JP2017165184A - Vehicle control system, vehicle control method, and vehicle control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system, a vehicle control method, and a vehicle control program which are capable of performing automatic driving in which a vehicle's behavior is stabilized.SOLUTION: A vehicle control system comprises: a target lane determination part for determining a target lane; an own vehicle position recognition part which recognizes the position of an own vehicle, sets an area having a prescribed width by using the center of the target lane as a reference, and determines that the own vehicle is traveling on the target lane when the own vehicle is kept within the area; and a control part which references a determination result of the own vehicle position recognition part, performs controls so that the own vehicle travels on the target lane, and if it is determined that the own vehicle is not traveling on the target lane by the own vehicle position recognition part, performs control so that the own vehicle moves to the target lane by performing a lane change, with the own vehicle position recognition part setting the prescribed width wider in a prescribed situation than the prescribed width of the area set in other situations than the prescribed situation.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control system, a vehicle control method, and a vehicle control program.

  In recent years, research has been conducted on a technique for automatically controlling one or both of acceleration / deceleration and steering of the host vehicle. On the other hand, as a technique for detecting the position of the host vehicle, a map information storage unit that stores road information, a current position calculation unit that calculates the current position of the host vehicle based on at least a received radio wave from a GPS satellite, and the detected A branch point approach detection means for detecting that the host vehicle approaches a narrow-angle branch point based on the road information, a vehicle state detection means for detecting the speed of the host vehicle, and the vicinity of the branch point Branch determination means for determining the position of the host vehicle when passing the vehicle, and the branch determination means determines that the host vehicle is on the branch road side when deceleration of the host vehicle is detected when passing near the branch point. In addition, a car navigation device is known in which when it does not detect deceleration of the host vehicle, it determines that the vehicle is traveling straight, and displays the position of the host vehicle based on the determination of the branch determination unit (for example, Patent reference 1).

JP 2006-17644 A

  However, in the conventional technology, when the acceleration / deceleration and steering of the host vehicle are automatically controlled, the behavior of the vehicle may become unstable.

  The present invention has been made in view of such circumstances, and provides a vehicle control system, a vehicle control method, and a vehicle control program capable of carrying out automatic driving with stable vehicle behavior. One of the purposes.

  According to a first aspect of the present invention, a target lane determining unit that determines a target lane for driving the host vehicle from a plurality of lanes in which the vehicle can travel based on a set route to a destination, While recognizing the position of the host vehicle, an area having a predetermined width is set with reference to the center of the target lane, and the host vehicle is set in the target lane determining unit when the host vehicle is within the set area. The own vehicle position recognition unit that determines that the vehicle is traveling in the target lane determined by the vehicle and the determination result of the own vehicle position recognition unit, the host vehicle determines the target lane determined by the target lane determination unit. When the vehicle position recognition unit determines that the vehicle is not traveling in the target lane determined by the target lane determination unit, the vehicle position recognition unit performs lane change and controls the vehicle. The vehicle determines the target lane A control unit that controls to move to the target lane determined by the vehicle, wherein the vehicle position recognition unit sets the predetermined width in a predetermined scene in a scene other than the predetermined scene. This is a vehicle control system that is wider than the predetermined width.

  According to a second aspect of the present invention, in the vehicle control system according to the first aspect, in the vehicle position recognition unit, the predetermined width is determined by the target lane determining unit in a scene other than the predetermined scene. It is narrower than the width of the target lane.

  According to a third aspect of the present invention, in the vehicle control system according to the first or second aspect, the host vehicle position recognition unit determines the predetermined width in the predetermined scene by the target lane determining unit. It will be wider than the width of the target lane.

  According to a fourth aspect of the present invention, in the vehicle control system according to any one of the first to third aspects, the host vehicle position recognizing unit is configured to determine the target lane determining unit in a scene other than the predetermined scene. When the first area is set narrower than the width of the target lane determined by the above and the own vehicle is within the set first area, the own lane is determined by the target lane determining unit. A first determination unit that determines that the vehicle is traveling in the determined target lane; and a second region that is wider than the width of the target lane determined by the target lane determination unit in the predetermined scene A second determination unit that determines that the host vehicle is traveling in the target lane determined by the target lane determination unit when the host vehicle is within the set second region; The control unit has the first determination Alternatively, when the second determination unit determines that the host vehicle is not traveling in the target lane determined by the target lane determination unit, a lane change is performed and the host vehicle determines the target lane. It controls to move to the target lane determined by the unit.

  According to a fifth aspect of the present invention, in the vehicle control system according to any one of the first to fourth aspects, the target lane determined by the target lane determining unit is a plurality of lanes in the predetermined scene. It is a scene that branches.

  According to a sixth aspect of the present invention, a target lane determining unit that determines a target lane for driving the host vehicle from a plurality of lanes in which the vehicle can travel based on a route to a set destination, While recognizing the position of the host vehicle, an area having a predetermined width is set with reference to the center of the target lane, and the host vehicle is set in the target lane determining unit when the host vehicle is within the set area. The own vehicle position recognition unit that determines that the vehicle is traveling in the target lane determined by the vehicle and the determination result of the own vehicle position recognition unit, the host vehicle determines the target lane determined by the target lane determination unit. When the vehicle position recognition unit determines that the vehicle is not traveling in the target lane determined by the target lane determination unit, the vehicle position recognition unit performs lane change and controls the vehicle. The vehicle determines the target lane A control unit that controls the vehicle to move to the target lane determined by the vehicle, and the host vehicle position recognition unit travels the target vehicle determined by the target lane determination unit in a predetermined scene. It is a vehicle control system which stops the determination process of whether or not.

  In the seventh aspect of the invention, the in-vehicle computer determines a target lane in which the host vehicle is to travel from a plurality of lanes in which the vehicle can travel based on the set route to the destination. While recognizing the position of the vehicle, an area having a predetermined width is set with reference to the center of the target lane, and when the own vehicle is within the set area, the own vehicle determines the determined target lane. If it is determined that the vehicle is traveling, the determined target lane is controlled so that the host vehicle travels, and if it is determined that the host vehicle is not traveling the determined target lane, a lane change is performed. And the vehicle is controlled to move to the determined target lane, and in a predetermined scene, the predetermined width is made wider than a predetermined width of the area set in a scene other than the predetermined scene. Vehicle control method A.

  The invention according to claim 8 is a process of determining a target lane in which the host vehicle is to be driven from a plurality of lanes in which the vehicle can travel based on a route to the destination set in the in-vehicle computer; While recognizing the position of the host vehicle, a region having a predetermined width is set with reference to the center of the target lane, and the host vehicle determines the target determined when the host vehicle is within the set region. When determining that the host vehicle is traveling along the lane, and controlling the host vehicle to travel the determined target lane, and determining that the host vehicle is not traveling the determined target lane A process of changing the lane and controlling the host vehicle to move to the determined target lane, and a predetermined width of the region in a predetermined scene, the predetermined width being set in a scene other than the predetermined scene Compared to A process of widely Te is a vehicle control program for execution.

  According to the first, fourth, sixth, seventh, and eighth aspects of the invention, an area having a predetermined width is set with reference to the center of the target lane, and the target lane is determined when the host vehicle is within the set area. If it is determined that the vehicle is traveling and the target lane is controlled so that the host vehicle is traveling, and if it is determined that the host vehicle is not traveling in the target lane, the lane change is performed and the host vehicle becomes the target lane. To control the vehicle to move and to make the predetermined width wider in the predetermined scene than the predetermined width of the area set in the scene other than the predetermined scene, and to carry out automatic driving with stable vehicle behavior Can do.

  According to the second aspect of the present invention, since the predetermined width is narrower than the width of the target lane in scenes other than the predetermined scene, the behavior of the vehicle can be further stabilized.

  According to the third aspect of the present invention, in a predetermined scene, the predetermined width is made wider than the width of the target lane, so that the behavior of the vehicle can be further stabilized.

  According to the fifth aspect of the present invention, in the scene where the target lane determined by the target lane determining unit branches into a plurality of lanes, the target lane is made wider than the predetermined width of the area set in a scene other than the predetermined scene. Therefore, the behavior of the vehicle can be stabilized particularly when the lane is branched.

2 is a diagram illustrating components of a host vehicle M. FIG. 2 is a functional configuration diagram of a host vehicle M. FIG. It is a figure which shows an example of a structure of the own vehicle position recognition part. It is a figure which shows an example of the scene where the lane center CL is recognized. It is a figure which shows a mode that the relative position of the own vehicle M with respect to the lane center CL is recognized by the relative position recognition part 124. FIG. It is a figure which shows an example of the scene where a 1st area | region and a 2nd area | region are set. It is a figure which shows an example of the action plan produced | generated about a certain area. 3 is a diagram illustrating an example of a configuration of a trajectory generation unit 150. FIG. 6 is a diagram illustrating an example of trajectory candidates generated by a trajectory candidate generation unit 152. FIG. It is a flowchart which shows an example of the flow of the process performed when a lane change event is implemented. It is a figure which shows a mode that the target position TA is set. It is a figure which shows a mode that the track | orbit for a lane change is produced | generated. It is a flowchart which shows an example of the flow of the process performed when an action plan is changed dynamically. It is a figure which shows an example of the determination scene by the 1st determination part 126. FIG.

Hereinafter, embodiments of a vehicle control system, a vehicle control method, and a vehicle control program of the present invention will be described with reference to the drawings.
<Configuration>
FIG. 1 is a diagram illustrating components of a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle control system 100 of the embodiment is mounted. The vehicle on which the vehicle control system 100 is mounted is, for example, a motor vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a vehicle using an internal combustion engine such as a diesel engine or a gasoline engine as a power source, or an electric vehicle using a motor as a power source. And a hybrid vehicle having an internal combustion engine and an electric motor. An electric vehicle is driven using electric power discharged by a battery such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, or an alcohol fuel cell.

  As shown in FIG. 1, the host vehicle M includes a finder 20-1 to 20-7, radars 30-1 to 30-6, sensors such as a camera 40, a navigation device 50, and a vehicle control system 100. Installed.

  The finders 20-1 to 20-7 are, for example, LIDAR (Light Detection and Ranging) that measures scattered light with respect to irradiation light and measures the distance to the target. For example, the finder 20-1 is attached to a front grill or the like, and the finders 20-2 and 20-3 are attached to a side surface of a vehicle body, a door mirror, the inside of a headlamp, a side lamp, and the like. The finder 20-4 is attached to a trunk lid or the like, and the finders 20-5 and 20-6 are attached to the side surface of the vehicle body, the interior of the taillight, or the like. The above-described finders 20-1 to 20-6 have a detection area of about 150 degrees in the horizontal direction, for example. The finder 20-7 is attached to a roof or the like. The finder 20-7 has a detection area of 360 degrees in the horizontal direction, for example.

  The radars 30-1 and 30-4 are, for example, long-range millimeter wave radars having a detection area in the depth direction wider than that of other radars. Radars 30-2, 30-3, 30-5, and 30-6 are medium-range millimeter-wave radars that have a narrower detection area in the depth direction than radars 30-1 and 30-4.

  Hereinafter, when the finders 20-1 to 20-7 are not particularly distinguished, they are simply referred to as “finder 20”, and when the radars 30-1 to 30-6 are not particularly distinguished, they are simply referred to as “radar 30”. The radar 30 detects an object by, for example, an FM-CW (Frequency Modulated Continuous Wave) method.

  The camera 40 is a digital camera using an individual image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 40 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 40 periodically images the front of the host vehicle M repeatedly. The camera 40 may be a stereo camera including a plurality of cameras.

  The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  FIG. 2 is a functional configuration diagram of the host vehicle M equipped with the vehicle control system 100 according to the embodiment. In the host vehicle M, in addition to the finder 20, the radar 30, and the camera 40, a navigation device 50, a vehicle sensor 60, an operation device such as an accelerator pedal, a brake pedal, a shift lever (or paddle shift), a steering wheel, etc. Child) 70, an operation detection sensor 72 such as an accelerator opening sensor, a brake pedal amount sensor (brake switch), a shift position sensor, a steering angle sensor (or steering torque sensor), a changeover switch 80, and a driving force output A device 90, a steering device 92, a brake device 94, and a vehicle control system 100 are mounted. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The illustrated operation device is merely an example, and a joystick, a button, a dial switch, a GUI (Graphical User Interface) switch, and the like may be mounted on the host vehicle M. Note that the vehicle control system in the claims may include not only the vehicle control system 100 but also a configuration (such as the finder 20) other than the vehicle control system 100 among the configurations shown in FIG.

  The navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 50 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device 50 is provided to the target lane determining unit 110 of the vehicle control system 100. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. In addition, the navigation device 50 provides guidance on the route to the destination by voice or navigation display when the vehicle control system 100 is executing the manual operation mode. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50. Moreover, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. In this case, information is transmitted and received between the terminal device and the vehicle control system 100 by wireless or wired communication.

  The vehicle sensor 60 includes a vehicle speed sensor that detects a vehicle speed, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

  The display unit 62 displays information as an image. The display unit 62 includes, for example, an LCD (Liquid Crystal Display), an organic EL (Electroluminescence) display device, a head-up display, and the like. The display unit 62 may be a display unit included in the navigation device 50 or a display unit of an instrument panel that displays the state (speed or the like) of the host vehicle M. The speaker 64 outputs information as sound.

  The operation detection sensor 72 outputs the accelerator opening, the brake pedal stroke, the shift position, the steering angle, the steering torque, and the like as detection results to the vehicle control system 100. Instead of this, the detection result of the operation detection sensor 72 may be directly output to the traveling drive force output device 90, the steering device 92, or the brake device 94 depending on the driving mode.

  The changeover switch 80 is a switch operated by a vehicle occupant. The changeover switch 80 receives the operation of the vehicle occupant, generates an operation mode designation signal that designates the operation mode of the host vehicle M, and outputs the operation mode designation signal to the switching control unit 170. The changeover switch 80 may be either a GUI switch or a mechanical switch.

  The traveling driving force output device 90 outputs traveling driving force (torque) for traveling of the vehicle to the driving wheels. For example, when the host vehicle M is an automobile using an internal combustion engine as a power source, the traveling drive force output device 90 includes an engine, a transmission, and an engine ECU (Electronic Control Unit) that controls the engine. In the case of an electric vehicle that uses an electric motor as a power source, the vehicle includes a driving motor and a motor ECU that controls the driving motor. When the host vehicle M is a hybrid vehicle, the engine, the transmission, and the engine ECU and the driving motor A motor ECU. When the travel driving force output device 90 includes only the engine, the engine ECU adjusts the throttle opening, shift stage, and the like of the engine according to information input from the travel control unit 160 described later. When travel drive force output device 90 includes only the travel motor, motor ECU adjusts the duty ratio of the PWM signal applied to the travel motor in accordance with information input from travel control unit 160. When travel drive force output device 90 includes an engine and a travel motor, engine ECU and motor ECU control travel drive force in cooperation with each other in accordance with information input from travel control unit 160.

  The steering device 92 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor in accordance with information input from the vehicle control system 100 or information of the input steering steering angle or steering torque, and changes the direction of the steered wheels.

  The brake device 94 is, for example, an electric servo brake device that includes a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a braking control unit. The braking control unit of the electric servo brake device controls the electric motor according to the information input from the travel control unit 160 so that the brake torque corresponding to the braking operation is output to each wheel. The electric servo brake device may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal to the cylinder via the master cylinder. The brake device 94 is not limited to the electric servo brake device described above, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator in accordance with information input from the travel control unit 160 and transmits the hydraulic pressure of the master cylinder to the cylinder. Further, the brake device 94 may include a regenerative brake by a traveling motor that can be included in the traveling driving force output device 90.

[Vehicle control system]
Hereinafter, the vehicle control system 100 will be described. The vehicle control system 100 is realized by, for example, one or more processors or hardware having an equivalent function. The vehicle control system 100 may have a configuration in which a processor such as a CPU (Central Processing Unit), a storage device, an ECU in which a communication interface is connected by an internal bus, an MPU, or the like is combined.

  The vehicle control system 100 includes, for example, a target lane determining unit 110, an automatic driving control unit 120, and a storage unit 180. The automatic driving control unit 120 includes, for example, a host vehicle position recognition unit 122, an external environment recognition unit 130, an action plan generation unit 140, a track generation unit 150, a travel control unit 160, and a switching control unit 170. A combination of the action plan generation unit 140, the trajectory generation unit 150, and the travel control unit 160 is an example of a “control unit”.

  Part or all of the units of the target lane determining unit 110 and the automatic driving control unit 120 are realized by a processor executing a program (software). Some or all of these may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit), or may be realized by a combination of software and hardware.

  The storage unit 180 stores information such as high-precision map information 182, target lane information 184, and action plan information 186. The storage unit 180 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 180 in advance, or may be downloaded from an external device via an in-vehicle Internet facility or the like. The program may be installed in the storage unit 180 by mounting a portable storage medium storing the program on a drive device (not shown). The vehicle control system 100 may be distributed by a plurality of computer devices.

  The target lane determining unit 110 is realized by, for example, an MPU. The target lane determination unit 110 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the high-precision map information 182 for each block. Determine the target lane. For example, the target lane determination unit 110 performs determination such as how many lanes from the left are to be traveled. For example, the target lane determination unit 110 determines the target lane so that the host vehicle M can travel on a reasonable travel route for proceeding to the branch destination when there is a branch point or a merge point in the route. . The target lane determined by the target lane determining unit 110 is stored in the storage unit 180 as target lane information 184.

  The high-precision map information 182 is map information with higher accuracy than the navigation map included in the navigation device 50. The high-precision map information 182 includes, for example, information on the center of the lane or information on the boundary of the lane. The high-precision map information 182 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like. The traffic regulation information includes information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like.

  FIG. 3 is a diagram illustrating an example of the configuration of the vehicle position recognition unit 122. The own vehicle position recognition unit 122 includes, for example, a traveling lane center recognition unit 123, a relative position recognition unit 124, a switching unit 125 for each scene, a first determination unit 126, and a second determination unit 127.

  The travel lane center recognition unit 123 determines the lane center CL of the target lane determined by the target lane determination unit 110 based on information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. recognize. First, the travel lane center recognizing unit 123 recognizes which lane the target lane is based on the above information. The traveling lane center recognizing unit 123, for example, a road lane line pattern recognized from the high-precision map information 182 (for example, an array of solid lines and broken lines) and the periphery of the host vehicle M recognized from an image captured by the camera 40 It is recognized which lane the target lane is by comparing the road lane marking pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account. Then, the travel lane center recognition unit 123 recognizes the position of the recognized lane center CL of the target lane.

  FIG. 4 is a diagram illustrating an example of a scene where the lane center CL is recognized. In the figure, for example, IM represents a virtual area obtained by integrating the captured image of the camera 40 or the output of the finder 20 or the radar 30. In the figure, CL represents the center of the target lane (hereinafter referred to as the lane center), ML1 represents one road lane line of the own lane, and ML2 represents the other road lane line.

  As illustrated, for example, the traveling lane center recognizing unit 123 recognizes a point at an intermediate distance between the road lane markings ML1 and ML2 as the lane center CL based on the positional relationship between the road lane markings ML1 and ML2.

  The relative position recognizing unit 124 is based on information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60, and the host vehicle M with respect to the lane center CL recognized by the traveling lane center recognizing unit 123. , And a distance OS indicating a positional deviation between the lane center CL and the host vehicle M is derived for each lane.

  FIG. 5 is a diagram showing how the relative position recognition unit 124 recognizes the relative position of the host vehicle M with respect to the lane center CL. The relative position recognition unit 124, for example, the distance OS1 from the reference point G (for example, the center of gravity or the rear wheel axle center) of the host vehicle M to the lane center CL, and the angle formed with respect to the lane center CL in the traveling direction of the host vehicle M. θ is recognized as a relative position of the host vehicle M with respect to the lane center CL.

  Instead of this, the relative position recognition unit 124 determines the position of the reference point G of the host vehicle M with respect to any side end portion of the host lane L1, and the like of the host vehicle M with respect to the target lane where the lane center CL is set. May be recognized as a relative position. The relative position of the host vehicle M recognized by the relative position recognition unit 124 is provided to the target lane determination unit 110. In addition, the relative position recognition unit 124 may recognize the position of the host vehicle M using an absolute position such as latitude and longitude, using a received radio wave from a GNSS receiver or the like. The relative position recognizing unit 124 determines the relative position of the host vehicle M based on the rotational speed and the rotational speed of a wheel (or a shaft connected to the wheel) that is rotationally driven by the power output from the traveling driving force output device 90. The position or absolute position may be corrected. Further, the relative position recognition unit 124 may recognize the position of the host vehicle M by combining the relative position and the absolute position.

  The scene-by-scene switching unit 125 causes the first determination unit 126 or the second determination unit 127, which will be described later, to perform respective processes based on the traveling scene of the host vehicle M. For example, the switching unit 125 for each scene causes the second determination unit 127 to perform processing when the traveling scene is a predetermined scene, and when the traveling scene is a scene other than the predetermined scene, The first determination unit 126 performs processing.

  The predetermined scene is a scene in which if the traveling lane recognition of the host vehicle M is strictly performed, hunting occurs in the control and smooth traveling is not performed. The predetermined scene is, for example, a scene where a branch event described later is performed. In addition, the predetermined scene may include a scene in which the existence of a construction site, a traffic accident site, or the like is found on the target lane based on the traffic regulation information included in the high-precision map information 182, or a lane change event or merging It may include scenes where events are held. On the other hand, the other scenes other than the predetermined scene include at least a scene where a lane keep event described later is performed.

  The first determination unit 126 makes the first region having a width Wa narrower than the width of the target lane determined by the target lane determination unit 110 to be symmetric about the lane center CL of the target lane. Set. Then, when the reference point G of the host vehicle M is within the first region, the first determination unit 126 determines that the host vehicle M is traveling in the target lane, and the action plan generation unit 140. To that effect. On the other hand, when the reference point G of the host vehicle M is not within the first region, the first determination unit 126 determines that the host vehicle M is not traveling in the target lane, and the action plan generation unit 140 To that effect. In this first area, the fluctuation of the behavior of the host vehicle M is allowed, and outside the first area, a lane change event is performed by an action plan generation unit 140, a track generation unit 150, and a travel control unit 160 described later. Thus, the host vehicle M is returned to the first area.

  The second determination unit 127 sets the second region having a width Wb wider than the width Wa so as to be symmetric about the lane center CL of the target lane. The width Wb is preferably wider than the width of the target lane determined by the target lane determining unit 110. Further, the width Wb may be the same as the width of the target lane, or may be narrower than the width of the target lane. Then, when the reference point G of the host vehicle M is within the second region, the second determination unit 127 determines that the host vehicle M is traveling in the target lane, and the action plan generation unit 140. To that effect. On the other hand, when the reference point G of the host vehicle M does not fall within the second region, the second determination unit 127 determines that the host vehicle M is not traveling in the target lane, and the action plan generation unit 140 To that effect.

  One or both of the first region and the second region described above may be set at a position closer to the right side or the left side from the lane center CL based on the traveling environment of the host vehicle M. For example, when there is a parked vehicle on the left shoulder of the target lane, the first area or the second area may be set close to the right side.

  FIG. 6 is a diagram illustrating an example of a scene in which the first area and the second area are set. In the example of FIG. 6, a lane keep event is performed in the first scene, a branch event is performed in the second scene, and a lane keep event is performed in the third scene as in the first scene. ing. In the figure, the second scene corresponds to a “predetermined scene”.

  For example, when the destination is in the direction of the branch destination lane L2, the target lane is set to the lane L1 up to the branch point DP and the lane L2 ahead of the branch point DP. The traveling lane center recognizing unit 123 recognizes the lane center CL in each of the branching lane L1 and the branching lane L2. In the figure, CL1 represents the lane center recognized in the branching lane L1, and CL2 represents the lane center recognized in the branching lane L2. In the illustrated example, the scene-by-scene switching unit 125 causes the first determination unit 126 to perform processing in the first scene and the third scene, and causes the second determination unit 127 to perform processing in the second scene that is a predetermined scene. Let the process do. Accordingly, as shown in the drawing, the first area is set in the first scene and the third scene, and the second area is set in the second scene.

  The external recognition unit 130 recognizes the positions of surrounding vehicles and the state such as speed and acceleration based on information input from the finder 20, the radar 30, the camera 40, and the like. The peripheral vehicle is, for example, a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the other vehicle, or may be represented by a region expressed by the contour of the other vehicle. The “state” of the surrounding vehicle may include the acceleration of the surrounding vehicle, whether the lane is changed (or whether the lane is going to be changed), which is grasped based on the information of the various devices.

  In addition to the surrounding vehicles, the external environment recognition unit 130 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects. In particular, the external environment recognition unit 130 includes a fallen object on the roadway, a parked vehicle, a target near the construction site (for example, a pylon or a signboard), a walk on the target lane determined by the target lane determination unit 110. Recognize obstacles such as people.

  The action plan generation unit 140 sets a starting point of automatic driving and / or a destination of automatic driving. The starting point of the automatic driving may be the current position of the host vehicle M or a point where an operation for instructing automatic driving is performed. The action plan generation unit 140 generates an action plan in a section between the start point and the destination for automatic driving. In addition, not only this but the action plan production | generation part 140 may produce | generate an action plan about arbitrary sections.

  The action plan is composed of, for example, a plurality of events that are sequentially executed. Examples of the event include a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keeping event for driving the host vehicle M so as not to deviate from the target lane, and a lane change event for changing the target lane. To join the main event, a passing event that causes the own vehicle M to pass the preceding vehicle, a change to a desired lane at the branch point, or a driving event that causes the own vehicle M to travel without departing from the current target lane. , A merging event that accelerates or decelerates the host vehicle M and changes the target lane is included. The action plan generation unit 140 sets a lane change event, a branch event, or a merge event at a location where the target lane determined by the target lane determination unit 110 is switched. Information indicating the action plan generated by the action plan generation unit 140 is stored in the storage unit 180 as action plan information 186.

  FIG. 7 is a diagram illustrating an example of an action plan generated for a certain section. As illustrated, the action plan generation unit 140 generates an action plan necessary for the host vehicle M to travel on the target lane indicated by the target lane information 184. Note that the action plan generation unit 140 may dynamically change the action plan regardless of the target lane information 184 according to a change in the situation of the host vehicle M. For example, the action plan generation unit 140 determines that the speed of the surrounding vehicle recognized by the external recognition unit 130 during the vehicle travel exceeds the threshold, or the moving direction of the surrounding vehicle traveling in the lane adjacent to the own lane is the own lane direction. When the vehicle heads, the event set in the driving section where the host vehicle M is scheduled to travel is changed. For example, when the event is set so that the lane change event is executed after the lane keep event, the vehicle is more than the threshold from the rear of the lane to which the lane is changed during the lane keep event according to the recognition result of the external recognition unit 130. When it is determined that the vehicle has traveled at the speed of, the action plan generator 140 may change the event next to the lane keep event from a lane change event to a deceleration event, a lane keep event, or the like. As a result, the vehicle control system 100 can automatically drive the host vehicle M safely even when a change occurs in the external environment.

  Moreover, the action plan production | generation part 140 changes the produced | generated action plan based on the determination result by the 1st determination part 126 and the 2nd determination part 127 which were mentioned above. For example, the action plan generation unit 140 is determined by the first determination unit 126 or the second determination unit 127 that “the host vehicle M is not traveling in the target lane determined by the target lane determination unit 110”. In this case, the event currently being executed or the event scheduled after the event is changed to a lane change event. As a result, the host vehicle M moves to the target lane (target lane determined by the target lane determination unit 110) that should originally travel by changing the lane.

  FIG. 8 is a diagram illustrating an example of the configuration of the trajectory generation unit 150. The track generation unit 150 includes, for example, a travel mode determination unit 151, a track candidate generation unit 152, an evaluation / selection unit 153, and a lane change control unit 154.

  The travel mode determination unit 151 determines one of the travel modes, such as constant speed travel, follow-up travel, deceleration travel, curve travel, and obstacle avoidance travel, when the lane keeping event is performed. For example, when the other vehicle does not exist in front of the host vehicle M, the travel mode determination unit 151 determines the travel mode to be constant speed travel. In addition, the traveling mode determination unit 151 determines the traveling mode to follow running when traveling following the preceding vehicle. In addition, the travel mode determination unit 151 determines the travel mode to be decelerated when the external environment recognition unit 130 recognizes deceleration of the preceding vehicle or when an event such as stopping or parking is performed. In addition, when the outside recognition unit 130 recognizes that the host vehicle M has reached a curved road, the travel mode determination unit 151 determines the travel mode to be a curve travel.

  The track candidate generation unit 152 generates a track candidate along the lane center CL of the target lane recognized by the travel lane center recognition unit 123 based on the travel mode determined by the travel mode determination unit 151. The track in the present embodiment is a set of target positions that the reference position (for example, the center of gravity and the center of the rear wheel axis) of the host vehicle M should arrive at every future predetermined time (or every predetermined travel distance). Hereinafter, each of the target positions for each predetermined time in the future (or for each predetermined travel distance) is represented by a point, and this point will be referred to as a trajectory point.

  The track candidate generation unit 152 determines the target speed of the host vehicle M based on at least the speed of the target OB existing in front of the host vehicle M recognized by the external field recognition unit 130 and the distance between the host vehicle M and the target OB. calculate. The trajectory candidate generation unit 152 generates one or more trajectories based on the calculated target speed. The target OB includes a preceding vehicle, points such as a merge point, a branch point, a target point, and an object such as an obstacle.

  FIG. 9 is a diagram illustrating an example of trajectory candidates generated by the trajectory candidate generation unit 152. In FIG. 11 and FIG. 11 to be described later, only a representative trajectory or a trajectory selected by the evaluation / selection unit 153 from among a plurality of trajectory candidates that can be set will be described. As shown in (A) in the figure, for example, the trajectory candidate generation unit 152 uses the current position of the host vehicle M as a reference every time a predetermined time Δt elapses from the current time, K (1), K (2), Track points such as K (3),... Are set along the lane center CL. Hereinafter, when these trajectory points are not distinguished, they may be simply referred to as “trajectory points K”.

  When the travel mode determination unit 151 determines the travel mode to be constant speed travel, the track candidate generation unit 152 places a plurality of track points K at equal intervals along the lane center CL as shown in FIG. Set. When such a simple trajectory is generated, the trajectory candidate generation unit 152 may generate only one trajectory.

  When the traveling mode determination unit 151 determines the traveling mode to be decelerated traveling (including the case where the preceding vehicle decelerates in the follow-up traveling), the trajectory candidate generation unit 152 reaches as shown in FIG. An orbit point K with an earlier time is generated with a larger interval, and an orbit point K with a later arrival time is generated with a smaller interval. In this case, the preceding vehicle may be set as the target OB, or a junction point other than the preceding vehicle, a point such as a branch point or a target point, an obstacle, or the like may be set as the target OB. As a result, the track point K, which arrives later from the host vehicle M, approaches the current position of the host vehicle M, so that the travel control unit 160 described later decelerates the host vehicle M.

  When the travel mode is determined to be curve travel by the travel mode determination unit 151, as shown in (C) in the figure, the track candidate generation unit 152 sets a plurality of track points K according to the curvature of the road. The vehicle is arranged while changing its lateral position (position in the lane width direction) with respect to the traveling direction.

  Further, as shown in (D) in the figure, when an obstacle OB such as a pedestrian or a stopped vehicle exists on the road ahead of the host vehicle M, the trajectory candidate generation unit 152 avoids the obstacle OB. A plurality of trajectory points K are arranged so as to travel. At this time, the track candidate generation unit 152 may arrange the track point K so as to deviate from the lane center CL of the target lane.

  The evaluation / selection unit 153 evaluates the track candidates generated by the track candidate generation unit 152 from, for example, two aspects of planability and safety, and selects a track to be output to the travel control unit 160. . From the viewpoint of planability, for example, the track is highly evaluated when the followability with respect to an already generated plan (for example, an action plan) is high and the total length of the track is short. For example, when it is desired to change the lane in the right direction, a trajectory in which the lane is once changed in the left direction and returned is evaluated as low. From the viewpoint of safety, for example, a track with a longer distance between the host vehicle M and an object (such as a surrounding vehicle) and a smaller amount of change in acceleration / deceleration, steering angle, and the like is evaluated higher.

  The lane change control unit 154 operates when an event requiring a lane change such as a lane change event, a branch event, or a merge event is performed, that is, when a lane change in a broad sense is performed. The lane change control unit 154 determines that the first determination unit 126 determines that the host vehicle M is not within the first region, or the second determination unit 127 determines that the second region The vehicle also operates when it is determined that the host vehicle M is not within.

  FIG. 10 is a flowchart illustrating an example of a flow of processing executed when a lane change event is performed. The processing will be described with reference to this figure and FIGS.

  First, the lane change control unit 154 is an adjacent lane that is adjacent to the target lane recognized by the travel lane center recognition unit 123, and two peripheral vehicles are selected from the peripheral vehicles that travel in the adjacent lane of the lane change destination. The target position TA is set between these peripheral vehicles (step S100). Hereinafter, the peripheral vehicle that travels immediately before the target position TA in the adjacent lane is referred to as a front reference vehicle mB, and the peripheral vehicle that travels immediately after the target position TA in the adjacent lane is referred to as a rear reference vehicle mC. The target position TA is a relative position based on the positional relationship between the host vehicle M, the front reference vehicle mB, and the rear reference vehicle mC.

  FIG. 11 is a diagram illustrating how the target position TA is set. In the figure, mA represents a preceding vehicle, mB represents a front reference vehicle, and mC represents a rear reference vehicle. An arrow d represents the traveling (traveling) direction of the host vehicle M, L1 represents the host lane, and L2 represents an adjacent lane. In the example of FIG. 11, the lane change control unit 154 sets the target position TA between the front reference vehicle mB and the rear reference vehicle mC on the adjacent lane L2.

  Next, the lane change control unit 154 determines whether or not the primary condition for determining whether or not the lane change is possible at the target position TA (that is, between the front reference vehicle mB and the rear reference vehicle mC). Determination is made (step S102).

  The primary condition is, for example, that there is no part of the surrounding vehicle in the prohibited area RA provided in the adjacent lane, and that the TTC of the host vehicle M, the front reference vehicle mB, and the rear reference vehicle mC is greater than the threshold value, respectively. That is. This determination condition is an example when the target position TA is set to the side of the host vehicle M. When the primary condition is not satisfied, the lane change control unit 154 returns the process to step S100 and resets the target position TA. At this time, speed control for moving to the side of the target position TA is performed by waiting until the target position TA that can satisfy the primary condition can be set or by changing the target position TA. May be.

  As illustrated in FIG. 11, the lane change control unit 154, for example, projects the host vehicle M onto the lane L2 to which the lane is changed, and sets a prohibited area RA that has a slight margin before and after. The prohibited area RA is set as an area extending from one end to the other end in the lateral direction of the lane L2.

  When there is no surrounding vehicle in the prohibited area RA, the lane change control unit 154, for example, an extension line FM that virtually extends the front end and the rear end of the host vehicle M to the lane L2 side of the lane change destination, and An extension line RM is assumed. The lane change control unit 154 calculates the collision margin time TTC (B) between the extension line FM and the front reference vehicle mB, and the rear reference vehicle TTC (C) between the extension line RM and the rear reference vehicle mC. The collision margin time TTC (B) is a time derived by dividing the distance between the extension line FM and the front reference vehicle mB by the relative speed of the host vehicle M and the front reference vehicle mB. The collision margin time TTC (C) is a time derived by dividing the distance between the extension line RM and the rear reference vehicle mC by the relative speed of the host vehicle M and the front reference vehicle mB. The trajectory generation unit 118 determines that the primary condition is satisfied when the collision margin time TTC (B) is larger than the threshold value Th (B) and the collision margin time TTC (C) is larger than the threshold value Th (C). . The threshold values Th (B) and Th (C) may be the same value or different values.

  If the primary condition is satisfied, the lane change control unit 154 causes the track candidate generation unit 152 to generate a track candidate for lane change (step S104). FIG. 12 is a diagram illustrating how a track for changing lanes is generated. For example, the trajectory candidate generation unit 152 assumes that the preceding vehicle mA, the front reference vehicle mB, and the rear reference vehicle mC travel with a predetermined speed model, and the speed model of these three vehicles and the speed of the host vehicle M. Based on the above, a candidate for a track is generated so that the own vehicle M is positioned between the front reference vehicle mB and the rear reference vehicle mC at a future time without interfering with the preceding vehicle mA. For example, the track candidate generation unit 152 generates a spline curve from the current position of the host vehicle M to the position of the forward reference vehicle mB at a certain time in the future, the center of the lane to which the lane is changed, and the lane change end point Are smoothly connected to each other, and a predetermined number of orbit points K are arranged on the curve at equal or unequal intervals. At this time, the trajectory candidate generation unit 152 generates a trajectory so that at least one of the trajectory points K is disposed within the target position TA.

  Next, the evaluation / selection unit 153 determines whether or not a trajectory candidate satisfying the setting condition has been generated (step S106). The setting condition is, for example, that an evaluation value equal to or greater than a threshold value is obtained from the viewpoints of planning and safety described above. When a trajectory candidate satisfying the setting condition can be generated, the evaluation / selection unit 153 selects a trajectory candidate having the highest evaluation value from trajectories having an evaluation value equal to or higher than a threshold, for example, and travels the trajectory information. It outputs to the control part 160 and implements a lane change (step S108). On the other hand, if a trajectory that satisfies the setting condition cannot be generated, the process returns to step S110. At this time, similarly to the case where a negative determination is obtained in step S102, a process of entering a standby state or resetting the target position TA may be performed. Thereby, the process of this flowchart is complete | finished.

  The travel control unit 160 controls the travel driving force output device 90, the steering device 92, and the brake device 94 so that the host vehicle M passes the track selected by the evaluation / selection unit 153 at a scheduled time. . For example, the traveling control unit 160, when traveling the host vehicle M along the track selected by the evaluation / selection unit 153, based on the distance OS derived by the relative position recognition unit 124, Each operation amount (control amount) of the brake device 94 is determined. For example, the travel control unit 160 determines the operation amounts of the steering device 92 and the brake device 94 so that the distance OS becomes small (so that the host vehicle M approaches the lane center CL).

  Hereinafter, how the action plan is dynamically changed by passing through a predetermined scene while the host vehicle M is traveling will be described with reference to FIGS. FIG. 13 is a flowchart showing an example of the flow of processing executed by the vehicle control system 100 of the present embodiment. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example.

  First, the traveling lane center recognizing unit 123 includes a road that includes the target lane determined by the target lane determining unit 110 based on information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. In each upper lane, the lane center CL is recognized (step S200).

  Next, the scene-by-scene switching unit 125 determines whether the scene is a predetermined scene (step S202). If the event is a predetermined event, the scene-by-scene switching unit 125 causes the second determination unit 127 to perform processing. Receiving this, the second determination unit 127 sets the second area around the lane center CL of the target lane (step S204). Next, the 2nd determination part 127 determines whether the own vehicle M is settled in the set 2nd area | region (step S206). When the host vehicle M is within the second area, the automatic driving control unit 120 maintains the lane keep event that is the current event (step S208) and continues the lane keep event (step S2210).

  On the other hand, when the host vehicle M is not within the second area, the action plan generation unit 140 changes the event next to the lane keep event or the lane keep event to a lane change event (step S212). And the automatic driving | operation control part 120 performs the series of processes shown in FIG. 10 mentioned above as a process of S210, and performs the lane change event which changes a lane to a target lane.

  When a negative determination is obtained in the above-described processing of S202, that is, when the event is not a predetermined event, the switching unit 125 for each scene causes the first determination unit 126 to perform the process. In response to this, the first determination unit 126 sets the first region around the lane center CL of the target lane (step S214). Next, the first determination unit 126 determines whether or not the host vehicle M is within the set first area (step S216). When the host vehicle M is within the first region, the automatic driving control unit 120 moves the process to S208 described above. On the other hand, if the host vehicle M is not within the first region, the automatic driving control unit 120 moves the process to S212 described above. Thereby, the process of this flowchart is complete | finished.

  FIG. 14 is a diagram illustrating an example of a determination scene by the first determination unit 126. In the figure, L2 represents a branch destination lane in the direction where the destination exists, and L1 represents a branch source lane. In the drawing, CL1 represents the lane center recognized in the branch lane L1, and CL2 represents the lane center recognized in the branch lane L2. In addition, K # in the figure represents a trajectory where the host vehicle M has reached the point of the second scene.

  In such a situation, CL1 is treated as the center CL of the target lane up to the branch point DP, and CL2 beyond that. Assuming that only the first region is set regardless of the scene, the automatic operation control unit 120, when turning to the lane L2 is delayed and travels closer to the lane L1 (solid line in the figure). The vehicle M corresponds to the position of the vehicle M), and it is determined that the vehicle has deviated from the lane L2 with high sensitivity, and the lane change event is activated. The track of this lane change event is essentially unnecessary, and not only does the control load increase, but it is also determined that the vehicle has deviated from the lane L2 or is within the lane L2. If the above is repeated, hunting occurs in the control.

  On the other hand, in the vehicle control system 100 of this embodiment, the 2nd area | region wider than a 1st area | region is set in a 2nd scene. As a result, an area close to the dead zone can be provided in a scene where it is desired to avoid unnecessary departure determination. For example, the host vehicle M can be moved to the branch destination lane L2 by simple control such as lane keeping. Further, it is possible to suppress the occurrence of control inconvenience such as hunting.

  The switching control unit 170 switches the operation mode based on an operation instructing acceleration, deceleration, or steering with respect to the operation device 70 in addition to switching the operation mode based on the operation mode designation signal input from the changeover switch 80. For example, the switching control unit 170 switches from the automatic operation mode to the manual operation mode when the state where the operation amount input from the operation detection sensor 72 exceeds the threshold value continues for a reference time or longer. In addition, the switching control unit 170 switches the operation mode from the automatic operation mode to the manual operation mode in the vicinity of the automatic operation destination.

  When switching from the manual operation mode to the automatic operation mode, the switching control unit 170 performs this based on the operation mode designation signal input from the changeover switch 80. Further, after switching from the automatic operation mode to the manual operation mode, control is performed to return to the automatic operation mode when an operation for instructing acceleration, deceleration or steering to the operation device 70 is not detected for a predetermined time. It may be broken.

  According to the embodiment described above, the second area is set based on the center of the target lane in a predetermined scene, and the first area is set based on the center of the target lane in scenes other than the predetermined scene, When the host vehicle M is within both of these areas, it is determined that the host vehicle M is traveling in the target lane. In this case, the vehicle control system 100 controls the host vehicle M to travel in the target lane. Further, the vehicle control system 100 controls the vehicle to move to the target lane when the host vehicle M is not within at least one of the areas, that is, when the host vehicle M is not traveling in the target lane. . As a result, the vehicle control system 100 can perform automatic driving with stable behavior of the vehicle. For example, the vehicle control system 100 can suppress the target lane from being unnecessarily changed by setting the second region around the lane center CL at a branch event. As a result, hunting can be suppressed.

  In the above-described embodiment, the second area is set in a predetermined scene to avoid unnecessary deviation determination. However, the present invention is not limited to this. For example, the above-described scene-by-scene switching unit 125 may stop the departure determination process by the first determination unit 126 or the second determination unit 127 when the scene is a predetermined scene (predetermined event). That is, the vehicle control system 100 stops the control so that the host vehicle M travels in the target lane by changing the lane in a predetermined scene, and makes the host vehicle M the target lane by simple control such as lane keeping. Move. Thereby, hunting can be suppressed as in the above-described embodiment.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

  DESCRIPTION OF SYMBOLS 20 ... Finder, 30 ... Radar, 40 ... Camera, 50 ... Navigation apparatus, 60 ... Vehicle sensor, 62 ... Display part, 70 ... Operation device, 72 ... Operation detection sensor, 80 ... Changeover switch, 90 ... Driving force output device , 92 ... Steering device, 94 ... Brake device, 100 ... Vehicle control system, 110 ... Target lane determining unit, 120 ... Automatic driving control unit, 122 ... Own vehicle position recognizing unit, 123 ... Driving lane center recognizing unit, 124 ... Relative Position recognition unit, 125 ... switching unit for each scene, 126 ... first determination unit, 127 ... second determination unit, 130 ... external world recognition unit, 140 ... action plan generation unit, 150 ... trajectory generation unit, 151 ... travel mode Deciding unit, 152 ... Track candidate generating unit, 153 ... Evaluation / selection unit, 154 ... Lane change control unit, 160 ... Travel control unit, 170 ... Switching control unit, 180 ... Storage unit M ... vehicle

Claims (8)

A target lane determining unit that determines a target lane for driving the vehicle from a plurality of lanes in which the vehicle can travel based on a route to the set destination;
While recognizing the position of the host vehicle, a region having a predetermined width is set with reference to the center of the target lane, and the host vehicle determines the target lane when the host vehicle is within the set region. A vehicle position recognition unit that determines that the vehicle is traveling in the target lane determined by the unit;
With reference to the determination result of the host vehicle position recognition unit, the target vehicle determined by the target lane determination unit is controlled so that the host vehicle travels, and the host vehicle is determined by the target lane determination unit. If the vehicle position recognition unit determines that the vehicle is not traveling in the target lane, a control is performed to change the lane and control the vehicle to move to the target lane determined by the target lane determination unit. And comprising
The vehicle position recognition unit widens the predetermined width in a predetermined scene as compared to a predetermined width of the region set in a scene other than the predetermined scene.
Vehicle control system. The vehicle position recognition unit narrows the predetermined width in a scene other than the predetermined scene as compared with the width of the target lane determined by the target lane determination unit,
The vehicle control system according to claim 1. The vehicle position recognition unit makes the predetermined width wider than the width of the target lane determined by the target lane determination unit in the predetermined scene.
The vehicle control system according to claim 1 or 2. The vehicle position recognition unit
In a scene other than the predetermined scene, a first region that is narrower than the width of the target lane determined by the target lane determining unit is set, and the host vehicle is within the set first region. A first determination unit that determines that the host vehicle is traveling in the target lane determined by the target lane determination unit,
In the predetermined scene, when a second area that is wider than the width of the target lane determined by the target lane determining unit is set, and the host vehicle is within the set second area A second determination unit that determines that the host vehicle is traveling in the target lane determined by the target lane determination unit,
When the first determination unit or the second determination unit determines that the host vehicle is not traveling in the target lane determined by the target lane determination unit, the control unit changes the lane. To control the host vehicle to move to the target lane determined by the target lane determining unit,
The vehicle control system according to any one of claims 1 to 3. The predetermined scene is a scene where the target lane determined by the target lane determination unit branches into a plurality of lanes.
The vehicle control system according to any one of claims 1 to 4. A target lane determining unit that determines a target lane for driving the vehicle from a plurality of lanes in which the vehicle can travel based on a route to the set destination;
While recognizing the position of the host vehicle, a region having a predetermined width is set with reference to the center of the target lane, and the host vehicle determines the target lane when the host vehicle is within the set region. A vehicle position recognition unit that determines that the vehicle is traveling in the target lane determined by the unit;
With reference to the determination result of the host vehicle position recognition unit, the target vehicle determined by the target lane determination unit is controlled so that the host vehicle travels, and the host vehicle is determined by the target lane determination unit. If the vehicle position recognition unit determines that the vehicle is not traveling in the target lane, a control is performed to change the lane and control the vehicle to move to the target lane determined by the target lane determination unit. And comprising
The host vehicle position recognition unit stops a determination process as to whether or not the host vehicle is traveling in a target lane determined by the target lane determination unit in a predetermined scene;
Vehicle control system. In-vehicle computer
Based on the route to the set destination, determine the target lane to drive the vehicle from among the multiple lanes that the vehicle can travel,
While recognizing the position of the host vehicle, a region having a predetermined width is set with reference to the center of the target lane, and the host vehicle determines the target determined when the host vehicle is within the set region. Determine that you are driving in a lane,
When the host vehicle controls the determined target lane so that the host vehicle travels, and when it is determined that the host vehicle does not travel the determined target lane, a lane change is performed and the host vehicle determines the determination. Control to move to the target lane,
In a predetermined scene, the predetermined width is made wider than a predetermined width of the area set in a scene other than the predetermined scene.
Vehicle control method. On-board computer
Based on a route to a set destination, a process for determining a target lane for driving the vehicle from a plurality of lanes in which the vehicle can travel,
While recognizing the position of the host vehicle, a region having a predetermined width is set with reference to the center of the target lane, and the host vehicle determines the target determined when the host vehicle is within the set region. A process of determining that the vehicle is traveling in a lane;
When the host vehicle controls the determined target lane so that the host vehicle travels, and when it is determined that the host vehicle does not travel the determined target lane, a lane change is performed and the host vehicle determines the determination. Processing to move to the target lane,
In a predetermined scene, causing the predetermined width to be wider than a predetermined width of the region set in a scene other than the predetermined scene;
Vehicle control program.

Images