CN112208530B - Vehicle control system, vehicle control method, and storage medium - Google Patents

Abstract

The invention provides a vehicle control system, a vehicle control method and a storage medium capable of controlling a host vehicle so that a number of other vehicles corresponding to characteristics of a junction portion are joined to the host lane. A vehicle control system is provided with: an identification unit that identifies the surrounding environment of the host vehicle; a driving control unit that controls the speed or steering of the vehicle based on the recognition result of the recognition unit; a counting unit that counts the number of other vehicles that have changed lanes from adjacent lanes to the front of a preceding vehicle traveling ahead of the host vehicle on the host lane, based on the recognition result of the recognition unit; and a number determination unit that determines the number of other vehicles allowed to enter from the adjacent lane to the lane between the host vehicle and the preceding vehicle based on the number of vehicles counted by the counting unit, wherein the driving control unit controls the host vehicle so that the number of other vehicles determined by the number determination unit enter between the host vehicle and the preceding vehicle on the host lane.

Description

Vehicle control system, vehicle control method, and storage medium

Technical Field

The invention relates to a vehicle control system, a vehicle control method and a storage medium.

Background

Conventionally, a technique for causing a host vehicle to follow a preceding vehicle has been known (for example, refer to japanese patent application laid-open No. 2015-182525).

Problems to be solved by the invention

At a junction where the junction lane merges into the host lane, a plurality of other vehicles traveling on the junction lane merge between the host vehicle and the preceding vehicle, and may be different depending on the land condition, traffic condition, and the like at the junction. In the conventional technique, the host vehicle cannot be controlled so that the host vehicle merges with the host lane by the number of other vehicles corresponding to the characteristics of the merging portion.

Disclosure of Invention

An object of the present invention is to provide a vehicle control system, a vehicle control method, and a storage medium capable of controlling a host vehicle so that the host vehicle merges with the host vehicle by the number of other vehicles corresponding to the characteristics of the merging portion.

Means for solving the problems

The vehicle control system, the vehicle control method, and the storage medium of the present invention adopt the following configurations.

(1) A vehicle control system according to an aspect of the present invention includes: an identification unit that identifies the surrounding environment of the host vehicle; a driving control unit that controls the speed or steering of the vehicle based on the recognition result of the recognition unit; a counting unit that counts the number of other vehicles that make a lane change from an adjacent lane to the front of a preceding vehicle traveling ahead of the host vehicle on the host lane, based on the recognition result of the recognition unit; and a number determination unit that determines, based on the number counted by the counting unit, a number of other vehicles that are allowed to enter from the adjacent lane to a lane change between the host vehicle and the preceding vehicle, wherein the driving control unit controls the host vehicle so that the number of other vehicles determined by the number determination unit enter between the host vehicle and the preceding vehicle on the host lane.

(2) In the vehicle control system according to the aspect (1), the driving control unit causes the host vehicle to follow the other vehicle when the other vehicle finishes a lane change to the host vehicle and the preceding vehicle in the host lane by an amount corresponding to the number of vehicles determined by the number determining unit.

(3) The vehicle control system according to the aspect (1) or (2) further includes an accepting unit that accepts an operation of an occupant of the vehicle, and the number determining unit determines the designated number of wheels as the allowable number of wheels when the accepting unit accepts the operation of the designated number of wheels.

(4) The vehicle control system according to the aspect (3) above, wherein the receiving portion includes an operation detection sensor attached to a brake pedal or an accelerator pedal.

(5) In the vehicle control system according to any one of the aspects (1) to (4), the adjacent lane is a merged lane in which vehicles that merge into the own lane travel.

(6) In the vehicle control system according to any one of the above (1) to (5), the driving control unit controls the host vehicle so that the number of other vehicles determined by the number determining unit enter between the host vehicle and the preceding vehicle in the host lane when the recognition unit recognizes that the vehicle train traveling in the adjacent lane is stopped sticking.

(7) The vehicle control system according to any one of the aspects (1) to (6) above, wherein the number determination unit determines the allowable number based on whether or not the driver of the host vehicle is performing the surrounding area monitoring.

(8) In the vehicle control system according to any one of the aspects (1) to (7), the number determination unit may determine the allowable number to be a smaller value when the behavior of the rear vehicle recognized by the recognition unit is a first behavior that is more rapid than the forward behavior than when the behavior of the rear vehicle is not the first behavior.

(9) The vehicle control system according to any one of the aspects (1) to (8) above, wherein the number determination unit determines the allowable number of lanes based on a relative speed or a relative distance between the own lane and the adjacent lane.

(10) The vehicle control system according to any one of the aspects (1) to (9) above is characterized in that the number determination unit determines the allowable number of vehicles based on the vehicle type of the other vehicle that is recognized by the recognition unit and that makes a lane change from the adjacent lane to the host vehicle and the preceding vehicle on the host lane.

(11) In the vehicle control system according to any one of the aspects (1) to (10), the number determination unit may determine the second number to be a smaller value when the predetermined arrival time of the host vehicle is delayed than when the predetermined arrival time is not delayed.

(12) The vehicle control system according to any one of the aspects (1) to (11) above is characterized in that the counting unit counts the number of vehicles based on at least one of the creep time and the parking time of the preceding vehicle recognized by the recognition unit.

(13) Another aspect of the invention provides a vehicle control method that causes a computer to perform: identifying the surrounding environment of the vehicle; controlling the speed or steering of the host vehicle based on the recognition result; counting the number of other vehicles that have made a lane change from an adjacent lane to the front of a preceding vehicle traveling in front of the host vehicle on the host lane based on the recognition result; determining the number of other vehicles allowed to enter from the adjacent lane to the lane change between the host vehicle and the preceding vehicle based on the counted number of vehicles; and controlling the host vehicle so that the determined number of other vehicles enter between the host vehicle and the preceding vehicle on the host lane.

(14) A program stored in a storage medium according to still another aspect of the present invention causes a computer to perform: identifying the surrounding environment of the vehicle; controlling the speed or steering of the host vehicle based on the recognition result; counting the number of other vehicles that have made a lane change from an adjacent lane to the front of a preceding vehicle traveling in front of the host vehicle on the host lane based on the recognition result; determining the number of other vehicles allowed to enter from the adjacent lane to the lane change between the host vehicle and the preceding vehicle based on the counted number of vehicles; and controlling the host vehicle so that the determined number of other vehicles enter between the host vehicle and the preceding vehicle on the host lane.

Effects of the invention

According to (1) to (13), the host vehicle can be controlled so that the number of other vehicles corresponding to the characteristics of the junction portion are merged into the host lane. As a result, it is possible to suppress excessive priority from being given to other vehicles, and therefore convenience as an occupant is improved.

According to (3) to (4), the own vehicle can be prioritized over other vehicles or other vehicles can be prioritized over the own vehicle according to the degree desired by the occupant.

According to (7), the running of the host vehicle can be continued according to the actions of the occupant.

According to (8), the obstacle to the travel of the following vehicle can be avoided.

According to (9), the host vehicle can be prioritized over the other vehicles in the scene where the host vehicle should be prioritized, and the other vehicles can be prioritized over the host vehicle in the scene where the other vehicles should be prioritized.

According to (11), the own vehicle can be caused to travel in preference to other vehicles when the arrival time is delayed from the first predetermined arrival time.

According to (12), even when it is difficult to identify another vehicle that enters ahead of the preceding vehicle, the number of other vehicles that enter between the preceding vehicle and the host vehicle can be determined.

Drawings

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

Fig. 2 is a functional configuration diagram of a first control unit and a second control unit of the automatic driving control device according to the embodiment.

Fig. 3 is a diagram schematically showing a process of counting the first number based on the position of the first preceding vehicle.

Fig. 4 is a diagram schematically showing a process of counting the first number based on the behavior of the first preceding vehicle or the behavior of the merging other vehicles.

Fig. 5 is a diagram showing an example of the display of the HM when the second number is received.

Fig. 6 is a diagram showing an example of a scenario in which a second task other than the first task related to the driving operation of the host vehicle is performed.

Fig. 7 is a diagram showing an example of the content of the first behavior information.

Fig. 8 is a flowchart showing an example of a process of enqueuing a merging other vehicle between the first preceding vehicle and the host vehicle.

Fig. 9 is a flowchart showing an example of the second number determination process according to the condition (2-1).

Fig. 10 is a flowchart showing an example of the second number determination process according to the condition (2-2).

Fig. 11 is a flowchart showing an example of the second number determination process according to the condition (2-3).

Fig. 12 is a flowchart showing an example of the second number determination process according to the condition (2-4).

Fig. 13 is a flowchart showing an example of the second number determination process according to the condition (2-5).

Fig. 14 is a diagram showing an example of a hardware configuration of the automatic drive control device.

Reference numerals illustrate:

a1 … vehicle control system, a 10 … camera, a 12 … radar device, a 14 … probe, a 16 … object recognition device, a 20 … communication device, a 40 … vehicle sensor, a 50 … navigation device, a 51 … GNSS receiver, a 52 … navigation HMI, a 53 … route determination portion, a 54 … first map information, a 61 … recommended lane determination portion, a 62 … second map information, a 70 … in-vehicle camera, a 80 … driving operation device, a 100 … autopilot control device, a 120 … first control portion, a130 … recognition portion, a 131 … other vehicle recognition portion, a 132 … counting portion, a 133 … number determination portion, a 140 … action plan generation portion, a 141 … follow travel control portion, a 160 … second control portion, a 162 … acquisition portion, a 164 2 speed control portion, a 166 … steering control portion, a 180 … storage portion …, a 182 first behavior information, a 200 travel driving force output device, a 210 2 braking device, a 220 mA2 first vehicle front-end-to-vehicle speed control portion … mB2, a … m 2b, a … vehicle front-to-end-to-vehicle front-end … mg, a … m 2 NV 2b, and a … vehicle front-to-end … b.

Detailed Description

Embodiments of a vehicle control system, a vehicle control method, and a storage medium according to the present invention are described below with reference to the drawings. Hereinafter, description will be made on the premise of a country or region to which the left-hand regulation is applied, but when the right-hand regulation is applied, the right-hand regulation may be read left-right.

< Embodiment >

[ Integral Structure ]

Fig. 1 is a block diagram of a vehicle control system 1 according to an embodiment. The vehicle on which the vehicle control system 1 is mounted is, for example, a two-wheel, three-wheel, four-wheel or the like vehicle, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The motor operates using generated power generated by a generator connected to the internal combustion engine or discharge power of the secondary battery or the fuel cell.

The vehicle control system 1 includes, for example, a camera 10, a radar device 12, a detector 14, an object recognition device 16, a communication device 20, an HMI (Human MACHINE INTERFACE) 30, a vehicle sensor 40, navigation devices 50, MPU (Map Positioning Unit) 60, an in-vehicle camera 70, a driving operation element 80, an automatic driving control device (Automated Driving Control Device) 100, a running driving force output device 200, a braking device 210, and a steering device 220. These devices and apparatuses are connected to each other via a plurality of communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and a wireless communication network. The configuration shown in fig. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.

The camera 10 is, for example, a digital camera using solid-state imaging elements such as CCD (Charge Coupled Device) and CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is mounted on an arbitrary portion of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle control system 1 is mounted. When photographing the front, the camera 10 is mounted on the upper part of the front windshield, the rear view mirror of the vehicle interior, or the like. The camera 10, for example, periodically and repeatedly photographs the periphery of the host vehicle M. The camera 10 may also be a stereoscopic camera.

The radar device 12 emits radio waves such as millimeter waves to the periphery of the host vehicle M, and detects at least the position (distance and azimuth) of the object by detecting the radio waves (reflected waves) reflected by the object. The radar device 12 is mounted on an arbitrary portion of the host vehicle M. The radar device 12 may also detect the position and velocity of an object by means of FM-CW (Frequency Modulated Continuous Wave).

The detector 14 is a LIDAR (Light Detection AND RANGING). The detector 14 irradiates light to the periphery of the vehicle M, and measures scattered light. The detector 14 detects the distance to the object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The detector 14 is mounted on an arbitrary portion of the host vehicle M.

The object recognition device 16 performs a sensor fusion process on the detection results detected by some or all of the camera 10, the radar device 12, and the detector 14, to recognize the position, the type, the speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control device 100. The object recognition device 16 may directly output the detection results of the camera 10, the radar device 12, and the detector 14 to the automatic driving control device 100. The object recognition device 16 may also be omitted from the vehicle control system 1.

The communication device 20 communicates with other vehicles existing in the vicinity of the host vehicle M or communicates with various server devices via a wireless base station, for example, using a cellular network, wi-Fi network, bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like.

The HMI30 presents various information to the occupant of the own vehicle M, and accepts an input operation by the occupant. HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc.

The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, an azimuth sensor that detects the direction of the host vehicle M, and the like.

The navigation device 50 includes, for example, a GNSS (Global Navigation SATELLITE SYSTEM) receiver 51, a navigation HMI52, and a route determination unit 53. The navigation device 50 holds the first map information 54 in a storage device such as HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 determines the position of the own vehicle M based on signals received from GNSS satellites. The position of the host vehicle M may also be determined or supplemented by INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI52 includes a display device, speakers, a touch panel, keys, etc. Part or all of the navigation HMI52 may be shared with the HMI30 described above. The route determination unit 53 determines a route (hereinafter referred to as a route on a map) from the position of the host vehicle M (or an arbitrary position inputted thereto) specified by the GNSS receiver 51 to a destination inputted by the occupant using the navigation HMI52, for example, with reference to the first map information 54. The first map information 54 is, for example, information representing the shape of a road by a route representing the road and nodes connected by the route. The route on the map is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI52 based on the route on the map. The navigation device 50 may be realized by the function of a terminal device such as a smart phone or a tablet terminal held by an occupant. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20, and acquire a route equivalent to the route on the map from the navigation server.

The MPU60 includes, for example, a recommended lane determining unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route on the map supplied from the navigation apparatus 50 into a plurality of blocks (for example, for every 100m in the vehicle traveling direction), and determines the recommended lane for each block with reference to the second map information 62. The recommended lane determination unit 61 determines which lane from the left is to be driven. The recommended lane determining unit 61 determines the recommended lane so that the host vehicle M can travel on a reasonable route for traveling to the branching destination when the branching point exists on the route on the map.

The second map information 62 is map information of higher accuracy than the first map information 54. The second map information 62 includes, for example, information of the center of a lane or information of the boundary of a lane. In addition, the second map information 62 may include road information, traffic restriction information, residence information (residence-postal code), facility information, telephone number information, and the like. The second map information 62 may be updated at any time by the communication device 20 communicating with other devices.

The in-vehicle camera 70 is, for example, a digital camera using a solid-state imaging device such as a CCD or CMOS. The in-vehicle camera 70 is mounted at an arbitrary position in the vehicle interior of the host vehicle M on which the vehicle control system 1 is mounted. The in-vehicle camera 70, for example, periodically and repeatedly photographs the interior of the vehicle M. The in-vehicle camera 70 may also be a stereo camera.

The steering operation member 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a profile steering wheel, a joystick, and other operation members. A sensor for detecting the amount of operation or the presence or absence of operation is attached to the driving operation element 80, and the detection result is output to the automatic driving control device 100, or to some or all of the running driving force output device 200, the brake device 210, and the steering device 220.

The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, and a storage unit 180. The first control unit 120 and the second control unit 160 are each realized by a hardware processor such as CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including a circuit unit) such as LSI(Large Scale Integration)、ASIC(Application Specific Integrated Circuit)、FPGA(Field-Programmable Gate Array)、GPU(Graphics Processing Unit), or may be realized by cooperation of software and hardware. The program may be stored in advance in a storage device such as an HDD or a flash memory of the autopilot control device 100 (a storage device including a non-transitory storage medium), or may be stored in a removable storage medium such as a DVD or a CD-ROM, and installed in the HDD or the flash memory of the autopilot control device 100 by being mounted on a drive device via the storage medium (the non-transitory storage medium). The storage unit 180 is implemented by the aforementioned storage device. The storage unit 180 stores, for example, first behavior information 182. Details of the first behavior information 182 will be described later.

Fig. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160 of the automatic driving control device 100 according to the embodiment. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 realizes, for example, a function based on AI (ARTIFICIAL INTELLIGENCE; artificial intelligence) and a function based on a predetermined model in parallel. For example, the function of "identifying intersections" can be realized by "comprehensively evaluating both by performing, in parallel, identification of intersections by deep learning or the like and identification by predetermined conditions (presence of a signal, road sign, or the like capable of pattern matching), and scoring both sides". Thereby, reliability of automatic driving is ensured.

The identifying unit 130 includes, for example, another vehicle identifying unit 131, a counting unit 132, and a number determining unit 133. Details of the other vehicle identifying unit 131, the counting unit 132, and the number determining unit 133 will be described later.

The action plan generation unit 140 generates a target track on which the host vehicle M will automatically (Automatedly) travel so as to be able to cope with the surrounding situation of the host vehicle M while traveling on the recommended lane determined by the recommended lane determination unit 61 in principle. The target track includes, for example, a speed element. For example, the target track is represented by a track in which points (track points) where the host vehicle M should reach are sequentially arranged. The track point is a point where the own vehicle M should reach every predetermined travel distance (for example, several [ M ] level) in terms of the distance along the road, and is generated as a part of the target track at intervals of a predetermined sampling time (for example, several tenths [ sec ] level), unlike this point. The track points may be positions at which the own vehicle M should reach at the sampling timing at predetermined sampling times. In this case, the information of the target speed and the target acceleration is expressed by the interval of the track points. The action plan generation unit 140 may set an event of automatic driving when generating the target trajectory. The events of the automatic driving have a constant speed driving event, a follow-up driving event, a lane change event, a branching event, a converging event, a takeover event, and the like.

The action plan generation unit 140 includes, for example, a follow-up travel control unit 141. Details of the follow-up running control unit 141 will be described later.

The second control unit 160 controls the running driving force output device 200, the braking device 210, and the steering device 220 so that the vehicle M passes through the target track generated by the behavior plan generation unit 140 at a predetermined timing.

The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information of the target track (track point) generated by the action plan generation unit 140, and causes a memory (not shown) to store the information. The speed control unit 164 controls the traveling driving force output device 200 or the brake device 210 based on a speed element attached to the target track stored in the memory. The steering control unit 166 controls the steering device 220 according to the curve of the target track stored in the memory. The processing by the speed control unit 164 and the steering control unit 166 is realized by a combination of feedforward control and feedback control, for example. As an example, the steering control unit 166 combines and executes a feedforward control according to the curvature of the road ahead of the host vehicle M with a feedback control based on the deviation from the target track. The action plan generation unit 140 and the second control unit 160 are together an example of a "driving control unit".

The running driving force output device 200 outputs a running driving force (torque) for running the vehicle to the driving wheels. The running driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and controls these ECU (Electronic Control Unit). The ECU controls the above configuration in accordance with information input from the second control portion 160 or information input from the driving operation element 80.

The brake device 210 includes, for example, a caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the second control portion 160 or information input from the driving operation member 80 so that a braking torque corresponding to a braking operation is output to each wheel. The brake device 210 may be provided with a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal included in the drive operation element 80 to the hydraulic cylinder via the master cylinder. The brake device 210 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder by controlling the actuator in accordance with information input from the second control unit 160.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies a force to the rack-and-pinion mechanism to change the direction of the steered wheel, for example. The steering ECU drives the electric motor in accordance with information input from the second control unit 160 or information input from the driving operation element 80, and changes the direction of the steered wheels.

The other vehicle recognition unit 131 recognizes the operation of the other vehicle traveling around the own vehicle M based on the image captured by the camera 10. The other vehicle identifying unit 131 identifies, for example, at least a preceding vehicle traveling in the same direction as the host vehicle M in front of the host vehicle M and traveling immediately in front of the host vehicle M (hereinafter referred to as a first preceding vehicle mA 1), a vehicle traveling in the same direction as the first preceding vehicle mA1 in front of the first preceding vehicle mA1 and traveling immediately in front of the first preceding vehicle mA1 (hereinafter referred to as a second preceding vehicle mA 2), and other vehicles M traveling on lanes adjacent to the host lane in which the host vehicle M travels.

The "same direction as the host vehicle M" is not limited to the direction in which the host vehicle M travels being exactly the same direction, and may be the direction in which the host vehicle M travels in a lane in which the host vehicle M generally travels in the lane. Further, the immediately front of the host vehicle M indicates that no other vehicle is present between the host vehicle M and the first preceding vehicle mA1, and the immediately front of the first preceding vehicle mA1 indicates that no other vehicle is present between the first preceding vehicle mA1 and the second preceding vehicle mA 2.

The counting unit 132 counts the number of vehicles (hereinafter referred to as a first number NV 1) entering (i.e., being inserted into) between the first preceding vehicle mA1 and the second preceding vehicle mA2 in the host lane L1 in the predetermined merged scene, based on the recognition result of the other vehicle recognition unit 131. The predetermined scene to be merged is, for example, a scene in which another vehicle m traveling on a merging lane L2 adjacent to the left side of the host lane L1 and merging into the host lane L1 enters (or is inserted into) the host lane L1 at a merging portion between the host lane L1 and the merging lane L2, or a scene in which a train of vehicles traveling on the merging lane L2 stops sticking. Details of the process of counting the first number NV1 by the counting unit 132 will be described later. In the following description, the other vehicle m traveling on the merging lane L2 will also be described as "merging other vehicle mB".

The number determination unit 133 determines the number of merging other vehicles mB allowed to enter between the first preceding vehicle mA1 and the host vehicle M (hereinafter referred to as the second number NV 2) based on the first number NV1 counted by the counting unit 132. Details of the process of determining the second number NV2 by the counting unit 132 will be described later.

The follow-up running control unit 141 generates the target track of the host vehicle M so as to follow the vehicle running in the same direction as the host vehicle M in front of the host vehicle M in the follow-up running event. For example, the follow-up running control unit 141 generates the target track of the host vehicle M so as to follow the first preceding vehicle mA1 during the follow-up running event. Then, the follow-up running control unit 141 stops the host vehicle M at the junction or slows down to the junction before the merging of the other vehicles mB by the amount corresponding to the second number NV2 determined by the other vehicle recognition unit 131 is completed to change the lane between the first preceding vehicle mA1 and the host vehicle M on the host lane L1. After the lane change of the merging other vehicle mB corresponding to the second number NV2 is completed, the follow-up running control unit 141 generates the target track of the own vehicle M so that the own vehicle M follows the merging other vehicle mB, which finally enters the own lane L1, from among the merging other vehicles mB corresponding to the second number NV 2.

The following travel control unit 141 may determine the type and length of the vehicle that has entered the junction between the first preceding vehicle mA1 and the host vehicle M and the other vehicle mB based on the recognition result of the other vehicle recognition unit 131, and derive the number of vehicles based on the determined type and length of the vehicle. For example, when the vehicle length of the merged other vehicle mB that has been allowed to enter is about twice the normal vehicle length, the following travel control unit 141 may convert the merged other vehicle mB into two vehicles instead of 1. The correspondence between the vehicle type, the vehicle length, and the number of vehicles mB to be merged may be set in advance, or information indicating the correspondence may be stored in the storage unit 180.

[ Processing for counting the first number NV 1]

The details of the process of counting the first number NV1 by the counting unit 132 will be described below. The counting unit 132 determines the first number NV1 based on the following 5 conditions.

(1-1): Position of first preceding vehicle mA1

(1-2): Behavior of first preceding vehicle mA1 (1-3): behavior of merging other vehicles mB (1-4): parking/slow-running time of first preceding vehicle mA1

(1-5): Merging parking/creep times of other vehicles mB

The counting unit 132 may count the first number NV1 based on at least one of the conditions (1-1) to (1-5), may use the first number NV1 determined based on the condition having the highest priority in which the correspondence with each condition is established in advance among the first numbers NV1 counted based on the conditions (1-1) to (1-5), or may count the statistical value (for example, the central value, the average value, the maximum value, the minimum value, etc.) of the first numbers NV1 counted based on any of the conditions (1-1) to (1-5) as the first number NV 1.

[ (1-1): Position of first preceding vehicle mA 1]

Fig. 3 is a diagram schematically showing a process of counting the first number NV1 based on the position of the first preceding vehicle mA 1. In the figure, L1 denotes an own lane, L2 denotes a merging lane adjacent to the left side of the own lane L1 and merging into the own lane L1, and SL denotes a road dividing line between the own lane L1 and the merging lane L2. X represents the extending direction of the road or the traveling direction of the host vehicle M, and Y represents the vehicle width direction orthogonal to the X direction. In fig. 3, the position at which the merging of the merging lane L2 into the own lane L1 starts (hereinafter referred to as a merging start position) is a position at which the road dividing line SL disappears, and the position at which the merging of the merging lane L2 into the own lane L1 is completed (hereinafter referred to as a merging end position) is a position at which the merging lane L2 disappears. Hereinafter, a range from the merging start position to the merging end position is also referred to as a "merging portion".

The counting unit 132 counts, based on the recognition result of the other vehicle recognition unit 131, the number of merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1, which have entered the own lane L1 from the merging lane L2, as the first number NV1 from the time when the first preceding vehicle mA1 reaches the merging start position to the time when the first preceding vehicle mA reaches the merging end position. In this case, the other vehicle recognition unit 131 recognizes the junction start position and the junction end position based on the second map information 62 or based on the shape of a road dividing line (for example, a white line) that divides the own lane L1 and the junction lane L2, which is captured by the camera 10, for example. In fig. 3, since two merging vehicles mB1 to mB2 merge between the first preceding vehicle mA1 and the second preceding vehicle mA2 that have reached the merging end position, the counting unit 132 counts the first number NV1 as "2".

[ (1-2): Behavior of first preceding vehicle mA1

Fig. 4 is a diagram schematically showing a process of counting the first number NV1 based on the behavior of the first preceding vehicle mA1 or the behavior of the merging other vehicles mB. The counting unit 132 counts, based on the recognition result of the other vehicle recognition unit 131, the number of merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1, which have entered the own lane L1 from the merging lane L2, as the first number NV1 during a period from the start of the behavior of the first preceding vehicle mA1 to the completion of the behavior of the merging other vehicles mB leaving the forward road.

The counting unit 132 recognizes that the first preceding vehicle mA1 starts a behavior of giving way to the merging other vehicle mB when the recognition result by the other vehicle recognizing unit 131 indicates that the first preceding vehicle mA1 stops at the merging start position, starts a slow-running at the merging start position, or starts a slow-running immediately before the merging start position. When the recognition result by the other vehicle recognition unit 131 indicates that the first preceding vehicle mA1 starts traveling from a stopped state or stops traveling slowly (for example, traveling starts at a normal speed or the degree of acceleration becomes a predetermined level), the counting unit 132 recognizes that the first preceding vehicle mA1 has ended the behavior of giving way to the merging other vehicle mB. The counting unit 132 counts the number of the merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1, which have entered the own lane L1 from the merging lane L2, as the first number NV1 during the period from the start of the yielding behavior to the end of the yielding behavior.

In fig. 4, the first preceding vehicle mA1 stops at the junction start position, and starts the behavior of giving way to the junction other vehicles mB1 to mB 2. Further, the first preceding vehicle mA1 ends the behavior of giving way before merging the other vehicles mB3 into the own lane L1. In this case, since two merging other vehicles mB, that is, merging other vehicles mB1 to mB2, exist between the first preceding vehicle mA1 and the second preceding vehicle mA2, the counting unit 132 counts the first number NV1 as "2".

[ (1-3): Behavior of merging other vehicles mB

The counting unit 132 counts, based on the recognition result of the other vehicle recognition unit 131, the number of merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1, which have entered the own lane L1 from the merging lane L2, as the first number NV1, from the time when the second preceding vehicle mA2 reaches the merging start position until the merging other vehicles mB start to give the first preceding vehicle mA 1a behavior of a forward road.

When the recognition result by the other vehicle recognition unit 131 indicates that the merging of the other vehicles mB on the road dividing line SL virtually extending in the X direction, or in front of the virtually extending road dividing line SL, stops or starts a slow traveling, the counting unit 132 recognizes that the merging of the other vehicles mB starts a behavior of giving off the forward road to the first preceding vehicle mA 1. The counting unit 132 counts, as the first number NV1, the number of merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1 that have entered the own lane L1 from the merging lane L2 during a period from when the second preceding vehicle mA2 reaches the merging start position to when the merging other vehicles mB start to give the first preceding vehicle mA 1a behavior of the forward road.

In fig. 4, after the second preceding vehicle mA2 reaches the merging start position, the merging other vehicles mB1 to mB2 enter the own lane L1. Then, the merging other vehicle mB3 starts an action (i.e., stopping or jogging) of letting the forward road to the first preceding vehicle mA 1. In this case, since two merging other vehicles mB, that is, merging other vehicles mB1 to mB2, exist between the first preceding vehicle mA1 and the second preceding vehicle mA2, the counting unit 132 counts the first number NV1 as "2".

[ (1-4): Parking/creep time of first preceding vehicle mA 1]

The counting unit 132 obtains the time when the first preceding vehicle mA1 shows the behavior of giving way to the merging other vehicle mB based on the recognition result of the other vehicle recognition unit 131, and estimates (counts) the first number NV1 based on the obtained time.

The counting unit 132 obtains, as a time showing a behavior of giving up a forward road to the merging other vehicle mB, a time (i.e., a stop time) from when the second preceding vehicle mA2 reaches the merging start position until the first preceding vehicle mA1 starts running again after stopping at the merging start position. The counting unit 132 obtains, as a time showing a behavior of giving way to the merging other vehicle mB, a time (i.e., a slow-running time) from when the second preceding vehicle mA2 reaches the merging start position to when the first preceding vehicle mA1 starts to slow at or before the merging start position and stops the slow running (i.e., starts running at a normal speed or the degree of acceleration becomes a predetermined magnitude).

The storage unit 180 stores information indicating a general time required for 1 merging other vehicle mB to complete a merge from a merging lane to a host lane, and the counting unit 132 estimates a value obtained by dividing the acquired time by the time required for merging as the first number NV1, for example. Thus, even when the other vehicle recognition unit 131 has difficulty in recognizing or cannot recognize the merging other vehicle mB between the second preceding vehicle mA2 and the first preceding vehicle mA1, the counting unit 132 can estimate (count) the first number NV1.

[ (1-5): Merging parking/creep time of other vehicles mB

The counting unit 132 obtains the time from the arrival of the second preceding vehicle mA2 at the junction start position until the junction of the other vehicles mB presents the behavior of giving way to the first preceding vehicle mA1, based on the recognition result of the other vehicle recognition unit 131, and estimates (counts) the first number NV1 based on the obtained time.

The counting unit 132 obtains, as a time from when the second preceding vehicle mA2 reaches the merging start position until when the merging other vehicle mB stops on the road dividing line SL virtually extending in the X direction or before the virtually extending road dividing line SL or starts a slow running (i.e., a parking time or a slow running time), a behavior giving way to the first preceding vehicle mA1 is presented to the merging other vehicle mB.

The storage unit 180 stores information indicating the time required for 1 merging other vehicle mB to complete merging from the merging lane to the own lane, and the counting unit 132 estimates, for example, a value obtained by dividing the acquired time by the time required for merging as the first number NV1.

[ Processing for determining the second number NV 2]

The details of the process of determining the second number NV2 by the number determining unit 133 will be described below. The number-of-second-number determining unit 133 determines the second number NV2 based on the following 5 conditions.

(2-1): The vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2

(2-2): Operation of the occupant of the own vehicle M

(2-3): Second task other than first task related to driving operation of host vehicle M

(2-4): Behavior (2-5) of the occupant of the own vehicle M: delay from the time of arrival scheduled initially

The number determination unit 133 may determine the second number NV2 based on at least any one of the conditions (2-1) to (2-5), may use the second number NV2 determined based on the condition having the highest priority in which the correspondence relation with each condition is established in advance among the second number NV2 determined based on the conditions (2-1) to (2-5), or may use the statistical value of the second number NV2 determined based on any one of the conditions (2-1) to (2-5) as the second number NV2.

[ (2-1): Vehicle speed of own lane L1 and vehicle speed of merging lane L2 ]

The number determination unit 133 determines the second number NV2 based on the first number NV1 counted by the counting unit 132, the vehicle speed of the own lane L1, and the vehicle speed of the merging lane L2. The vehicle speed of the own lane L1 is a statistical value of the vehicle speed of one or more vehicles traveling on the own lane L1, and the vehicle speed of the merging lane L2 is a statistical value of the vehicle speed of one or more vehicles traveling on the merging lane L2. When the vehicle speed of the host lane L1 is lower than the vehicle speed of the merging lane L2, the number determination unit 133 considers that the first preceding vehicle mA1, the second preceding vehicle mA2, and the host vehicle M traveling on the host lane L1 should be prioritized over the merging other vehicles mB, and determines the second number NV2 to be a value smaller than the first number NV 1. The number determination unit 133 may use, for example, a value obtained by subtracting a predetermined value from the first number NV1 as the second number NV2, or may use, as the second number NV2, a value obtained by subtracting a difference between the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2 from the first number NV 1.

When the vehicle speed of the merging lane L2 is lower than the vehicle speed of the host lane L1, the number determination unit 133 considers that the merging of the other vehicles mB should be prioritized over the first preceding vehicle mA1, the second preceding vehicle mA2, and the host vehicle M traveling on the host lane L1, and determines the second number NV2 to be a value larger than the first number NV 1. The number determination unit 133 may set, for example, a value obtained by adding a predetermined value to the first number NV1 as the second number NV2, or may set, as the second number NV2, a value obtained by adding a value corresponding to a difference between the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2 to the first number NV 1. In this way, the number determination unit 133 can prioritize the host vehicle M over the merging other vehicle mB in the scene where the host vehicle M should be prioritized, and prioritize the merging other vehicle mB over the host vehicle M in the scene where the merging other vehicle mB should be prioritized.

The number determination unit 133 may determine the second number NV2 based on the relative speed between the own lane L1 and the merged lane L2 instead of the vehicle speed of the own lane L1 and the vehicle speed of the merged lane L2. Here, when the relative speed is a speed based on the own lane L1, the number determination unit 133 may set a value obtained by adding a predetermined value to the first number NV1 as the second number NV2 when the relative speed is a negative value (that is, the vehicle speed of the merging lane L2 is slower than the vehicle speed of the own lane L1), and may set a value corresponding to the relative speed to the first number NV1 as the second number NV2. The number determination unit 133 may determine the second number NV2 based on the relative distance between the same two points in the vehicle width direction, which are defined at a certain time point on the train of the own lane L1 and the train of the merging lane L2, respectively, after a predetermined time has elapsed from the certain time point, instead of the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2. Here, when the relative distance is a distance that indicates a positive value in front of the host vehicle M and a negative value in rear of the host vehicle M with respect to the host lane L1 (that is, when the point defined by the vehicles that merge into the lane L2 is located at a position rearward of the point defined by the vehicles that merge into the lane L1), the relative distance determination unit 133 may set a value obtained by adding a predetermined value to the first number NV1 as the second number NV2, or may set a value corresponding to the relative distance to the first number NV1 as the second number NV2.

[ (2-2): Operation of occupant of own vehicle M

The number-of-units determining unit 133 determines the second number NV2 based on the operation of the occupant of the host vehicle M received by the HMI 30. Fig. 5 is a diagram showing an example of the display of the HMI30 when the second number NV2 is received. The number determining unit 133 controls the HMI30, for example, to cause the display device of the HMI30 to display the image IM including the message MS prompting the occupant of the host vehicle M to specify the second number NV2. The number determination unit 133 displays the image IM on the display device of the HMI30 at, for example, a timing when the occupant of the host vehicle M gets in the vehicle or a timing when the automated driving of the host vehicle M is started. The message MS is, for example, "in a converged scene, allow entry of several other vehicles? (MS 1) ", etc. The image IM includes a number key KY for designating the number of the second number NV2, a frame BX for displaying the number inputted through the number key KY, a decision button B1 for deciding the number indicated by the frame BX as the number of the second number NV2, and a request button B2 for giving the decision of the number of the second number NV2 to the number decision unit 133. The occupant of the host vehicle M designates the second number NV2 by operating the numeric keys KY, the decision button B1, and the request button B2 shown in the HMI 30. The HMI30 is an example of the "receiving unit".

The number-of-items determining unit 133 determines the second number NV2 based on the operation received by the HMI 30. For example, when the number of second numbers NV2 is specified by the number key KY, the number determining unit 133 determines the number as the second numbers NV2. When the request button B2 is operated, the number determining unit 133 determines the predetermined value or the first number NV1 as the second number NV2. In this way, the number determination unit 133 can prioritize the host vehicle M over the merging other vehicles mB or prioritize the merging other vehicles mB over the host vehicle M according to the degree desired by the occupant of the host vehicle M.

When the occupant of the host vehicle M is driving, the number determination unit 133 may output the sound of the message MS through the speaker of the HMI30, and determine the second number NV2 based on the sound detected by the microphone of the HMI30 and the sound of the value of the second number NV2 designated by the occupant of the host vehicle M.

In the above description, the HMI30 has been described as receiving the operation of the occupant related to the specification of the second number NV2, but the present invention is not limited thereto. For example, the operation of the occupant related to the specification of the second number NV2 may be an operation received by an operation detection sensor attached to the brake pedal or the accelerator pedal instead of the HMI 30. For example, in an event related to automatic driving (for example, a follow-up running event), an operation related to braking of a brake pedal and an operation related to acceleration of an accelerator pedal are set to be invalid. At this time, the brake pedal and the operation of increasing the value of the second number NV2 are associated in advance, the accelerator pedal and the operation of decreasing the value of the second number NV2 are associated in advance, and the number determining unit 133 determines the increased or decreased value as the second number NV2 based on the detection result of the operation detection sensor attached to each pedal.

[ (2-3): Second task other than the first task related to the driving operation of the own vehicle M

Fig. 6 is a diagram showing an example of a scenario in which a second task other than the first task (for example, the periphery monitoring) related to the driving operation of the host vehicle M is performed. The second task is a second activity performed by the occupant of the host vehicle M in the vehicle of the host vehicle M, and is an action (specifically, viewing and listening of contents, communication, operation of the information terminal device, and the like) that the occupant of the host vehicle M can perform in a state of being able to respond to a request for a drive rotation from the automatic drive control device 100. In fig. 6, the occupant of the host vehicle M views the content played back in the HMI 30.

First, the number determination unit 133 recognizes the state of the occupant of the vehicle M based on the image generated by capturing the image of the interior of the vehicle M by the in-vehicle camera 70. When the recognition result indicates that the occupant of the host vehicle M is performing the second task, the number determination unit 133 determines the second number NV2 to be a value larger than the first number NV1 so that merging of other vehicles mB is prioritized over the host vehicle M. In addition, when the recognition result indicates that the occupant of the host vehicle M is not performing the second task (for example, when the occupant of the host vehicle M is performing the surrounding monitoring, etc.), the number determination unit 133 determines the second number NV2 to be a value smaller than the first number NV1 so that the host vehicle M is prioritized over the merging other vehicles mB.

When the passenger of the host vehicle M performs the second task, the automatic driving control device 100 may preferably continue the host vehicle M (e.g., not reach the destination) during a period until the passenger of the host vehicle M completes the second task (e.g., before the viewing of the content ends, before the communication ends, and before the processing performed by the information terminal device is completed). In this case, the number determination unit 133 can continue the travel of the host vehicle M by giving priority to the merging other vehicle mB over the host vehicle M when the occupant of the host vehicle M performs the second task, and can give priority to the host vehicle M over the merging other vehicle mB because it is not necessary to continue the travel when the occupant of the host vehicle M does not perform the second task.

[ (2-4): Behavior of occupant of own vehicle M

The number determination unit 133 determines whether or not the behavior of the rear vehicle traveling in the same direction as the host vehicle M behind the host vehicle M is the first behavior based on the recognition result of the other vehicle recognition unit 131 and the first behavior information 182. The first behavior is, for example, a behavior such as a fast forward. Fig. 7 is a diagram showing an example of the content of the first behavior information 182. The first behavior information 182 is information indicating a prescribed behavior regarded as a first behavior. In fig. 7, the predetermined behavior regarded as the first behavior in the first behavior information 182 includes "being shifted in the vehicle width direction", "traveling beyond the road dividing line", "flashing", "and" the inter-vehicle distance from the host vehicle M being shorter than the predetermined reference ". The number-of-vehicles determining unit 133 determines the second number NV2 to be a smaller value when it is determined that the following vehicle identified by the other-vehicle identifying unit 131 has performed the first behavior included in the first behavior information 182 than when it is determined that the following vehicle has not performed the first behavior. For example, the number determination unit 133 determines that the predetermined value is subtracted from the first number NV1 to be the second number NV2 when it is determined that the rear vehicle is performing the first behavior, and determines that the first number NV1 is the second number NV2 when it is determined that the rear vehicle is not performing the first behavior. In this way, the number determination unit 133 prioritizes the host vehicle M over the merging other vehicles mB, thereby avoiding impeding the travel of the following vehicles.

[ (2-5): Delay from the time of arrival at the beginning

When the destination of the host vehicle M is set, the number-of-stations determining unit 133 obtains a predetermined arrival time derived at the time of the setting and a predetermined arrival time at the current time point. Hereinafter, the predetermined arrival time derived when the destination is set will be referred to as "the initial predetermined arrival time". When determining that the predetermined arrival time at the current time point is later than the first predetermined arrival time, the number-of-second-number determining unit 133 determines the second number NV2 to be a value smaller than the first number NV 1. Thus, the number determination unit 133 can make the host vehicle M travel with priority over the merging other vehicles mB when the arrival time is delayed from the first predetermined arrival time.

[ Action flow ]

Fig. 8 is a flowchart showing an example of a process of enqueuing the merging other vehicle mB between the first preceding vehicle mA1 and the host vehicle M. The flowchart shown in fig. 8 is executed when the host vehicle M travels at the junction. First, when the own vehicle M is located in front of the branching point, the other vehicle identifying unit 131 identifies the first preceding vehicle mA1 and the second preceding vehicle mA2 (step S100). Next, the counting unit 132 counts the number of merging other vehicles mB (i.e., the first number NV 1) that have entered between the first preceding vehicle mA1 and the second preceding vehicle mA2 (step S102). As described above, the counting unit 132 may count the first number NV1 based on at least any one of the conditions (1-1) to (1-5), may use the first number NV1 determined based on the condition having the highest priority in which the correspondence relation with each condition is established in advance among the first numbers NV1 counted based on the conditions (1-1) to (1-5), or may count the statistical value (for example, the central value, the average value, the maximum value, the minimum value, etc.) of the first numbers NV1 counted based on any one of the conditions (1-1) to (1-5) as the first numbers NV 1.

The number determining unit 133 determines the second number NV2 (step S104). As described above, the number determination unit 133 may determine the second number NV2 based on at least any one of the conditions (2-1) to (2-5), may use the second number NV2 determined based on the condition having the highest priority in which the correspondence relation with each condition is established in advance among the second numbers NV2 determined based on the conditions (2-1) to (2-5), or may use the statistical value of the second number NV2 determined based on any one of the conditions (2-1) to (2-5) as the second number NV2. Details of the determination process of the second number NV2 of conditions (2-1) to (2-5) will be described later. The following travel control unit 141 determines whether or not the merging other vehicles mB corresponding to the second number NV2 determined by the number determination unit 133 have completed entering the own lane L1 (step S106). When it is determined that the merging other vehicle mB corresponding to the second number NV2 has completed entering the own lane L1, the following travel control unit 141 executes a following travel event in which the own vehicle M follows the merging other vehicle mB that has finally entered the own lane L1 among the merging other vehicles mB corresponding to the second number NV2 (step S108).

[ Action flow: condition (2-1)

Fig. 9 is a flowchart showing an example of the process of determining the second number NV2 according to the condition (2-1). The flowchart shown in fig. 9 is selectively executed in step S104 described above. First, the number determination unit 133 obtains the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2 based on the recognition result of the other vehicle recognition unit 131, and determines whether the vehicle speed of the own lane L1 is slower than the vehicle speed of the merging lane L2 (step S200). When determining that the vehicle speed of the own lane L1 is lower than the vehicle speed of the merged lane L2, the number determining unit 133 determines a value smaller than the first number NV1 as the second number NV2 (step S202). When determining that the vehicle speed of the own lane L1 is not slower than the vehicle speed of the merging lane L2, the number determination unit 133 determines whether or not the vehicle speed of the merging lane L2 is slower than the vehicle speed of the own lane L1 (step S204). When determining that the vehicle speed of the merging lane L2 is lower than the vehicle speed of the own lane L1, the number determining unit 133 determines a value greater than the first number NV1 as the second number NV2 (step S206). When determining that the vehicle speed of the own lane L1 matches the vehicle speed of the merging lane L2, the number-of-lanes determining unit 133 determines the first number NV1 as the second number NV2 (step S208).

[ Action flow: condition (2-2)

Fig. 10 is a flowchart showing an example of the process of determining the second number NV2 according to the condition (2-2). The flowchart shown in fig. 10 is selectively executed in step S104 described above. The number determining unit 133 determines whether or not the HMI30 receives an operation of the occupant of the own vehicle M specifying the second number NV2 (step S300). When determining that the operation of the occupant of the host vehicle M to specify the second number NV2 is received, the number determining unit 133 determines the value specified by the operation as the second number NV2 (step S302). The number-of-cars determining unit 133 determines the first number NV1 as the second number NV2 when it is determined that the operation of designating the occupant of the own vehicle M of the second number NV2 is not received or when it is determined that the operation of supporting the determination of the second number NV2 to the number-of-cars determining unit 133 is received (step S304).

[ Action flow: condition (2-3)

Fig. 11 is a flowchart showing an example of the process of determining the second number NV2 according to the condition (2-3). The flowchart shown in fig. 11 is selectively executed in step S104 described above. The number determination unit 133 determines whether or not the occupant of the vehicle M has performed the second task based on the image generated by the in-vehicle camera 70 (step S400). When determining that the occupant of the host vehicle M is performing the second task, the number determining unit 133 determines a value greater than the first number NV1 as the second number NV2 (step S402). When determining that the passenger of the vehicle M is not performing the second task, the number determination unit 133 determines the first number NV1 as the second number NV2 (step S404).

[ Action flow: condition (2-4)

Fig. 12 is a flowchart showing an example of the process of determining the second number NV2 according to the condition (2-4). The flowchart shown in fig. 12 is selectively executed in step S104 described above. The number determination unit 133 determines whether or not the behavior of the following vehicle is the first behavior based on the recognition result of the other vehicle recognition unit 131 and the first behavior information 182 (step S500). When determining that the behavior of the following vehicle is the first behavior, the number determining unit 133 determines a value smaller than the first number NV1 as the second number NV2 (step S502). When determining that the behavior of the rear vehicle is not the first behavior, the number-of-vehicles determining unit 133 determines the first number NV1 as the second number NV2 (step S504).

[ Action flow: condition (2-5)

Fig. 13 is a flowchart showing an example of the process of determining the second number NV2 according to the condition (2-5). The number-of-stations determining section 133 obtains the predetermined arrival time at the current time point and the initial predetermined arrival time, and determines whether the predetermined arrival time at the current time point is delayed from the initial predetermined arrival time (step S600). When it is determined that the predetermined arrival time at the current time point is later than the first predetermined arrival time, the number determination unit 133 determines that the value smaller than the first number NV1 is the second number NV2 (step S602). When determining that the first number NV1 is not delayed from the first predetermined arrival time, the number determining unit 133 determines the first number NV1 as the second number NV2 (step S604).

According to the automatic driving control device 100 of the embodiment described above, the host vehicle can be controlled so that the number of other vehicles corresponding to the characteristics of the junction portion are joined to the host lane. As a result, it is possible to suppress excessive priority from being given to other vehicles, and therefore convenience as an occupant is improved.

In the above description, it is not said that there is no road dividing line between the range of the source of the platoon and the travel path on which the host vehicle M travels, but in this case, a virtual line may be set at a position corresponding to the road dividing line, and the same processing as described above may be performed.

In the above description, the vehicle control device is assumed to be applied to an automatic driving control device, but the vehicle control device may be applied to a driving support device or the like that mainly performs so-called ACC (Adaptive Cruise Control), i.e., inter-vehicle distance control and constant-speed travel control.

[ Hardware Structure ]

Fig. 14 is a diagram showing an example of a hardware configuration of the automatic drive control device 100. As shown in the figure, the automatic driving control device 100 is configured such that a communication controller 100-1, a CPU100-2, RAM (Random Access Memory) -3 used as a working memory, ROM (Read Only Memory) -4 for storing a boot program and the like, a storage device 100-5 such as a flash memory or HDD (Hard Disk Drive), a driving device 100-6 and the like are connected to each other via an internal bus or a dedicated communication line. The communication controller 100-1 performs communication with components other than the automatic driving control device 100. The storage device 100-5 stores a program 100-5a executed by the CPU 100-2. The program is developed into the RAM100-3 by a DMA (Direct Memory Access) controller (not shown) or the like, and executed by the CPU 100-2. Thus, part or all of the recognition unit 130, the action plan generation unit 140, and the second control unit 160 are realized.

The embodiments described above can be expressed as follows.

A vehicle control device is provided with:

a storage device in which a program is stored; and

A hardware processor is provided with a processor that,

The hardware processor executes a program stored in the storage device to perform the following processing:

Identifying the surrounding environment of the vehicle;

Controlling the speed or steering of the host vehicle based on the recognition result;

counting the number of other vehicles that have made a lane change from an adjacent lane to the front of a preceding vehicle traveling in front of the host vehicle on the host lane based on the recognition result;

determining the number of other vehicles allowed to enter from the adjacent lane to the lane change between the host vehicle and the preceding vehicle based on the counted number of vehicles; and

And controlling the host vehicle so that the determined number of other vehicles enter between the host vehicle and the preceding vehicle on the host lane.

The specific embodiments of the present invention have been described above using the embodiments, but the present invention is not limited to such embodiments, and various modifications and substitutions can be made without departing from the scope of the present invention.

Claims (14)

1. A vehicle control system, wherein,

The vehicle control system includes:

An identification unit that identifies the surrounding environment of the host vehicle;

a driving control unit that controls the speed or steering of the vehicle based on the recognition result of the recognition unit;

A counting unit that counts, based on a recognition result of the recognition unit, the number of other vehicles that actually make a lane change between a first preceding vehicle traveling ahead of the host vehicle and a second preceding vehicle traveling ahead of the first preceding vehicle on a host lane from an adjacent lane until the first preceding vehicle reaches a junction end position from a predetermined junction start position; and

A number determination unit that determines, based on the number counted by the counting unit, the number of other vehicles allowed to enter from the adjacent lane to a lane change between the host vehicle and the first preceding vehicle,

The driving control unit controls the host vehicle so that the number of other vehicles determined by the number determination unit enter between the host vehicle and the first preceding vehicle on the host lane.

2. The vehicle control system according to claim 1, wherein,

The driving control unit causes the host vehicle to follow the other vehicle when the other vehicle finishes a lane change to the host vehicle and the first preceding vehicle on the host lane by an amount corresponding to the number of vehicles determined by the number determining unit.

3. The vehicle control system according to claim 1, wherein,

The vehicle control system further includes a receiving unit that receives an operation of an occupant of the host vehicle,

The number determination unit determines the designated number of units as the allowable number of units when the receiving unit receives an operation to designate the number of units.

4. The vehicle control system according to claim 3, wherein,

The receiving portion includes an operation detection sensor mounted to the brake pedal or the accelerator pedal.

5. The vehicle control system according to any one of claims 1 to 4, wherein,

The adjacent lanes are merging lanes where vehicles merging into the own lane travel.

6. The vehicle control system according to any one of claims 1 to 4, wherein,

The driving control unit controls the host vehicle so that the number of other vehicles determined by the number determination unit enters between the host vehicle and the first preceding vehicle in the host lane when the recognition unit recognizes that the vehicle train traveling in the adjacent lane stops sticking.

7. The vehicle control system according to any one of claims 1 to 4, wherein,

The number determination unit determines the allowable number of vehicles based on whether or not the driver of the host vehicle is performing the surrounding area monitoring.

8. The vehicle control system according to any one of claims 1 to 4, wherein,

The number determination unit determines the allowable number of vehicles to be smaller than a case where the behavior of the rear vehicle is not the first behavior when the behavior of the rear vehicle recognized by the recognition unit is the first behavior that is more rapid than the forward movement.

9. The vehicle control system according to any one of claims 1 to 4, wherein,

The number determination unit determines the allowable number of lanes based on a relative speed or a relative distance between the own lane and the adjacent lane.

10. The vehicle control system according to any one of claims 1 to 4, wherein,

The number determination unit determines the allowable number based on the vehicle type of the other vehicle that makes a lane change from the adjacent lane to the host vehicle on the host lane and the first preceding vehicle, which is recognized by the recognition unit.

11. The vehicle control system according to any one of claims 1 to 4, wherein,

The number determination unit determines the second number to be a smaller value when the predetermined arrival time of the host vehicle is delayed than when the predetermined arrival time is not delayed.

12. The vehicle control system according to any one of claims 1 to 4, wherein,

The counting unit counts the number of vehicles based on at least one of the creep time and the parking time of the first preceding vehicle recognized by the recognition unit.

13. A vehicle control method, wherein,

The vehicle control method causes a computer to perform the following processing:

Identifying the surrounding environment of the vehicle;

Controlling the speed or steering of the host vehicle based on the recognition result;

counting, based on the recognition result, the number of other vehicles that actually make a lane change between the first preceding vehicle traveling ahead of the host vehicle and a second preceding vehicle traveling ahead of the first preceding vehicle on the host lane from an adjacent lane until the first preceding vehicle reaches a junction end position from a prescribed junction start position;

Determining the number of other vehicles allowed to enter from the adjacent lane to the lane change between the host vehicle and the first preceding vehicle based on the counted number of vehicles; and

And controlling the host vehicle so that the determined number of other vehicles enter between the host vehicle and the first preceding vehicle on the host lane.

14. A storage medium storing a program, wherein,

The program causes a computer to perform the following processing:

Identifying the surrounding environment of the vehicle;

Controlling the speed or steering of the host vehicle based on the recognition result;

counting, based on the recognition result, the number of other vehicles that actually make a lane change between the first preceding vehicle traveling ahead of the host vehicle and a second preceding vehicle traveling ahead of the first preceding vehicle on the host lane from an adjacent lane until the first preceding vehicle reaches a junction end position from a prescribed junction start position;

Determining the number of other vehicles allowed to enter from the adjacent lane to the lane change between the host vehicle and the first preceding vehicle based on the counted number of vehicles; and

And controlling the host vehicle so that the determined number of other vehicles enter between the host vehicle and the first preceding vehicle on the host lane.