally changes direction slowly and moves to the other lane at a high speed. The other vehicle that moves in this way is an object to be noted for the host vehicle traveling in the other lane. Thus, not all of the other vehicles that change lanes affect the travel control of the host vehicle.

  This will be specifically described. FIG. 3A shows an example in which the speed of the other vehicle V2 (indicated by arrow R1) is relatively small and the speed of the host vehicle V1 (indicated by arrow Q1) is relatively large. FIG. 3B shows an example in which the speed of the other vehicle V2 (indicated by the arrow R2) is relatively large and the speed of the host vehicle V1 (indicated by the arrow Q2) is relatively small.

  As in the scene shown in FIG. 3A, when the vehicle speed (arrow Q1) of the host vehicle V1 is relatively high (for example, 80 km / h), the other vehicle V2 traveling in the adjacent lane is at a low speed (for example, 40 km / h). When the vehicle comes out before the host vehicle V1, the relative speed between the host vehicle V1 and the other vehicle V2 increases, and the host vehicle V1 and the other vehicle V2 approach each other. In this scene, the host vehicle V1 needs to pay high attention to the driving behavior (lane change) of the other vehicle V2. That is, the host vehicle V1 needs to take a driving action such as decelerating, changing the direction of travel (steering), etc. to separate the host vehicle V1 from the other vehicle V2.

  On the other hand, when the vehicle speed (arrow Q2) of the host vehicle V1 is relatively high (eg, 80 km / h) as in the scene shown in FIG. 3 (B), the other vehicle V2 traveling in the adjacent lane is at a high speed (eg, 60 km / h). When the vehicle exits before the host vehicle V1 in h), the host vehicle V1 and the other vehicle V2 do not approach each other because the relative speed between the host vehicle V1 and the other vehicle V2 does not increase. In this scene, the host vehicle V1 need not pay attention to the driving behavior (lane change) of the other vehicle V2. That is, the host vehicle V1 does not have to take driving actions such as deceleration and control in the traveling direction (steering), and it is only necessary to continue the conventional travel control.

  When another vehicle traveling in the adjacent lane changes the lane to the traveling lane of the own vehicle, the average speed of the traffic flow in the traveling lane of the own vehicle is higher than the average speed of the traffic flow in the adjacent lane. For this reason, if the speed (movement displacement amount at the time of forward movement) of the other vehicle that changes the lane is large, there is a high possibility that the traveling of the host vehicle will not be hindered.

  In the present invention, since the speed difference with the own vehicle becomes smaller as the movement displacement amount (for example, speed) of the other vehicle that changes the lane from the adjacent lane increases, the degree of influence on the own vehicle becomes smaller. I think. From such a viewpoint, when the amount of movement displacement (for example, speed) when the other vehicle that changes the lane moves forward is large, the degree of attention to the other vehicle that changes the lane can be set low.

  The control device 10 according to the present embodiment calculates a movement displacement amount when the other vehicle moves forward as a feature amount from the speeds of a plurality of other vehicles traveling in adjacent lanes, and controls the traveling of the host vehicle based on the movement displacement amount. Therefore, it is possible to perform the travel control focusing on “the magnitude of the influence on the own vehicle”.

  Specifically, the control device 10 according to the present embodiment performs frequency analysis on information on the speeds of a plurality of other vehicles traveling in adjacent lanes, and calculates a movement change amount when the other vehicle moves forward based on the analysis result. The power (amplitude) when the frequency analysis is performed is a movement change amount. Based on this movement change amount, the influence degree by the interruption of the other vehicle can be evaluated.

  4A is a graph showing the speed change of another vehicle traveling in the adjacent lane, and FIG. 4B is a frequency analysis such as Fourier transform for the speed change of the other vehicle shown in FIG. It is a result (power spectrum). The value (a) shown in FIG. 4B corresponds to the occurrence frequency. The value (b) shown in FIG. 4B corresponds to the magnitude of the degree of influence described later.

  Since the control device 10 of the present embodiment obtains the movement change amount by performing frequency analysis on the speed information of a plurality of other vehicles traveling in the adjacent lane, the “magnitude of influence on the own vehicle” generated in actual traffic is determined. It can be determined accurately.

  Further, the control device 10 of the present embodiment changes the lane to the lane in which the other vehicle traveling in the adjacent lane changes to the lane in which the own vehicle travels, and the degree of attention in a scene where an event occurs that interrupts in front of the own vehicle. Evaluate from “frequency”. In the present embodiment, the “occurrence frequency” of interruption is evaluated based on the occurrence frequency of forward and stop of other vehicles.

  The control device 10 of the present embodiment calculates the occurrence frequency of forward and stop of other vehicles from the speeds of a plurality of other vehicles traveling in adjacent lanes as a feature quantity, and based on the occurrence frequency of the forward and stop of the own vehicle Since traveling is controlled, it is possible to perform traveling control focusing on the “occurrence frequency” of an event that another vehicle interrupts from an adjacent lane.

  Specifically, the control device 10 according to the present embodiment performs frequency analysis on information on the speeds of a plurality of other vehicles traveling in adjacent lanes, and calculates the occurrence frequency of the vehicle forward and stop based on the analysis result. The frequency when the frequency analysis is performed is the frequency of occurrence of forward and stop of other vehicles. Based on this movement change amount, the influence degree by the interruption of the other vehicle can be evaluated. As described above, the value (b) shown in FIG. 4B corresponds to the magnitude of the influence degree described later.

  Since the control device 10 of the present embodiment obtains the frequency of occurrence of forward and stop of other vehicles by performing frequency analysis on the speed information of a plurality of other vehicles traveling in adjacent lanes, other vehicles that occur in actual traffic It is possible to accurately obtain the “occurrence frequency” of an event that causes a lane change.

  As shown in FIG. 4, the control device 10 of the present embodiment determines the amount of movement displacement when the other vehicle moves forward and the occurrence of forward and stop of the other vehicle from the waveform information of the speed change of the other vehicle traveling in the adjacent lane. The frequency can be determined.

As described above, in the past, based on the probability that another vehicle traveling in the adjacent lane will change lanes, the set speed of the own vehicle is reduced uniformly, and approaching with another vehicle that interrupts in front of the own vehicle.・ Methods to avoid contact were taken.
However, if the speed of the other vehicle that cuts into front of the host vehicle is high and the relative speed with the host vehicle is low, or if the vehicle is rapidly accelerating and changing lanes when the distance is long, the vehicle is given The impact is small.
In this way, although all the other vehicles that change lanes do not have the same influence on the host vehicle, if the set speed is reduced uniformly, the host vehicle is decelerated unnecessarily. The deceleration of the host vehicle also affects the following vehicle and causes a new traffic jam.
In the present embodiment, the travel control of the host vehicle is executed in consideration of the influence on the host vehicle from other vehicles that enter the front of the host vehicle from the adjacent lane. As a result, traveling control that eliminates unnecessary deceleration and steering can be realized.

  In addition, the travel control apparatus 100 according to the present embodiment generates an “occurrence frequency” of an event that another vehicle traveling in an adjacent lane changes its lane to the traveling lane of the own vehicle and interrupts in front of the own vehicle, and the event has occurred. The degree of attention to other vehicles is evaluated from the two viewpoints of “the magnitude of the influence on the own vehicle”. Here, the degree of attention is the degree of attention that the host vehicle is directed toward the other vehicle in order to avoid contact with the other vehicle that has interrupted or to maintain an appropriate inter-vehicle distance.

  In the present embodiment, the degree of attention directed by the host vehicle to another interrupted vehicle is evaluated from two viewpoints of “occurrence frequency” and “magnitude of influence”. This makes it possible to accurately recognize the degree of attention or the change in attention caused by an interruption of another vehicle. In order to realize appropriate traveling control, the present embodiment accurately recognizes the degree of attention to another vehicle that has been interrupted.

Next, the control function of the control apparatus 10 of this embodiment is demonstrated.
The control device 10 according to the present embodiment controls traveling of the host vehicle based on the feature amount of traffic flow. If it is determined from the feature quantity of traffic flow that the degree of caution is high for other vehicles that come in front of the host vehicle, the vehicle must be decelerated to avoid the host vehicle being too close to the other vehicle. Take action. You may change the setting speed of the own vehicle low. Moreover, you may perform the driving action which changes the advancing direction of the own vehicle so that it may separate from another vehicle.

  The control device 10 of the present embodiment maintains the content of the travel control that is being executed by the host vehicle immediately before when the amount of movement displacement when the other vehicle moves forward is greater than or equal to a predetermined first threshold value. When the amount of movement displacement is greater than or equal to a predetermined value, it can be judged that the influence of other vehicles that are interrupting from the adjacent lane on the host vehicle is small, so that avoiding approach to other vehicles such as deceleration or changing the direction of travel is avoided. The driving behavior is not allowed. Thereby, when there is no substantial influence on the host vehicle, it is possible to prevent the host vehicle from performing unnecessary deceleration or steering. Since unnecessary driving behavior is prevented, movement efficiency is not reduced and comfort is not lost.

  In addition, the control device 10 according to the present embodiment is configured when the movement displacement amount when the other vehicle moves forward is equal to or greater than the first threshold value even if the occurrence frequency of the advance and stop of the other vehicle is equal to or greater than the predetermined second threshold value. Maintains the content of the traveling control executed by the host vehicle immediately before. The second threshold is a threshold with which it can be determined that another vehicle traveling in the adjacent lane may change lanes. The first threshold value and the second threshold value may be the same value or different values. As a result, even when there is a high possibility that another vehicle traveling in the adjacent lane changes the lane, if the influence of the own vehicle on the lane change is small, the traveling control of the own vehicle is maintained. Ignore lane changes that are less affected by your vehicle and do not react in vain. Thereby, stable traveling control can be performed. Since such traveling control is common to the feeling of the person who performs the driving, the passenger does not feel uncomfortable.

  Subsequently, a control procedure of the travel control apparatus 100 of the present embodiment will be described based on the flowcharts of FIGS. 5 and 6. In addition, since the content of the process in each step is as above-mentioned, it demonstrates centering on the flow of a process here.

  First, based on FIG. 5, the whole procedure of traveling control is demonstrated.

  In step S101, the control device 10 acquires host vehicle information including at least the position of the host vehicle V1. The own vehicle information may include the vehicle speed and acceleration of the own vehicle V1. In step S102, the control device 10 acquires other vehicle information including the presence, position, speed, and the like of another vehicle that travels in an adjacent lane adjacent to the lane in which the host vehicle V1 travels.

  In step S103, the control device 10 calculates the traffic flow characteristics of the adjacent lane. A subroutine from calculation of traffic flow characteristics to driving action determination processing will be described with reference to FIG.

  In step S104, the control device 10 determines driving behavior based on the calculated traffic flow characteristics.

  In step S105, the control device 10 calculates a target route for realizing the driving action. The target route includes one or a plurality of target coordinates on which the host vehicle V1 travels. Each target coordinate includes a target horizontal position (target X coordinate) and a target vertical position (target Y coordinate). A target route is obtained by connecting the calculated one or more target coordinates and the current position of the host vehicle V1. The method for calculating the target coordinates shown in step S105 will be described later.

  In step 106, the control apparatus 10 acquires the target lateral position of the target coordinates calculated in step S105. In step S107, the control device 10 calculates a feedback gain related to the lateral position based on the comparison result between the current lateral position of the host vehicle V1 and the target lateral position acquired in step S106.

  In step S108, the control device 10 moves the target lateral position to the host vehicle V1 based on the actual lateral position of the host vehicle V1, the target lateral position corresponding to the current position, and the feedback gain in step S107. A target control value related to a steering angle, a steering angular velocity, etc. necessary for the movement is calculated. In step S112, the control device 10 outputs the target control value to the in-vehicle device 200. Accordingly, the host vehicle V1 travels on the target route defined by the target lateral position. When a plurality of target coordinates are set in step S105, the processing in steps S106 to S112 is repeated each time the target lateral position is acquired, and the control value for each of the acquired target lateral positions is transmitted to the in-vehicle device 200. Output.

  In step S109, the control device 10 acquires a target vertical position for one or a plurality of target coordinates calculated in step S105. In step S110, the control device 10 determines the current vertical position of the host vehicle V1, the vehicle speed and acceleration / deceleration at the current position, the target vertical position corresponding to the current vertical position, and the vehicle speed and acceleration / deceleration at the target vertical position. Based on the comparison result, a feedback gain related to the vertical position is calculated. In step S111, the control device 10 calculates a target control value related to the vertical position based on the vehicle speed and acceleration / deceleration according to the target vertical position and the feedback gain of the vertical position calculated in step S110. The processing in steps S109 to S112 is repeated every time the target vertical position is acquired, similarly to steps S106 to S108 and S112 described above, and the control values for each of the acquired target horizontal positions are output to the in-vehicle device 200.

  Here, the target control value in the vertical direction means the operation of a drive mechanism for realizing acceleration / deceleration and vehicle speed according to the target vertical position (in the case of an engine vehicle, the operation of an internal combustion engine, in the case of an electric vehicle system). This includes the electric motor operation, and in the case of a hybrid vehicle, also includes torque distribution between the internal combustion engine and the electric motor) and the brake operation control values. For example, in an engine vehicle, the control function calculates a target intake air amount (target opening of the throttle valve) and a target fuel injection amount based on the calculated values of the current and target acceleration / deceleration and vehicle speed. Then, this is sent to the driving device 80. The control function calculates the acceleration / deceleration and the vehicle speed, and sends them to the vehicle controller 70. The vehicle controller 70 operates the drive mechanism for realizing the acceleration / deceleration and the vehicle speed (in the case of an engine vehicle, an internal combustion engine). Control values for engine operation, electric motor operation in an electric vehicle system, and torque distribution between an internal combustion engine and an electric motor in a hybrid vehicle) and brake operation may be calculated.

  Then, the process proceeds to step S112, and the control device 10 outputs the vertical target control value calculated in step S111 to the in-vehicle device 200. The vehicle controller 70 executes change control and drive control of the traveling direction, and causes the host vehicle to travel on the target route defined by the target lateral position and the target vertical position.

  In step S113, the control device 10 causes the output device 110 to present information. The information to be presented on the output device 110 is the driving action determined in step S104. For example, it may be the content of the driving action such as “stop to the left and stop after passing the intersection” or according to the driving action calculated in steps S105 to S111. It may be the shape of the target route, or the target control value output to the in-vehicle device 200 in step S112.

  In step S114, it is determined whether or not the driver has performed a steering operation or the like and whether or not the driver has performed an operation intervention. If the driver's operation is not detected, the process returns to step S101, and the setting of a new object, calculation of the target route, and traveling control are repeated. On the other hand, when the driver performs an operation, the process proceeds to step S115, and the traveling control is interrupted. In the next step S116, information indicating that the traveling control has been interrupted is presented.

  Next, a subroutine from the traffic flow characteristic calculation process to the driving action determination process (S103 in FIG. 4) of the travel control device 100 of the present embodiment will be described based on the flowchart of FIG.

  Own vehicle information, own vehicle information, and other vehicle information are acquired, and a feature amount is calculated. Specifically, in step S11, the control device 10 calculates the amount of movement displacement when the other vehicle moves forward as a feature amount from the speeds of a plurality of other vehicles traveling in the adjacent lane. In parallel with this, in step S12, the control device 10 calculates the occurrence frequency of forward and stop of other vehicles as a feature amount from the speeds of a plurality of other vehicles traveling in the adjacent lane.

  In step S13, the control device 10 determines whether or not the amount of movement displacement when the other vehicle moves forward is equal to or greater than a predetermined threshold value. If the displacement amount is greater than or equal to the predetermined threshold value, the process proceeds to step S14, and the content of the travel control that was executed immediately before is maintained. That is, the driving action related to the deceleration and the change of the traveling direction is not allowed. The set speed is not changed (not lowered). On the other hand, when the movement displacement amount is less than the predetermined threshold value, the process proceeds to step S15, and the driving action related to the deceleration and the change in the traveling direction necessary to avoid the approach with the other vehicle is executed. The setting speed may be lowered. The execution of the driving action is performed by the processing after step S104 in FIG.

  Since the traveling control apparatus 100 according to the embodiment of the present invention is configured and operates as described above, the following effects can be obtained.

[1] According to the travel control device 100 of the present embodiment, the amount of movement displacement when the other vehicle moves forward is calculated as a feature amount from the speeds of a plurality of other vehicles traveling in the adjacent lane adjacent to the travel lane of the host vehicle. Since the travel of the host vehicle is controlled based on the amount of movement displacement, it is possible to perform the travel control focusing on “the magnitude of the influence on the host vehicle”.

[2] According to the travel control device 100 of the present embodiment, the movement change amount is obtained by frequency analysis of the speed information of a plurality of other vehicles traveling in the adjacent lane. It is possible to accurately determine the “influence magnitude”.

[3] According to the travel control device 100 of the present embodiment, when the amount of movement displacement when the other vehicle moves forward is greater than or equal to a predetermined first threshold, the content of the travel control that the host vehicle is executing immediately before To maintain. Thereby, when there is no substantial influence on the host vehicle, it is possible to prevent the host vehicle from performing unnecessary deceleration or steering. Since unnecessary driving behavior is prevented, movement efficiency is not reduced and comfort is not lost.

[4] According to the travel control apparatus 100 of the present embodiment, the occurrence frequency of forward and stop of other vehicles is calculated as a feature amount from the speeds of a plurality of other vehicles traveling in the adjacent lane, and the forward and stop occurrence frequencies are calculated. Since the traveling of the host vehicle is controlled based on this, it is possible to perform the traveling control focusing on the “occurrence frequency” of the event that the other vehicle interrupts from the adjacent lane.

[5] According to the travel control device 100 of the present embodiment, the frequency of the information on the speeds of a plurality of other vehicles traveling in adjacent lanes is analyzed to determine the frequency of occurrence of forward and stop of the other vehicles. It is possible to accurately obtain the “occurrence frequency” of the event that the other vehicle changes the lane that occurs in step S2.

  The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  That is, in the present specification, as an example of the travel control device according to the present invention, the travel control device 100 that constitutes the travel control system 1 together with the in-vehicle device 200 will be described as an example, but the present invention is limited to this. It is not a thing.

  In this specification, an information acquisition function, a feature amount calculation function, and a control function are executed as an example of a travel control device that includes an information acquisition unit, a feature amount calculation unit, and a control unit according to the present invention. Although the travel control apparatus 100 provided with the control apparatus 10 is demonstrated as an example, it is not limited to this.

DESCRIPTION OF SYMBOLS 1 ... Travel control system 100 ... Travel control apparatus 10 ... Control apparatus 11 ... CPU
12 ... ROM
13 ... RAM
DESCRIPTION OF SYMBOLS 20 ... Communication apparatus 30 ... Output device 31 ... Display 32 ... Speaker 200 ... In-vehicle apparatus 40 ... Communication apparatus 50 ... Detection apparatus 51 ... Camera 52 ... Radar apparatus 60 ... Sensor 61 ... Steering angle sensor 62 ... Vehicle speed sensor 70 ... Vehicle controller 80 DESCRIPTION OF SYMBOLS ... Drive device 90 ... Steering device 110 ... Output device 111 ... Display 112 ... Speaker 113 ... Outside lamp 114 ... Vehicle interior lamp 120 ... Navigation device 121 ... Position detection device 122 ... Road information 123 ... Map information

Claims (5)

Information acquisition means for acquiring other vehicle information including speeds of a plurality of other vehicles traveling in an adjacent lane adjacent to the lane in which the host vehicle is traveling;
Based on the other vehicle information, a feature amount calculating means for calculating a feature amount of traffic flow in the adjacent lane;
Control means for controlling the travel of the host vehicle based on the feature quantity of the traffic flow,
The feature amount calculation means is a travel control device that calculates, as the feature amount, a movement displacement amount when the other vehicle moves forward from the speeds of a plurality of other vehicles traveling in the adjacent lane.   2. The feature amount calculating unit according to claim 1, wherein the feature amount calculating unit performs frequency analysis on information on the speeds of a plurality of other vehicles traveling in the adjacent lane, and calculates a movement change amount when the other vehicle moves forward based on the analysis result. Travel control device.   3. The control unit according to claim 1, wherein the control unit maintains the content of the traveling control of the host vehicle that is executed immediately before when the amount of movement displacement when the other vehicle moves forward is greater than or equal to a predetermined value. Travel control device.   The said feature-value calculation means calculates the occurrence frequency of the advance and stop of the said other vehicle as the said feature-value from the speed of the some other vehicle which drive | works the said adjacent lane. Travel control device.   The said feature-value calculation means performs a frequency analysis about the information of the speed of the several other vehicle which drive | works the said adjacent lane, and calculates the occurrence frequency of the forward and stop of the said other vehicle based on an analysis result. Travel control device.