JP2013129328A - Device and method for controlling locus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device and method for controlling a locus which can improve reliability and safety of automatic driving.SOLUTION: The method for controlling a locus includes the steps of: detecting obstacles existing on the periphery of a vehicle; generating a plurality of target loci so that the vehicle avoids the detected obstacles; detecting, as a driver's intention, an avoiding direction of the vehicle relative to an obstacle, which is determined by the operation of the driver; selecting a target locus of the avoiding direction, on which the driver's intention is reflected, from the plurality of generated target loci; and executing locus control for avoiding the obstacle based on the selected target locus.

Description

  The present invention relates to a trajectory control device and a trajectory control method.

  2. Description of the Related Art Conventionally, a technique for realizing automatic driving by vehicle trajectory control has been disclosed.

  For example, Patent Document 1 uses simplified image processing and accurately calculates the lateral deviation and yaw angle deviation of the vehicle without being affected by the fluctuation in the pitch of the vehicle, thereby performing appropriate steering control of the steering. A vehicle lane keeping control device is disclosed. Further, Patent Document 2 discloses a steering assist device that appropriately traces a travel lane without giving a sense of incongruity to the driver by setting a steering assist control amount so as to obtain a steering characteristic suitable for the travel lane. ing. Further, in Patent Document 3, by taking into consideration environmental information outside the vehicle, it is determined whether to give weight to automatic driving or the driver's intervention operation. Techniques for performing are disclosed.

JP 2005-145402 A JP 2008-137612 A JP 2008-13069 A

  By the way, in the prior art, when the driver operates the steering during the automatic driving, the automatic driving is interrupted. For this reason, in the prior art, for example, a situation occurs in which the automatic driving is canceled even when the driver steers in the direction in which he wants to go during the automatic driving. Therefore, in the conventional technique, there is a situation in which the driver's intention is not reflected during the automatic driving, so there is room for improvement in terms of the reliability and safety of the automatic driving.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a trajectory control device and a trajectory control method capable of improving the reliability and safety of automatic driving.

  The present invention is a trajectory control device that performs trajectory control of a vehicle, the obstacle detecting means for detecting an obstacle existing around the vehicle, and the obstacle detected by the obstacle detecting means as the vehicle. Target trajectory generating means for generating a plurality of target trajectories for avoiding, intention detecting means for detecting the avoidance direction of the vehicle with respect to the obstacle as determined by the driver, as determined by the driver, Trajectory selection means for selecting a target trajectory in the avoidance direction that reflects the driver's intention detected by the intention detection means from the plurality of target trajectories generated by the target trajectory generation means, and the trajectory selection means And trajectory control means for executing trajectory control for avoiding the obstacle based on the target trajectory selected by (1).

  In the trajectory control device according to the present invention, the intention detection unit detects the avoidance direction of the vehicle with respect to the obstacle as the driver's intention based on at least one of a direction indicator, a steering torque, and a steering angle. It is preferable.

  The trajectory control device according to the present invention includes a vehicle information detection unit that detects a vehicle position and a vehicle state quantity of the vehicle, and the vehicle based on the vehicle position and the vehicle state quantity detected by the vehicle information detection unit. An avoidance limit point calculating means for calculating a limit position where the obstacle can be avoided with a predetermined steering amount as an avoidance limit point, and an arrival time of the vehicle to the avoidance limit point calculated by the avoidance limit point calculating means It is preferable to further comprise notification means for notifying the driver of information prompting the driver to indicate the avoidance direction of the vehicle with respect to the obstacle.

  In the trajectory control apparatus according to the present invention, the trajectory control means is configured such that the intention of the driver is not detected by the intention detecting means, and the vehicle position detected by the vehicle information detecting means is the avoidance limit point calculating means. When the avoidance limit point calculated by the above is exceeded, it is preferable to execute trajectory control for urgently avoiding the obstacle based on the target trajectory generated by the target trajectory generating means.

  The trajectory control device of the present invention further comprises priority setting means for setting priority of the driver's intention to be prioritized when the target trajectory is selected by the trajectory selection means, and the avoidance limit point calculating means is When the priority is set high by the priority setting means, the vehicle calculates a limit position at which the vehicle can avoid the obstacle with a predetermined steering amount as the avoidance limit point, and the priority setting means When the priority is set low, the position away from the obstacle to the vehicle side than the limit position is calculated as the avoidance limit point, and the intention detection means is the vehicle information detection means detected by the vehicle information detection means It is preferable to detect the driver's intention until the vehicle position exceeds the avoidance limit point calculated by the avoidance limit point calculation means.

  In the locus control apparatus of the present invention, it is preferable that the priority setting means sets the priority based on learning information indicating a past avoidance pattern of the driver.

  In the trajectory control device of the present invention, when the target trajectory in the avoidance direction corresponding to the driver's intention detected by the intention detection unit does not exist in the plurality of target trajectories generated by the target trajectory generation unit. It is preferable that the vehicle further includes an automatic driving canceling unit that cancels the automatic driving.

  In the trajectory control device of the present invention, the trajectory control means performs the trajectory control that avoids the obstacle based on the target trajectory selected by the trajectory selection means, and then changes the lane of the vehicle. It is preferable to execute trajectory control for returning the vehicle to the lane before the lane change.

  In the trajectory control device of the present invention, the trajectory control means changes the lane of the vehicle, and the obstacle on the lane before the lane change detected by the obstacle detection means is within a predetermined distance from the vehicle. When it exists, it is preferable to delay the timing for executing the trajectory control for returning the vehicle to the lane before the lane change.

  In the trajectory control device according to the present invention, the trajectory control means may be configured such that when the obstacle is not detected on the lane after the lane change of the vehicle by the obstacle detection means, the vehicle is placed in the lane before the lane change. It is preferable not to execute the trajectory control for restoring the.

  In the trajectory control device of the present invention, the trajectory control means returns the vehicle to the center of the lane after a predetermined time has elapsed when the vehicle is brought closer to the end side in the same lane by the driver's operation. It is preferable to execute the trajectory control.

  In the trajectory control device of the present invention, the trajectory control means moves the vehicle away from the vehicle, and the obstacle opposite to the width-adjusted direction detected by the obstacle detection means is within a predetermined distance from the vehicle. In the case where the vehicle exists, it is preferable not to execute trajectory control for returning the vehicle to the center of the lane.

  In the trajectory control device according to the present invention, when the trajectory control means is performing trajectory control for returning the vehicle to the center of the lane, an operation for bringing the vehicle back again by an operation of the driver is performed. The trajectory control for returning the vehicle to the center of the lane is preferably interrupted.

  Further, the trajectory control apparatus of the present invention is a trajectory control apparatus that performs trajectory control of a vehicle, and is determined by an obstacle detection unit that detects an obstacle present around the vehicle and a driver's operation. Reflecting the intention of the vehicle detected as the driver's intention with respect to the obstacle detected by the obstacle detector and the intention of the driver detected by the intention detector Target trajectory generating means for generating a target trajectory for avoiding the obstacle in the avoidance direction, and trajectory control for executing trajectory control for avoiding the obstacle based on the target trajectory generated by the target trajectory generating means. And means.

  The trajectory control method of the present invention is a trajectory control method that is executed in a trajectory control apparatus that performs trajectory control of a vehicle, the obstacle detecting step for detecting an obstacle present around the vehicle, and the obstacle detection. A target trajectory generating step for generating a plurality of target trajectories for the vehicle to avoid the obstacle detected in the step, and driving the avoidance direction of the vehicle relative to the obstacle determined by a driver's operation An intention detection step for detecting as the driver's intention, and the avoidance direction reflecting the driver's intention detected in the intention detection step from the plurality of target trajectories generated in the target trajectory generation step. A trajectory selection step for selecting a target trajectory, and a trajectory for executing trajectory control for avoiding the obstacle based on the target trajectory selected in the trajectory selection step. Characterized in that it comprises a control step, the.

  The trajectory control method of the present invention is a trajectory control method executed in a trajectory control device that performs trajectory control of a vehicle, an obstacle detection step for detecting an obstacle present around the vehicle, and a driver The intention detection step of detecting the avoidance direction of the vehicle with respect to the obstacle detected in the obstacle detection step as determined by the driver, and the intention detection step. A target trajectory generating step for generating a target trajectory for avoiding the obstacle in the avoidance direction reflecting the driver's intention, and the obstacle based on the target trajectory generated in the target trajectory generating step A trajectory control step for executing trajectory control for avoiding the trajectory.

  The trajectory control device according to the present invention has the effect of improving the reliability and safety of automatic driving.

FIG. 1 is a block diagram showing an example of the configuration of a trajectory control system according to the present invention. FIG. 2 is a diagram illustrating an example of a steering torque intention detection map according to the first embodiment. FIG. 3 is a diagram illustrating an example of a steering angle intention detection map according to the first embodiment. FIG. 4 is a diagram illustrating an example of a situation in which a target locus is selected in the first embodiment. FIG. 5 is a diagram illustrating another example of a situation in which a target locus is selected in the first embodiment. FIG. 6 is a diagram for explaining avoidance limit point calculation processing according to the first embodiment. FIG. 7 is a flowchart showing an example of a basic process of trajectory control in the trajectory control apparatus according to the first embodiment of the present invention. FIG. 8 is a flowchart showing an example of the details of the trajectory control process in the first embodiment of the trajectory control apparatus according to the present invention. FIG. 9 is a diagram illustrating an example of learning information according to the first embodiment. FIG. 10 is a flowchart showing an example of the details of the trajectory control process in the first modification of the first embodiment of the trajectory control apparatus according to the present invention. FIG. 11 is a diagram illustrating an example of a situation where the trajectory control process is performed in Modification 2 of Embodiment 1 of the trajectory control device according to the present invention. FIG. 12 is a diagram illustrating an example of a situation where the trajectory control process is performed in the third modification of the first embodiment of the trajectory control device according to the present invention. FIG. 13: is a figure which shows another example of the condition where the locus | trajectory control process in the modification 3 of Embodiment 1 of the locus | trajectory control apparatus concerning this invention is performed. FIG. 14 is a flowchart showing an example of a basic process of trajectory control in the second embodiment of the trajectory control apparatus according to the present invention.

  Embodiments of a trajectory control apparatus and a trajectory control method according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

Embodiment 1
The configuration of the trajectory control system according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of a trajectory control system according to the present invention. In FIG. 1, a peripheral vehicle will be described as an example of an obstacle existing around the vehicle (own vehicle). However, the present invention is not limited to this. It may be an existing object.

  In FIG. 1, reference numeral 10 denotes a vehicle, reference numeral 11 denotes an ECU (electronic control unit), reference numeral 12 denotes a vehicle-to-vehicle communication radio for transmitting and receiving information through vehicle-to-vehicle communication, and reference numeral 13 denotes position information. Reference numeral 14 denotes a vehicle information network (CAN: Control Area Network) composed of transmission paths connected to various sensors mounted on the vehicle 10, and reference numeral 15 denotes information. Reference numeral 16 denotes a speaker for outputting information by voice, reference numeral 17 denotes a storage unit for storing various data necessary for processing of the ECU 11, and reference numeral 20 denotes the vehicle capable of inter-vehicle communication with the vehicle 10. Reference numeral 30 denotes a surrounding vehicle that exists in the vicinity of 10, and reference numeral 30 denotes a GPS (Global Positioni) that distributes position information to the vehicle 10 g System: a global positioning system). In FIG. 1, reference numeral 11 a is an obstacle detection unit, reference numeral 11 b is a vehicle information detection unit, reference numeral 11 c is a target locus generation unit, reference symbol 11 d is an intention detection unit, and reference symbol 11 e is a locus selection. 11 f is a priority setting unit, 11 g is an avoidance limit point calculation unit, 11 h is a notification unit, 11 i is a trajectory control unit, and 11 j is an automatic driving cancellation unit. is there. In FIG. 1, the surrounding vehicle 20 is assumed to include at least a vehicle-to-vehicle communication radio, a GPS antenna / receiver, a vehicle information network, and the like, similar to the vehicle 10.

  The trajectory control system according to the present invention is configured such that the ECU 11 (including the trajectory control apparatus according to the present invention) mounted on the vehicle 10 communicates with the surrounding vehicle 20 and the GPS 30 that exist in the vicinity of the vehicle 10. Automatic control is realized by executing the control.

  Here, in FIG. 1, an ECU 11 is an electronic control unit mounted on the vehicle 10, and is obtained from the inter-vehicle communication radio device 12, the GPS antenna / receiver 13, the vehicle information network 14, the storage unit 17, and the like. Output data is generated based on the various data to be output, and the output data is output via the display 15 and the speaker 16 or the like. Here, the ECU 11 includes an obstacle detection unit 11a, a vehicle information detection unit 11b, a target locus generation unit 11c, an intention detection unit 11d, a locus selection unit 11e, a priority setting unit 11f, an avoidance limit point calculation unit 11g, and a notification unit 11h. , A trajectory control unit 11i, and an automatic driving cancellation unit 11j.

  Of the ECU 11, the obstacle detection unit 11 a is an obstacle detection unit that detects an obstacle present around the vehicle 10. The obstacle includes at least one of a peripheral vehicle 20, a separation zone, and a falling object that exist around the vehicle 10. The obstacle detection unit 11a detects a target object existing within a predetermined distance around the vehicle 10 as an obstacle.

  The obstacle detection unit 11a further acquires obstacle information indicating the position and orientation of the obstacle. For example, when the obstacle is the surrounding vehicle 20, the obstacle detecting unit 11 a acquires obstacle information indicating the position and direction of the surrounding vehicle 20 via the inter-vehicle communication radio device 12. In this case, the obstacle detection unit 11a uses the position information indicating the position of the surrounding vehicle 20 acquired from the GPS 30 by the GPS antenna / receiver 13 of the surrounding vehicle 20 and the vehicle information network 14 from the direction sensor of the surrounding vehicle 20. The azimuth information indicating the azimuth of the surrounding vehicle 20 obtained via the vehicle is obtained as obstacle information via the inter-vehicle communication radio 12. Further, the obstacle detection unit 11a may acquire position information and direction information of the surrounding vehicle 20 acquired from the surrounding monitoring sensor 14a of the vehicle 10 via the vehicle information network 14 as the obstacle information. The peripheral monitoring sensor 14a is configured by a millimeter wave radar, a laser radar, an in-vehicle camera, or the like. The surrounding monitoring sensor 14a is installed at any position such as the front, side, and rear of the vehicle 10.

  When the obstacle is a separation band, the obstacle detection unit 11a uses the position information and direction information of the separation band obtained from the surrounding monitoring sensor 14a of the vehicle 10 via the vehicle information network 14 as the obstacle information. get. Alternatively, the obstacle detection unit 11a acquires the position information and direction information of the separation band determined from the map data 17a including the road data stored in the storage unit 17 as the obstacle information. When the obstacle is a falling object, the obstacle detection unit 11a uses the position information and the direction information of the falling object acquired from the surrounding monitoring sensor 14a of the vehicle 10 via the vehicle information network 14 as the obstacle information. get.

  The vehicle information detection unit 11b is vehicle information detection means for detecting the vehicle position and the vehicle state quantity of the vehicle 10. Here, the vehicle position is the current position of the vehicle 10. The vehicle state quantity includes, for example, an on / off state of the direction indicator, steering torque (MT), steering angle (MA), vehicle speed (V), lateral acceleration (a), yaw rate (YR), and the like. The vehicle information detection unit 11 b detects the vehicle position based on the position information acquired from the GPS 30 by the GPS antenna / receiver 13 of the vehicle 10. Moreover, the vehicle information detection part 11b detects a vehicle state quantity via the vehicle information network 14 from various sensors.

  The vehicle information detection unit 11b detects a vehicle state quantity indicating the on / off state of the direction indicator of the vehicle 10 via the vehicle information network 14 from the direction indication switch 14b. The direction indicator switch 14b is a switch that controls on / off switching of the direction indicator of the vehicle 10 according to the operation of the driver's direction indicator. The vehicle information detection unit 11b detects a vehicle state quantity indicating the steering torque of the vehicle 10 via the vehicle information network 14 from the torque sensor 14c. The torque sensor 14c is a sensor that detects the torsional magnitude and direction of the torsion bar of the vehicle 10 in accordance with the driver's steering operation. The vehicle information detection unit 11b detects a vehicle state quantity indicating the steering angle of the vehicle 10 via the vehicle information network 14 from the steering angle sensor 14d. The steering angle sensor 14d is a sensor that detects the steering angle magnitude and steering direction of the vehicle 10 in accordance with the driver's steering operation. The vehicle information detection unit 11b detects a vehicle state quantity indicating the vehicle speed of the vehicle 10 via the vehicle information network 14 from the vehicle speed sensor 14e. The vehicle speed sensor 14e is a sensor that detects a pulse signal output according to the rotation of the wheel.

  The various sensors are not limited to those illustrated in FIG. The vehicle information detection unit 11b may detect a vehicle state quantity indicating the lateral acceleration of the vehicle 10 via a vehicle information network 14 from a lateral acceleration sensor (not shown). The lateral acceleration sensor is a sensor configured to be able to detect the lateral acceleration of the vehicle 10. The vehicle information detection unit 11b may detect a vehicle state quantity indicating the yaw rate of the vehicle 10 via the vehicle information network 14 from a yaw rate sensor (not shown). The yaw rate sensor is a sensor that detects that a rotational force in the yaw direction is acting on the vehicle 10.

  The target trajectory generation unit 11c is a target trajectory generation unit that generates a plurality of target trajectories for the vehicle 10 to avoid the obstacle detected by the obstacle detection unit 11a. The target trajectory generation unit 11c includes the obstacle information acquired by the obstacle detection unit 11a, the vehicle position and the vehicle state quantity detected by the vehicle information detection unit 11b, and the map data 17a stored in the storage unit 17 and the like. Based on this, the vehicle 10 generates a plurality of target trajectories for avoiding the obstacle.

  The intention detection unit 11d is intention detection means that detects the avoidance direction of the vehicle 10 with respect to the obstacle detected by the obstacle detection unit 11a as the driver's intention. The intention detection unit 11d preferably detects the avoidance direction of the vehicle 10 with respect to the obstacle as the driver's intention based on at least one of the direction indicator, the steering torque, and the steering angle.

  For example, the intention detection unit 11d detects the avoidance direction of the vehicle 10 with respect to the obstacle as the driver's intention based on the vehicle state quantity indicating the on / off state of the direction indicator acquired by the vehicle information detection unit 11b. When the direction indicator provided on the right side of the vehicle 10 is in the ON state, the intention detection unit 11d indicates that the traveling direction of the vehicle 10 is the upward direction and the right direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the obstacle. Predict and detect the direction as the driver's intention. When the direction indicator provided on the left side of the vehicle 10 is in the on state, the intention detection unit 11d indicates that the traveling direction of the vehicle 10 is an upward direction and the left direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to an obstacle. Predict and detect the direction as the driver's intention.

  For example, the intention detection unit 11d detects the avoidance direction of the vehicle 10 with respect to the obstacle as the driver's intention based on the vehicle state quantity indicating the steering torque acquired by the vehicle information detection unit 11b. When the torsion bar twist direction detected by the torque sensor 14c is a direction corresponding to the right direction of the vehicle 10, the intention detection unit 11d indicates the avoidance direction of the vehicle 10 with respect to the obstacle. And the direction is detected as the driver's intention. When the torsion bar twist direction detected by the torque sensor 14c is a direction corresponding to the left direction of the vehicle 10, the intention detection unit 11d indicates the avoidance direction of the vehicle 10 with respect to the obstacle. And the direction is detected as the driver's intention.

  Further, when the intention detection unit 11d predicts the avoidance direction of the vehicle 10 with respect to the obstacle based on the direction of the torsion bar screw detected by the torque sensor 14c, the torsion bar torsion detected by the torque sensor 14c is large. Based on the magnitude of the steering torque corresponding to this, it is determined whether the driver's intention is reflected in the steering operation. For example, the intention detection unit 11d refers to a steering torque intention detection map 17b as shown in FIG. 2 stored in the storage unit 17, and determines whether or not the driver's intention is reflected in the steering operation. To do.

  Here, an example of the steering torque intention detection map 17b according to the present embodiment will be described with reference to FIG. FIG. 2 is a diagram illustrating an example of the steering torque intention detection map 17b according to the first embodiment. As shown in FIG. 2, in the steering torque intention detection map 17b, a dead zone area, a locus selection area, and a locus control release area are set according to the magnitude (Nm) of the steering torque. In the example of FIG. 2, the dead zone region is set such that the magnitude of the steering torque is “0 to 1.5 Nm”. In the trajectory selection area, the magnitude of the steering torque is set in a range of “1.5 to 5 Nm”. In the trajectory control release region, the magnitude of the steering torque is set in a range of “5 Nm˜”.

  As shown in FIG. 2, the intention detection unit 11d has a case where the magnitude of the steering torque acquired by the vehicle information detection unit 11b is within a range of a dead zone of “0 to 1.5 Nm” that is a relatively small value. Then, it is determined that there is no particular intention of the driver in the driver's steering operation. In other words, the range of the dead zone region defines the range of play of the steering operation. On the other hand, if the magnitude of the steering torque acquired by the vehicle information detection unit 11b is within the range of the trajectory selection region of “1.5 to 5 Nm”, the intention detection unit 11d is used for the driver's steering operation. It is determined that the driver's intention to avoid the obstacle is reflected. That is, the intention detection unit 11d determines that the driver has an intention to select a trajectory to avoid an obstacle when the magnitude of the steering torque exceeds a predetermined threshold (1.5 Nm in FIG. 2). Then, the avoidance direction of the vehicle 10 with respect to the obstacle is detected based on the twist direction of the torsion bar detected by the torque sensor 14c. The avoidance direction detected by the intention detection unit 11d is taken into account when the target trajectory for avoiding the obstacle is selected by the trajectory selection unit 11e described later. In addition, the intention detection unit 11d determines that the steering of the driver is not performed when the magnitude of the steering torque acquired by the vehicle information detection unit 11b is within the range of the locus control release region of “5 Nm˜” that is a relatively large value. It is determined that the operation is a sudden handle operation for urgently avoiding an obstacle. When the sudden handle operation is detected by the intention detecting unit 11d, the automatic driving canceling unit 11j described later cancels the automatic driving by the trajectory control in order to give the highest priority to the driving control by the driver's operation. The range of each region in the steering torque intention detection map 17b shown in FIG. 2 is not limited to this, and can be changed according to various situations such as narrowing the dead zone when the distance to the obstacle is short. It is.

  Returning to FIG. 1, the intention detection unit 11 d detects the avoidance direction of the vehicle 10 with respect to the obstacle as the driver's intention based on the vehicle state quantity indicating the steering angle acquired by the vehicle information detection unit 11 b. When the steering direction detected by the steering angle sensor 14d is the right direction, the intention detection unit 11d predicts that the right direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the obstacle, and drives the direction. Is detected as a person's intention. When the steering direction detected by the steering angle sensor 14d is the left direction, the intention detection unit 11d predicts that the left direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the obstacle, and determines the direction of the driver. Detect as intention.

  In addition, when the intention detection unit 11d predicts the avoidance direction of the vehicle 10 with respect to the obstacle based on the steering direction of the steering detected by the steering angle sensor 14d, the magnitude of the steering angle of the steering detected by the steering angle sensor 14d. Based on this, it is determined whether the driver's intention is reflected in the steering operation. For example, the intention detection unit 11d refers to a steering angle intention detection map 17c as shown in FIG. 3 stored in the storage unit 17, and determines whether or not the driver's intention is reflected in the steering operation. To do.

  Here, an example of the steering angle intention detection map 17c according to the present embodiment will be described with reference to FIG. FIG. 3 is a diagram illustrating an example of the steering angle intention detection map 17c according to the first embodiment. As shown in FIG. 3, in the steering angle intention detection map 17c, a dead zone area, a locus selection area, and a locus control release area are set according to the magnitude (deg) of the steering angle. In the example of FIG. 3, in the dead zone region, the steering angle is set in a range of “0 to 15 degrees”. In the trajectory selection area, the steering angle is set in a range of “15 to 60 degrees”. In the trajectory control release region, the magnitude of the steering angle is set in the range of “60 deg˜”.

  As illustrated in FIG. 3, the intention detection unit 11d operates when the size of the steering angle acquired by the vehicle information detection unit 11b is within a range of a dead zone region of “0 to 15 degrees” that is a relatively small value. It is determined that there is no particular intention of the driver for the driver's steering operation. In other words, the range of the dead zone defines the range of steering play. On the other hand, when the magnitude of the steering angle acquired by the vehicle information detection unit 11b is within the range of the trajectory selection region of “15 to 60 deg”, the intention detection unit 11d does not obstruct the driver's steering operation. It is determined that the driver's intention to avoid the vehicle is reflected. That is, the intention detection unit 11d determines that the driver has an intention to select a trajectory to avoid an obstacle when the magnitude of the steering angle exceeds a predetermined threshold (15 deg in FIG. 3). The avoidance direction of the vehicle 10 with respect to the obstacle is detected based on the steering direction of the steering detected by the steering angle sensor 14d. The avoidance direction detected by the intention detection unit 11d is taken into account when the target trajectory for avoiding the obstacle is selected by the trajectory selection unit 11e described later. Note that the intention detection unit 11d determines that the driver's steering operation is not performed when the magnitude of the steering angle acquired by the vehicle information detection unit 11b is within the range of the locus control release region of “60 deg”, which is a relatively large value. It is determined that the operation is a sudden handle operation for urgently avoiding an obstacle. When the sudden handle operation is detected by the intention detecting unit 11d, the automatic driving canceling unit 11j described later cancels the automatic driving by the trajectory control in order to give the highest priority to the driving control by the driver's operation. The range of each area in the steering angle intention detection map 17c shown in FIG. 3 is not limited to this, and can be changed according to various situations such as narrowing the dead zone when the distance to the obstacle is short. It is.

  Returning to FIG. 1, the intention detection unit 11d can avoid an obstacle with a predetermined steering amount by the vehicle 10 in which the vehicle position detected by the vehicle information detection unit 11b is calculated by an avoidance limit point calculation unit 11g described later. The driver's intention is detected until the avoidance limit is exceeded. The predetermined steering amount is a steering amount that is lower than the steering amount when the sudden steering operation is performed, and is a steering amount such that the driver's lateral acceleration does not become a burden.

  The intention detection unit 11d detects the direction of the driver's line of sight using a camera that can detect the movement of the driver's eyeball provided on a dashboard or the like in the cabin of the vehicle 10, thereby The direction may be predicted to indicate the avoidance direction of the vehicle 10 with respect to the obstacle, and the direction may be detected as the driver's intention. In addition, the intention detection unit 11d is indicated by the driver's voice by detecting the driver's voice using a microphone that can detect the driver's voice provided on a dashboard or the like in the cabin of the vehicle 10. The avoidance direction of the vehicle 10 with respect to the obstacle may be detected as the driver's intention.

  In addition, the intention detection unit 11d may detect, as the driver's intention, the avoidance direction of the vehicle 10 with respect to an obstacle predicted by a change in other vehicle state quantities or other driver characteristics. For example, the intention detection unit 11d predicts that the direction in which the lateral acceleration is detected by the lateral acceleration sensor mounted on the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the obstacle, and detects the direction as the driver's intention. May be. In addition, the intention detection unit 11d detects the inclination of the load of the driver using a load sensor provided on a seat or the like in the vehicle interior of the vehicle 10, so that the direction in which the heavy load is detected is the vehicle 10 with respect to the obstacle. The direction may be detected as the intention of the driver.

  The trajectory selection unit 11e is trajectory selection means for selecting a target trajectory in an avoidance direction that reflects the driver's intention detected by the intention detection unit 11d from a plurality of target trajectories generated by the target trajectory generation unit 11c. .

  Here, an example of a situation in which the trajectory selection unit 11e selects a target trajectory will be described with reference to FIG. FIG. 4 is a diagram illustrating an example of a situation in which a target locus is selected in the first embodiment. In the example shown in FIG. 4, the vehicle 10 is traveling in the center lane (2) among the three lanes (1) to (3). In front of the vehicle 10, a peripheral vehicle 20-1 of a large vehicle is traveling on the same lane (2) as the vehicle 10. In addition, on the lane (1) on the left side of the lane (2), the peripheral vehicle 20-2 of the small vehicle is traveling. It should be noted that the surrounding vehicle 20 is not traveling on the lane (3) on the right side of the lane (2).

  In the situation illustrated in FIG. 4, as an example, the ECU 11 performs the following processing. The obstacle detection unit 11a detects the surrounding vehicle 20-1 existing within a predetermined distance in front of the vehicle 10 as an obstacle. The obstacle detection unit 11a acquires the position information and direction information of the surrounding vehicle 20-1 acquired from the surrounding monitoring sensor 14a installed in front of the vehicle 10 through the vehicle information network 14 as the obstacle information. The vehicle information detection unit 11b detects the vehicle position and the vehicle state quantity of the vehicle 10. The target locus generation unit 11c includes the obstacle information of the surrounding vehicle 20-1 acquired by the obstacle detection unit 11a, the vehicle position and vehicle state quantity of the vehicle 10 detected by the vehicle information detection unit 11b, and the storage unit 17. A plurality of target loci for the vehicle 10 to avoid the surrounding vehicle 20-1 based on the map data 17a including the road data of the three lanes (1) to (3) shown in FIG. In FIG. 4, a target locus (a) and a target locus (b)) are generated.

  Here, as shown in FIG. 4, during the automatic driving by the trajectory control of the vehicle 10, there are two target trajectories (a) and (b) generated by the target trajectory generating unit 11c. However, it is conceivable that the driver recognizes that the surrounding vehicle 20-2 is traveling in the lane (1). In this case, the target locus (b) toward the lane (3) where the peripheral vehicle 20 is not traveling is more reliable than the target locus (a) toward the lane (1) where the surrounding vehicle 20-2 is traveling. Are considered to be highly safe and safe. In consideration of this, in the example shown in FIG. 4, it is assumed that the driver performs the steering operation in the right direction. In this case, the intention detection unit 11d confirms that the magnitude of the steering angle detected by the steering angle sensor 14d exceeds a predetermined threshold (15 deg in FIG. 3 described above), and notifies the driver of the surrounding vehicle. It is determined that there is an intention to select a trajectory to avoid 20-1. Then, the intention detection unit 11d predicts that the right direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 relative to the surrounding vehicle 20-1 when the steering direction of the steering detected by the steering angle sensor 14d is the right direction. The direction is detected as the driver's intention.

  In the situation shown in FIG. 4 described above, the trajectory selection unit 11e detects the driver's detection detected by the intention detection unit 11d from the target trajectory (a) and the target trajectory (b) generated by the target trajectory generation unit 11c. The target trajectory (b) in the right direction reflecting the intention is selected.

  Returning to FIG. 1, the priority setting unit 11f is a priority setting unit that sets the priority of the driver's intention to be given priority when the trajectory selection unit 11e selects a target trajectory. In the priority, when the target trajectory generation unit 11c generates a target trajectory that avoids an obstacle, the trajectory selection unit 11e selects the generated target trajectory and performs trajectory control based on the selected target trajectory. It is a degree which shows how much priority is given from.

  Here, referring to FIG. 5, a situation in which the trajectory selection unit 11e selects a target trajectory is exemplified by a case where the priority is set high by the priority setting unit 11f and a case where the priority is set low. Another example will be described. FIG. 5 is a diagram illustrating another example of a situation in which a target locus is selected in the first embodiment. In the example shown in FIG. 5, the vehicle 10 is traveling in the central lane (2) among the three lanes (1) to (3), and shows a state in which the vehicle 10 approaches the surrounding vehicle 20 as time elapses. Yes. In FIG. 5, target trajectories a to e for the vehicle 10 to avoid the surrounding vehicle 20 and move to the position of the vehicle 10-3 on the lane (1) are generated by the target trajectory generation unit 11c. It is assumed that the steering operation is performed in the left direction.

  In the example illustrated in FIG. 5, when the priority is set high by the priority setting unit 11f, the degree of intervention of the driver's intention in the automatic driving by the trajectory control is set high. In this case, the intention detection unit 11d avoids the surrounding vehicle 20 by a predetermined steering amount when the vehicle position of the vehicle 10 detected by the vehicle information detection unit 11b is calculated by an avoidance limit point calculation unit 11g described later. The driver's intention is detected until an avoidance limit point that is a possible limit position (a first avoidance limit point corresponding to the position of the vehicle 10-2 in FIG. 5) is exceeded. That is, as shown in FIG. 5, the intention detection unit 11d selects the driver's intention to select the target trajectories a to e generated by the target trajectory generation unit 11c until the vehicle 10 reaches the position of the vehicle 10-2. Is detected. Thereby, when the priority is set high by the priority setting unit 11f, the trajectory control device can prioritize the trajectory control based on the target trajectory selected by the driver's intention to the avoidance limit point.

  On the other hand, when the priority is set low by the priority setting unit 11f, the degree of intervention of the driver's intention in the automatic driving by the trajectory control is set low. In this case, the avoidance limit point calculation unit 11g, which will be described later, avoids a position farther from the surrounding vehicle 20 toward the vehicle 10 than the limit position (the first avoidance limit point corresponding to the position of the vehicle 10-2 in FIG. 5). It is calculated as a limit point (second avoidance limit point corresponding to the position of the vehicle 10-1 in FIG. 5). Then, the intention detection unit 11d operates until the vehicle position of the vehicle 10 detected by the vehicle information detection unit 11b exceeds the avoidance limit point (second avoidance limit point) calculated by the avoidance limit point calculation unit 11g. The will of the person. That is, as shown in FIG. 5, the intention detection unit 11d selects the driver's intention to select the target trajectories a to b generated by the target trajectory generation unit 11c until the vehicle 10 reaches the position of the vehicle 10-1. Is detected. In other words, the intention detection unit 11d does not detect the driver's intention until the position of the vehicle 10-2. Therefore, when the trajectory control device exceeds the position of the vehicle 10-1, the driver sets the target trajectories d and e by the driver. Trajectory control is started based on the target trajectory c without waiting for selection. Thereby, when the priority is set low by the priority setting unit 11f, the trajectory control device generates the target trajectory regardless of the driver's intention, rather than the trajectory control based on the target trajectory selected by the driver's intention. The trajectory control based on the target trajectory generated by the unit 11c can be prioritized.

  Here, the priority setting unit 11f may set the priority based on learning information indicating the driver's past avoidance pattern stored in the learning information database 17d of the storage unit 17. The learning information is information learned by the processing of the ECU 11 during execution of automatic driving by trajectory control or cancellation of automatic driving. The learning information is information including a travel lane frequently used by the driver, avoidance timing of lane change, etc., lateral acceleration at avoidance, steering angle at avoidance, yaw rate at avoidance, and the like. For example, the learning information includes, for example, the time from the operation of the direction indicator to the avoidance and the distance to the obstacle at the start of avoidance as the avoidance timing.

  Returning to FIG. 1, the avoidance limit point calculation unit 11g avoids a limit position where the vehicle 10 can avoid an obstacle with a predetermined steering amount based on the vehicle position and the vehicle state quantity detected by the vehicle information detection unit 11b. It is an avoidance limit point calculation means for calculating as a limit point. The predetermined steering amount is a steering amount that is lower than the steering amount at the time of performing the sudden steering operation, and is such that the lateral acceleration applied to the driver is not burdened.

  Here, with reference to FIG. 6 and the following formulas (1) to (7), details of the avoidance limit point calculation process by the avoidance limit point calculation unit 11g will be described. FIG. 6 is a diagram for explaining avoidance limit point calculation processing according to the first embodiment. FIG. 6 shows a situation where the surrounding vehicle 20 is traveling ahead on the same lane as the vehicle 10. In FIG. 6, “A” is the center position of the vehicle 10, “x” is the distance from A to the position in front of the surrounding vehicle 20, and “B” is from the position in front of the surrounding vehicle 20 to the periphery The position is shifted to the right by “y” distance longer than the width of the vehicle 20, R is the radius of the circumscribed circle of the triangle ABC, and “V” is the vehicle speed of the vehicle 10.

数式（１）において、「ａ」は横加速度であり、「Ｖ」は車両１０の車速であり、「Ｒ」は三角形ＡＢＣの外接円の半径であり、「ＹＲ」はヨーレートである。 In FIG. 6, the following formula (1) is established.

In Equation (1), “a” is the lateral acceleration, “V” is the vehicle speed of the vehicle 10, “R” is the radius of the circumscribed circle of the triangle ABC, and “YR” is the yaw rate.

  Specifically, the avoidance limit point calculation unit 11g calculates the lateral acceleration “a” or the yaw rate “YR” indicated by the equation (1) as indicated by the following equations (2) to (7), The avoidance limit point is calculated.

In FIG. 6, “c” corresponding to the line segment AB is the square root of the sum of the square of x and the square of y, as shown in Equation (2).

Equation (3) is established by the sine theorem.

Here, the inverse sine (arc tangent) of “sinC” in Equation (3) is shown in Equation (4).

Equation (5) can be derived from the above equations (2) to (4).

ここで、横加速度「ａ」の絶対値は所定閾値より大きい（｜ａ｜＞所定閾値）。 Therefore, Equation (6) can be derived from Equation (1).

Here, the absolute value of the lateral acceleration “a” is larger than a predetermined threshold (| a |> predetermined threshold).

ここで、ヨーレート「ＹＲ」の絶対値は所定閾値より大きい（｜ＹＲ｜＞所定閾値）。 In addition, the mathematical formula (7) can be derived from the mathematical formulas (1) and (6).

Here, the absolute value of the yaw rate “YR” is larger than a predetermined threshold (| YR |> predetermined threshold).

  As described above, the avoidance limit point calculation unit 11g calculates the lateral acceleration “a” or the yaw rate “YR” that occurs when the vehicle 10 avoids an obstacle. The avoidance limit point calculation unit 11g may further consider the collision time with the obstacle (distance obtained by dividing the distance between the two by the relative speed). The avoidance limit point calculation unit 11g may calculate a maximum lateral acceleration “a” or a yaw rate “YR” by obtaining a future target locus by a vehicle motion equation or a simulation. Then, the avoidance limit point calculation unit 11g determines that the distance between the obstacle and the vehicle 10 when the lateral acceleration “a” or the yaw rate “YR” exceeds the predetermined threshold is the avoidance limit, and the vehicle 10 side of this distance The position of the starting point is calculated using the limit position that can be avoided by a predetermined steering amount as the avoidance limit point.

  Here, the avoidance limit point calculation unit 11g is set when the priority is set high by the priority setting unit 11f (that is, when the predetermined threshold used in the formula (6) or (7) is set to a large value). The limit position where the vehicle 10 can avoid an obstacle with a predetermined steering amount (the position of the vehicle 10-2 in FIG. 5 described above) is calculated as the avoidance limit point. Further, the avoidance limit point calculation unit 11g is set when the priority is set low by the priority setting unit 11f (that is, when the predetermined threshold used in the formula (6) or (7) is set to a small value), A position (position of the vehicle 10-1 in FIG. 5 described above) that is further away from the obstacle than the limit position (position of the vehicle 10-2 in FIG. 5 described above) is calculated as an avoidance limit point.

  Returning to FIG. 1, when the arrival time of the vehicle 10 up to the avoidance limit point calculated by the avoidance limit point calculation unit 11g is equal to or less than a predetermined threshold, the notification unit 11h instructs the driver to avoid the vehicle 10 with respect to the obstacle. It is a notification means which notifies the information which prompts to show. For example, the notification unit 11h may display information that prompts the display 15 to indicate the avoidance direction of the vehicle 10 with respect to the obstacle, and outputs information prompting the speaker 16 to indicate the avoidance direction of the vehicle 10 with respect to the obstacle. May be. The notification unit 11h has a visual effect such as sound and warning lights, a monitor, etc., adjusts the tension of the seat belt, or generates vibrations on the seat, etc. Control that prompts the user to indicate the avoidance direction may be executed.

  The trajectory control unit 11i is trajectory control means for executing trajectory control for avoiding an obstacle based on the target trajectory selected by the trajectory selection unit 11e. For example, the trajectory control unit 11i executes trajectory control that avoids the surrounding vehicle 20 based on the target trajectory (b) selected by the trajectory selection unit 11e as shown in FIG. Here, the trajectory control unit 11i is an avoidance limit point in which the intention of the driver is not detected by the intention detection unit 11d and the vehicle position detected by the vehicle information detection unit 11b is calculated by the avoidance limit point calculation unit 11g. Is exceeded, trajectory control for urgently avoiding an obstacle is executed based on the target trajectory generated by the target trajectory generating unit 11c.

  The automatic driving cancellation unit 11j performs automatic driving when the target trajectory in the avoidance direction corresponding to the driver's intention detected by the intention detecting unit 11d does not exist in the plurality of target trajectories generated by the target trajectory generating unit 11c. It is an automatic driving | operation cancellation | release means to cancel | release. Further, as shown in FIG. 2 and FIG. 3 described above, the automatic driving cancellation unit 11j is configured such that when the magnitude of the steering torque exceeds a predetermined threshold (5 Nm in FIG. 2 described above), or the magnitude of the steering angle. When the value exceeds a predetermined threshold (60 deg in FIG. 3 described above), automatic driving by trajectory control is canceled in order to give top priority to driving control by the driver's operation.

  The inter-vehicle communication wireless device 12 is a communication unit that transmits and receives information such as obstacle information and vehicle state quantities with the surrounding vehicle 20 by inter-vehicle communication. The inter-vehicle communication radio device 12 provides the ECU 11 with the received obstacle information and vehicle state quantity of the surrounding vehicle 20.

  The GPS antenna / receiver 13 is a communication unit that receives position information distributed from the GPS 30. The GPS antenna / receiver 13 provides the received position information to the ECU 11. Here, the GPS antenna / receiver 13 may receive the position information of the surrounding vehicle 20 existing around the vehicle 10 in addition to the position information of the vehicle 10.

  The vehicle information network 14 is an in-vehicle network composed of transmission paths connected to various sensors mounted on the vehicle 10. The vehicle information network 14 provides the ECU 11 with information indicating the state of the vehicle 10 detected by various sensors. Here, the various sensors include, for example, the peripheral monitoring sensor 14a, the direction indicating switch 14b, the torque sensor 14c, the steering angle sensor 14d, the vehicle speed sensor 14e, the lateral acceleration sensor, the yaw rate sensor, the azimuth sensor, the accelerator opening sensor, and the brake sensor. including.

  The display 15 is a display unit that displays information provided by the processing of the ECU 11. For example, the display 15 displays information that prompts the driver 10 to indicate the avoidance direction of the vehicle 10 with respect to the obstacle notified to the driver by the notification unit 11 h of the ECU 11. For example, the display 15 may be a display that displays a device meter or navigation.

  The speaker 16 is sound output means for outputting information provided by the processing of the ECU 11 as sound. The speaker 16 outputs, for example, information prompting to indicate the avoidance direction of the vehicle 10 with respect to the obstacle notified to the driver by the notification unit 11h of the ECU 11.

  The storage unit 17 stores data, and is, for example, a RAM (Random Access Memory), a ROM (Read Only Memory), or a hard disk. In the present embodiment, the storage unit 17 includes map data 17a including road data, the steering torque intention detection map 17b shown in FIG. 2, the steering angle intention detection map 17c shown in FIG. At least the learning information database 17d is stored. Moreover, the memory | storage part 17 may memorize | store the audio | voice data required for the predetermined threshold value and navigation used for various determinations.

  The peripheral vehicle 20 is a vehicle that exists in the vicinity of the vehicle 10 capable of inter-vehicle communication with the vehicle 10. Similar to the vehicle 10, the surrounding vehicle 20 includes at least a vehicle-to-vehicle communication radio device, a GPS antenna / receiver, a vehicle information network, and the like. The GPS 30 is an artificial satellite that monitors the position of the vehicle 10 or the like and distributes position information of the vehicle 10 or the like every predetermined time or in response to a request from the vehicle 10 or the like.

  Next, with reference to FIGS. 7 to 9, the trajectory control process in the first embodiment performed by the ECU 11 having the above-described configuration will be described. FIG. 7 is a flowchart showing an example of a basic process of trajectory control in the trajectory control apparatus according to the first embodiment of the present invention.

  In the following processing, the peripheral vehicle 20 is described as an example of the obstacle, but the present invention is not limited to this. This process may be repeatedly executed at predetermined time intervals by the process of the ECU 11, or may be executed when it is determined that there is a surrounding vehicle 20 capable of inter-vehicle communication.

  As shown in FIG. 7, the obstacle detection unit 11a of the ECU 11 detects the surrounding vehicle 20 existing in front of the vehicle 10 (step SA-1). The obstacle detection unit 11a of the ECU 11 further acquires obstacle information indicating the position and orientation of the surrounding vehicle 20.

  And the vehicle information detection part 11b of ECU11 detects the vehicle position and vehicle state quantity of the vehicle 10 (step SA-2). Here, the vehicle position is the current position of the vehicle 10. The vehicle state quantity includes, for example, an on / off state of the direction indicator, steering torque (MT), steering angle (MA), vehicle speed (V), lateral acceleration (a), yaw rate (YR), and the like.

  Then, the target trajectory generation unit 11c of the ECU 11 generates a plurality of target trajectories for the vehicle 10 to avoid the surrounding vehicle 20 detected by the processing of the obstacle detection unit 11a in Step SA-1 (Step SA- 3). The target locus generation unit 11c includes obstacle information acquired by the process of the obstacle detection unit 11a in step SA-1, and the vehicle position and vehicle state detected by the process of the vehicle information detection unit 11b in step SA-2. Based on the quantity and the map data 17 a stored in the storage unit 17, the vehicle 10 generates a plurality of target trajectories for avoiding the surrounding vehicle 20.

  And the intention detection part 11d of ECU11 determines the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 detected by the process of the obstruction detection part 11a in step SA-1 determined by a driver | operator's operation. It detects as intention (step SA-4). The intention detection unit 11d detects the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 as the driver's intention based on at least one of the direction indicator, the steering torque, and the steering angle.

  And the locus | trajectory selection part 11e of ECU11 is the driving | operation detected by the process of the intention detection part 11d in step SA-4 from the several target locus | trajectory produced | generated by the process of the target locus | trajectory generation part 11c in step SA-3. The target trajectory in the avoidance direction reflecting the intention of the person is selected (step SA-5).

  And the locus | trajectory control part 11i of ECU11 performs the locus | trajectory control which avoids the surrounding vehicle 20 based on the target locus | trajectory selected by the process of the locus | trajectory selection part 11e in step SA-5 (step SA-6).

  Next, details of the trajectory control process shown in FIG. 7 will be described with reference to FIG. FIG. 8 is a flowchart showing an example of the details of the trajectory control process in the first embodiment of the trajectory control apparatus according to the present invention.

  As shown in FIG. 8, the obstacle detection unit 11a of the ECU 11 determines whether or not there is a surrounding vehicle 20 in front of the vehicle 10 (step SB-1).

  When the obstacle detection unit 11a of the ECU 11 determines in step SB-1 that the surrounding vehicle 20 is present in front of the vehicle 10 (step SB-1: Yes), the process proceeds to the next step SB-2. To do. On the other hand, when it is determined in step SB-1 that there is no surrounding vehicle 20 in front of the vehicle 10 (step SB-1: No), the ECU 11 ends the process and repeats the process from step SB-1. .

  And the vehicle information detection part 11b of ECU11 detects the vehicle state quantity which shows the ON / OFF state of the direction indicator of the vehicle 10 via the vehicle information network 14 from the direction indication switch 14b, and the presence or absence of operation of a direction indicator is shown. Determine (step SB-2).

  If the intention detection unit 11d of the ECU 11 determines that the direction indicator is operated in step SB-2 by the processing of the vehicle information detection unit 11b (step SB-2: Yes), the process proceeds to step SB-2. Based on the vehicle state quantity indicating the on / off state of the direction indicator obtained by the processing of the vehicle information detection unit 11b, the avoidance direction of the vehicle 10 relative to the surrounding vehicle 20 is detected as the driver's intention, and the next step SB -3. Here, the intention detection unit 11d of the ECU 11 predicts that the right direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 when the direction indicator provided on the right side of the vehicle 10 is in the ON state. The direction is detected as the driver's intention. In addition, when the direction indicator provided on the left side of the vehicle 10 is in the on state, the intention detection unit 11d predicts that the left direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20, and the direction Is detected as the intention of the driver.

  Then, the avoidance limit point calculation unit 11g of the ECU 11 determines the vehicle state quantity such as the vehicle position and the vehicle speed detected by the vehicle information detection unit 11b when it is determined in step SB-2 that the direction indicator is operated. Based on this, a limit position where the vehicle 10 can avoid the surrounding vehicle 20 with a predetermined steering amount is calculated as an avoidance limit point (step SB-3). Here, the avoidance limit point calculation unit 11g has a limit position (in FIG. 5 described above) where the vehicle 10 can avoid the surrounding vehicle 20 with a predetermined steering amount when the priority is set high in advance by the priority setting unit 11f. The position of the vehicle 10-2) is calculated as an avoidance limit point. Further, the avoidance limit point calculation unit 11g, when the priority is set to be low by the priority setting unit 11f in advance, is closer to the vehicle 10 than the limit position (the position of the vehicle 10-2 in FIG. 5 described above). A position away from 20 (the position of the vehicle 10-1 in FIG. 5 described above) is calculated as an avoidance limit point. Note that the method of calculating the avoidance limit point by the avoidance limit point calculation unit 11g is as described above, and thus the description thereof is omitted.

  Then, after calculating the avoidance limit point by the avoidance limit point calculation unit 11g in step SB-3, the ECU 11 starts the trajectory control from the operation of the direction indicator according to the vehicle speed detected by the vehicle information detection unit 11b. The wait time corresponding to the time until is determined (step SB-4).

  Here, an example of a wait time determination process by the ECU 11 will be described with reference to FIG. FIG. 9 is a diagram illustrating an example of learning information according to the first embodiment. In FIG. 9, as an example of the learning information indicating the driver's avoidance pattern stored in advance in the learning information database 17d of the storage unit 17, the time from the operation of the direction indicator until the obstacle is avoided is shown. In FIG. 9, the vertical axis represents the vehicle speed, and the horizontal axis represents the time from the vehicle position of the vehicle 10 to the avoidance limit point.

  As shown in FIG. 9, for example, when the time from the vehicle position of the vehicle 10 to the avoidance limit point is 2 seconds, the ECU 11 determines that it is necessary to immediately start the trajectory control, and the wait time is 0. Judge that it is second. For example, when the time from the vehicle position of the vehicle 10 to the avoidance limit point is 5 seconds, the ECU 11 determines that the wait time is 1.5 seconds in order to start the trajectory control after 1.5 seconds. For example, when the time from the vehicle position of the vehicle 10 to the avoidance limit point is 10 seconds, the ECU 11 determines that the wait time is 3 seconds in order to start the trajectory control after 3 seconds. As shown in FIG. 9, when the vehicle speed is fast, the time until the avoidance limit point is reached is short. For example, the time from the vehicle position of the vehicle 10 to the avoidance limit point is 5 seconds or more. However, the wait time may be determined as 1.5 seconds instead of 3 seconds.

  Returning to FIG. 8, the trajectory selection unit 11e of the ECU 11 is generated by the processing of the target trajectory generation unit 11c in order to avoid the surrounding vehicle 20 detected by the processing of the obstacle detection unit 11a in step SB-1. From the target trajectory, the avoidance direction in which the driver's intention detected by the processing of the intention detection unit 11d in step SB-2 is reflected (in this case, one of the left and right directions determined by the operation of the direction indicator) Direction) is selected (step SB-5).

  The trajectory control unit 11i of the ECU 11 waits for the start of trajectory control for the time corresponding to the wait time determined in step SB-4 (step SB-6), and then in step SB-5, the trajectory selection unit 11e Based on the target trajectory selected by the processing, trajectory control for avoiding the surrounding vehicle 20 is executed (step SB-7). Then, this process is complete | finished and this process is repeated from step SB-1 mentioned above.

  Here, returning to the process of step SB-2, the intention detection unit 11d of the ECU 11 determines that there is no operation of the direction indicator in step SB-2 by the process of the vehicle information detection unit 11b (step SB-). 2: No), the process proceeds to the next step SB-8, and it is determined whether or not the driver has operated the steering (steering input) (step SB-8).

  When the intention detection unit 11d of the ECU 11 determines that the driver has operated the steering (step SB-8: Yes), the intention of the driver is determined according to the steering amount and the steering direction of the driver's steering operation. Is detected. Specifically, the intention detection unit 11d of the ECU 11 detects the driver's intention based on the steering torque (MT) or the steering angle (MA) detected according to the driver's steering operation. That is, the intention detection unit 11d of the ECU 11 selects the trajectory for the driver to avoid the surrounding vehicle 20 when the magnitude of the steering torque exceeds a predetermined threshold (1.5 Nm in FIG. 2 described above). The avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 is detected based on the twist direction of the torsion bar detected by the torque sensor 14c. In addition, the intention detection unit 11d of the ECU 11 has a willingness to select a locus in order to avoid the surrounding vehicle 20 when the magnitude of the steering angle exceeds a predetermined threshold value (15 deg in FIG. 3 described above). And the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 is detected based on the steering direction of the steering operation detected by the steering angle sensor 14d. Thereafter, the process proceeds to step SB-9.

  And the locus | trajectory selection part 11e of ECU11 is the some target locus | trajectory produced | generated by the process of the target locus | trajectory production | generation part 11c in order to avoid the surrounding vehicle 20 detected by the process of the obstruction detection part 11a in step SB-1. From the target trajectory in the avoidance direction (in this case, one of the left and right directions determined by the steering operation) reflecting the driver's intention detected by the process of the intention detection unit 11d in step SB-8. Is selected (step SB-9).

  Then, the trajectory control unit 11i of the ECU 11 turns on the direction indicator corresponding to the steering direction of the steering operation (step SB-10), and then the target selected by the processing of the trajectory selection unit 11e in step SB-9. Based on the trajectory, trajectory control for avoiding the surrounding vehicle 20 is executed (step SB-7). Then, this process is complete | finished and this process is repeated from step SB-1 mentioned above.

  Here, returning to the process of step SB-8, if it is determined that the driver does not operate the steering (step SB-8: No), the ECU 11 proceeds to step SB-11 to execute the emergency avoidance process. Transition. The avoidance limit point calculation unit 11g of the ECU 11 is based on the vehicle state quantity such as the vehicle position and the vehicle speed detected by the vehicle information detection unit 11b when it is determined in step SB-8 that there is no steering operation. Then, a limit position where the vehicle 10 can avoid the surrounding vehicle 20 with a predetermined steering amount is calculated as an avoidance limit point (step SB-11). Here, the notification unit 11h of the ECU 11 responds to the driver when the arrival time of the vehicle 10 up to the avoidance limit point calculated by the avoidance limit point calculation unit 11g is equal to or less than a predetermined threshold after the process of step SB-11. Thus, information prompting to indicate the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 may be notified.

  Then, the ECU 11 determines whether or not the current vehicle position of the vehicle 10 exceeds the avoidance limit point (step SB-12). The trajectory control unit 11i of the ECU 11 is generated by the target trajectory generation unit 11c when it is determined in step SB-12 that the current vehicle position of the vehicle 10 exceeds the avoidance limit point (step SB-12: Yes). Based on the target locus, locus control for urgently avoiding the surrounding vehicle 20 is executed (step SB-13). Then, this process is complete | finished and this process is repeated from step SB-1 mentioned above. On the other hand, when it is determined in step SB-12 that the current vehicle position of the vehicle 10 does not exceed the avoidance limit point (step SB-12: No), the trajectory control unit 11i of the ECU 11 ends this process. This process is repeated from step SB-1 described above.

  As described above, in the first embodiment, the ECU 11 detects an obstacle existing around the vehicle 10, generates a plurality of target trajectories for the vehicle 10 to avoid the detected obstacle, and the driver The avoidance direction of the vehicle 10 with respect to the obstacle determined by the operation is detected as the driver's intention, the target locus in the avoidance direction reflecting the driver's intention is selected from the plurality of target loci, and the selected target locus The trajectory control for avoiding the obstacle is executed based on the above. Thereby, according to Embodiment 1, the reliability and safety | security of an automatic driving | operation can be improved compared with the past.

  For example, when the target locus generated during automatic driving is contrary to the driver's intention, it may cause the driver to feel uncomfortable or uneasy. Even in such a case, conventionally, when the driver steers in a direction different from the direction in which the vehicle is headed by the automatic driving control, the automatic driving is canceled. Thus, conventionally, when the direction that the driver wants to avoid differs from the direction that the vehicle avoids by the automatic driving control, the automatic driving is canceled and the driver feels uncomfortable. On the other hand, according to the first embodiment, even if the driver's intention is intervened in the automatic driving control, the driver's intention is reflected in the change or correction of the future route without canceling the automatic driving. So that the driver does not feel uncomfortable. Moreover, although the risk of the target locus generated during automatic driving may be high, the driver may be better at determining safety. In this case, according to the first embodiment, by intervening the driver's intention during the avoidance operation by the automatic driving, the trajectory determination time in the safe avoidance direction can be shortened, and the safety of the automatic driving can be further increased. .

  As described above, according to the first embodiment, it is possible to continue the automatic driving by the trajectory control while reflecting the driver's intention in the trajectory control. In other words, according to the first embodiment, the avoidance route selection based on the trajectory control is performed based on the intention of the driver, and therefore the intention of the driver can be reflected in the avoidance direction in the obstacle avoidance by the automatic driving. As a result, reliability and safety in obstacle avoidance by trajectory control can be improved.

[Modification 1 of Embodiment 1]
As a first modification of the first embodiment, an example in which the vehicle 10 is returned to the original lane by trajectory control when the vehicle 10 changes lanes will be described with reference to FIG. FIG. 10 is a flowchart showing an example of the details of the trajectory control process in the first modification of the first embodiment of the trajectory control apparatus according to the present invention.

  In FIG. 10, the processing of steps SC-1 to SC-7 is the same as the processing of steps SB-1 to SB-7 of FIG. Moreover, the process of step SC-8-SC-10 is the same as the process of step SB-8-SB-10 of the above-mentioned FIG. Therefore, description of the processing of steps SC-1 to SC-10 in FIG. 10 is omitted.

  As shown in FIG. 10, after executing the trajectory control by the processing of the trajectory control unit 11i in step SC-7, the ECU 11 determines whether or not the lane return mode is set in advance by the driver (step SC). -11). Here, the ECU 11 may determine whether or not to perform lane return based on the learning information stored in the learning information database 17d of the storage unit 17.

  When the trajectory control unit 11i of the ECU 11 determines that the lane return mode is set (step SC-11: Yes), the vehicle position before the vehicle change detected by the vehicle information detection unit 11b before the lane change. Based on the map data 17a stored in the storage unit 17, the trajectory control for returning the vehicle 10 to the lane before the lane change is executed (step SC-12). Here, after determining that the lane return mode is set in step SC-11, the trajectory control unit 11i of the ECU 11 detects the surrounding vehicle 20 on the lane before the lane change detected by the obstacle detection unit 11a. If it exists within a predetermined distance from the vehicle 10, the timing for executing the trajectory control for returning the vehicle 10 to the lane before the lane change is delayed. Even when the trajectory control unit 11i of the ECU 11 determines that the lane return mode is set in step SC-11, the trajectory control unit 11i is on the lane after the vehicle 10 is changed by the obstacle detection unit 11a. When the surrounding vehicle 20 is not detected, the trajectory control for returning the vehicle 10 to the lane before the lane change may not be executed. Then, this process is complete | finished and this process is repeated from step SC-1.

  On the other hand, when it is determined that the lane return mode is not set (step SC-11: No), the trajectory control unit 11i of the ECU 11 ends this process and repeats this process from step SC-1.

  In FIG. 10, the processes in steps SC-13 to SC-15 are the same as the processes in steps SB-11 to SB-13 in FIG.

  Here, returning to the process of step SC-1, when the ECU 11 determines in step SC-1 that the surrounding vehicle 20 does not exist in front of the vehicle 10 (step SC-1: No), the ECU 11 proceeds to step SC-16. Transition to processing.

  And the vehicle information detection part 11b of ECU11 detects the vehicle state quantity which shows the ON / OFF state of the direction indicator of the vehicle 10 via the vehicle information network 14 from the direction indication switch 14b, and the presence or absence of operation of a direction indicator is shown. Determination is made (step SC-16).

  If the intention detection unit 11d of the ECU 11 determines that there is an operation of the direction indicator in step SC-16 by the processing of the vehicle information detection unit 11b (step SC-16: Yes), the process proceeds to step SC-16. Based on the vehicle state quantity indicating the on / off state of the direction indicator acquired by the processing of the vehicle information detection unit 11b, the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 is detected as the driver's intention, and the next step SC The process proceeds to -17. Here, the intention detection unit 11d of the ECU 11 predicts that the right direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 when the direction indicator provided on the right side of the vehicle 10 is in the ON state. The direction is detected as the driver's intention. In addition, when the direction indicator provided on the left side of the vehicle 10 is in the on state, the intention detection unit 11d predicts that the left direction of the vehicle 10 indicates the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20, and the direction Is detected as the intention of the driver.

  Then, the target trajectory generation unit 11c of the ECU 11 is determined by an avoidance direction (in this case, an operation of a direction indicator) reflecting the driver's intention detected by the process of the intention detection unit 11d in step SC-16. A target locus in any one of the left and right directions is generated (step SC-17).

  Then, the trajectory control unit 11i of the ECU 11 performs trajectory control for avoiding the surrounding vehicle 20 based on the target trajectory generated by reflecting the driver's intention by the processing of the target trajectory generating unit 11c in step SC-17. Execute (Step SC-18). Then, this process is complete | finished and this process is repeated from step SC-1 mentioned above.

  Here, it returns to the process of step SC-16, and when the intention detection part 11d of ECU11 determines with no operation of a direction indicator in step SC-16 by the process of the vehicle information detection part 11b (step S16: No), the process proceeds to the next step SC-19, and it is determined whether or not the driver has operated the steering (steering input) (step SC-19).

  When the intention detection unit 11d of the ECU 11 determines that the driver has operated the steering (step SC-19: Yes), the intention of the driver is determined according to the steering amount and the steering direction of the driver's steering operation. Is detected. Specifically, the intention detection unit 11d of the ECU 11 detects the driver's intention based on the steering torque (MT) or the steering angle (MA) detected according to the driver's steering operation. Thereafter, the process proceeds to step SC-20. On the other hand, when it is determined in step SC-19 that the driver does not operate the steering (step SC-19: No), the ECU 11 ends the process and repeats the process from step SC-1 described above.

  Then, the target trajectory generator 11c of the ECU 11 reflects the driver's intention detected by the process of the intention detector 11d in step SC-19 (in this case, the left-right direction determined by the steering operation). The target trajectory is generated in any direction (step SC-20).

  Then, the trajectory control unit 11i of the ECU 11 turns on the direction indicator corresponding to the steering direction of the steering operation (step SC-21), and then in step SC-20, the target trajectory generation unit 11c performs processing of the driver. Based on the target trajectory generated by reflecting the intention, trajectory control for avoiding the surrounding vehicle 20 is executed (step SC-18). Then, this process is complete | finished and this process is repeated from step SC-1 mentioned above.

  As described above, in the first modification of the first embodiment, the ECU 11 executes the trajectory control for avoiding the obstacle based on the target trajectory and changes the vehicle 10 to the lane before the lane change. Trajectory control for returning 10 is executed. Thereby, according to the modification 1 of Embodiment 1, the return steering to the original lane becomes unnecessary, and the driver | operator's comfort in the overtaking of the vehicle ahead is improved. Here, after changing the lane of the vehicle 10, the ECU 11 returns the vehicle 10 to the lane before the lane change when an obstacle on the lane before the lane change exists within a predetermined distance from the vehicle 10. Delay the execution timing. Thereby, according to the modification 1 of Embodiment 1, it is not necessary to indicate that the driver cannot return to the original lane, and safety and reliability in automatic driving are further improved. Further, when no obstacle is detected on the lane after the lane change of the vehicle 10, the ECU 11 does not execute the trajectory control for returning the vehicle 10 to the lane before the lane change. Thereby, according to the modification 1 of Embodiment 1, even if it is a case where lane return mode is set, a locus | trajectory can be changed to the lane which a driver wants to drive. As described above, according to the first modification of the first embodiment, in addition to the effects shown in the first embodiment, the intention of the driver can be reflected in the determination of the target locus even when the lane is changed. .

[Modification 2 of Embodiment 1]
As a second modification of the first embodiment, an example in which the vehicle 10 is returned to the original traveling position by trajectory control when the vehicle 10 is brought closer in the traveling lane will be described with reference to FIG. FIG. 11 is a diagram illustrating an example of a situation where the trajectory control process is performed in Modification 2 of Embodiment 1 of the trajectory control device according to the present invention.

  In the example shown in FIG. 11, the vehicle 10 is traveling in the center lane (2) among the three lanes (1) to (3). Specifically, the vehicle 10 is traveling in the center of the lane (2), and can be narrowed in the lane (2) by the deviation range indicated by (i) according to the operation of the driver. It is in. For example, the travel position when the vehicle is shifted to the left in the lane (2) is the position indicated by the vehicle 10-1, and the travel position when the vehicle is shifted to the right in the lane (2) is the position indicated by the vehicle 10-2. It becomes. On the lane (3) on the right side of the lane (2) on which the vehicle 10 is traveling, a peripheral vehicle 20-1 of a large vehicle and a peripheral vehicle 20-2 of a small vehicle are traveling. Note that the surrounding vehicle 20 is not traveling on the lane (1) adjacent to the left side of the lane (2).

  In the situation shown in FIG. 11, the driver travels in parallel with the peripheral vehicle 20-1 of the large vehicle, so that the driver travels to the left side within the same lane without changing the lane (ie, in FIG. 11). It is considered desirable to travel at the position of the vehicle 10-1 and the vehicle 10-3. Therefore, the trajectory control unit 11i returns the vehicle 10 to the center of the lane after a predetermined time has elapsed when the vehicle 10 is brought closer to the end side (left side in FIG. 11) in the same lane by the driver's operation. Execute trajectory control. Specifically, the trajectory control unit 11i, after the predetermined time has elapsed, based on the vehicle position before the width adjustment detected by the vehicle information detection unit 11b before the width adjustment and the map data 17a stored in the storage unit 17. Trajectory control for returning the vehicle 10 to the center of the lane (that is, trajectory control according to the target trajectory (ii) in FIG. 11) is executed. Here, the trajectory control unit 11i returns the vehicle 10 to the center of the lane when an operation for bringing the vehicle back again by the driver's operation is performed during the trajectory control for returning the vehicle 10 to the center of the lane. The trajectory control to be performed may be interrupted.

  As described above, in the second modification of the first embodiment, when the ECU 11 brings the vehicle 10 closer to the end side in the same lane by the driver's operation, the vehicle is placed in the center of the lane after a predetermined time has elapsed. Trajectory control for returning 10 is executed. Thereby, according to the modification 2 of Embodiment 1, the return steering to the center of a lane becomes unnecessary after width-shifting within the same lane. Furthermore, according to the second modification of the first embodiment, it is possible to prevent the driver from feeling uncomfortable by naturally restoring the trajectory to the center of the lane, and to improve the driver's comfort. Thus, according to Modification 2 of Embodiment 1, in addition to the effects shown in Modification 1 of Embodiment 1 and Embodiment 1 described above, the trajectory control device allows the driver to check the corners of the lane in the lane. When traveling (for example, parallel running of a large vehicle shown in FIG. 11 above), the vehicle can be returned to the center of the lane after traveling in the corner of the lane without canceling the automatic driving.

[Modification 3 of Embodiment 1]
As a third modified example of the first embodiment, an example in which when the vehicle 10 is brought closer in the traveling lane, the traveling position in the narrowed lane is maintained will be described with reference to FIGS. 12 and 13. FIG. 12 is a diagram illustrating an example of a situation where the trajectory control process is performed in the third modification of the first embodiment of the trajectory control device according to the present invention. FIG. 13: is a figure which shows another example of the condition where the locus | trajectory control process in the modification 3 of Embodiment 1 of the locus | trajectory control apparatus concerning this invention is performed.

  In the example shown in FIG. 12, it is assumed that the vehicle 10 is traveling on a highway. The vehicle 10 is traveling in the center lane (2) among the three lanes (1) to (3). Specifically, the vehicle 10 is traveling in the center of the lane (2), and can be narrowed in the lane (2) by the deviation range indicated by (i) according to the operation of the driver. It is in. For example, the travel position when the vehicle is shifted to the left in the lane (2) is the position indicated by the vehicle 10-1, and the travel position when the vehicle is shifted to the right in the lane (2) is the position indicated by the vehicle 10-2. It becomes. Here, a separation zone 30 is set as an obstacle between the lane (2) and the lane (3). That is, the lane (3) is an opposite lane to the lane (1) and the lane (2). In the lane (3), a surrounding vehicle 20 as an oncoming vehicle is traveling. Note that the surrounding vehicle 20 is not traveling on the lane (1) adjacent to the left side of the lane (2).

  In the example illustrated in FIG. 13, it is assumed that the vehicle 10 is facing each other. The vehicle 10 is traveling in the left lane (1) of the two lanes (1) to (2). Specifically, the vehicle 10 is traveling in the center of the lane (1), and can be widened in the lane (1) by the range of deviation indicated by (i) according to the driver's operation. It is in. For example, the travel position when the vehicle is shifted to the left in the lane (1) is the position indicated by the vehicle 10-1, and the travel position when the vehicle is shifted to the right in the lane (1) is the position indicated by the vehicle 10-2. It becomes. Here, between the lane (1) and the lane (2), a separation band 30 constituted by a separation pole is set as an obstacle. That is, the lane (2) is an opposite lane with respect to the lane (1). In the lane (2), a surrounding vehicle 20 as an oncoming vehicle is traveling.

  In the situation shown in FIG. 12 and FIG. 13, the driver has a separation zone 30 on the right side of the vehicle 10 and the relative speed of the surrounding vehicle 20 of the oncoming vehicle becomes faster. It is considered that it is desirable to travel with a close width (that is, travel at the positions of the vehicle 10-1 and the vehicle 10-3 in FIGS. 12 and 13). Accordingly, the trajectory control unit 11i moves the vehicle 10 toward the end side in the same lane (left side in FIGS. 12 and 13) by the driver's operation, and then the width detection detected by the obstacle detection unit 11a. If the obstacle (in FIG. 11, the separation zone and the surrounding vehicle 20 of the oncoming vehicle) exists within a predetermined distance from the vehicle 10, the trajectory control for returning the vehicle 10 to the center of the lane is not executed. . Specifically, the trajectory control unit 11i determines whether the width of the lane is within the lane based on the vehicle position after the width detection detected by the vehicle information detection unit 11b and the map data 17a stored in the storage unit 17. The trajectory control while maintaining the travel position (that is, the trajectory control according to the target trajectory (iii) in FIGS. 12 and 13) is executed.

  As described above, in the third modification of the first embodiment, the ECU 11 reduces the lane of the lane when the obstacle opposite to the width-adjusted direction exists within a predetermined distance from the vehicle 10 after the vehicle 10 is brought closer. Trajectory control for returning the vehicle 10 to the center is not executed. Thus, according to the third modification of the first embodiment, when it is recognized that the driver travels in the corner of the lane is the separation zone or the oncoming vehicle, the vehicle is not returned to the center of the lane and is again returned to the center of the lane. You can continue to drive in the corners of the lane until the driver's intention to return is detected. Thus, according to the third modification of the first embodiment, in addition to the effects shown in the first and second modifications of the first embodiment and the first embodiment, the trajectory control device sets the driver's intention as the highest priority. By doing so, it is possible to prevent the driver from feeling uncomfortable in automatic driving.

[Embodiment 2]
The trajectory control in the second embodiment will be described with reference to FIG. FIG. 14 is a flowchart showing an example of a basic process of trajectory control in the second embodiment of the trajectory control apparatus according to the present invention. In the second embodiment, processing for generating a target trajectory in a direction corresponding to the driver's intention after detecting the driver's intention is described instead of processing for selecting a plurality of target trajectories.

  As shown in FIG. 14, the obstacle detection unit 11a of the ECU 11 detects the surrounding vehicle 20 existing in front of the vehicle 10 (step SD-1). The obstacle detection unit 11a of the ECU 11 further acquires obstacle information indicating the position and orientation of the surrounding vehicle 20.

  And the vehicle information detection part 11b of ECU11 detects the vehicle position and vehicle state quantity of the vehicle 10 (step SD-2). Here, the vehicle position is the current position of the vehicle 10. The vehicle state quantity includes, for example, an on / off state of the direction indicator, steering torque (MT), steering angle (MA), vehicle speed (V), lateral acceleration (a), yaw rate (YR), and the like.

  Then, the intention detection unit 11d of the ECU 11 determines the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 detected by the processing of the obstacle detection unit 11a in step SD-1 determined by the operation of the driver. It detects as intention (step SD-3). The intention detection unit 11d detects the avoidance direction of the vehicle 10 with respect to the surrounding vehicle 20 as the driver's intention based on at least one of the direction indicator, the steering torque, and the steering angle.

  Then, the target trajectory generation unit 11c of the ECU 11 generates a target trajectory for avoiding the surrounding vehicle 20 in the avoidance direction reflecting the driver's intention detected by the process of the intention detection unit 11d in step SD-3. (Step SD-4). The target locus generation unit 11c is the obstacle information acquired by the process of the obstacle detection unit 11a in step SD-1, the vehicle position and the vehicle state detected by the process of the vehicle information detection unit 11b in step SD-2. Based on the amount and the map data 17a stored in the storage unit 17, the surrounding vehicle 20 is moved in the avoiding direction reflecting the driver's intention detected by the process of the intention detection unit 11d in step SD-3. Generate a target trajectory to avoid.

  And the locus | trajectory control part 11i of ECU11 performs the locus | trajectory control which avoids the surrounding vehicle 20 based on the target locus | trajectory produced | generated by the process of the target locus | trajectory production | generation part 11c in step SD-4 (step SD-5). .

  As described above, in the second embodiment, the ECU 11 detects an obstacle existing around the vehicle 10 and determines the vehicle's avoidance direction with respect to the detected obstacle determined by the driver's operation. A target locus that avoids the obstacle in the avoidance direction reflecting the detected intention of the driver is generated, and locus control that avoids the obstacle is executed based on the generated target locus. Thereby, according to the second embodiment, the trajectory control apparatus not only selects the target trajectory corresponding to the intention to the driver after generating a plurality of target trajectories as in the above-described first embodiment, but also first drives the trajectory. It is possible to detect the driver's intention and generate only one target locus corresponding to the detected driver's intention. Therefore, the trajectory control device according to the present invention can reduce the processing load for the target trajectory generation of the ECU 11.

  As described above, the trajectory control device and the trajectory control method according to the present invention can improve the reliability and safety of automatic driving, and are useful in the automobile manufacturing industry, for example.

10 Vehicle 11 ECU
11a Obstacle detection unit
11b Vehicle information detection unit
11c Target locus generator
11d intention detector
11e Trajectory selection part
11f Priority setting part
11g Avoidance limit point calculator
11h Notification section
11i Trajectory control unit
11j Automatic operation cancellation unit 12 Radio for inter-vehicle communication 13 GPS antenna / receiver 14 Vehicle information network
14a Perimeter monitoring sensor
14b Direction switch
14c Torque sensor
14d Steering angle sensor
14e Vehicle speed sensor 15 Display 16 Speaker 17 Storage unit
17a Map data
17b Intention detection map for steering torque
17c Intention detection map for steering angle
17d learning information database 20 surrounding vehicle 30 GPS

Claims (16)

A trajectory control device that performs trajectory control of a vehicle,
Obstacle detection means for detecting obstacles existing around the vehicle;
Target trajectory generation means for generating a plurality of target trajectories for the vehicle to avoid the obstacle detected by the obstacle detection means;
Intention detection means for detecting the avoidance direction of the vehicle with respect to the obstacle as determined by the driver, as the driver's intention;
A trajectory selection unit that selects a target trajectory in the avoidance direction that reflects the driver's intention detected by the intention detection unit from the plurality of target trajectories generated by the target trajectory generation unit;
Trajectory control means for executing trajectory control for avoiding the obstacle based on the target trajectory selected by the trajectory selection means;
A trajectory control device comprising:   The intention detecting means detects the avoidance direction of the vehicle with respect to the obstacle as the driver's intention based on at least one of a direction indicator, steering torque, and steering angle. The trajectory control device described in 1. Vehicle information detection means for detecting a vehicle position and a vehicle state quantity of the vehicle;
An avoidance limit point calculating means for calculating, as an avoidance limit point, a limit position where the vehicle can avoid the obstacle with a predetermined steering amount based on the vehicle position and the vehicle state quantity detected by the vehicle information detecting means. When,
When the arrival time of the vehicle up to the avoidance limit point calculated by the avoidance limit point calculating means is less than or equal to a predetermined threshold, the driver is notified of information for indicating the avoidance direction of the vehicle with respect to the obstacle Notification means to
The trajectory control device according to claim 1, further comprising:   The trajectory control means is the avoidance limit point where the intention of the driver is not detected by the intention detection means, and the vehicle position detected by the vehicle information detection means is calculated by the avoidance limit point calculation means. The trajectory control apparatus according to claim 3, wherein trajectory control for urgently avoiding the obstacle is executed based on the target trajectory generated by the target trajectory generation means. Priority setting means for setting priority of the driver's intention to be given priority when the target locus is selected by the locus selection means;
Further comprising
The avoidance limit point calculating means calculates, as the avoidance limit point, a limit position where the vehicle can avoid the obstacle by a predetermined steering amount when the priority is set high by the priority setting means. When the priority is set lower by the priority setting means, the position away from the obstacle to the vehicle side than the limit position is calculated as the avoidance limit point,
The intention detection unit detects the driver's intention until the vehicle position detected by the vehicle information detection unit exceeds the avoidance limit point calculated by the avoidance limit point calculation unit. The trajectory control device according to claim 3 or 4.   The trajectory control device according to claim 5, wherein the priority setting unit sets the priority based on learning information indicating a past avoidance pattern of the driver. An automatic canceling of the automatic driving when the target trajectory in the avoidance direction corresponding to the driver's intention detected by the intention detection unit does not exist in the plurality of target trajectories generated by the target trajectory generation unit. Operation cancellation means,
The trajectory control device according to any one of claims 1 to 6, further comprising: The trajectory control means includes
Trajectory control for executing the trajectory control for avoiding the obstacle based on the target trajectory selected by the trajectory selection means to change the lane of the vehicle and then returning the vehicle to the lane before the lane change. The trajectory control device according to claim 1, wherein the trajectory control device is executed. The trajectory control means includes
After the lane change of the vehicle, when the obstacle on the lane before the lane change detected by the obstacle detection means is within a predetermined distance from the vehicle, the vehicle is placed in the lane before the lane change. The trajectory control apparatus according to claim 8, wherein a timing for executing trajectory control for returning the trajectory is delayed. The trajectory control means includes
The trajectory control for returning the vehicle to the lane before the lane change is not executed when the obstacle is not detected on the lane after the lane change of the vehicle by the obstacle detection means. Item 10. The trajectory control device according to Item 8 or 9. The trajectory control means includes
The trajectory control for returning the vehicle to the center of the lane after a predetermined time has elapsed when the vehicle is brought closer to the end side in the same lane by the driver's operation. The trajectory control device according to any one of 9 to 9. The trajectory control means includes
After the vehicle is brought closer to the vehicle, when the obstacle opposite to the width-shifted direction detected by the obstacle detecting means is present within a predetermined distance from the vehicle, the vehicle is placed at the center of the lane. The trajectory control device according to claim 11, wherein the trajectory control for returning is not executed. The trajectory control means includes
During the trajectory control for returning the vehicle to the center of the lane, if the driver performs an operation to reduce the vehicle again, the trajectory control for returning the vehicle to the center of the lane is interrupted. The trajectory control device according to claim 11 or 12, characterized in that: A trajectory control device that performs trajectory control of a vehicle,
Obstacle detection means for detecting obstacles existing around the vehicle;
An intention detecting means for detecting an avoidance direction of the vehicle with respect to the obstacle detected by the obstacle detecting means, determined by an operation of the driver, as the driver's intention;
Target trajectory generation means for generating a target trajectory for avoiding the obstacle in the avoidance direction reflecting the driver's intention detected by the intention detection means;
Trajectory control means for executing trajectory control for avoiding the obstacle based on the target trajectory generated by the target trajectory generating means;
A trajectory control device comprising: A trajectory control method executed in a trajectory control device that performs trajectory control of a vehicle,
An obstacle detection step for detecting obstacles present around the vehicle;
A target trajectory generation step for generating a plurality of target trajectories for the vehicle to avoid the obstacle detected in the obstacle detection step;
An intention detection step of detecting, as a driver's intention, an avoidance direction of the vehicle with respect to the obstacle, which is determined by an operation of the driver;
A trajectory selection step of selecting a target trajectory in the avoidance direction that reflects the driver's intention detected in the intention detection step from the plurality of target trajectories generated in the target trajectory generation step;
A trajectory control step for executing trajectory control for avoiding the obstacle based on the target trajectory selected in the trajectory selection step;
A trajectory control method comprising: A trajectory control method executed in a trajectory control device that performs trajectory control of a vehicle,
An obstacle detection step for detecting obstacles present around the vehicle;
An intention detecting step for detecting, as the driver's intention, an avoidance direction of the vehicle with respect to the obstacle detected in the obstacle detecting step, which is determined by a driver's operation;
A target trajectory generation step for generating a target trajectory for avoiding the obstacle in the avoidance direction reflecting the driver's intention detected in the intention detection step;
A trajectory control step for executing trajectory control for avoiding the obstacle based on the target trajectory generated in the target trajectory generation step;
A trajectory control method comprising:

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