JP2016038836A - Travel control device and travel control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control device capable of appropriately controlling the travel of a vehicle even when there is an oncoming vehicle.SOLUTION: A travel control device in a vehicle comprises: object information acquisition means 10 for acquiring object information including the positions of a first avoidance object and a second avoidance object situated around the vehicle; and control means 10 for controlling the vehicle to turn the vehicle to a control direction side opposite to the first avoidance object on the basis of the travel direction of the vehicle if there is the first avoidance object. If the second avoidance object is closer to the control direction side than the vehicle when turning the vehicle to the control direction side, the control means 10 controls the vehicle so as to turn the vehicle to the control direction side at a closer side in the travel direction of the vehicle than when there is not the second avoidance object.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, a traveling control device that controls traveling of the host vehicle is known. In such a travel control device, when a stopped vehicle is detected, when passing the side of the stopped vehicle, the control direction side opposite to the side where the stopped vehicle exists is based on the traveling direction of the host vehicle. A technique for turning the host vehicle is known (for example, Patent Document 1).

JP 2001-048036 A

  However, in the prior art, when the host vehicle is turned to the control direction side in order to pass the side of the stopped vehicle, if there is an oncoming vehicle on the control direction side, contrary to the intention of the occupant, The host vehicle and the oncoming vehicle will suddenly approach each other. As a result, the actual traveling of the host vehicle with respect to the oncoming vehicle deviates from the traveling assumed by the occupant, which may cause the occupant to feel uncomfortable.

  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 when an oncoming vehicle exists.

  According to the present invention, when turning the host vehicle to the control direction side opposite to the side where the first avoidance target exists based on the traveling direction of the host vehicle, the second avoidance target is closer to the control direction side than the own vehicle. When the vehicle is present, the problem is solved by turning the vehicle toward the control direction on the front side in the traveling direction of the vehicle, compared to the case where the second avoidance target is not present.

  According to the present invention, when the host vehicle is turned to the control direction side, if the second avoidance target exists on the control direction side of the host vehicle, the host vehicle is controlled on the front side in the traveling direction of the host vehicle. By turning to the direction side, it is possible to effectively prevent the host vehicle and the second avoidance target from approaching rapidly, and as a result, it is possible to reduce the discomfort of the occupant with respect to the second avoidance target.

It is a block block diagram of the traveling control system concerning this embodiment. It is a figure for demonstrating the setting method of an object area | region. It is a figure which shows an example of the target path | route set when an oncoming vehicle and a back approaching vehicle do not exist. In 1st Embodiment, it is a figure which shows an example of the target path | route set when an oncoming vehicle exists. It is a figure which shows an example of the correspondence of a rotation start position and relative speed. It is a figure which shows an example of the correspondence of maximum lateral displacement amount and relative speed. In 1st Embodiment, it is a figure which shows an example of the target path | route set when a back approaching vehicle exists. It is a flowchart which shows the traveling control process which concerns on this embodiment. It is a flowchart which shows the target coordinate calculation process of step S105 in 1st Embodiment. In 2nd Embodiment, it is a figure which shows an example of the target path | route set when an oncoming vehicle exists. In 2nd Embodiment, it is a figure which shows an example of the target path | route set when a back approaching vehicle exists. In 2nd Embodiment, it is a figure which shows the other example of the target path | route set when an oncoming vehicle exists. In 2nd Embodiment, it is a figure which shows the other example of the target path | route set when a back approaching vehicle exists. It is a flowchart which shows the target coordinate calculation process of step S105 in 2nd 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.

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

The travel control device 100 according to the present embodiment recognizes the lane in which the host vehicle is traveling, and controls the travel of the host vehicle so that the position of the lane mark on the lane and the position of the host vehicle maintain a predetermined relationship. Lane departure prevention function (lane keep support function). The travel control device 100 of this embodiment controls the travel of the host vehicle so that the host vehicle travels in the center of the lane. The travel control apparatus 100 may control the travel 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.
The travel control device 100 has a communication device 20, the in-vehicle device 200 has a communication device 40, and both devices exchange information with each other by wired communication or wireless communication.

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

Hereinafter, each device constituting the in-vehicle device 200 will be described.
The detection device 50 detects the 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. Other vehicles include a vehicle approaching rearward of the host 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 sensor 60 of this embodiment includes a steering angle sensor 61 and a vehicle speed sensor 62. The steering angle sensor 61 detects steering information related to steering such as the steering amount, steering speed, and steering acceleration of the host vehicle, and sends the steering information to the vehicle controller 70 and the travel control device 100. The vehicle speed sensor 62 detects the vehicle speed and acceleration of the host vehicle and sends them to the vehicle controller 70 and the travel control device 100.

  The vehicle controller 70 of this embodiment is an in-vehicle computer such as an engine control unit (ECU), and electronically controls the driving state of the vehicle. Examples of the vehicle of the present embodiment include an electric vehicle including an electric motor as a travel drive source, an engine vehicle including an internal combustion engine as a travel drive source, and a hybrid vehicle including both the electric motor and the internal combustion engine as a travel drive source. 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 includes information according to target information, information according to the position of the target area, information according to the position of the target route, and information according to command information that causes the host vehicle to travel on the target route. Any one or more of them are 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. As described above, the display 111, the speaker 112, the vehicle exterior lamp 113, and the vehicle interior lamp 114 can inform the occupant that the target area is set to the left front.

  In the present embodiment, the setting direction and the setting position of the target area are output to the outside using the outside lamp 113 from the viewpoint of notifying passengers of other vehicles in advance of the movement of the host vehicle. When the target area is set, the traveling direction of the host vehicle is changed (steering is performed) in order to pass the side of the target area. 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 includes a ROM (Read Only Memory) 12 in which a program for presenting different travel control information according to the degree of approach between the host vehicle and another vehicle is stored, and the program stored in the ROM 12. The computer includes a CPU (Central Processing Unit) 11 as an operation circuit that functions as the traveling control device 100 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 has a host vehicle information acquisition function, a target information acquisition function, a target area setting function, a target route setting function, a control function, and a presentation function. The control apparatus 10 of this embodiment performs each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

Hereinafter, each function of the traveling control apparatus 100 according to the present embodiment will be described.
First, the 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 target information acquisition function of the control device 10 will be described. The target information acquisition function acquires target information including a position to be avoided 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 target area setting function of the control device 10 sets the target area R based on the relationship between the position of the host vehicle and the position to be avoided. FIG. 2 is a diagram illustrating an example of a method for setting the target region R. In FIG. 2, the traveling direction Vd1 of the host vehicle is the + y direction in the figure, and the extending direction of the traveling lane Ln1 on which the host vehicle travels is also the + y direction in the figure. Moreover, in FIG. 2, the scene where the parked vehicle V2 parked on the left shoulder of the lane Ln1 where the host vehicle travels is detected is viewed from above. In the scene shown in FIG. 2, 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.

  For example, in the example illustrated in FIG. 2, the detected parked vehicle V2 exists in the lane Ln1 of the host vehicle V1 and prevents the host vehicle V1 from going straight. Therefore, the target area setting function sets a range including the parked vehicle V2 as the target area R when the host vehicle V1 approaches the parked vehicle V2 along the traveling direction Vd1. Note that the target area setting function is a target from the viewpoint of avoiding that the own vehicle V1 and the parked vehicle V2 approach or come into contact with each other when the distance between the host vehicle V1 and the parked vehicle V2 to be avoided is less than a predetermined value. The region R may be set, or the target region R 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 R 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 R may be a circle, an ellipse, a rectangle, or a polygon that includes the parked vehicle V2. Furthermore, the target area setting function may set the target area R to be narrower by setting the boundary of the target area R to be less than a predetermined distance (A) from the surface (outer edge) of the parked vehicle V2, and the boundary of the target area R may be The target area R may be set wider than a predetermined distance B (B> A) separated from the parked vehicle V2.

  As shown in FIG. 2, 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 R 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 R along the extending direction (+ y) of the traveling lane Ln1 of the host vehicle. The length along the extending direction (+ y) of the travel lane Ln1 in the target region R shown in FIG. 2 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 R 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 R 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 R.

  As shown in FIG. 2, when the vehicle width direction of the host vehicle is defined as Vw1 (X direction in the figure), the target region R 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 traveling lane Ln1 of the host vehicle. The length along (X) in the road width direction of the target region R shown in FIG. 2 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 R. 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 horizontal end RW1 and the second horizontal end RW2 are located on the boundary of the target region R.

  As shown in FIG. 2, when there is an oncoming vehicle V3 traveling on the opposite lane Ln2 of the traveling lane Ln1 of the host vehicle V1, 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 R by the same method. The target region R is set at a timing when the avoidance target is detected, that is, at a timing before the turning operation of the host vehicle V1 is performed.

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

  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). Yes. Therefore, the target route setting function sets the target route RT by determining one or a plurality of target horizontal positions and target vertical positions based on the position of the boundary of the target region R.

FIG. 3 is a diagram illustrating an example of the target route RT that is set when there is no oncoming vehicle and a vehicle approaching backward, which will be described later. When there is no oncoming vehicle or a vehicle approaching from the rear, only the parked vehicle V2 is detected as an avoidance target as shown in FIG. A range including the parked vehicle V2 is set as the target region R. In this case, the target route setting function sets one or a plurality of target horizontal positions and target vertical positions so that the host vehicle V1 can avoid the target region R, as shown in FIG. Furthermore, in the present embodiment, the target route setting function sets the target vertical position Y _L1 shown in FIG. 3 to the target vertical position at which the host vehicle V1 starts turning so that the host vehicle V1 can avoid the target region R. It is set as a position (hereinafter referred to as a turning start position). In addition, the target route setting function sets a target lateral position X _L1 that is a predetermined displacement amount ΔX ₁ away from the center position X _{L0 of the} lane in which the host vehicle V1 travels as the maximum target lateral position. It should be noted that the maximum target lateral position means that the own vehicle V1 appropriately passes through the side of the avoidance target, so that the self-direction on the control direction side opposite to the side where the avoidance target exists is based on the traveling direction of the own vehicle. In the case of turning the vehicle, the target lateral position is set to the most control direction side. In other words, when the host vehicle V1 passes the side of the avoidance target, the host vehicle turns around a position closer to the avoidance target than the target maximum lateral position.

On the other hand, FIG. 4 is a diagram illustrating an example of a target route set when there is an oncoming vehicle in the first embodiment. As shown in FIG. 4, the oncoming vehicle V3 exists on the control direction side (+ x side) opposite to the side where the parked vehicle V2 exists (−x side) with reference to the traveling direction (Y direction) of the host vehicle V1. In this case, the target route setting function indicates that the host vehicle V1 is on the control direction side (+ x side) on the nearer side (−y side) of the traveling direction of the host vehicle V1 than when the oncoming vehicle V3 does not exist. The target route RT is calculated so as to turn around. Specifically, as shown in FIG. 4, in the target route setting function, the host vehicle V1 is in the control direction side (+ x side) at the target vertical position Y _L2 on the near side (−y side) with respect to the target vertical position Y _L1. as turning on, it sets the target vertical position Y _L2 as turning start position Y _t.

In addition, as shown in FIG. 4, the target route setting function is such that when the oncoming vehicle V3 is present on the control direction side (+ x side), the host vehicle V1 and the parked vehicle are compared to the case where the oncoming vehicle V3 is not present. The target route RT is calculated so that the distance along V2 in the vehicle width direction becomes shorter (so that the distance along the vehicle width direction between host vehicle V1 and oncoming vehicle V3 becomes longer). Specifically, the target route setting function, as shown in FIG. 4, is a target lateral position on the side of the parked vehicle V2 (−x side) relative to the target lateral position _XL1 when passing the side of the parked vehicle V2. to travel X _L2, setting a target lateral position _{X L2} as the maximum desired lateral position _{X t.}

  Further, in the present embodiment, the target route setting function sets the target route RT2 in consideration of the relative speed between the host vehicle V1 and the oncoming vehicle V3. Specifically, the target route function is such that, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is high, compared to the case where the relative speed is low, the front side of the traveling direction of the host vehicle V1 (−y Side), the target route RT2 is calculated so that the host vehicle V1 turns around to the control direction side (+ x side).

  Here, FIG. 5 is a diagram illustrating an example of a correspondence relationship between the relative speed between the host vehicle V1 and the oncoming vehicle V3 and the turning start position. The vertical axis indicates that the turning start position increases toward the upper side of the host vehicle V1. This indicates that the turning start position becomes the back side (+ y side) of the host vehicle V1 as it goes downward (−y side).

In the present embodiment, as shown in FIG. 5, a map indicating the correspondence between the relative speed between the host vehicle V1 and the oncoming vehicle V3 and the turning start position is stored in the RAM 13 of the control device 10 in advance. Target course setting function, by referring to this map, can be based on the relative velocity between the subject vehicle V1 and the opposite vehicle V3, it sets a turning start position Y _t where the vehicle V1 starts turning.

For example, in the example shown in FIG. 5, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is equal to or lower than RV1, the target route setting function starts turning the target vertical position Y _L2 as shown in FIG. Set as position. On the other hand, in the example shown in FIG. 5, the target route setting function, the self when the relative speed between the vehicle V1 and the opposite vehicle V3 is RV2 or more, the target vertical position of the further front side of the target vertical position Y _L2 Y _L3 (not shown) is set as the turning start position. In the example shown in FIG. 5, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is faster than RV1 and slower than RV2, the target route setting function starts turning as the relative speed increases. position Y _t is such that the front side, to set the turning start position Y _t.

  The target route setting function may set the turning start position based on the instantaneous value of the current relative speed when the turning start position is corrected based on the relative speed between the host vehicle V1 and the oncoming vehicle V3. Is preferred. Further, the target route setting function can also set the turning start position based on the average value of the relative speeds of the host vehicle V1 and the oncoming vehicle V3 up to a certain time ago.

Furthermore, the correspondence relationship between the relative speed between the host vehicle V1 and the oncoming vehicle V3 and the turning start position is not limited to the example illustrated in FIG. 5. For example, when the relative speed is less than the predetermined speed RV, the turning starts. set the position to Y _L2, it may set the turning start position on the front side of the Y _L3 than Y _L2 when the relative speed is higher than a predetermined speed RV. Moreover, it is good also as a structure which makes a rotation start position the nearer side position, so that relative speed is quick.

In addition, the target route setting function is such that when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is high, the host vehicle V1 passes the side of the parked vehicle V2 as compared with the case where the relative speed is low. The target route RT2 is calculated so that the distance along the vehicle width direction between the vehicle and the parked vehicle V2 decreases. That is, the target route setting function, when the relative speed between the subject vehicle V1 and the opposite vehicle V3 is high, as compared with the case where the relative speed is low, parked vehicle maximum target lateral position X near the target lateral position by V2 _t Set as.

Here, FIG. 6 is a diagram showing the relative speed between the subject vehicle V1 and the opposite vehicle V3, an example of a correspondence relationship between the maximum lateral displacement [Delta] X _t. The maximum lateral displacement amount ΔX _t is the maximum movement of the amount of movement of the host vehicle V1 in the lateral direction (vehicle width direction, X-axis direction) when the host vehicle V1 passes by the side of the parked vehicle V2. an amount in the target route RT2 shown in FIG. 4, [Delta] X ₂ corresponds to the maximum lateral displacement [Delta] X _t. Further, as shown in FIG. 4, the maximum lateral displacement [Delta] X _t is the center position X ₀ of the driving lane of the own vehicle V1, it is also intended to correspond to the distance up to the target lateral position X _t.

In the present embodiment, as shown in FIG. 6, the relative velocity between the vehicle V1 and the opposite vehicle V3, the map showing the relationship between the maximum lateral displacement [Delta] X _t is stored in advance in the RAM13 of the control device 10 Yes. Target course setting function, by referring to this map, it is possible to calculate the maximum lateral displacement [Delta] X _t from the relative velocity between the subject vehicle V1 and the opposite vehicle V3. Then, the target route setting function based on the maximum lateral displacement [Delta] X _t that calculated, when the vehicle V1 has passed the side of the parked vehicle V2, calculates the maximum target lateral position X _t in which the vehicle V1 is traveling can do.

For example, [Delta] X in the example shown in FIG. 6, the target route setting function, when the relative speed between the subject vehicle V1 and the opposite vehicle V3 is RV3 or less, as shown in FIG. 4, as the maximum lateral displacement [Delta] X _{t 2} is set. In this case, the target route setting function, as shown in FIG. 4, the position X _L2 apart by the maximum lateral displacement [Delta] X ₂ from the center position X ₀ of the driving lane of the own vehicle V1, pass through the side of the parked vehicle V2 _Is set as the target lateral position _XL2 . As a result, when the target route setting function, the relative speed is RV3 or less, as shown in FIG. 4, when passing through the side of the parked vehicle V2, the vehicle V1 is the maximum target lateral position X _L2 while traveling, it can be the vehicle V1 is not to approach the opposing vehicle V3 than the maximum target lateral position X _L2, sets a target route RT2.

On the other hand, the target route setting function, as shown in FIG. 6, when the relative speed between the subject vehicle V1 and the opposite vehicle V3 is greater than or equal to RV4 calculates a smaller [Delta] X ₃ than [Delta] X ₂ as the maximum lateral displacement . The target route setting function, the target of passing through the maximum lateral displacement [Delta] X ₃ position spaced X _{L3 (not} shown), the side of the parked vehicle V2 from the center position X ₀ of the driving lane of the own vehicle V1 Set as lateral position _XL3 . Thereby, when the relative speed of the host vehicle V1 is equal to or higher than RV4, the target route setting function allows the oncoming vehicle V3 to move beyond the target lateral position _XL2 shown in FIG. 4 when passing by the side of the parked vehicle V2. The target route RT can be calculated so as to travel the maximum target lateral position X _L3 (not shown) far from the vehicle.

Furthermore, in the example shown in FIG. 6, the target route setting function is such that when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is faster than RV3 and slower than RV4, the maximum lateral speed increases as the relative speed increases. The maximum lateral displacement amount ΔX _t is calculated so that the displacement amount ΔX _t becomes a small value. As a result, the target route setting function causes the side of the parked vehicle V2 to move to the side of the parked vehicle V2 as the relative speed increases when the relative speed between the host vehicle V1 and the oncoming vehicle V3 is faster than RV3 and slower than RV4. the target lateral position X _t when passing can be set farther from the oncoming vehicle V3.

The target route setting function, based on the relative velocity between the subject vehicle V1 and the opposite vehicle V3, when calculating the maximum lateral displacement [Delta] X _t is between the vehicle V1 and the opposite vehicle V3 of a predetermined time before based on the average value of the relative velocity, it is preferable to calculate the maximum lateral displacement [Delta] X _t. Further, on the basis of the instantaneous value of the current relative speed between the vehicle V1 and the opposite vehicle V3, it may calculate the maximum lateral displacement [Delta] X _t.

Further, the correspondence relationship between the relative speed between the host vehicle V1 and the oncoming vehicle V3 and the maximum lateral displacement amount is not limited to the example illustrated in FIG. 6. For example, when the relative speed is less than the predetermined speed RV, the lateral displacement amount is set to [Delta] X _2, may set a maximum lateral displacement in [Delta] X ₃ if the relative speed is higher than a predetermined speed RV. Also, as the relative speed is high, it may be configured to reduce the maximum lateral displacement [Delta] X _t.

Furthermore, in the present embodiment, the target route setting function can set the target route RT in consideration of the distance along the vehicle width direction between the host vehicle V1 and the oncoming vehicle V3. For example, in the target route setting function, when the distance along the vehicle width direction between the host vehicle V1 and the oncoming vehicle V3 is less than a predetermined distance, the distance along the vehicle width direction between the host vehicle V1 and the oncoming vehicle V3 is predetermined. compared with the case where the value or more, the turning start position Y _t is set to a front side of the vehicle V1, also (closer to the avoidance) more distant position up to the target lateral position X _t from the oncoming vehicle V3 Can be set to

As shown in FIGS. 2 to 6, in the above-described example, the scene in which the parked vehicle V2 is detected as an avoidance target has been illustrated and described. However, the present invention is not limited to this, and the target route setting function is not limited to the other vehicle V2. Similarly, when the vehicle is traveling, the target route RT can be calculated. In addition, the target route setting function is configured so that the turning start position _Yt and the maximum target lateral position _Xt are different depending on whether the avoidance target is parked (or stopped) and when the avoidance target is moving. Also good. For example, in the target route setting function, when the other vehicle V2 is traveling, the maximum target lateral position _Xt is set larger (away from the other vehicle V2) than when the other vehicle V2 is parked. as) set, also the turning start position Y _t can be set to a more front side of the vehicle V1.

  Furthermore, in the example illustrated in FIGS. 2 to 6, the scene where the oncoming vehicle V3 approaching from the front exists on the control direction side (+ x side) is described as an example, but the target route setting function is as illustrated in FIG. 7. In addition, on the control direction side (+ x side), even when there is a rear approaching vehicle V4 that approaches the host vehicle V1 from the rear of the host vehicle V1, the target route RT is set as in the example of the scene shown in FIG. be able to. That is, as shown in FIG. 7, the target route setting function is such that when the rear approaching vehicle V4 is present, the front side of the traveling direction of the host vehicle V1 (− When the host vehicle V1 turns to the control direction side (+ x side) at the position on the y side) and passes by the side of the parked vehicle V2, it follows the width direction of the parked vehicle V2 and the host vehicle V1. The target route RT2 is calculated so that the distance becomes shorter.

Specifically, the target route setting function is such that when the rear approaching vehicle V4 exists on the control direction side (+ x side), as shown in FIG. 7, the front side (−y) of the host vehicle V1 with respect to Y _L1 The target route RT2 is set so that the host vehicle V1 turns to the control direction side (+ x side) at the target vertical position Y _L2 on the side). Also, the target route setting function, when the rear approaching vehicle V4 is present in the control direction side (+ x side), as shown in FIG. 7, farther from near the parked vehicle V2 (rear approaching vehicle V4 than X _L1 ) so as to run the _{X L2,} sets a target route RT2.

Furthermore, the target route setting function can set the target route RT2 in consideration of the relative speed between the host vehicle V1 and the rear approaching vehicle V4 when passing the side of the parked vehicle V2. That is, the target route setting function, as shown in FIG. 5, when the relative speed of the rear approaching vehicle V4 with respect to the vehicle V1 is high, as compared with the case where the relative speed is low, turning start position Y _t is the vehicle more and so that the front side (-y side) of the direction of travel, to set the turning start position Y _t in the front position. As shown in FIG. 6, the target route setting function is closer to the parked vehicle V2 when the relative speed of the rear approaching vehicle V4 with respect to the host vehicle V1 is higher than when the relative speed is lower (rearward approaching). to travel farther) target lateral position X _t from the vehicle V4, it sets the maximum target lateral position.

In addition, the target route setting function can set the target route RT2 in consideration of the distance in the vehicle width direction between the host vehicle V1 and the rear approaching vehicle V4 when passing the side of the parked vehicle V2. . That is, the target route setting function is such that when the distance along the vehicle width direction between the host vehicle V1 and the rear approaching vehicle V4 is less than a predetermined distance, the turning start position is greater than when the distance is greater than or equal to the predetermined distance. Y _t is such that the more front side in the traveling direction of the vehicle (-y side), and sets the turning start position Y _t. The target route setting function is such that when the distance along the vehicle width direction between the host vehicle V1 and the vehicle approaching rearward V4 is less than a predetermined distance, the parked vehicle V2 is compared with a case where the distance is greater than or equal to the predetermined distance. the closer (further from the rear approaching vehicle V4) so that the vehicle travels the target lateral position X _t, sets a maximum target lateral position.

Incidentally, the map is not shown, in the present embodiment, the similar to the map shown in FIG. 5 and FIG. 6 shows the relative velocity of the rear approaching vehicle V4 with respect to the vehicle V1, the correspondence between the turning start position Y _t , and the relative velocity of the rear approaching vehicle V4 with respect to the vehicle V1, map showing the correspondence relationship between the maximum lateral displacement [Delta] X _t is prestored in the RAM13 of the control device 10. Then, the target route setting function, by referring to these maps, based on the relative velocity of the rear approaching vehicle V4 with respect to the vehicle V1, and sets the turning start position Y _t and a maximum target lateral position X _t, thereby The target route RT2 can be set.

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 a steering 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 in 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.

  The presentation function of the control device 10 includes calculated information corresponding to the target information, information corresponding to the position of the target region R, information corresponding to the position of the target route, and command information for causing the host vehicle to travel on the target route. Is sent to the output device 110 and output to the outside in the manner described above.

  Next, the travel control process according to the present embodiment will be described based on the flowcharts shown in FIGS. In addition, since the content of the process in each step is as above-mentioned, it demonstrates centering on the flow of a process here.

  First, based on FIG. 8, the whole procedure of traveling control is demonstrated.

  In step S101, the control device 10 acquires host vehicle information including at least the position of the host vehicle V1. The own vehicle information may include the vehicle speed and acceleration of the own vehicle V1. In step S102, the control device 10 acquires 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 sets the target region R according to the position to be avoided.

  In step S105, the control device 10 calculates a target route RT that avoids the target region R. 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. Details of the target coordinate calculation process shown in step S105 will be described later.

  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 S <b> 112, the control device 10 outputs the calculated target control value to the in-vehicle device 200. Accordingly, the host vehicle V1 can travel on the target route RT defined by the target lateral position. When a plurality of target coordinates are calculated in step S105, the processing of steps S106 to S112 is repeated each time the target lateral position is acquired, and the target control value for each of the acquired target lateral positions is obtained as the in-vehicle device 200. Output to.

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

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

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

  In step S113, the control device 10 causes the output device 110 to present information. The information to be presented to the output device 110 may be the position / velocity of the target area calculated in step S104, the shape of the target route calculated in step S105, or the in-vehicle device in step S112. The target control value output to 200 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 to repeat the setting of a new target area, calculation of the target route, and travel control. 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 target coordinate calculation process in step S105 in the first embodiment will be described based on the flowchart shown in FIG. In the following, as shown in FIG. 4 or FIG. 7, when the host vehicle V1 passes by the side of the parked vehicle V2, the side on which the parked vehicle V2 is present with reference to the traveling direction of the host vehicle V1. An example of a scene in which the oncoming vehicle V3 or the rear approaching vehicle V4 is detected on the opposite control direction side (+ x side) will be described as an example.

  First, in step S201, the target vertical position is calculated by the target route setting function of the control device 10. For example, the control function sets the target vertical position at regular distance intervals on the front side in the traveling direction of the host vehicle V1.

  In step S202, the target route setting function determines whether an avoidance target is detected based on the detection result of the avoidance target acquired in step S103. If an avoidance target is detected, the process proceeds to step S203. If an avoidance target is not detected, the process proceeds to step S211. For example, in the example shown in FIG. 4 or FIG. 7, since the parked vehicle V2 is detected as an avoidance target, the process proceeds to step S203.

  In step S203, the target route setting function determines whether the oncoming vehicle V3 or the backward approaching vehicle V4 is detected on the control direction side (+ x side) based on the avoidance target detection result acquired in step S103. Is called. When the oncoming vehicle V3 or the rear approaching vehicle V4 is not detected, the process proceeds to step S204. On the other hand, when the oncoming vehicle V3 or the rear approaching vehicle V4 is detected, the process proceeds to step S206. For example, in the example shown in FIG. 4 or FIG. 7, since the oncoming vehicle V3 or the backward approaching vehicle V4 is detected, the process proceeds to step S206.

In step S204, since the oncoming vehicle V3 or the backward approaching vehicle V4 is not detected, the target vertical position Y _L1 is set as the turning start position Y _t by the target route setting function as shown in FIG. In step S205, the target lateral position X _L1 is set as the maximum target lateral position X _t when passing the side to be avoided by the target route setting function. Then, the process proceeds to step S210, and when the target path setting function starts turning at the turning start position Y _L1 set in step S204 and passes the side to be avoided, the maximum target set in step S205 is set. so that the vehicle travels the lateral position X _L1, the target lateral position corresponding to the desired longitudinal position is calculated. Thus, the target route setting function, as shown in FIG. 3 starts turning at turning start position Y _L1, and the path to travel the maximum target lateral position X _L1 when passing through the side of the avoidance RT1 Is set as the target route RT.

On the other hand, when the oncoming vehicle V3 or the backward approaching vehicle V4 is detected in step S203, the process proceeds to step S206. In step S206, the target course setting function set, as shown in FIG. 4 or FIG. 7, the target vertical position Y _L2 in the traveling direction front side of the target vertical position Y _L1 vehicle V1 than is the turning start position Y _t Is done. Further, in step S207, as shown in FIG. 4 or FIG. 7, the target lateral position X _L2 that is closer to the avoidance target than the target lateral position X _L1 passes the avoidance target side by the target route setting function. _Is set as the maximum target lateral position Xt.

Further, in step S208, the turning start position Y _t set in step S206 is set by the target route setting function based on the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the rear approaching vehicle V4 and the distance along the vehicle width direction. Is corrected. For example, as shown in FIG. 5, when the relative speed of the oncoming vehicle V3 with respect to the host vehicle V1 or the relative speed of the rear approaching vehicle V4 with respect to the host vehicle V1 is fast, the target route setting function has a low relative speed. If the compared, to start turning in a more front side in the traveling direction of the vehicle V1, it corrects the turning start position Y _t in the front position. In addition, the target route setting function is provided when the distance along the vehicle width direction between the host vehicle V1 and the oncoming vehicle V3 or the distance along the vehicle width direction between the host vehicle V1 and the rear approaching vehicle V4 is less than a predetermined distance. distance as compared with the case of more than a predetermined distance, so as to initiate a turn in a more front side in the traveling direction of the vehicle V1, corrects the turning start position Y _t in the front position.

In step S209, the maximum target lateral position X set in step S207 is set by the target route setting function based on the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the rear approaching vehicle V4 and the distance along the vehicle width direction. Correction of _t is performed. For example, as shown in FIG. 6, the target route setting function, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the rear approaching vehicle V4 is fast, is compared with the case where the relative speed is slow. When passing the side, the maximum target lateral position _Xt is corrected so that the distance in the vehicle width direction between the host vehicle V1 and the avoidance target is shortened. Further, the target route setting function is avoided when the distance along the vehicle width direction between the host vehicle V1 and the oncoming vehicle V3 or the backward approaching vehicle V4 is less than a predetermined distance, compared to the case where the distance is equal to or greater than the predetermined distance. When passing the side of the target, the maximum target lateral position _Xt is corrected so that the distance between the host vehicle V1 and the avoidance target in the vehicle width direction is shortened.

Up then proceeds to step S210, the target route setting function, start the turn at the corrected turning start position Y _t at step S208, and the when passing through the side of the avoidance, corrected in step S209 so that the vehicle travels the target lateral position X _t, the target lateral position corresponding to the desired longitudinal position is calculated. Maximum Accordingly, the target route setting function, as shown in FIG. 4 or FIG. 7 starts turning in corrected turning start position Y _t, and, when passing through the side of the avoidance, corrected the route RT2 traveling the target lateral position _{X t,} is set as the target route RT.

  In step S202, if an avoidance target is not detected, the process proceeds to step S211, and the host vehicle V1 goes straight through a predetermined lateral position (for example, the center position of the travel lane of the host vehicle V1) by the target route setting function. Thus, each target horizontal position corresponding to each target vertical position is calculated.

As described above, in the first embodiment, when the own vehicle V1 passes the side of the avoidance target, the control direction side opposite to the side where the avoidance target exists is based on the traveling direction of the own vehicle V1. in the case where the oncoming vehicle V3 or rear approaching vehicle V4 is present, as compared with the case where the oncoming vehicle V3 or rear approaching vehicle V4 is absent, the turning start position Y _t and a more front side of the vehicle V1, and, The maximum target lateral position _Xt that travels when the host vehicle V1 passes the side to be avoided is set at a position further away from the oncoming vehicle V3 or the rear approaching vehicle V4. Accordingly, in the first embodiment, when the host vehicle V1 passes the side of the parked vehicle V2, it is effectively prevented from suddenly approaching the oncoming vehicle V3 or the rear approaching vehicle V4 against the intention of the occupant. can do. As a result, the occupant's uncomfortable feeling due to the difference between the actual traveling of the host vehicle with respect to the oncoming vehicle V3 or the backward approaching vehicle V4 and the traveling assumed by the occupant can be reduced.

  That is, when the host vehicle V1 travels on the target route RT1 as shown in FIG. 3 when passing the side to be avoided in the scene where the oncoming vehicle V3 or the rear approaching vehicle V4 exists, the oncoming vehicle When the steering angle toward V3 or the vehicle approaching rearward V4 increases and the steering speed increases, the host vehicle V1 suddenly approaches the oncoming vehicle V3 or the vehicle approaching rearward V4, giving the passenger a sense of incongruity. was there.

In contrast, in the present embodiment, when the oncoming vehicle V3 or rear approaching vehicle V4 is present, as shown in FIG. 4 or FIG. 7, the target vertical position of the front side of the vehicle V1 than Y _L1 Y By starting the turn at _L2 and setting the target route RT2 so that the vehicle V1 travels the maximum target lateral position X _L2 closer to the avoidance target than X _L1 when passing by the side of the avoidance target. Since the steering angle and the steering speed toward the oncoming vehicle V3 or the rear approaching vehicle V4 can be reduced, it is possible to effectively prevent the host vehicle V1 from rapidly approaching the oncoming vehicle V3 or the rear approaching vehicle V4. , Can reduce the uncomfortable feeling given to the occupant.

In the first embodiment, as the relative velocity between the subject vehicle V1 and the opposite vehicle V3 or rear approaching vehicle V4 is fast, the turning start position Y _t is corrected to a more front side of the vehicle V1, the side of the avoidance The maximum target lateral position _Xt that travels when passing the vehicle is corrected to a position closer to the avoidance target. Here, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the backward approaching vehicle V4 is high, the host vehicle V1 approaches the oncoming vehicle V3 or the backward approaching vehicle V4 as compared with the case where the relative speed is low. As a result, the occupant discomfort tends to increase. However, in the present embodiment, when the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the backward approaching vehicle V4 is high, the oncoming vehicle V3 or the backward approaching vehicle V4 side is closer than when the relative speed is low. Since the steering angle and the steering speed can be further reduced, it can be suggested that the occupant feels that the host vehicle V1 is approaching the oncoming vehicle V3, and the occupant's uncomfortable feeling can be reduced. it can.

  Furthermore, in the first embodiment, when the oncoming vehicle V3 or the backward approaching vehicle V4 exists, the host vehicle V1 travels at a position close to the parked vehicle V2, but turns the host vehicle closer to the front side. Thus, the occupant's uncomfortable feeling with respect to the parked vehicle V2 can be reduced.

<< Second Embodiment >>
In the second embodiment, the traveling control system 1 shown in FIG. 1 is the same as the first embodiment except that the traveling control system 1 operates as described below. Below, the traveling control system 1 which concerns on 2nd Embodiment is demonstrated.

In the second embodiment, the target route setting function of the control device 10 sets the turning start position _Yt to the front side or the rear side in the traveling direction of the host vehicle V1 according to the position of the oncoming vehicle V3 or the position of the rear approaching vehicle V4. Set to the side. Hereinafter, a method for setting the target route RT in the second embodiment will be described.

Also in the second embodiment, when the oncoming vehicle V3 or the rear approaching vehicle V4 does not exist, the target route setting function turns the target vertical position Y _L1 as shown in FIG. 3 as in the first embodiment. It is set as the start position _{Y t.}

On the other hand, in the second embodiment, when the oncoming vehicle V3 or the backward approaching vehicle V4 exists on the control direction side opposite to the side on which the avoidance target exists based on the traveling direction of the host vehicle V1, the target route The setting function sets the turning start position _Yt to the near side or the far side in the traveling direction of the host vehicle V1 according to the position of the oncoming vehicle V3 or the position of the vehicle approaching backward V4.

Here, FIG. 10, in the second embodiment, which is a diagram for explaining a method of setting the turning start position Y _t in the case where the oncoming vehicle V3 is present. As shown in FIG. 10, when the oncoming vehicle V3 is detected before passing the side of the parked vehicle V2, the target route setting function first proceeds more than Y _L1 as in the first embodiment. the target vertical position Y _L2 direction front side is set as the turning start position Y _t.

Further, in the second embodiment, the target route setting function, the front end portion of the oncoming vehicle V3 determines whether reaches the turning start position Y _L2 set. The target pathway function, when the front end portion of the oncoming vehicle V3 is reached turning start position Y _L2 is set to turn the starting position to the position of the rear side in the traveling direction than the Y _L2 (+ y-axis direction) To do.

For example, in the example shown in FIG. 10, since the oncoming vehicle V3 is reached turning start position Y _L2, target route setting function, the target vertical position Y of the rear side than the desired longitudinal position Y _L2 (+ y-axis direction) have set _L1 as turning start position _{Y t.} That is, in this case, the target path setting function sets a route RT3 the vehicle V1 starts to turn in the desired longitudinal position Y _L1 as the target route.

On the other hand, the target route setting function, when the front end portion of the oncoming vehicle V3 has not reached the turning start position Y _L2, similarly to the first embodiment, the target vertical position Y _L2 as turning start position. That is, in this case, the target path setting function sets a route RT2 where the vehicle V1 starts turning in desired longitudinal position Y _L2 as the target route.

Further, FIG. 11, in the second embodiment, when the rear approaching vehicle V4 is present, is a diagram for explaining a method of setting the turning start position Y _t. As shown in FIG. 11, the target route setting function first detects the approaching vehicle V4 before passing the side of the parked vehicle V2, which is the avoidance target, first, as in the first embodiment, the target vertical position _{Y L2} in the traveling direction front side than the Y _L1, is set as turning start position _{Y t.}

Further, in the second embodiment, the target route setting function determines whether the rear end of the rear approaching vehicle V4 is reached turning start position Y _L2. The target route setting function, when the rear end of the rear approaching vehicle V4 is reached turning start position Y _L2, the position to start turning the rear side in the traveling direction than the Y _L2 (+ y-axis direction) Set as position. For example, in the example shown in FIG. 11, the rear end portion of the rear approaching vehicle V4 has reached the turning start position Y _L2, so the target route setting function is farther in the traveling direction than the target vertical position Y _L2 (+ y axis and it sets the target vertical position Y _L1 direction) as turning start position. That is, in this case, the target path setting function sets a route RT3 the vehicle V1 starts turning in desired longitudinal position Y _L1 as the target route RT.

On the other hand set, the target route setting function, when the rear end of the rear approaching vehicle V4 has not reached the turning start position Y _L2, similarly to the first embodiment, the target vertical position Y _L2 as turning start position To do. That is, in this case, the target path setting function sets a route RT2 where the vehicle V1 starts turning in desired longitudinal position Y _L2 as the target route RT.

In the second embodiment, the maximum target lateral position X _t, whether or not an oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2, as shown in FIGS. 10 and 11 Similarly to the first embodiment, the target lateral position X _L2 is set closer to the parked vehicle V2 than X _L1 . However, not limited to this configuration, the target lateral position X _L1, may set a maximum desired lateral position X _t when passing through the side of the parked vehicle V2.

Further, in the example shown in FIGS. 10 and 11, although the rear end portion of the tip or rear approaching vehicle V4 of oncoming vehicle V3 is judged whether or not reached turning start position Y _L2, this structure limited without, for example, whether the rear end of the tip or rear approaching vehicle V4 of oncoming vehicle V3, or the center of the central portion or the rear approaching vehicle V4 of oncoming vehicle V3 has reached turning start position Y _L2 It may be configured to determine whether or not.

Further, in the example shown in FIGS. 10 and 11, facing the vehicle V3 or rear approaching vehicle V4 is, whether or not reached turning to the starting position Y _L2 that is set when the opposing vehicle V3 or rear approaching vehicle V4 is present However, the present invention is not limited to this configuration. For example, the oncoming vehicle V3 or the rear approaching vehicle V4 reaches the turning start position Y _L1 set when the oncoming vehicle V3 or the rear approaching vehicle V4 does not exist. It is good also as a structure which judges whether it has reached | attained.

In the example shown in FIGS. 10 and 11, when the oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2, the rear side in the traveling direction of the turning start position Y _t (+ y-axis direction In this case, if the side of the parked vehicle V2 that is the object of avoidance cannot be properly passed, priority is given to passing the side of the parked vehicle V2 appropriately. , it is possible to set the turning start position Y _t.

Furthermore, in the second embodiment, as shown in FIG. 12, when the oncoming vehicle V3 is present, the target route setting function is performed after the own vehicle V1 has passed the side of the parked vehicle V2 to be avoided. It is determined whether the vehicle V1 and the oncoming vehicle V3 pass each other. For example, as shown in FIG. 12, the target route setting function is based on the current position and vehicle speed of the host vehicle V1 and the current position and vehicle speed of the oncoming vehicle V3, and the front end of the host vehicle V1 and the front end of the oncoming vehicle V3. The position where the distance along the vehicle width direction with the portion is less than the predetermined distance is calculated as the passing position Y _L4 between the host vehicle V1 and the oncoming vehicle V3. The target route setting function is, for example, when the passing position Y _L4 is located on the far side (+ y side) in the traveling direction of the host vehicle V1 with respect to the rear end RL2 of the target region R including the parked vehicle V2. Can determine that the host vehicle V1 and the oncoming vehicle V3 pass each other after the host vehicle V1 has passed the side of the parked vehicle V2 to be avoided.

When the target route setting function can determine that the host vehicle V1 and the oncoming vehicle V3 pass each other after the host vehicle V1 has passed the side of the parked vehicle V2 to be avoided, the oncoming vehicle V3 exists. Even in this case, the target route RT is set based on the boundary of the target region R as in the case where the oncoming vehicle V3 does not exist. That is, as shown in FIG. 12, the target path setting function starts turning at the turning start position Y _L1 and passes the maximum target sideways when passing the side to be avoided as in the scene shown in FIG. a route RT1 traveling position _{X L1,} is set as the target route RT.

Note that the predetermined distance when calculating the passing position Y _L4 can be appropriately set by experiment or the like. For example, the predetermined distance may be zero or a distance larger than zero, or conversely, a distance smaller than zero. Good. Further, the method for determining whether or not the host vehicle V1 and the oncoming vehicle V3 pass each other after the host vehicle V1 passes by the side of the parked vehicle V2 is not limited to the above configuration. When the position Y _L4 is located on the far side (+ y side) in the traveling direction of the own vehicle V1 from the vertical position where the own vehicle V1 returns from the maximum target lateral position X _L2 to the center position X _{L0 of the} traveling lane, It can also be determined that the host vehicle V1 and the oncoming vehicle V3 pass each other after the host vehicle V1 passes by the side of the parked vehicle V2 that is the avoidance target.

Moreover, as shown in FIG. 13, when the vehicle approaching rearward V4 exists, the target route setting function is performed after the host vehicle V1 passes the side of the parked vehicle V2 to be avoided, and then It is determined whether or not the approaching vehicle V4 passes. For example, as shown in FIG. 13, the target route setting function is based on the current position and vehicle speed of the host vehicle V1 and the current position and vehicle speed of the rear approaching vehicle V4. the position of V4 and the front end portion of less than the predetermined distance is calculated as the passing position Y _L5 between the vehicle V1 and rear approaching vehicle V4. The target route setting function is, for example, when the passing position Y _L5 is located on the far side (+ y side) in the traveling direction of the host vehicle V1 with respect to the rear end RL2 of the target region R including the parked vehicle V2. Can determine that the host vehicle V1 and the approaching vehicle V4 pass each other after the host vehicle V1 passes by the side of the parked vehicle V2 that is the avoidance target.

Then, when the target route setting function can determine that the host vehicle V1 and the rear approaching vehicle V4 pass each other after the host vehicle V1 passes the side of the parked vehicle V2 to be avoided, the rear approaching vehicle V4 Even when it exists, the target route RT is set based on the boundary of the target area R, as in the case where the vehicle approaching backward V4 does not exist. That is, as shown in FIG. 13, the target path setting function starts turning at the turning start position Y _L1 and passes the maximum target sideways when passing the side to be avoided as in the scene shown in FIG. a route RT1 traveling position _{X L1,} is set as the target route RT.

Note that the predetermined distance when calculating the passing position Y _L5 can also be set as appropriate through experiments or the like. For example, the predetermined distance may be zero or a distance larger than zero, or conversely, a distance smaller than zero. Good. Further, the method for determining whether or not the host vehicle V1 and the vehicle approaching the vehicle V4 pass each other after the host vehicle V1 passes by the side of the parked vehicle V2 is not limited to the above configuration. When the passing position _YL5 is located on the far side (+ y side) in the traveling direction of the host vehicle V1 with respect to the position where the host vehicle V1 has returned to the center position of the traveling lane, the parking of the host vehicle V1 is an object to be avoided. It can also be determined that the host vehicle V1 and the vehicle approaching backward V4 pass each other after passing the side of the vehicle V2.

  Next, the target coordinate calculation process in step S105 in the second embodiment will be described based on the flowchart shown in FIG. In the following, as shown in FIGS. 10 to 13, when the host vehicle V <b> 1 passes by the side of the parked vehicle V <b> 2, the side on which the parked vehicle V <b> 2 exists is based on the traveling direction of the host vehicle V <b> 1. An example of a scene in which the oncoming vehicle V3 or the rear approaching vehicle V4 is detected on the opposite control direction side (+ x side) will be described as an example.

First, in steps S301 to S303 and S314, processing is performed similarly to steps S201 to S203 and S210 of the first embodiment. In step S303, when the oncoming vehicle V3 or the backward approaching vehicle V4 is not detected (step S303 = No), the process proceeds to step S305. In step S305 to S307, as in step S204, S205, S210 of the first embodiment, as shown in FIG. 3 starts turning at turning start position _{Y L1,} and passes through the side of the avoidance route RT1 traveling the maximum target lateral position _{X L1} when is set as the target route RT.

  On the other hand, when the oncoming vehicle V3 or the backward approaching vehicle V4 is detected in step S303, the process proceeds to step S304. In step S304, it is determined by the target route setting function whether or not the host vehicle V1 and the oncoming vehicle V3 or the approaching vehicle V4 pass each other after passing the side to be avoided. Then, as shown in FIG. 12 or FIG. 13, when it can be determined that the host vehicle V1 and the oncoming vehicle V3 or the approaching vehicle V4 pass each other after the host vehicle V1 passes the side to be avoided, step S305 is performed. Proceed to In steps S305 to S307, the target route RT is set based on the boundary of the target region R, as in the case where the oncoming vehicle V3 and the backward approaching vehicle V4 do not exist.

On the other hand, if it is determined in step S304 that the host vehicle V1 and the oncoming vehicle V3 or the backward approaching vehicle V4 do not pass after passing the side to be avoided, the process proceeds to step S308. In step S308, the target route setting function, the target vertical position _{Y L2} in the traveling direction front side of the target vertical position _{Y L1} vehicle V1 than is set as a turning start position _{Y t.} In step S309, the target lateral position X _L2 is set to the maximum target lateral position X _t so that the host vehicle travels the target lateral position X _L2 closer to the avoidance target than the target lateral position X _L1 by the target route setting function. Is set.

Further, in step S310, the by the target route setting function for determining whether or not an oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2 is performed. When the oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2, the process proceeds to step S311, the target route setting function, as shown in FIG. 10 or FIG. 11, from the desired longitudinal position Y _L2 Also, the target vertical position Y _L3 (not shown) on the far side in the traveling direction is set as the turning start position. On the other hand, when the oncoming vehicle V3 or rear approaching vehicle V4 has not reached the turning start position Y _L2, leaving the turning start position is set to Y _L2, the process proceeds to step S312.

In steps S312, S313, and S307, similarly to steps S208 to S210 of the first embodiment, based on the relative speed between the host vehicle V1 and the oncoming vehicle V3 or the vehicle approaching rearward V4 and the distance along the vehicle width direction, step S308 is performed. Alternatively, the turning start position Y _t set in step S311 and the maximum target lateral position X _t set in step S309 are corrected. Then, running in step S307, it starts the turn in corrected turning start position Y _t at step S312, the and, when passing through the side of the avoidance, the maximum target lateral position X _t corrected in step S313 Thus, each target horizontal position corresponding to each target vertical position is calculated.

As described above, in the second embodiment, as shown in FIG. 10 or FIG. 11, when the oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2 is traveling direction than Y _L2 The position Y _L3 on the back side (+ y axis direction) is set as the rotation start position Y _t . Thus, if the oncoming vehicle V3 or rear approaching vehicle V4 is reached turning start position Y _L2, a turning start position position Y _L3 on the rear side in the traveling direction than the Y _L2 (+ y-axis direction) Y _By setting _t , turning of the host vehicle V1 can be started after passing the oncoming vehicle V3 or the vehicle approaching rearward V4. Thereby, since it can pass the side of avoidance object, without approaching oncoming vehicle V3 or back approaching vehicle V4, when passing the side of avoidance object, with respect to oncoming vehicle V3 or back approaching vehicle V4 A passenger's discomfort can be reduced.

In the second embodiment, as shown in FIG. 12 or 13, whether or not the host vehicle V1 and the oncoming vehicle V3 or the approaching vehicle V4 pass each other after the host vehicle V1 passes the side to be avoided. Judging. When it can be determined that the host vehicle V1 and the oncoming vehicle V3 or the backward approaching vehicle V4 pass each other after the host vehicle V1 passes the side to be avoided, the oncoming vehicle V3 and the rear approaching vehicle V4 do not exist. as with, as shown in FIG. 3 starts turning at turning start position Y _L1, and the path RT1 traveling the maximum target lateral position X _L1 when passing through the side of the avoidance, the target route RT Set as. In this way, if the host vehicle V1 and the oncoming vehicle V3 or the approaching vehicle V4 pass each other after the host vehicle V1 passes the side to be avoided, the host vehicle V1 becomes the oncoming vehicle V3 or the approaching vehicle V4. Since it does not approach, it can be judged that the passenger's discomfort with respect to the oncoming vehicle V3 or the rear approaching vehicle V4 is small. Therefore, in such a case, by setting the target route RT so that the host vehicle V1 can appropriately pass the side of the avoidance target, the vehicle can travel while maintaining a certain distance from the avoidance target. As a result, the occupant's discomfort with respect to the avoidance target 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, the configuration in which the turning start position _Yt and the maximum target lateral position _Xt are different depending on whether the oncoming vehicle V3 or the vehicle approaching rearward V4 is present or not is illustrated. The configuration is not limited, and, for example, the steering angle and the steering angular velocity when the host vehicle V1 is turned to the side opposite to the avoidance target are different depending on whether the oncoming vehicle V3 or the vehicle approaching rearward V4 is present. It can be set as the structure to make. That is, when the oncoming vehicle V3 or the backward approaching vehicle V4 is present, the steering angle and the steering angular velocity in turning can be reduced as compared with the case where the oncoming vehicle V3 or the rear approaching vehicle V4 does not exist. Also in this case, when passing the side of the parked vehicle V2, it is possible to effectively prevent the oncoming vehicle V3 or the approaching vehicle V4 from approaching rapidly.

Furthermore, in the second embodiment described above, as shown in FIG. 10 or FIG. 11, when the rear end portion of the tip or rear approaching vehicle V4 of oncoming vehicle V3 is reached turning start position Y _L2, turning Although the configuration in which the start position is corrected to the back side (+ y side) in the traveling direction of the host vehicle is illustrated, the present invention is not limited to this configuration. For example, the distance between the host vehicle V1 and the oncoming vehicle V3, or the host vehicle and the rear When the distance from the approaching vehicle V4 is less than a predetermined distance, the turning start position may be corrected to the far side (+ y side) in the traveling direction of the host vehicle. Also in this case, since the turning can be started after passing the oncoming vehicle V3 or the rear approaching vehicle V4, the vehicle passes the side of the avoidance object without approaching the oncoming vehicle V3 or the rear approaching vehicle V4. Can do.

Further, in the above embodiment, as shown in FIG. 4, from the center position X ₀ of the driving lane of the own vehicle V1, the maximum target lateral position X _L1 of the most distant from the avoidance in avoiding the _avoidance, X _L2 the distance to, but illustrating the configuration of calculating the maximum lateral displacement [Delta] X _t, is not limited to this configuration, for example, the vehicle V1 maximum desired lateral position from the end of the traffic lane of travel X _L1, X _L2 the distance to may be calculated as the maximum lateral displacement [Delta] X _t.

  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 (10)

Target information acquisition means for acquiring target information including a position of a first avoidance target present around the host vehicle and a second avoidance target different from the first avoidance target;
Control means for rotating the host vehicle in a control direction side opposite to the side on which the first avoidance target exists when the first avoidance target exists,
When the second avoidance target is present on the control direction side of the own vehicle when the control means turns the own vehicle to the control direction side, the control means is more than the case where the second avoidance target is not present. A travel control device characterized in that the own vehicle is turned to the control direction side in front of the traveling direction of the own vehicle. The travel control device according to claim 1,
When the second avoidance target is present on the control direction side of the own vehicle when the control means turns the own vehicle to the control direction side, the control means is more than the case where the second avoidance target is not present. A travel control device that reduces a steering angle or a steering angular velocity when performing the turning. The travel control device according to claim 1 or 2,
When the second avoidance target is present on the control direction side of the own vehicle when the control means turns the own vehicle to the control direction side, the control means is more than the case where the second avoidance target is not present. A travel control device that shortens the distance between the host vehicle and the first avoidance target when the host vehicle passes by the side of the first avoidance target. The travel control device according to any one of claims 1 to 3,
When the control means turns the host vehicle to the control direction side, the second avoidance target exists on the control direction side of the host vehicle, and the relative speed between the host vehicle and the second avoidance target is When the vehicle speed is equal to or higher than the first speed, the vehicle is turned toward the control direction on the front side in the traveling direction of the vehicle, as compared with the case where the relative speed is less than the first speed. Travel control device. The travel control device according to any one of claims 1 to 4,
When the control means turns the host vehicle to the control direction side, the second avoidance target exists on the control direction side of the host vehicle, and the relative speed between the host vehicle and the second avoidance target is Is greater than or equal to the second speed, as compared to the case where the relative speed is less than the second speed, the own vehicle and the first vehicle when the host vehicle passes by the side of the first avoidance target. A travel control device that shortens a distance to an avoidance target. The travel control device according to any one of claims 1 to 5,
The control means, when turning the host vehicle in the control direction side, when the second avoidance target exists on the control direction side of the host vehicle, the second avoidance target reaches the turn start scheduled position. In the case where the second avoidance target has not reached the planned turning start position, the own vehicle is turned to the control direction side on the far side in the traveling direction of the own vehicle. A traveling control device. The travel control device according to any one of claims 1 to 5,
When the control means turns the host vehicle to the control direction side and the second avoidance target exists on the control direction side of the host vehicle, the distance between the host vehicle and the second avoidance target is When the distance is less than the predetermined distance, the own vehicle is turned to the control direction side at the far side in the traveling direction of the own vehicle, compared to the case where the distance between the own vehicle and the second avoidance target is equal to or greater than the predetermined distance. A travel control device characterized by that. The travel control device according to any one of claims 1 to 7,
When the own vehicle and the second avoidance target pass each other after the own vehicle passes the side of the first avoidance target, the control means, as in the case where the second avoidance target does not exist, A travel control device that turns a vehicle in the control direction. The travel control device according to any one of claims 1 to 8,
Information according to the target information, information according to the position of the target area set based on the first avoidance target, information according to the position of the target route, and command information for causing the host vehicle to travel the target route. A travel control apparatus, further comprising output means for outputting any one or more pieces of 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 a first avoidance target present around the host vehicle and a second avoidance target different from the first avoidance target;
A second step of turning the host vehicle in a control direction side opposite to the side on which the first avoidance target exists when the first avoidance target is present, with reference to the traveling direction of the host vehicle; ,
In the second step, when the host vehicle is turned to the control direction side, when the second avoidance target exists on the control direction side of the host vehicle, the second avoidance target does not exist. In addition, the traveling control method is characterized in that the vehicle is controlled to turn in the control direction side in front of the traveling direction of the host vehicle.