JP2019137139A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device for achieving smooth and safe automatic drive control by predicting motion of a peripheral vehicle.SOLUTION: A vehicle control device 100a sets a target gap G3 being a target of a lane change destination of an own vehicle 400 out of at least one or more gaps G1-G4 among a plurality of other vehicles traveling on an adjacent lane for changing a lane of the own vehicle. The vehicle control device detects a change rate of a magnitude of the target gap G3 and determines execution propriety of the lane change on the basis of the change rate.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control apparatus that automatically controls a vehicle to a destination by, for example, automatic steering or automatic speed control.

  To recognize objects around the vehicle (vehicles, pedestrians, structures, etc.) and road markings / signs (road surface paint such as lane markings, signs such as stops) using external recognition sensors such as in-vehicle cameras and radar Various techniques have been proposed. In addition, various technologies have also been proposed that use these technologies to control the host vehicle and improve the occupant's comfort and comfort, and automatically control the steering and speed of the host vehicle to automatically reach the destination. Autonomous driving technology to travel has begun to be proposed. In order to realize such an automatic driving technique, it is necessary to accurately determine the situation and control the vehicle even in a complicated environment.

  A section (gap) before and after the parallel vehicle that can be reached in the shortest time among the arrival times until the host vehicle reaches the position of each parallel vehicle is set as a lane change candidate section, and the lane change candidate section section There is a technique for determining that the lane can be changed safely when the distance is equal to or greater than the set value and the absolute value of the relative speed between the host vehicle and the lane change candidate section is equal to or less than a threshold (see Patent Document 1).

JP 2017-19358 A

  However, in the technique disclosed in Patent Literature 1, since the lane change is not permitted when the section distance of the lane change candidate section is not equal to or larger than the set value, for example, in the case of a scene where the host vehicle joins, parallel running that travels on the main line When the section distance of the lane change candidate section of the vehicle is narrow, there is a problem that it is impossible to merge (lane change) and to stop at the end of the merge lane.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device for realizing smooth and safe automatic driving control by predicting movements of surrounding vehicles.

For example, the vehicle control apparatus of the present invention that solves the above-described problem is a target gap that is a target of a lane change destination of the own vehicle from at least one gap between a plurality of other vehicles running in parallel in adjacent lanes. Is a vehicle control device that changes the lane of the host vehicle by setting
A change rate of the gap size is detected, and whether or not the lane change can be executed is determined based on the change rate.

  According to the present invention, since the change rate of the gap between adjacent lanes is detected and whether or not the lane change can be executed is determined based on the change rate, the lane change can be started at a timing earlier than that in the past, and the merge scene The lane can be changed smoothly and safely.

  Further features related to the present invention will become apparent from the description of the present specification and the accompanying drawings. Further, problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

1 is a schematic configuration diagram of a vehicle control device according to a first embodiment of the present invention. The flowchart with which operation | movement description of the vehicle control apparatus by the 1st Embodiment of this invention is provided. The flowchart with which operation | movement description of the vehicle control apparatus by the 1st Embodiment of this invention is provided. The figure which is provided for description of operation | movement of this invention. The figure which is provided for description of the time change of the gap length in the present invention. The figure which is provided for description of operation | movement of this invention. The figure which is provided for description of the time change of the gap length in the present invention. The schematic block diagram of the vehicle control apparatus by the 2nd Embodiment of this invention. The flowchart with which it uses for operation | movement description of the vehicle control apparatus by the 2nd Embodiment of this invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle control device according to a first embodiment of the present invention. FIG. 1 shows the vehicle control device 100a and its peripheral devices. A vehicle control device 100a illustrated in FIG. 1 is a computer that controls the host vehicle, and by executing a program stored in a storage medium (not shown), a surrounding environment recognition unit 1, a road information acquisition unit 2, It functions as the target route generation unit 3 and the vehicle control unit 4.

  The vehicle control device 100 a is connected to an external environment recognition device 101, a steering device 102, a drive device 103, a braking device 104, a sound generation device 105, a display device 106, and a direction indicator 107. The vehicle control device 100a is connected to a CAN (not shown) that is a communication network of the own vehicle, and vehicle information such as the vehicle speed, the steering angle, and the yaw rate of the own vehicle is input. . Note that CAN (Controller Area Network) is a network standard for connecting in-vehicle electronic circuits and devices.

  The external environment recognition apparatus 101 acquires information related to the surrounding environment of the host vehicle. For example, an in-vehicle stereo camera that captures the front of the host vehicle, the surrounding environment of the front, rear, right side, and left side of the host vehicle. Have four on-board cameras. Using the image data obtained by these in-vehicle cameras, the external recognition device 101 detects the shape and position of objects such as stationary solid objects, moving objects, road surface paint such as lane markings around the vehicle, and signs. Furthermore, it has a function of determining whether or not the vehicle is a road surface on which the vehicle can travel by detecting unevenness on the road surface. The stationary three-dimensional object is, for example, a parked vehicle, a wall, a pole, a pylon, a curb, or a car stop. The moving body is, for example, a pedestrian, a bicycle, a motorcycle, or a vehicle. Furthermore, it is good also as a structure which detects the presence or absence of the lighting of a brake lamp or a direction indicator, the presence or absence of the person in a vehicle, etc. as information for estimating the state of a moving body. Hereinafter, the stationary solid object and the moving object are collectively referred to as an obstacle.

  The shape and position of the object are detected using a pattern matching technique or other known techniques. The position of the object is expressed, for example, using a coordinate system having an origin at the position of the in-vehicle camera that captures the front of the host vehicle. Then, information such as the type, distance, and direction of the obtained object is output to the vehicle control device 100a using a dedicated line or CAN.

  Note that an image obtained by the in-vehicle camera may be output to the vehicle control device 100a using a dedicated line or the like, and image data may be processed in the vehicle control device 100a. In addition to in-vehicle cameras, radar that measures the distance to the object using millimeter waves or lasers, sonar that measures the distance to the object using ultrasonic waves, and the like can be used. Further, information such as the direction thereof may be output to the vehicle control device 100a using a dedicated line or CAN. Further, a communication device for performing communication with the outside of the own vehicle may be included in the external recognition device 101, and it communicates with vehicles around the own vehicle to exchange position and speed information, or a roadside communication device. Information that cannot be detected from a sensor mounted on the host vehicle (such as information on an obstacle in the blind spot of the host vehicle) may be exchanged. In the present embodiment, the external environment recognition device 101 can detect other vehicles that are traveling in the adjacent lane of the host vehicle.

  The steering device 102 is configured by an electric power steering, a hydraulic power steering, or the like that can control the steering angle by an electric or hydraulic actuator or the like by an external drive command.

  The drive device 103 is an engine system capable of controlling engine torque with an electric throttle or the like according to an external drive command, or an electric power train capable of controlling drive force with an external drive command using a motor or the like. It consists of a system.

  The braking device 104 includes an electric brake, a hydraulic brake, or the like that can control a braking force with an electric or hydraulic actuator or the like according to an external braking command.

  The sound generator 105 includes a speaker or the like, and is used to output a warning or voice guidance to the driver.

  The display device 106 includes a display such as a navigation device, a meter panel, and a warning light. In addition to the operation screen of the vehicle control device 100a, the display device 106 displays a screen that can visually represent the traveling state of the host vehicle.

  The direction indicator 107 is a safety part of an automobile, and is a device for indicating the direction to the surroundings when turning right or left or changing the course.

  The road information acquisition unit 2 acquires map data around the current vehicle position. The acquired map data includes shape data that is close to the actual road shape expressed by polygons, polylines, etc., traffic regulation information (speed limit, type of vehicles that can be passed, etc.), lane classification (main line, overtaking lane, uphill lane) , Straight lane, left turn lane, right turn lane, etc.), presence / absence of traffic lights, signs, etc. (position information if present).

  The surrounding environment recognizing unit 1 determines, for example, a general road on the basis of information on the shape, position, type, etc. of the object detected by the external environment recognition device 101 and a determination result as to whether or not the host vehicle can travel. In the case of traveling, the lane position where the vehicle can travel and the space where the vehicle can turn are detected. In addition, it has a function of predicting future behavior of the moving object detected by the external environment recognition device 101 around the host vehicle from the present. Furthermore, the surrounding environment recognition unit 1 includes a gap calculation unit 10 that detects a gap that is a distance between adjacent lanes and calculates a change rate of the gap size from a time series change of the gap size. In addition to calculation, the position and size of the gap are also predicted based on the future prediction of the moving body.

  In the present embodiment, the surrounding environment recognition unit 1 has at least one gap that is a gap between trains that are candidates for the lane change of the host vehicle, and more specifically, an interval between a plurality of other vehicles running in parallel in adjacent lanes. The above gap is detected (gap detection means). Then, a change rate of at least one gap size is calculated for each gap (change rate calculation means). The change rate of the size of the gap is a temporal change amount of the gap, and is calculated using the time series data of the gap.

  The target route generation unit 3 calculates a track and a speed for moving the host vehicle from the current host vehicle position to the target position. A traveling track is generated from the route information based on the lane information of the map data acquired by the road information acquisition unit 2. In addition, the target speed to travel on the generated trajectory is determined using information such as the speed limit of the map data, the curvature of the route, information on traffic lights and pause positions, and information on the speed and position of the preceding vehicle, the following vehicle, and the adjacent vehicle. Calculate. Further, the target route generation unit 3 includes a target gap setting unit 20, and the target gap setting unit 20 has a function of setting a target gap to be a lane change destination. And then calculate the speed to enter this target gap.

  The target gap setting unit 20 sets a target gap to be a target of a lane change destination of the own vehicle from at least one gap between a plurality of other vehicles running in parallel in adjacent lanes. When the target gap setting unit 20 detects the lane change notice operation of the host vehicle, the target gap setting unit 20 sets a target gap as a target lane change destination of the host vehicle from at least one gap.

  The target route generation unit 3 includes lane change start possibility determination means for determining whether or not the lane change can be started based on the size of the target gap and the change rate. The lane change start possibility judging means determines the size of the target gap until the lane change of the own vehicle is completed in a state where the size of the target gap is longer than the entire length of the own vehicle and smaller than a preset safety threshold. If it is predicted from the rate of change of the target gap that increases beyond the safety threshold, it is determined that the lane change can be started.

  The vehicle control unit 4 controls the host vehicle along the track and speed generated by the target route generation unit 3. The vehicle control unit 4 calculates a target rudder angle and a target speed based on the track and the speed. When a collision between the host vehicle and an obstacle is predicted, the target rudder angle and the target speed are calculated so that the host vehicle does not collide with the obstacle. Then, the vehicle control unit 4 outputs a target steering torque for realizing the target steering angle to the steering device 102. Further, the vehicle control unit 4 outputs a target engine torque and a target brake pressure for realizing the target speed to the driving device 103 and the braking device 104. Furthermore, when the host vehicle makes a right / left turn or a course change, information is output to the direction indicator 107, and information such as target gap information set by the target gap setting unit 20 or a lane change is changed. The information is output to the sound generator 105 and the display device 106.

Next, a processing procedure of the vehicle control device 100a will be described using a flowchart.
FIG. 2 is a flowchart illustrating an example of a processing procedure of the vehicle control device 100a.
In process S201 in FIG. 2, the outside world information and vehicle information are acquired, and the process proceeds to process S202. Here, the outside world information is information input by the outside world recognition device 101, and the vehicle information is information such as the vehicle speed, steering angle, and yaw rate of the host vehicle.

  In process S202, road information is acquired and it progresses to process S203. Here, the road information is map data around the current vehicle, and this map data includes shape data close to the actual road shape expressed by polygons, polylines, etc., and traffic regulation information (speed limit, vehicles that can pass through). Type, etc.), lane classification (main line, overtaking lane, uphill lane, straight lane, left turn lane, right turn lane, etc.), presence or absence of traffic lights, signs, etc. (position information if present).

  In process S203, the process of grasping the traveling environment around the host vehicle is performed using the external environment information and vehicle information acquired in process S201 and the road information acquired in process S202, and the process proceeds to process S204. Specifically, external information such as surrounding vehicles and obstacles is arranged on the map data, and a lane position where the host vehicle can travel, a gap between adjacent lanes, and the like are detected.

  In process S204, a target route (track and speed) based on the course of the host vehicle is generated, and the process proceeds to process S205. In this process, target gap setting processing and lane change start determination are performed.

  In process S205, control parameters for driving the host vehicle according to the target route generated in process S204 are calculated, and the process proceeds to process S206. Here, the control parameters are, for example, target steering torque, target engine torque, and target brake pressure.

  In step S206, the control parameters calculated in step S205 are output to the steering device 102, the drive device 103, and the braking device 104, and the process proceeds to step 207.

  In the process S207, the target gap information and the target route information set in the process 204 are output to the sound generator 105 and the display apparatus 106, and the series of processes ends.

  The control parameter output to the steering device 102 includes a target steering torque for realizing the target steering angle. However, depending on the configuration of the steering device 102, the target steering angle can be directly output. The control parameters output to the driving device 103 and the braking device 104 include a target engine torque and a target brake pressure for realizing the target speed. Depending on the configuration of the driving device 103 and the braking device 104, the target parameter may be directly set. It is also possible to output the speed.

Next, a detailed processing procedure of the target route generation processing in step S204 will be described with reference to FIG.
FIG. 3 is a flowchart showing the processing procedure of the target route generation processing.

  In process S301 of FIG. 3, it is determined whether or not the host vehicle is changing lanes. If the lane is being changed, the process proceeds to process S306. If the lane is not being changed, the process proceeds to process S302.

  In process S302, it is determined whether or not the host vehicle needs to change lanes. If lane change is necessary, the process proceeds to process S303, and if lane change is not necessary, the process proceeds to process S307. Here, the situation where the lane change is necessary is, for example, a case where the own vehicle joins the main road of the expressway or a case where the vehicle branches off from the main road, and the determination is made based on destination information and map data.

  In step S303, in order to notify the surroundings that the host vehicle is changing lanes, a lane change notification operation is performed in which the direction indicator is turned on or the host vehicle is moved toward the lane to which the lane is changed (lane change). Notice motion detection means). The lane change notice operation indicates that the vehicle is willing to change lanes relative to other vehicles in the lane to which the lane has been changed. A possible gap can be formed, and a movement to widen the distance between other vehicles can be predicted.

  In the process S304, the target gap as the lane change destination is set based on the information on the gap of the adjacent lane detected in the process S203. The target gap is set as a target gap by selecting one of at least one or more gaps in the lane in the adjacent lane when the lane change notice operation is detected in step S303. The target gap is selected based on the relative position and / or relative speed with respect to the host vehicle and the change rate of the gap size (target gap setting means). For example, a gap having a relative position and / or relative speed within a predetermined range and a change rate of the gap size greater than or equal to a predetermined value is selected as a target gap from at least one gap in a train in an adjacent lane Is done.

  In process S305, it is determined whether or not the lane change can be started with respect to the target gap set in process S304. If the lane change can be started, the process proceeds to process S306, and if the lane change cannot be started, the process proceeds to process S308. move on. The lane change start determination is determined based on the target gap size (gap length) and the rate of change. In this embodiment, the relative speed and / or relative position of the host vehicle and the target gap and the size and change of the target gap are determined. Judged based on rate. For example, in a state where the size of the target gap is longer than the entire length of the host vehicle and smaller than a preset safety threshold, the size of the target gap increases beyond the safety threshold before the lane change of the host vehicle is completed. If it is predicted from the change rate of the target gap, it is determined that the lane change can be started.

  In process S306, a lane change route for the host vehicle to enter the target gap is generated, and the series of processes is terminated. In addition, whether or not the vehicle can continue to change the lane to the target gap is also determined within this process. If it is determined that the lane change cannot be continued, it is determined whether or not the vehicle can return to the original lane. If it is possible to return, a return route is generated. On the other hand, if it is determined that the vehicle cannot return to the original lane, the risk of collision in the case of continuing the lane change and the case of returning to the original lane is calculated, and a route with less risk is selected.

  In process S307, a route along the road is generated, and the series of processes ends.

  In process S308, a route for moving to a position where it is easy to change the lane with respect to the target gap on the adjacent lane while keeping the lane in which the host vehicle is traveling is generated, and the series of processes is terminated. The situation here is a situation where you want to change lanes or need to change lanes but cannot change lanes. Calculate the speed at.

Next, an example of the operation of the present invention will be described with reference to FIGS.
FIG. 4 is a situation explanatory diagram assuming a scene in which the host vehicle 400 merges from a merged lane to a main line of two lanes that are adjacent lanes.
FIG. 4 is an example to which the present invention is applied, and it is assumed that the own vehicle 400 joins a train from a vehicle 401 to a vehicle 405 traveling on the main line, from (a) to (e). Time is flowing in the order. The gap between the vehicle 401 and the vehicle 402 is G1, the gap between the vehicle 402 and the vehicle 403 is G2, the gap between the vehicle 403 and the vehicle 404 is G3, and the gap between the vehicle 404 and the vehicle 405 is G4.

  FIG. 5 is a graph showing the change over time in the gap length of any one of the gaps G1 to G4. A solid line 500 is a time change of the gap length, and T_LC is a time required for the lane change. The safety threshold is a gap length that allows the vehicle to change lanes safely, and is the minimum that can ensure a safe distance between the vehicle ahead and the vehicle behind and longer than the vehicle. Is the length of Further, the change rate of the gap length is the slope of the solid line 500, and the current change rate is calculated by using, for example, the least square method or the like using the gap length from the present time to the time point going back a predetermined time.

  For example, when the time A in FIG. 5 is the current time, the gap length up to a time point that goes back a predetermined time before the time A does not change, so the rate of change is zero. Further, when the current time is B, the rate of change becomes the slope of the solid line 500 when the rate of change is calculated using the gap length up to a point in time before the time B (after time A). . Further, it has a function of predicting the gap length of the future time from the current rate of change. For example, it is predicted from the rate of change of time B that the future gap length exceeds the safety threshold as indicated by the solid line 500.

  First, in FIG. 4A, the host vehicle 400 travels in the merge lane and starts acceleration for merging with the main line. In this scene, the ending point of the merging lane is determined, and the merging lane disappears at the ending point, so the lane must be changed. Therefore, at this time, the turn indicator may be turned on in advance as a lane change notice operation.

  Next, in FIG.4 (b), the own vehicle 400 starts parallel running with a main line vehicle, detects from the vehicle 401 to the vehicle 405 which drive | works a main line, and calculates each gap G1 to G4. At this time, as shown in FIG. 5, the time change of each gap is recorded. 4A, when the direction indicator of the host vehicle 400 is not turned on, the lighting is started at this point, and the vehicle body of the host vehicle 400 is moved toward the main line side in the host lane (merging lane). Execute. For example, the vehicle 404, 405 can grasp the intention to change the lane of the own vehicle 400 by the lane change notice operation of the own vehicle 400, and the vehicle 404 can increase the gap G3 with the vehicle 403 that is the preceding vehicle. It can be an incentive to adjust the running speed.

  Next, in FIG.4 (c), the own vehicle 400 drive | works the merge lane, sets the target gap used as a lane change destination, and takes the action which adjusts the position and speed of the own vehicle with respect to a target gap. For example, when it is confirmed that the gap length of the gap G3 is increasing by looking at the time variation of the gap G3 on the side of the host vehicle 400, the gap G3 is set as the target gap so that the relative speed with the gap G3 becomes small. The speed of the host vehicle 400 is adjusted, and the relative position to the gap G3 becomes a safe position for starting the lane change (specifically, a position where a safe space between the front vehicle 403 and the rear vehicle 404 can be taken). Similarly, the speed of the own vehicle 400 is adjusted. As the relative speed of the gap, for example, the average value of the relative speed of the vehicle in front of the gap and the relative speed of the vehicle behind the gap, or the relative speed at the center point of the gap length can be used. Further, as the relative position of the gap, for example, the position of the center point of the gap length can be used.

  Next, in FIG. 4D, the rate of change of the gap G3 is detected by the method shown in FIG. 5, and it is predicted that the gap length of the target gap will extend beyond the safety threshold before the vehicle 400 completes the lane change. If possible, change lanes. Note that the timing for starting the lane change may be changed between time B and time C in FIG. 5 in consideration of the distance to the end of the merged lane in which the host vehicle 400 is traveling. Further, the safety threshold value may be changed according to the vehicle speed, and may be set so as to increase (gap length becomes wider) as the vehicle speed increases, for example.

  Next, in FIG.4 (e), the own vehicle 400 has completed the lane change to the main line gap G3, and the gap length of the gap G3 is more than a safety threshold value at that time. In this embodiment, it is determined that the lane change has been completed when the entire host vehicle 400 enters the adjacent lane.

  As described above, when a scene where the host vehicle joins the main line from the merge path is assumed, it is faster than before by detecting the change rate (spreading degree) of the gap of the train running on the main line. Lane change can be started at the timing. As a result, even when the merging lane is short, the lane can be changed smoothly and safely.

  Next, an operation example of the present invention in a scene different from the merge described in FIG. 4 will be described with reference to FIG.

  FIG. 6 is a situation explanatory diagram assuming a scene in which the host vehicle 600 changes to the right lane while traveling on the left lane of a two-lane road.

  FIG. 6 is an example to which the present invention is applied, and it is assumed that the own vehicle 600 changes lanes to the lane from the vehicle 601 to the vehicle 605 traveling in the right lane. Time flows in the order of e). The gap between the vehicle 601 and the vehicle 602 is G1, the gap between the vehicle 602 and the vehicle 603 is G2, the gap between the vehicle 603 and the vehicle 604 is G3, and the gap between the vehicle 604 and the vehicle 605 is G4.

  First, in FIG. 6A, the host vehicle 600 travels in the left lane, and for example, determines from the destination information and map information that a lane change to the right lane is necessary to reach the destination.

  Next, in FIG. 6B, the host vehicle 600 controls the speed so that the speed difference with the right lane is small in order to change the lane to the right lane. Further, the vehicle 601 to the vehicle 605 traveling in the right lane are detected, and the respective gaps G1 to G4 are calculated. At this time, as shown in FIG. 5, the time change of each gap is recorded. Moreover, the lighting of the direction indicator which is the lane change notice operation is started, and the operation of bringing the vehicle to the right lane side in the own lane is executed.

  Next, in FIG.6 (c), the own vehicle 600 drive | works the left lane and takes the action which sets the target gap used as a lane change destination. In this case, when it is confirmed that the gap length of the gap G3 is widening by looking at the time variation of the gap G3 on the side of the host vehicle 600, the gap G3 is set as the target gap so that the relative speed with the gap G3 becomes small. Next, the speed of the host vehicle 600 is adjusted, and the relative position with respect to the gap G3 is set to a safe position for starting the lane change (specifically, a position where a safe space between the front vehicle 603 and the rear vehicle 604 can be secured). Similarly, the speed of the own vehicle 600 is adjusted. As the relative speed of the gap, for example, the average value of the relative speed of the vehicle in front of the gap and the relative speed of the vehicle behind the gap, or the relative speed at the center point of the gap length can be used. Further, as the relative position of the gap, for example, the position of the center point of the gap length can be used.

  Next, in FIG. 6D, the rate of change of the gap G3 is detected by the method shown in FIG. 5, and it is determined that the gap length of the target gap extends beyond the safety threshold until the vehicle 600 completes the lane change. If you do, change the lane. Note that the timing for starting the lane change is set between time B and time C in FIG. 5 in advance by setting a point where the vehicle 600 should complete the lane change and considering the distance to the point. May be. Further, the safety threshold value may be changed according to the vehicle speed, and may be set so as to increase (gap length becomes wider) as the vehicle speed increases, for example.

  Next, in FIG.6 (e), the own vehicle has completed lane change to the gap G3 of the right lane, and the gap length of the gap G3 is more than a safety threshold value at that time. In this embodiment, it is determined that the lane change has been completed when the entire host vehicle 600 enters the adjacent lane.

  As described above, assuming a scene in which the host vehicle changes lanes on a two-lane road, by detecting the change rate (spreading degree) of the gap in the lane in which the lane is changed, Lane change can be started earlier than before. This makes it possible to change lanes smoothly and safely.

  Next, the operation when it is found that the gap length does not reach the safety threshold after applying the present invention and starting the lane change will be described with reference to FIG.

  FIG. 7 is a graph showing the change over time in the gap length of any one of the gaps G1 to G4 as in FIG. A solid line 700 is a time change of the gap length (including a predicted value), and a dotted line 701 is a time change of the actual gap length. In the situation of FIG. 4 or FIG. 6, after starting the lane change at the time when the time B in FIG. 7 is exceeded, the gap length prediction result 700 and the actual gap length 701 deviate at time D, and it is determined that the safety threshold cannot be reached. Then, a determination is made as to whether to cancel the currently executing lane change and return to the original lane, or to continue the lane change as it is. Specifically, the risk of collision with other vehicles or road edges when the lane change is continued and when returning to the original lane is calculated, and the one with less risk is selected.

  As described above, even when it is found that the gap length does not reach the safety threshold after the lane change is started by applying the present invention, it is possible to continue traveling based on smooth and safe judgment. It becomes.

According to this embodiment, when the change rate of the gap of the adjacent lane is detected and it is determined that the gap length, which is the size of the target gap, extends beyond the safety threshold before the vehicle completes the lane change, the lane Since the change is put into practice, as compared to the case where the lane change is started after confirming that a safe gap length has been ensured as in the conventional case, the lane change has more opportunities, and the lane has a faster timing. Change can be started and smooth lane change can be realized.
In particular, in the present embodiment, the target gap is set on the condition that a lane change notification operation such as turning on the direction indicator or moving the host vehicle to the lane of the lane change destination is executed. Therefore, if the reaction of the other vehicle to the lane change operation that is the previous action of the own vehicle is predicted and the size of the target gap can be predicted to be wider than the safety threshold, the target gap becomes the safety threshold. The lane change can be started before.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS.
FIG. 8 is a schematic configuration diagram of a vehicle control device according to the second embodiment of the present invention. FIG. 8 shows the vehicle control device 100b and its peripheral devices.

  What is characteristic in the present embodiment is that, instead of automatic driving control, information on the target gap and information on whether or not the lane can be changed are transmitted to the driver by an image or sound. The vehicle control device 100b illustrated in FIG. 8 is a computer that controls the host vehicle, and by executing a program stored in a storage medium (not shown), the surrounding environment recognition unit 1, the road information acquisition unit 2, It functions as the lane change support unit 5 and the HMI control unit 6.

  The vehicle control device 100b has a configuration in which the steering device 102, the drive device 103, and the braking device 104 are separated from the configuration shown in FIG.

  The lane change support unit 5 includes a target gap setting unit 20 and has a function of setting a target gap as a lane change destination, and determines whether or not the lane change is possible.

  The HMI control unit 6 outputs information on the target gap set by the target gap setting unit 20 and information on whether or not the lane can be changed to the sound generation device 105 and the display device 106.

Next, a processing procedure of the vehicle control device 100b will be described using a flowchart.
FIG. 9 is a flowchart illustrating an example of a processing procedure of the vehicle control device 100b.

  In process S901 of FIG. 9, external environment information and vehicle information are acquired and it progresses to process S902. Here, the outside world information is information input by the outside world recognition device 101, and the vehicle information is information such as the vehicle speed, steering angle, and yaw rate of the host vehicle.

  In process S902, road information is acquired and it progresses to process S903. Here, the road information is map data around the current vehicle, and this map data includes shape data close to the actual road shape expressed by polygons, polylines, etc., and traffic regulation information (speed limit, vehicles that can pass through). Type, etc.), lane classification (main line, overtaking lane, uphill lane, straight lane, left turn lane, right turn lane, etc.), presence or absence of traffic lights, signs, etc. (position information if present).

  In process S903, the process of grasping the driving environment around the host vehicle is performed using the external environment information and vehicle information acquired in process S901 and the road information acquired in process S902, and the process proceeds to process S904. Specifically, external information such as surrounding vehicles and obstacles is arranged on the map data, and a lane position where the host vehicle can travel, a gap between adjacent lanes, and the like are detected.

  In step S904, target gap setting processing and lane change permission determination are performed, and the process proceeds to step S905.

  In process S905, the information regarding whether or not the target gap and lane change set in process S904 are possible is output to the sound generator 105 and the display device 106, and the series of processes ends.

  As described above, it is possible to provide appropriate driving assistance to the occupant by notifying the occupant of the information on the gap that can be changed to the lane and the information on the determination that the lane change can be started.

  Further, in the present embodiment, the description has been made specifically on the scene where the own vehicle joins, but the lane change on a two-lane road has been described. However, the present invention is also applicable to the scene where the lane is changed on a road having three or more lanes.

  The above description is merely an example, and when interpreting the invention, there is no limitation or restriction on the correspondence between the items described in the above embodiment and the items described in the claims. In the above-described embodiment, the description has been made on the assumption that the own vehicle is a passenger car. However, the present invention can also be applied to travel control of a construction machine, a robot, or the like.

  Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various designs can be made without departing from the spirit of the present invention described in the claims. It can be changed. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. Furthermore, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

100a, 100b Vehicle control device 101 External recognition device 1 Surrounding environment recognition unit 2 Road information acquisition unit 3 Target route generation unit 4 Vehicle control unit 5 Lane change support unit 6 HMI control unit 10 Gap calculation unit 20 Target gap setting unit

Claims (14)

A vehicle control device that changes a lane of a host vehicle by setting a target gap as a target of a lane change destination of the host vehicle from at least one gap between a plurality of other vehicles running in parallel in adjacent lanes. There,
A vehicle control device that detects a change rate of the size of the gap and determines whether or not to execute a lane change based on the change rate. A vehicle control device that changes a lane of a host vehicle by setting a target gap as a target of a lane change destination of the host vehicle from at least one gap between a plurality of other vehicles running in parallel in adjacent lanes. There,
A vehicle control device that detects a change rate of the size of the gap and sets the target gap based on the change rate.   3. The vehicle control according to claim 1, wherein whether or not the lane change can be performed is determined based on a size and a change rate of the target gap when a lane change notification operation of the host vehicle is detected. apparatus.   The lane change notice operation is at least one of turning on a direction indicator of the own vehicle or bringing the own vehicle toward a lane to which the lane is changed. The vehicle control device described.   Detecting another vehicle traveling in the adjacent lane of the host vehicle, detecting the gap that is a train line interval that is a candidate for the host vehicle to change lanes, and at least a relative position between the gap and the host vehicle, and / or The vehicle control device according to claim 4, wherein the target gap is set based on a relative speed.   The vehicle control apparatus according to claim 5, wherein the change rate of the gap size is a temporal change amount of the gap, and is calculated using time series data of the gap.   The lane change is started when the target gap is predicted to expand beyond a preset safety threshold based on the rate of change of the target gap before the vehicle completes the lane change. The vehicle control device according to claim 5, wherein   When it is determined based on the change rate of the size of the target gap that the target gap does not widen beyond the safety threshold after the host vehicle starts to change lanes, based on the surrounding environment of the host vehicle 8. The vehicle control device according to claim 7, wherein it is determined whether or not to change the lane.   It is determined whether or not to cancel the lane change of the host vehicle based on a lateral position of the host vehicle between a lane where the host vehicle exists and an adjacent lane at the start of the lane change. Item 9. The vehicle control device according to Item 8.   When stopping the lane change after the own vehicle starts changing lanes, the own vehicle is based on the relative position and / or relative distance between the other vehicle and the own vehicle existing in the lane at the start of lane change. The vehicle control device according to claim 8 or 9, wherein it is determined whether or not the host vehicle can return to the lane at the start of the lane change. Set a target gap that is the target of the lane change destination of the own vehicle from at least one gap between a plurality of other vehicles running in parallel in adjacent lanes, and inform the passengers of the own vehicle of the information A vehicle control device for
A vehicle control device that detects a rate of change of the size of the gap based on a lane change notice operation of the host vehicle and sets the target gap based on the rate of change.   The vehicle control device according to any one of claims 1 to 11, wherein information on the target gap is notified to a passenger of the host vehicle by voice and / or display. Gap detecting means for detecting at least one gap which is an interval between a plurality of other vehicles running in parallel in adjacent lanes;
A rate-of-change calculating means for calculating a rate of change in the size of at least one or more gaps detected by the gap detecting means for each gap;
A lane change notice operation detecting means for detecting a lane change notice operation of the host vehicle;
When the lane change notice operation is detected, the lane change of the host vehicle is selected from the at least one gap based on the relative position and / or relative speed between the at least one gap and the host vehicle. Target gap setting means for setting the target gap as the target gap;
Lane change start possibility determination means for determining whether the start of the lane change is possible based on the size and rate of change of the target gap;
The vehicle control device according to claim 1, further comprising:   The lane change start possibility determination means is configured to complete the lane change of the host vehicle in a state where the size of the target gap is longer than the total length of the host vehicle and smaller than a preset safety threshold. The lane change may be determined to be possible when the target gap size is predicted to be larger than the safety threshold based on a change rate of the target gap size. Item 14. The vehicle control device according to Item 13.

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