JP2016037266A - Travelling control device and travelling control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travelling control device that can appropriately control travelling of an own vehicle when an oncoming vehicle approaches the own vehicle.SOLUTION: The travelling control device comprises detecting means 10 that detects lane ends of a travel lane on which an own vehicle travels and control means that controls a travelling position of the own vehicle on the basis of the lane ends detected by the detecting means 10. The control means 10 makes the own vehicle to travel on a first travel position based on the lane ends when the own vehicle travels on a straight road, and makes the own vehicle to travel on a second travel position closer to an opposite side of an opposite lane than the first position when the own vehicle travels on a curve road having the opposite lane.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel control device and a travel control method for controlling travel of a vehicle.

  Conventionally, when passing by an oncoming vehicle while driving on a curve, the travel position of the host vehicle is moved in the vehicle width direction so as to leave the oncoming vehicle, and after passing the oncoming vehicle, the host vehicle is moved to the original travel position. A technique is known (for example, Patent Document 1).

Japanese Patent No. 5070171

  However, according to the conventional technology, when the vehicle passes continuously with a plurality of oncoming vehicles while driving on a curve, the vehicle is frequently moved in the vehicle width direction, and the passenger is frequently accelerated in the vehicle width direction. Will join. In particular, since acceleration in the vehicle width direction applied to the host vehicle increases when traveling on a curve, a high load may be applied to the occupant.

  The problem to be solved by the present invention is to provide a travel control device that can appropriately control the travel of the host vehicle even during curve travel.

  According to the present invention, when the host vehicle travels on a straight road, the host vehicle travels the first travel position based on the lane edge, and when the host vehicle travels on a curve having an opposite lane, The said subject is solved by making the own vehicle drive | work the 2nd driving | running | working position located in the other side of an oncoming lane rather than 1 driving | running | working position.

  According to the present invention, when the host vehicle travels on a curve having an oncoming lane, the host vehicle travels on a position opposite to the oncoming lane, so that even if the host vehicle is traveling on a curve, Even in passing scenes, the frequency with which the vehicle moves in the vehicle width direction can be reduced. As a result, the acceleration in the vehicle width direction applied to the host vehicle can be reduced, and the load applied to the occupant can be reduced.

It is a block block diagram of the traveling control system concerning this embodiment. It is FIG. (1) for demonstrating the setting method of the control area | region with respect to the lane edge of the driving lane of the own vehicle. It is FIG. (2) for demonstrating the setting method of the control area | region with respect to the lane edge of the driving lane of the own vehicle. It is a figure for demonstrating the setting method of the object area | region with respect to another vehicle. It is a figure for demonstrating the setting method of a control area | region in the case of drive | working the curve which has one side lane and an opposite lane. It is an enlarged view of VI part shown in FIG. It is a figure for demonstrating the setting method of a control area | region in the case of drive | working the curve which does not have a one side 2 lane and an opposite lane. It is a figure for demonstrating the setting method of a target area | region when the other vehicle is parked in the middle of the curve. It is an enlarged view which shows the vicinity of the object area | region shown in FIG. It is a flowchart which shows the vehicle travel control which concerns on this embodiment. It is a flowchart which shows the area | region setting process of step S104 which concerns on this embodiment. It is a flowchart which shows the control area | region setting process at the time of curve driving | running | working in step S202, S204 which concerns on this embodiment.

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

  FIG. 1 is a diagram showing a block configuration of the travel control system 1. The travel control system 1 of this embodiment is mounted on a vehicle and includes a travel control device 100 and an in-vehicle device 200. The travel control device 100 has a communication device 20, the in-vehicle device 200 has a communication device 40, and both devices exchange information with each other by wired communication or wireless communication.

In addition, the travel control device 100 of the present embodiment recognizes the lane in which the host vehicle is traveling, and travels the host vehicle so that the lane mark position of the lane and the position of the host vehicle maintain a predetermined relationship. It has a lane departure prevention function (lane keep support function) that controls the position. The travel control device 100 according to the present embodiment controls the movement of the host vehicle so that the host vehicle travels in the center position of the host lane on which the host vehicle travels. The travel control device 100 may control the travel position of the host vehicle so that the distance along the road width direction from the lane mark of the lane to the host vehicle falls within a predetermined value range.
The lane marker in the present embodiment is not limited as long as it has a function of defining a lane, and may be a diagram drawn on a road surface or planting existing between roads. Further, it may be a road structure such as a guardrail, a curb, a sidewalk, or a motorcycle-only road existing on the shoulder side of the road. Further, it may be a stationary object such as a signboard, a sign, a store, a roadside tree, etc. existing on the shoulder side of the road. The detection method of these lane markers is not limited, and various methods such as pattern matching known at the time of filing this application can be used.
In the present embodiment, the functions of the control device 10 of the travel control device 100 described later cooperate to realize this vehicle deviation prevention function.

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

Hereinafter, each device constituting the in-vehicle device 200 will be described.
The detection device 50 detects the presence of an avoidance target that should be avoided by the host vehicle and the location of the avoidance target. Although not particularly limited, the detection device 50 of the present embodiment includes a camera 51. The camera 51 of the present embodiment is a camera including an image sensor such as a CCD. The camera 51 of this embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the avoidance target existing around the own vehicle. A specific example of “avoidance target” described in this embodiment will be described later.

  The detection device 50 processes the acquired image data, and calculates the distance from the own vehicle to the avoidance target based on the position of the avoidance target with respect to the own vehicle. The detection device 50 calculates, as target information, the relative speed between the host vehicle and the avoidance target and the relative acceleration between the host vehicle and the avoidance target from the temporal change in the position of the avoidance target. For the process of deriving the positional relationship between the host vehicle and the other vehicle based on the image data and the process of deriving the speed information based on the change over time, the method known at the time of filing this application can be used as appropriate.

  Further, the detection device 50 may analyze the image data and identify the type of the avoidance target based on the analysis result. The detection device 50 can identify whether the avoidance target included in the image data is a vehicle, a pedestrian, or a sign using a pattern matching technique or the like. Further, the detection device 50 extracts an image of the object from the image data, and based on the size and shape of the image, the specific type of the object (four-wheeled vehicle, two-wheeled vehicle, bus, truck, construction vehicle, etc.), vehicle type ( Small cars and large cars). Furthermore, the detection device 50 can identify the type and model of the vehicle from the identifiers written on the license plate included in the image data. This identification information can be used in the target area setting process.

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

  The target information including at least the position of the avoidance target detected in this way is sent to the traveling control apparatus 100 side. The detection device 50 targets information such as relative speed information, relative acceleration information, type information of the avoidance target, and type of vehicle when the avoidance target is a vehicle, which is obtained from a change in the position of the avoidance target. It may be included in the information and sent to the travel control device 100 side.

  Note that the “avoidance target” in the present embodiment is an object that the host vehicle should travel while avoiding itself (so as not to approach too much). The detection device 50 detects an object having a predetermined positional relationship with the host vehicle as an avoidance object. For example, the detection device 50 can detect an object or the like existing around the host vehicle that is within a predetermined distance from the host vehicle as an avoidance target.

  The avoidance target of the present embodiment includes a stationary object and a moving object. The stationary avoidance targets include other parked vehicles, other parked vehicles, road structures such as sidewalks, median strips, guardrails, road installations such as signs and utility poles, fallen objects and snow removed. An object that obstructs driving of the vehicle, such as an object placed on the road, is included. Other vehicles and pedestrians are included as moving avoidance targets. The other vehicle includes a vehicle ahead of the host vehicle, a rear vehicle, and an oncoming vehicle. Examples of vehicles include motorcycles such as bicycles and motorcycles, large vehicles such as buses and trucks, and special vehicles such as trailers and crane vehicles. Further, the avoidance targets include objects that the host vehicle should avoid, such as a construction site, a damaged area of a road surface, and a puddle, although there is no object. The avoidance targets also include lane edges of lanes on which the host vehicle travels, such as shoulders and white lines.

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

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

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

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

  The navigation device 120 according to the present embodiment calculates a route from the current position of the host vehicle to the destination, and outputs route guidance information via the output device 110 described later. The navigation device 120 includes a position detection device 121, road type, road width, road shape, and other road information 122, and map information 123 in which the road information 122 is associated with each point. The position detection device 121 according to the present embodiment includes a global positioning system (GPS) and detects a traveling position (latitude / longitude) of a traveling vehicle. The navigation device 120 specifies a road link on which the host vehicle travels based on the current position of the host vehicle detected by the position detection device 121. The road information 122 of the present embodiment stores the road type, road width, road shape, passability (possibility of entry into adjacent lanes), and other road-related information for each road link identification information. . And the navigation apparatus 120 acquires the information regarding the road to which the road link where the own vehicle drive | works refers with reference to the road information 122, and sends it out to the traveling control apparatus 100. The road type, road width, and road shape on which the host vehicle travels are used for calculating a target route on which the host vehicle travels in the travel control process.

  The output device 110 according to the present embodiment outputs various types of information relating to driving support to a user or a passenger in a surrounding vehicle. In the present embodiment, the output device 110 automatically performs information corresponding to the target information, information corresponding to the position of the target area, information corresponding to the position of the control area, information corresponding to the position of the target path, and the target path. Any one or more of the information corresponding to the command information for causing the vehicle to travel is output. The output device 110 according to the present embodiment includes a display 111, a speaker 112, a vehicle exterior lamp 113, and a vehicle interior lamp 114. The vehicle exterior lamp 113 includes a headlight, a blinker lamp, and a brake lamp. The vehicle interior lamp 114 includes an indicator lighting display, a display 111 lighting indication, other lamps provided on the steering wheel, and lamps provided around the steering wheel. Further, the output device 110 of the present embodiment may output various types of information related to driving support to an external device such as an intelligent transport system (ITS) via the communication device 40. An external device such as an intelligent road traffic system uses information related to travel support including vehicle speed, steering information, travel route, and the like for traffic management of a plurality of vehicles.

A specific information output mode will be described by taking as an example a case where there is a parked vehicle to be avoided in front of the left side of the host vehicle.
The output device 110 provides the occupant of the own vehicle with the direction and position where the parked vehicle exists as information corresponding to the target information. The display 111 displays the direction and position where the parked vehicle exists in a visible manner. The speaker 112 utters and outputs a text indicating the direction and position of the parked vehicle, such as “There is a parked vehicle in front of the left side”. Of the lamps provided on the left and right door mirrors that are the vehicle exterior lamps 113, only the left lamp may be blinked to notify the occupant of the host vehicle that a parked vehicle is present in front of the left side. Of the lamps provided on the left and right in the vicinity of the steering wheel, which is the vehicle interior lamp 114, only the left lamp may blink to notify the occupant that there is a parked vehicle in front of the left side.

  Further, the setting direction and the setting position of the target area may be output via the output device 110 as information corresponding to the position of the target area. Similarly, the setting direction and the setting position of the control area may be output via the output device 110 as information corresponding to the position of the control area. As described above, the display 111, the speaker 112, the vehicle exterior lamp 113, and the vehicle interior lamp 114 can notify the occupant that the target region and the control region are set.

  In the present embodiment, from the viewpoint of informing the passengers of other vehicles of the movement of the host vehicle in advance, the setting direction and the setting position are output to the outside using the exterior lamp 113. When the target area is set, the traveling direction of the host vehicle is changed to pass the side of the target area (turning is performed). By notifying the outside that the target area has been set, it is possible to notify the driver of another vehicle that the traveling direction of the host vehicle changes in order to pass the side of the target area. For example, when the target area is set to the front left side, the right turn signal lamp (outside cabin lamp 113) is turned on so that the host vehicle moves to the right side to pass the side of the target area set on the left side. It is possible to notify an external vehicle or the like that the vehicle is moving.

  Further, as information corresponding to the position of the target route, the shape of the target route and the position of the curved point can be notified to the occupant through the display 111 and the speaker 112. The display 111 displays the shape of the target route and the like as a visible diagram. The speaker 112 outputs an announcement such as “turn to the right to pass the side of the parked vehicle ahead”.

  Furthermore, through the display 111, the speaker 112, the vehicle exterior lamp 113, and the vehicle interior lamp 114, information indicating that the turning operation and acceleration / deceleration are executed as information corresponding to the command information for causing the vehicle to travel on the target route. Inform the passenger of the own vehicle or the passenger of another vehicle in advance.

  In this way, by outputting information related to travel control when passing the side of the target area, it is possible to notify the passengers of the host vehicle and / or other vehicles of the behavior of the host vehicle in advance. The output device 110 may output the above-described information to an external device of the intelligent transportation system via the communication device 20. Thereby, the passenger | crew of the own vehicle and / or the passenger | crew of another vehicle can respond | correspond according to the behavior of the own vehicle by which traveling control is carried out.

  Next, the travel control device 100 of this embodiment will be described.

  As shown in FIG. 1, the travel control device 100 of this embodiment includes a control device 10, a communication device 20, and an output device 30. The communication device 20 exchanges information with the in-vehicle device 200. The output device 30 has the same function as the output device 110 of the in-vehicle device 200 described above. When the traveling control device 100 is a computer that can be carried by an occupant, the traveling control device 100 outputs command information for controlling blinking of the exterior lamp 113 and the interior lamp 114 of the in-vehicle device 200 to each device. May be.

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

  The control device 10 of the travel control device 100 according to the present embodiment includes a host vehicle information acquisition function, a road shape detection function, a target information acquisition function, a region setting function, a target route setting function, a control function, and a presentation. With functions. The control apparatus 10 of this embodiment performs each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

Hereinafter, each function of the traveling control apparatus 100 according to the present embodiment will be described.
First, the own vehicle information acquisition function of the control device 10 will be described. The automatic information acquisition function acquires own vehicle information including the position of the own vehicle. The position of the host vehicle can be acquired by the position detection device 121 of the navigation device 120. The own vehicle information includes the vehicle speed and acceleration of the own vehicle. The control device 10 acquires the speed of the host vehicle from the vehicle speed sensor 62. The speed of the host vehicle can also be acquired based on the change over time of the position of the host vehicle. The acceleration of the host vehicle can be obtained from the speed of the host vehicle.

  The road shape determination function of the control device 10 determines the shape of the road ahead of the host vehicle based on the position information of the host vehicle detected by the position detection device 121, the road information 122 and the map information 123 included in the navigation device 120. judge. Furthermore, the road shape determination function can also determine the shape of the road ahead of the host vehicle by analyzing the image ahead of the host vehicle captured by the camera 51.

  The road shape determination function determines the shape of the road on which the host vehicle is currently traveling based on the acceleration of the host vehicle detected by the vehicle speed sensor 62. For example, the road shape determination function can determine that the road on which the host vehicle is traveling is a curve when the lateral acceleration of the host vehicle exceeds a certain value.

  The target information acquisition function of the control device 10 acquires target information including the position of the avoidance target that the host vehicle should avoid. The target information acquisition function acquires target information including the position of the avoidance target detected by the detection device 50. The target information includes the relative position of the avoidance target, the relative speed and the relative acceleration of the host vehicle V1 with respect to the avoidance target.

  If the avoidance target is another vehicle, and the other vehicle and the host vehicle are capable of inter-vehicle communication, the control device 10 of the host vehicle detects the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle as target information. You may get as Of course, the control device 10 can also acquire target information including the position, speed, and acceleration of other vehicles from an external device of the intelligent transportation system.

  The area setting function of the control device 10 sets the control area CR and the target area TR based on the relationship between the position of the host vehicle and the position to be avoided. 2 and 3 are diagrams illustrating an example of a method for setting the control region CR, and FIG. 4 is a diagram illustrating an example of a method for setting the target region TR. 2 to 4, the traveling direction Vd1 of the host vehicle is the + y direction in the drawing, and the extending direction of the traveling lane Ln1 in which the host vehicle travels is also the + y direction in the drawing.

  In the example shown in FIG. 2 and FIG. 3, the scene in which the host vehicle V1 is traveling on a straight road having one lane and an opposite lane is illustrated. 2 and 3, among the lane ends of the lane Ln1 on which the host vehicle V1 travels, the lane end on the shoulder side is represented as Le1, and the lane end (white line) on the opposite lane side is represented as Le2.

In the scene shown in FIG. 2, when the lane edge Le1, Le2 of the lane in which the host vehicle V1 travels, such as a shoulder or a white line, is detected as an avoidance target, the area setting function performs a certain distance from the lane edge Le1, Le2. A region within a certain distance from the lane ends Le1 and Le2 is set as a control region CR so that the vehicle can travel while holding the vehicle. FIG. 3 shows an example of the control area CR set in the scene example shown in FIG. For example, in the example shown in FIG. 3, the area setting function sets an area within a certain distance from the lane edge Le1 on the shoulder side as the control area CR1, and controls an area within a certain distance from the lane edge Le2 on the opposite lane side. Set as CR2. The area setting function may set the control area CR from the viewpoint of preventing the host vehicle V1 from protruding from the lane edge, or from the viewpoint of maintaining an appropriate distance between the host vehicle V1 and the lane edge. A control region CR may be set.
In this embodiment, as shown in FIG. 2, the control device 10 travels the host vehicle V1 so that the host vehicle V1 travels in the center position of the host lane Ln1 when there is no avoidance target. Control.

  FIG. 4 is a view of the scene where the other vehicle V2 parked on the left shoulder of the lane Ln1 on which the host vehicle travels is detected as viewed from above. In the scene shown in FIG. 4, the host vehicle V1 approaches the parked vehicle V2 from behind, passes through the side of the parked vehicle V2, and travels on the lane Ln1 in the travel direction Vd1. The detected parked vehicle V2 exists in the lane Ln1 of the host vehicle V1 and is a avoidance target to be avoided by the host vehicle V1 because the host vehicle V1 is prevented from traveling straight. The area setting function sets the target area TR in a range including the parked vehicle V2. The area setting function is a target area from the viewpoint of avoiding that the own vehicle V1 and the parked vehicle V2 approach or come into contact with each other because the distance between the own vehicle V1 and the parked vehicle V2 to be avoided is less than a predetermined value. TR may be set, or the target region TR may be set from the viewpoint of keeping an appropriate distance between the host vehicle V1 and the parked vehicle V2.

  Further, the target region TR may have a shape that follows the outer shape of the parked vehicle V2, or may have a shape that includes the parked vehicle V2. The target region TR may be a circle, an ellipse, a rectangle, or a polygon that includes the parked vehicle V2. Furthermore, the region setting function may set the target region TR narrowly by setting the boundary of the target region TR to be less than a predetermined distance (A) from the surface (outer edge) of the parked vehicle V2, and the boundary of the target region TR may be parked. The target region TR may be set wider than a predetermined distance B (B> A) separated from the vehicle V2.

  As shown in FIG. 4, when the traveling direction Vd1 of the host vehicle is defined as the front and the opposite direction is defined as the rear, the target region TR includes front and rear end portions RL1 and RL2. The front and rear end portions RL1 and RL2 are end lines that define the length of the target region TR along the extending direction (+ y) of the lane Ln1 on which the host vehicle travels. The length along the extending direction (+ y) of the lane Ln1 of the target region TR shown in FIG. 4 is L0 which is the distance between (y1) of the front and rear end portion RL1 and the front and rear end portion RL2 (y2). Of the front and rear end portions RL1 and RL2, a front and rear end portion positioned on the near side (upstream side) when viewed from the host vehicle V1 approaching the target region TR is defined as a first end portion RL1. On the other hand, of the front and rear end portions RL1 and RL2, a front and rear end portion located on the far side (downstream side) when viewed from the own vehicle V1 approaching or passing through the target region TR is defined as a second end portion RL2. The first end RL1 and the second end RL2 are located on the boundary of the target region TR.

  As shown in FIG. 4, when the vehicle width direction of the host vehicle is defined as Vw1 (X direction in the figure), the target region TR has left and right end portions RW1 and RW2 on the left and right sides thereof. The left and right end portions RW1 and RW2 are end lines (end portions) that define a distance along the vehicle width direction from the host vehicle V1. The left and right end portions RW1 and RW2 are end lines that define the length (width) of the target area along the road width direction (X) of the lane Ln1 on which the host vehicle travels. The length along (X) in the road width direction of the target region TR shown in FIG. 4 is W0, which is the distance between the left and right end portions RW1 (x1) and the left and right end portions RW2 (x2). When the host vehicle approaches the avoidance target V2 along the vehicle width direction among the left and right end portions RW1 and RW2, the host vehicle V1 when viewed from the host vehicle V1 among the left and right end portions RW1 and RW2 of the target region TR. The left and right end portions located on the side of the first horizontal end portion RW1. On the other hand, of the left and right end portions RW1 and RW2, the left and right end portions located on the side (road shoulder side) opposite to the side of the own vehicle V1 when viewed from the own vehicle V1 are defined as the second lateral end portion RW2. The first lateral end RW1 and the second lateral end RW2 are located on the boundary of the target region TR.

  As shown in FIG. 4, when there is an oncoming vehicle V3 traveling on the opposite lane Ln2 of the lane Ln1 on which the host vehicle V1 is traveling, the oncoming vehicle V3 is detected as an avoidance target. Although not shown in the figure, when the oncoming vehicle V3 is detected as an avoidance target, a range including the oncoming vehicle V3 is set as the target region TR by the same method. In addition, the target area TR is set at the timing when the avoidance target is detected, that is, at the timing before the turning operation of the host vehicle V1 is performed.

  Further, in the present embodiment, the area setting function determines the control area CR for the lane edge of the lane of the own vehicle when the road shape determining function determines that the road on which the own vehicle is traveling is a curve. Set as described.

  Here, FIG. 5 illustrates a scene in which the host vehicle V1 travels on a curve having one lane and one lane. When the host vehicle V1 travels on a curve having one lane and an opposite lane, as shown in FIG. 5, the region setting function is such that the host vehicle V1 is closer to the shoulder than the center position of the host lane (what is an opposite lane? The control area CR1 for the lane edge on the shoulder side is set to be narrow and the control area CR2 for the lane edge on the opposite lane side is set to be wide so that the vehicle can continue to travel toward the opposite side.

The area setting function sets a control area CR for the lane edge of the lane in which the host vehicle V1 travels based on the radius R of the curve. Here, FIG. 6 is an enlarged view of a VI portion of FIG. 6, the length L of the displacement section, the vehicle V1 is traveling until the vehicle V1 is displaced in the traveling position X ₄ of the road shoulder side from X ₃ (the center position of the own vehicle lane) traveling position of entering the curve This is the length L of the section. Further, in FIG. 6, the lateral displacement Q is the vehicle width direction (X direction when the vehicle V1 is displaced from X ₃ (the center position of the own vehicle lane) traveling position of entering the curve in the running position X ₄ of the road shoulder side ) Along the travel position. The larger the lateral displacement Q, the closer the host vehicle V1 is to the lane end on the side opposite to the opposite lane. Further, in the present embodiment, even after the vehicle V1 is displaced from X ₃ (the center position of the own vehicle lane) traveling position of entering the curve to the running position X ₄ of the shoulder side, traveling position the vehicle V1 is on the road shoulder X ₄ as can travel to continue, control area CR for the road shoulder side of the lane edge during cornering is set in a size corresponding to the lateral displacement amount Q is.

  In the present embodiment, the region setting function sets the control region CR for the lane edge so that the length L of the displacement section shown in FIG. 6 becomes longer as the radius of the curve is smaller. Here, as shown in FIG. 5, when the vehicle V1 is turned to the left while traveling on the right curve, the vehicle will turn in the direction opposite to the direction of the curve. May be given. In particular, as the radius of the curve is smaller, the speed until the host vehicle V1 approaches the shoulder side of the curve increases, so that the occupant's discomfort tends to increase. However, in this embodiment, the smaller the radius of the curve, the longer the length L of the displacement section shown in FIG. 6, thereby reducing the turning angle and turning angular velocity when the host vehicle V1 approaches the road shoulder side of the curve. The moving speed when the host vehicle V1 approaches the shoulder side of the curve can be reduced. As a result, the occupant's uncomfortable feeling due to the host vehicle V1 approaching the shoulder of the curve can be reduced.

  Further, the region setting function sets the control region CR for the lane edge so that the lateral displacement amount Q shown in FIG. 6 increases as the radius of the curve decreases. That is, the region setting function sets the control region CR for the lane edge so that the own vehicle V1 travels on the road shoulder side as the radius of the curve decreases. Here, in general, the smaller the radius of the curve, the stronger the sense of discomfort experienced by the occupant due to the approach of the host vehicle V1 and the oncoming vehicle V3. However, in the present embodiment, as the radius of the curve is smaller, the host vehicle V1 can move away from the oncoming vehicle V3, so that a sense of security can be given to the occupant.

  Further, in the present embodiment, the region setting function can set the control region CR for the lane edge during curve traveling based on the vehicle speed and lateral acceleration of the host vehicle V1 in addition to the radius of the curve. Specifically, the area setting function is such that the length L of the displacement section shown in FIG. 6 increases as the vehicle speed of the host vehicle V1 increases or the lateral acceleration of the host vehicle V1 increases. A control region CR is set for the lane edge of the lane where the vehicle travels. Further, the region setting function sets the control region CR for the lane edge so that the lateral displacement amount Q shown in FIG. 6 increases as the vehicle speed of the host vehicle V1 increases or the lateral acceleration of the host vehicle V1 increases. To do. In this case as well, the occupant's uncomfortable feeling due to the approach of the vehicle V1 and the oncoming vehicle V3 during curve driving can be reduced.

  Furthermore, in the present embodiment, the area setting function determines that the road ahead of the host vehicle V1 enters the curve before the host vehicle V1 enters the curve. In addition, the control region CR is set so that the host vehicle V1 moves from the current position to the position on the shoulder side. In this case, for example, as shown in FIG. 5, when the host vehicle V1 is traveling on the right curve, the host vehicle V1 is moved to the left in order to bring the host vehicle toward the lane end opposite to the opposite lane. No need to turn around. Therefore, it is possible to reduce the user's uncomfortable feeling caused by turning in the direction opposite to the direction of the curve when traveling on the curve.

  In addition, the area setting function can be used when the vehicle V1 is traveling along a curve when the road ahead of the vehicle V1 cannot be determined to be a curve before the vehicle V1 enters the curve. It is determined whether V1 is traveling on a curve. When the host vehicle V1 is traveling on a curve, the control region CR is set so that the host vehicle V1 moves from the current position to a position on the shoulder side during the curve traveling.

  Next, a method for setting the control region CR in a scene where the host vehicle V1 travels on a curve that does not have an opposite lane, such as an interchange on a highway, will be described. FIG. 7 is a diagram illustrating a scene in which the host vehicle V1 travels on a curve that has two lanes in one way and does not have an opposite lane.

  First, the case where the host vehicle V1 is traveling on the lane Ln3 on the outer side of the curve among the curves that are two lanes one way and have no opposite lane will be described. In the area setting function, when the host vehicle V1 is traveling on the lane Ln3 outside the curve, the host vehicle V1 continuously travels closer to the curve outer side than the center position of the host vehicle, as shown in FIG. In order to achieve this, the control region CR for the lane edge outside the curve is set narrow, and the control region CR for the lane edge inside the curve is set wide.

  On the other hand, when the host vehicle V1 is traveling on a lane Ln4 on the inner side of the curve that has two lanes in one way and does not have an opposite lane, as shown in FIG. The control region CR for the lane edge inside the curve is set to be narrow so that the vehicle can continue to run closer to the inside of the curve (opposite the opposite lane) than the center position of the vehicle. A wide control area CR is set.

  As a result, when the host vehicle V1 is traveling on such a curve, the host vehicle V1 can continue to travel at a certain distance from other vehicles traveling in the adjacent lane adjacent to the travel lane of the host vehicle V1. Therefore, it is possible to reduce the occupant's uncomfortable feeling due to the approach of the host vehicle and another vehicle during a curve run.

  Further, when the host vehicle V1 travels on a curve that has two lanes in one way and does not have an opposite lane, when the host vehicle V1 moves out of the curve, the target area setting function, as shown in FIG. The control region CR for the lane edge is set so as to move from the travel position at the time of the curve travel to the travel position (the center position of the own lane) traveled before the curve travel.

  Specifically, in the present embodiment, the region setting function ends the curve when the host vehicle V1 is traveling in the lane Ln3 outside the curve among the curves that are two lanes one way and have no opposite lane. At the position P1, the control region CR for the lane edge is set so that the host vehicle V1 is displaced from the travel position at the time of the curve travel to the center position of the host lane. On the other hand, when the vehicle is traveling in the lane Ln4 on the inside of the curve, the region setting function is such that the vehicle V1 is located at the center of the lane from the travel position at the time of the curve travel at the position P2 before the position P1 at which the curve ends. The control region CR for the lane edge is set so as to be displaced to the position.

  Here, when the host vehicle V1 is traveling on the lane Ln4 on the inside of the curve, from the traveling position on the inside of the curve on which the host vehicle V1 was traveling on the curve, The direction of displacement to the center position coincides with the centrifugal direction of the curve. Therefore, by returning the travel position of the host vehicle V1 to the center position before the curve travel at the position P2 before the curve ends, the lateral acceleration applied to the host vehicle V1 when the travel position of the host vehicle V1 is displaced is increased. Can be reduced.

  Next, as shown in FIG. 8, a method for setting the target area TR in a scene where a parked vehicle is present in the middle of the curve will be described. FIG. 8 is a diagram illustrating a scene in which a parked vehicle is present in the middle of a curve.

  As shown in FIG. 8, when the parked vehicle V2 exists in the middle of the curve, the parked vehicle V2 is detected as an avoidance target. Thereby, the area setting function sets a range including the parked vehicle V2 as the target area TR. Here, FIG. 9 is an enlarged view showing the vicinity of the target region CR shown in FIG. As shown in FIG. 9, when the parked vehicle V2 exists in the middle of the curve, the area setting function is based on the rear side of the parked vehicle V2 (front side of the host vehicle V1) as compared to the target area TR shown in FIG. ) Is set so as to be wide. For example, in the example illustrated in FIG. 4, the region setting function sets the target region TR so that the length in the extending direction of the target region TR is L0 from the position y1 to the position y2. On the other hand, when the parked vehicle V2 exists in the middle of the curve, the area setting function sets the length in the extending direction of the elephant area TR from the position y2 to the front side of the host vehicle V1 from the position y1. The target region TR is set so as to be L1 (L1> L0) up to the position y3.

  As a result, as shown in FIG. 4, in the scene where the host vehicle V1 travels on a straight road, the position at which the host vehicle V1 starts turning in the vehicle width direction is the distance between the host vehicle V1 and the parked vehicle V2. As shown in FIG. 8, when the parked vehicle V2 exists in the middle of the curve when the first turning position is 1 distance, the position at which the own vehicle V1 starts turning in the vehicle width direction is The distance between the vehicle V1 and the parked vehicle V2 can be a second turning position where the second distance is longer than the first distance. As a result, as shown in FIG. 4, compared to the case where the parked vehicle V <b> 2 exists in the scene where the host vehicle V <b> 1 travels on the straight road, the scene where the parked vehicle V <b> 2 exists in the middle of the curve as illustrated in FIG. 8. Then, the host vehicle V1 can be turned at an earlier timing.

  The target route setting function of the control device 10 calculates the target route RT based on the set position of the boundary between the control region CR and the target region TR. Here, “calculate the target route RT based on the positions of the control region CR and the target region TR” means calculating the target route RT so that the host vehicle V1 does not enter the control region CR and the target region TR. Alternatively, the target route RT may be calculated so that the area where the control region CR and the target region TR overlap with the existence region of the host vehicle V1 is less than a predetermined value, or the control region CR and the target region TR The position separated from the boundary line by a predetermined distance may be calculated as the target route RT, or the boundary line between the control region CR and the target region TR may be calculated as the target route RT. As described above, in the control region CR and the target region TR, the distance between the host vehicle V1 and the avoidance target is not less than a predetermined value, or the distance between the host vehicle V1 and the avoidance target is maintained at a predetermined threshold. As a result, the target route RT is also kept at a position where the distance between the host vehicle V1 and the avoidance target is not less than a predetermined value, or the distance between the host vehicle V1 and the avoidance target is kept at a predetermined threshold. Is set to the position.

  The target route RT includes one or a plurality of target coordinates on which the host vehicle V1 travels, and each target coordinate includes a target horizontal position (target X coordinate) and a target vertical position (target Y coordinate). Therefore, the target route setting function sets the target route RT by determining one or more target horizontal positions and target vertical positions based on the position of the boundary between the control region CR and the target region TR.

The control function of the control device 10 outputs command information for causing the host vehicle V1 to travel on the target route RT to the vehicle controller 70, the drive device 80, and the steering device 90 on the vehicle side. The vehicle controller 70 that has acquired the command information from the control device 10 controls the drive device 80 and the steering device 90 to drive the host vehicle V1 along the target route RT. The vehicle controller 70 uses the road shape detected by the detection device 50 and the lane marker model stored in the road information 122 and the map information 123 of the navigation device 120 to determine whether the host vehicle is in a predetermined lateral position with respect to the lane. The steering device 90 is controlled to travel while maintaining the above. The vehicle controller 70 calculates the turning control amount based on the steering angle acquired from the steering angle sensor 61, the vehicle speed acquired from the vehicle speed sensor 62, and the current of the steering actuator, and sends a current command to the steering actuator. Then, control is performed so that the host vehicle travels the target lateral position.
In addition, as a method for controlling the lateral position of the host vehicle V1, in addition to using the steering device 90 described above, the driving direction of the host vehicle V1 is determined by the difference in rotational speed between the left and right drive wheels using the driving device 80 and / or the braking device 81. (That is, the lateral position) may be controlled. In that sense, the “turning” of the vehicle includes not only the case of using the steering device 90 but also the case of using the driving device 80 and / or the braking device 81.

  For example, as shown in FIG. 3, when the host vehicle V1 travels on a straight road, the control function is such that the host vehicle V1 travels a certain distance away from the lane ends Le1 and Le2. , The position in the lane excluding CR2 can be caused to travel on the host vehicle along the target route RT set by the target route setting function. As shown in FIGS. 5 to 9, the control function is also configured so that the position in the lane excluding the control region CR set by the region setting function can be determined by the target route setting function even when the host vehicle V1 travels a curve. The host vehicle can be driven along the set target route RT. As a result, the control function can realize a lane departure prevention function (lane keep support function) and a travel control function for appropriately passing the side to be avoided by the host vehicle.

  The presentation function of the control device 10 includes calculated information according to the target information, information according to the position of the target area TR, information according to the position of the control area CR, information according to the position of the target route, and target Information corresponding to the command information for causing the host vehicle to travel on the route is sent to the output device 110 and output to the outside in the above-described manner.

  Next, the travel control process according to the present embodiment will be described based on the flowcharts shown in FIGS.

  First, the overall procedure of travel control will be described with reference to FIG.

  In step S101, the control device 10 acquires host vehicle information including at least the position of the host vehicle V1. The own vehicle information may include the vehicle speed and acceleration of the own vehicle V1. In step S102, the control device 10 acquires target information including a position to be avoided that the host vehicle V1 should avoid. The target information may include speed / acceleration to be avoided.

  In step S <b> 103, the control device 10 acquires the detection result of the avoidance target from the detection device 50. The detection result of the avoidance target includes information on the position of the avoidance target. In step S104, the control device 10 performs a region setting process for setting the control region CR and the target region TR according to the position to be avoided. Details of the area setting process in step S104 will be described later.

  In step S105, the control device 10 calculates a target route RT that avoids the control region CR and the target region TR. The target route RT includes one or a plurality of target coordinates on which the host vehicle V1 travels. Each target coordinate includes a target horizontal position (target X coordinate) and a target vertical position (target Y coordinate). The target route RT is obtained by connecting the calculated one or more target coordinates and the current position of the host vehicle V1.

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

  In step S108, the control device 10 brings the host vehicle V1 onto the target lateral position based on the actual lateral position of the host vehicle V1, the target lateral position corresponding to the current position, and the feedback gain in step S107. A target control value related to the turning angle, turning angular velocity, etc. of the host vehicle V1 necessary for the movement is calculated.

  In Step S109, control device 10 acquires the target vertical position about one or a plurality of target coordinates computed at Step S105. In subsequent step S110, the control device 10 determines the current vertical position of the host vehicle V1, the vehicle speed and acceleration / deceleration at the current position, the target vertical position corresponding to the current vertical position, and the vehicle speed and acceleration / deceleration at the target vertical position. Based on the comparison result, a feedback gain related to the vertical position is calculated. In step S111, the control device 10 calculates a target control value related to the vertical position based on the vehicle speed and acceleration / deceleration according to the target vertical position and the feedback gain of the vertical position calculated in step S110.

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

  In step S112, the control device 10 outputs the horizontal target control value calculated in step S108 and the vertical target control value calculated in step S111 to the in-vehicle device 200. Thereby, the traveling of the host vehicle is controlled along the target route RT.

  In step S113, the control device 10 causes the output device 110 to present information. The information to be presented to the output device 110 may be the position / velocity of the control region CR and the target region TR calculated in step S104, or the shape of the target route calculated in step S105. The target control value output to the in-vehicle device 200 in step S112 may be used.

  In step S114, it is determined whether or not the driver has performed a steering operation or the like and whether or not the driver has performed an operation intervention. If no driver operation is detected, the process returns to step S101, and the setting of a new control region CR and target region TR, calculation of a target route, and travel control are repeated. On the other hand, when the driver performs an operation, the process proceeds to step S115, and the traveling control is interrupted. In the next step S116, information indicating that the traveling control has been interrupted is presented.

  Next, the region setting process in step S104 will be described based on the flowchart shown in FIG.

  First, in step S <b> 201, the road shape determination function of the control device 10 determines whether a curve exists ahead of the host vehicle before the host vehicle enters the curve. For example, the road shape determination function is based on the position information of the own vehicle detected by the position detection device 121, the road information 122 and map information 123 included in the navigation device 120, and the image in front of the own vehicle captured by the camera 51. The shape of the road ahead of the host vehicle can be determined. If it is determined that a curve exists in front of the host vehicle, the process proceeds to step S202. On the other hand, if it is determined that no curve exists in front of the host vehicle, the process proceeds to step S203.

  In step S202, since it is determined that a curve exists ahead of the host vehicle before the host vehicle enters the curve, the travel position of the host vehicle is displaced from before the host vehicle enters the curve by the region setting function. Thus, the control region CR for the lane edge of the own lane is set. Here, FIG. 12 is a flowchart showing a control region setting process during curve driving. Below, based on FIG. 12, the control area | region setting process at the time of curve driving | running | working in step S202 is demonstrated.

  As shown in FIG. 12, first, in step S301, it is determined by the region setting function whether or not the curve detected in step S201 has an oncoming lane. For example, in the area setting function, whether the curve on which the host vehicle travels has an oncoming lane based on road information 122 and map information 123 stored in the navigation device 120 or based on an image captured by the camera 51. It can be determined whether or not. If the curve has an oncoming lane, the process proceeds to step S302. If the curve has no oncoming lane, the process proceeds to step S306.

  In step S302, the region setting function determines whether the lane in which the host vehicle is traveling is a plurality of lanes of two or more one-way. As in step S301, the control function is based on the road information 122 and map information 123 stored in the navigation device 120, or based on the image captured by the camera 51. It can be determined whether or not there are multiple lanes equal to or more than the lane. If it is determined that there are multiple lanes of two or more lanes, the process proceeds to step S304. On the other hand, for example, as illustrated in FIG. 5, if it is determined to be one lane, the process proceeds to step S303. .

In step S303, as in the example shown in FIG. 5, since the curve on which the host vehicle travels is determined to be a curve having one lane on one side and an opposite lane, the lane on which the host vehicle travels is determined by the region setting function. Among these lane edges, the control area CR for the opposite lane edge is set narrower, while the control area CR for the opposite lane edge is set wider. In addition, as shown in FIG. 6, the region setting function is such that the smaller the radius R of the curve, the higher the vehicle speed of the host vehicle, or the higher the lateral acceleration of the host vehicle, the as the length L of the displacement section from the center position) X ₃ lanes before moving the traveling position X ₄ of the lane edge side is longer, sets the control region CR. Further, as shown in FIG. 6, the region setting function is such that the smaller the curve radius R, the higher the vehicle speed of the host vehicle, or the higher the lateral acceleration of the host vehicle, the more The control region CR for the lane edge opposite to the oncoming lane is set to be narrow so that the end side position continues to travel.

  If it is determined in step S302 that the lane in which the host vehicle is traveling is a plurality of lanes of two lanes or more in one way, the process proceeds to step S304. In step S304, it is determined by the area setting function whether or not the lane in which the host vehicle is traveling is the lane farthest from the opposite lane. When the lane in which the host vehicle travels is the lane farthest from the opposite lane, the process proceeds to step S305. In step S305, as in step S303, among the lane ends of the lane on which the host vehicle travels, the control region CR for the lane end opposite to the opposite lane is set narrow, and the control region CR for the lane end on the opposite vehicle side is set. Widely set. As a result, when the vehicle travels on a road having multiple lanes on one side and opposite lanes and the vehicle is traveling in a lane farthest from the opposite lane, the vehicle is The vehicle can continue to travel at the travel position on the lane edge side opposite to the opposite lane from the center position of the lane).

  If it is determined in step S304 that the lane in which the host vehicle is traveling is not the lane farthest from the oncoming lane, the processing shown in FIG. 12 ends. That is, when the lane in which the host vehicle travels is, for example, a lane adjacent to the opposite lane, the control region CR is set so that the host vehicle travels in the center of the lane.

  Furthermore, when it is determined in step S301 that the curve on which the host vehicle travels does not have an oncoming lane, the process proceeds to step S306. In step S306, as in step S302, it is determined whether the lane in which the host vehicle is traveling is a plurality of lanes of two or more lanes one way. If the lane in which the host vehicle is traveling is a plurality of lanes of two or more lanes, the process proceeds to step S307. On the other hand, if the lane of the curve in which the host vehicle is traveling is one lane, The processing shown in FIG. That is, when the curve on which the host vehicle travels is a one-way one-lane curve that does not have an opposite lane, the control region CR is set so that the host vehicle travels in the center of the lane.

  In step S307, since it is determined that the lane in which the host vehicle is traveling is a plurality of lanes with two or more lanes one way, whether or not the lane in which the host vehicle is traveling is the innermost lane of the curve is determined by the region setting function. Judgment is made. If the lane in which the host vehicle is traveling is the innermost lane of the curve, the process proceeds to step S308. In step S308, as shown in FIG. 7, the region setting function allows the host vehicle V1 to continuously travel closer to the inside of the curve than the current travel position (the center position of the host lane). The control area CR for the inner lane edge is set narrow, and the control area CR for the lane edge outside the curve is set wide.

  On the other hand, if it is determined in step S307 that the lane in which the host vehicle is traveling is not the innermost lane of the curve, the process proceeds to step S309, where the lane in which the host vehicle travels is located on the outermost side of the curve. A determination is made as to whether the vehicle is in the lane. If the lane in which the host vehicle is traveling is the outermost lane of the curve, the process proceeds to step S310. In step S310, as shown in FIG. 7, the area setting function allows the vehicle V1 to continuously travel closer to the outside of the curve than the current travel position (the center position of the own lane). The control region CR for the outer lane edge is set narrow, and the control region CR for the curve inner lane edge is set wide.

  Note that if the vehicle is traveling on a curve that has one-way multiple lanes and no opposite lane, and the vehicle is not traveling in the innermost lane or the outermost lane of the curve ( In step S309 = No), the control region CR is set so that the host vehicle travels in the center of the lane.

  Thus, the control area setting process at the time of curve driving shown in FIG. 12 is performed. Returning to FIG. 11, in step S201, before the host vehicle V1 enters the curve, the curve existing in front of the host vehicle cannot be detected (step S201 = No), and the host vehicle travels the curve. When it is detected that the host vehicle is traveling along a curve (step S203 = Yes), the area setting function changes the travel position of the host vehicle while the host vehicle is traveling on a curve. As described above, the control region CR for the lane edge of the own lane is set. Also in this case, similarly to step S202, the control region setting process at the time of curve traveling shown in FIG. 12 is performed.

  In step S205, when the host vehicle is traveling along a curve, it is determined whether or not a parked vehicle (including a stopped vehicle) exists in the middle of the curve. If there is a parked vehicle in the middle of the curve, the process proceeds to step S206. In step S206, as shown in FIGS. 8 and 9, a range including the parked vehicle to be avoided is set as the target region TR by the region setting function. Also, as shown in FIGS. 8 and 9, when the host vehicle is traveling on a curve, compared to the case where the host vehicle is not traveling on a curve, the rear side of the parked vehicle V2 extends. The target region TR is set so that the region is widened.

  Thereafter, in step S207, it is determined whether or not the host vehicle V1 has traveled to the vicinity of the end point of the curve by the region setting function. If the host vehicle V1 has not traveled to the vicinity of the end point of the curve, step S205 is performed. Returning to the above, the detection of the parked vehicle existing in the middle of the curve is repeated. When the host vehicle V1 travels to the vicinity of the end point of the curve, the process proceeds to step S208, and the control region for the lane edge is set so that the host vehicle V1 returns to the original travel position (the center position of the host lane) at the end point of the curve. CR is set.

  In addition, as shown in FIG. 7, when the host vehicle is traveling on a curve having one-way multiple lanes and no opposite lane, the curve ends when the host vehicle is traveling on a lane inside the curve. At the position P2 before the position P1, the control region CR for the lane edge is set so that the traveling position of the host vehicle V1 is displaced to the center position of the host lane.

  If it is determined in step S203 that the host vehicle V1 is not traveling on a curve, the control region CR and the target are detected based on the position of the avoidance target detected in step S103, as shown in FIG. The region TR is set.

  As described above, according to the present embodiment, in a scene in which the host vehicle V1 travels a curve, the current travel position (the center position of the host lane) is present in the host vehicle V1 regardless of the presence or absence of the oncoming vehicle V3. The vehicle is continuously driven at a position on the lane end side opposite to the opposite lane. As a result, each time the oncoming vehicle V3 approaches the host vehicle V1, the lateral acceleration applied to the occupant is greater than when the host vehicle V1 moves in the vehicle width direction opposite to the target vehicle V3. This reduces the load on the occupant. In addition, since the host vehicle V1 travels away from the oncoming vehicle V3, it is possible to reduce a sense of incongruity of the occupant due to the approach of the host vehicle V1 and the oncoming vehicle V3 during curve traveling.

  In addition, according to the present embodiment, before the host vehicle V1 proceeds to the curve, a curve existing in front of the host vehicle is detected, and before the host vehicle proceeds to the curve, the traveling position of the host vehicle is determined as the opposite lane. By moving the vehicle toward the opposite lane end side, it is possible to reduce the occupant's uncomfortable feeling caused by the vehicle turning in a direction opposite to the direction of the curve while traveling on the curve.

  Furthermore, according to the present embodiment, as shown in FIG. 6, the smaller the radius of the curve, or the faster the vehicle speed of the host vehicle V1 or the lateral acceleration of the host vehicle V1, the faster the host vehicle V1 is at the current travel position ( The turning angle and the turning angular velocity of the host vehicle V1 are reduced by increasing the length L of the displacement section from the center position of the host vehicle lane to the position on the lane edge side. As a result, the moving speed in the vehicle width direction until the host vehicle V1 approaches the shoulder of the curve can be slowed, and the occupant's uncomfortable feeling caused by the host vehicle V1 suddenly approaching the shoulder of the curve when traveling on the curve can be reduced. can do. Further, according to the present embodiment, as shown in FIG. 6, the smaller the radius of the curve, the higher the vehicle speed of the host vehicle V1, or the higher the lateral acceleration of the host vehicle V1, the more lane the host vehicle V1 is. By setting the control area CR for the lane edge opposite to the oncoming lane so as to travel on the end side position, the host vehicle V1 can be driven at a position away from the oncoming vehicle V3, and the vehicle runs on a curve. Occasional discomfort caused by the vehicle V1 and the oncoming vehicle V3 sometimes approaching can be reduced.

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

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

  In the above-described embodiment, when the host vehicle V1 travels on a curve, the host vehicle V1 continues the travel position on the opposite side of the opposite lane from the travel position at the time of entering the curve (the center position of the host lane). However, the present invention is not limited to this configuration. For example, when the host vehicle V1 travels a curve, the control region CR is set to the lane edge of the travel lane of the host vehicle V1. As a configuration for controlling the turning angle and the turning angular velocity of the own vehicle V1 so that the own vehicle can continue to run at a driving position opposite to the opposite lane from the driving position at the time of entering the curve (the center position of the own lane). Also good. Alternatively, when the host vehicle V1 travels along a curve, the host vehicle V1 can continue to travel in a travel position on the opposite side of the opposite lane from the travel position (center position of the host lane) when entering the curve. The target route RT may be corrected.

  In the present specification, as an example of a travel control device including target information acquisition means and control means, a travel control device 100 including a control device 10 that executes a target information acquisition function and a control function will be described as an example. However, the present invention is not limited to this. In the present specification, as an example of the travel control device further including the output unit, the travel control device 100 further including the output devices 30 and 110 will be described as an example. However, the present invention is not limited to this.

DESCRIPTION OF SYMBOLS 1 ... Travel control system 100 ... Travel control apparatus 10 ... Control apparatus 20 ... Communication apparatus 30 ... Output apparatus 200 ... In-vehicle apparatus 40 ... Communication apparatus 50 ... Detection apparatus 60 ... Sensor 70 ... Vehicle controller 80 ... Drive apparatus 90 ... Steering apparatus 110 ... Output device 120 ... Navigation device

Claims (14)

Detection means for detecting the lane edge of the lane in which the host vehicle is traveling;
Control means for controlling the travel position of the host vehicle based on the lane edge detected by the detection means,
The control means includes
When the host vehicle travels on a straight road, the host vehicle travels the first travel position based on the lane edge,
When the host vehicle travels on a curve having an oncoming lane, the host vehicle travels a second driving position located on the opposite side of the oncoming lane from the first driving position. . The travel control device according to claim 1,
The control means determines in advance whether or not the host vehicle travels the curve before the host vehicle enters the curve, so that the host vehicle can enter the first vehicle before the host vehicle enters the curve. A travel control device that travels two travel positions. The travel control device according to claim 1 or 2,
The travel control device characterized in that the control means decreases a turning angle or turning angular velocity when the host vehicle moves to the second traveling position as the radius of the curve is smaller. The travel control device according to any one of claims 1 to 3,
The control means reduces the turning angle or turning angular velocity when the host vehicle moves to the second travel position as the host vehicle speed increases or the host vehicle lateral acceleration increases. Travel control device. The travel control device according to any one of claims 1 to 4,
As the radius of the curve is smaller, the control means sets a position away from the oncoming lane as a second running position on the opposite side of the oncoming lane from the first running position to the host vehicle. A travel control device that travels. The travel control device according to any one of claims 1 to 5,
The control means determines a position farther from the oncoming lane in a position on the opposite side of the oncoming lane than the first traveling position as the vehicle speed of the own vehicle is higher or the lateral acceleration of the own vehicle is higher. A travel control device that causes the host vehicle to travel as the second travel position. The travel control device according to any one of claims 1 to 6,
In the case where the host vehicle travels on a curve having a plurality of lanes on one side and an opposite lane, and the host vehicle travels on a lane farthest from the opposite lane, the control means sets the second travel position on the host vehicle. A travel control device characterized in that when the vehicle travels and the vehicle travels in a lane other than the farthest lane, the vehicle travels in the first travel position. The travel control device according to any one of claims 1 to 7,
The control means, when the host vehicle runs on a curve having a plurality of lanes on one side and no opposite lane, and the vehicle travels on the innermost lane among the lanes of the curve, A travel control device that controls the travel of the host vehicle so as to travel in the position of the vehicle. The travel control device according to any one of claims 1 to 8,
The control means, when the host vehicle travels on a curve having a plurality of lanes on one side and no opposite lane, and the vehicle travels on the outermost lane of the curve, the host vehicle is positioned outside the curve from the current travel position. A travel control device that controls travel of the host vehicle so as to travel. The travel control device according to any one of claims 1 to 9,
When the vehicle travels on a curve having a plurality of lanes on one side and no opposite lane, when the vehicle travels on the innermost lane of the curves, before the vehicle advances from the curve, A travel control device that shifts a travel position from the second travel position to the first travel position. The travel control device according to any one of claims 1 to 10,
In the first turning position where the distance from the own vehicle to the avoidance object is the first distance when the avoidance object other than the oncoming vehicle exists when the own vehicle travels on a straight road, Start turning in the vehicle width direction of the own vehicle so that the own vehicle is away from the avoidance target,
When the vehicle travels on the curve and the avoidance target exists in the middle of the curve, the control means is configured to provide a second distance from the own vehicle to the avoidance target that is longer than the first distance. A travel control device that starts turning in the vehicle width direction of the host vehicle so that the host vehicle is separated from the avoidance target at a second turning position that is a distance. The travel control device according to any one of claims 1 to 11,
The control means sets a predetermined area for the lane edge of the lane in which the host vehicle travels, and controls the traveling position of the host vehicle based on the area.
When the host vehicle travels on a curve having an oncoming lane, the control unit sets the area relative to the lane end on the opposite side of the oncoming lane so that the host vehicle travels the second driving position. A travel control device characterized in that The travel control device according to any one of claims 1 to 12,
Information according to the target information, information according to the position of the target area set based on the avoidance target, information according to the position of the target route, and information according to command information for causing the host vehicle to travel the target route The travel control device further comprising output means for outputting any one or more information to the outside. A vehicle running control method executed by a computer that outputs command information for controlling the running of the host vehicle,
A first step of acquiring target information including a position of an avoidance target existing around the host vehicle;
A second step of moving the host vehicle in a vehicle width direction opposite to the avoidance target when the avoidance target exists,
In the second step, when the host vehicle travels on a curve having an oncoming lane, the host vehicle continues to be at a position on the opposite side of the oncoming lane from the current driving position regardless of the presence of the oncoming vehicle. A travel control method that controls travel of the host vehicle so as to travel.