JP2020015345A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which can prevent a delay in an action that should be taken in relation to another vehicle traveling in parallel in an adjacent lane.SOLUTION: A vehicle control device controls a vehicle comprising: an inter-vehicle communication device for performing inter-vehicle communication with another vehicle traveling near the own vehicle; and a driving support device for automatically performing at least one of acceleration/deceleration control or steering control of the own vehicle on the basis of an action plan of the own vehicle. The vehicle control device acquires vehicle operation information related to a vehicle operation performed in the other vehicle by a driver or a control system when the other vehicle is traveling in parallel in an adjacent lane via inter-vehicle communication and determines an action plan on the basis of the vehicle operation information which has been acquired.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device suitable for use in a vehicle that can automatically travel on a road where lane changes are permitted.

  Patent Literature 1 discloses a technique related to vehicle control in a case where, at a junction where a traveling lane in which a host vehicle travels and a merging lane merge, there is another vehicle that interrupts the traveling lane from the merging lane. According to the prior art disclosed in this document, the deceleration of the own vehicle required for the other vehicle to merge in front of the own vehicle, and the deceleration required for the other vehicle to merge behind the own vehicle, Is calculated. When the deceleration of the own vehicle is smaller than the deceleration of the other vehicle, the deceleration operation of the own vehicle is controlled so that the other vehicle joins in front of the own vehicle. Conversely, when the deceleration of the own vehicle is larger than the deceleration of the other vehicle, a notification to the other vehicle is made so that the other vehicle joins behind the own vehicle.

JP-A-2017-132408 JP-A-2006-162196 JP-A-2005-020503 JP 2014-000854 A

  In order to improve the merging success rate when the other vehicle changes lanes to the own lane or the merging success rate when the own vehicle changes lanes to the adjacent lane, the behavior of other vehicles running in the adjacent lane should be changed. You need to know quickly. However, since the acceleration generated by another vehicle has a response delay after operating the accelerator / brake, a delay may occur in the behavior prediction. Further, depending on the acceleration / deceleration situation, even if there is a clear driver's intention such as accelerator release, the vehicle may not appear as a vehicle behavior, and the determination may be erroneous.

  An object of the present invention is to provide a vehicle control device capable of preventing a delay in an action to be taken in relation to another vehicle running in the adjacent lane.

  A vehicle control device according to the present invention includes an inter-vehicle communication device that performs inter-vehicle communication with another vehicle traveling around the own vehicle, and acceleration / deceleration control and steering control of the own vehicle based on an action plan of the own vehicle. A vehicle having at least one of a driving support device that automatically performs the control is controlled. A vehicle control device according to the present invention includes at least one processor and a memory that stores a program. The program is executed by at least one processor to cause at least one processor to execute a process including an information acquisition process and an action plan determination process. In the information acquisition process, when another vehicle is running in an adjacent lane, vehicle operation information on vehicle operation performed by a driver or a control system in the other vehicle is acquired by inter-vehicle communication. In the action plan determination process, an action plan is determined based on vehicle operation information.

  Vehicle operation information is obtained from another vehicle running in the adjacent lane by vehicle-to-vehicle communication. Since the behavior of the other vehicle can be predicted from the vehicle operation information, the action plan of the driving support device is determined based on the vehicle operation information, so that the action to be taken in relation to the other vehicle running in the adjacent lane is determined. Delay can be prevented.

  The action plan determination process may include determining an action plan for changing lanes to an adjacent lane while avoiding another vehicle. According to this, it is possible to prevent a delay in an action when changing lanes to an adjacent lane while avoiding another vehicle.

  The above program may be executed by at least one processor to cause at least one processor to execute the lateral movement processing. In the lateral movement process, when another vehicle is running in the adjacent lane, the own vehicle is moved laterally to the adjacent lane to bring the own vehicle closer to the other vehicle. In this case, the action plan determination process may include determining an action plan for continuing the lateral movement to the adjacent lane based on the vehicle operation information acquired from another vehicle during the execution of the lateral movement process. According to this, since the behavior of the other vehicle with respect to the lateral movement of the own vehicle for the lane change to the adjacent lane can be predicted from the vehicle operation information, the lane is moved to the adjacent lane when there is another vehicle running in parallel. It is possible to prevent a delay in the action in making the change.

  The action plan determination process may include determining an action plan for avoiding the other vehicle when vehicle operation information indicating the approach action of the other vehicle to the own vehicle is obtained. According to this, it is possible to prevent a delay in an action to be taken when there is a possibility that another vehicle running in parallel may change lanes to the own lane.

  ADVANTAGE OF THE INVENTION According to the vehicle control apparatus which concerns on this invention, by determining the action plan of a driving assistance apparatus based on the vehicle operation information acquired by the vehicle-to-vehicle communication from the other vehicle which runs in the adjacent lane, It is possible to prevent a delay in action to be taken in relation to the vehicle.

1 is a block diagram illustrating a schematic configuration of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. FIG. 2 is a block diagram illustrating functions of an ECU as a vehicle control device according to the embodiment of the present invention. FIG. 3 is a diagram illustrating a first scene to which the present invention is applied. It is a flowchart which shows the determination procedure (1st determination procedure) of the action plan in a 1st scene. It is a flowchart which shows the determination procedure (2nd determination procedure) of the action plan in a 1st scene. FIG. 5 is a diagram illustrating a second scene to which the present invention is applied. It is a flowchart which shows the determination procedure of the action plan in a 2nd scene.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, in the embodiments described below, when referring to the number of each element, such as the number, quantity, amount, range, etc., unless otherwise specified or in principle clearly specified by the number, the reference The present invention is not limited to such a number. In addition, structures, steps, and the like described in the embodiments described below are not necessarily essential to the present invention, unless otherwise specified or clearly specified in principle.

1. Configuration of Vehicle A vehicle control device according to an embodiment of the present invention is a vehicle control device that realizes an automatic driving level of level 2 or more in a level definition of a Society of Automotive Engineers (SAE), for example. The vehicle control device according to the embodiment of the present invention is applied to a vehicle having a schematic configuration shown in FIG.

  As shown in FIG. 1, the vehicle 2 includes a GPS unit 20, a map information unit 22, a camera 24, a radar 26, a LIDAR 28, and an inter-vehicle communication device 40 as means for acquiring information for automatic driving. These are electrically connected to an electronic control unit (hereinafter, referred to as ECU) 30 as a vehicle control device.

  The GPS unit 20 is means for acquiring position information indicating the current position of the vehicle based on a GPS signal. The position information is information on the longitude and latitude of the vehicle. The ECU 30 can know the current position of the vehicle 2 based on the position information provided from the GPS unit 20. The map information unit 22 is formed, for example, in a storage such as an HDD or an SSD mounted on the vehicle. The map information included in the map information unit 22 includes various information such as the position of the road, the shape of the road, and the lane structure.

  The camera 24 transmits image information obtained by photographing the periphery of the vehicle 2 to the ECU 30. The ECU 30 performs known image processing on the image information transmitted from the camera 24, so that it can recognize other vehicles existing around the vehicle 2 and road boundary lines including white lines. The radar 26 is a millimeter wave radar device mounted on the vehicle 2. Peripheral vehicle information reflecting the relative position and relative speed of another vehicle with respect to the vehicle 2 is transmitted from the radar 26 to the ECU 30. The LIDAR 28 is a LIDAR (Laser Imaging Detection and Ranging) device mounted on the vehicle 2. The peripheral vehicle information reflecting at least the relative position of the other vehicle with respect to the vehicle 2 is transmitted from the LIDAR 28 to the ECU 30. The ECU 30 can recognize the relative position and the relative speed of other vehicles and other objects existing around the vehicle 2 based on the peripheral vehicle information transmitted from the radar 26 and the LIDAR 28.

  The camera 24, the radar 26, and the LIDAR 28 are external sensors for acquiring information on an external situation of the vehicle 2. Apart from these external sensors 24, 26, 28, the vehicle 2 is provided with a vehicle sensor (not shown) for acquiring own vehicle information relating to the driving state of the vehicle 2. The vehicle sensors include, for example, a speed sensor that measures the traveling speed of the vehicle from the rotational speed of the wheels, an acceleration sensor that measures the acceleration acting on the vehicle, a yaw rate sensor that measures the turning angular speed of the vehicle, and a steering torque sensor that measures the steering torque. Etc. are included.

  The vehicle-to-vehicle communication device 40 is a device that performs vehicle-to-vehicle communication with another vehicle traveling around the own vehicle. However, other vehicles have the same inter-vehicle communication device as that of their own vehicle. The inter-vehicle communication device 40 gives information about the own vehicle to another vehicle by wireless communication based on a predetermined standard, and acquires information about another vehicle from another vehicle by the wireless communication. The information acquired by the inter-vehicle communication device 40 from another vehicle includes at least the position information of the other vehicle and the vehicle operation information. The vehicle operation information of another vehicle is information relating to a vehicle operation performed by a driver or a control system in another vehicle. The vehicle operation information includes information such as steering torque, presence / absence of a brake operation (stop lamp on / off), presence / absence of an accelerator operation, presence / absence of a turn signal operation, and an operation direction.

  The vehicle 2 is provided with a steering actuator 4 for steering the vehicle 2, a brake actuator 6 for decelerating the vehicle 2, and a drive actuator 8 for accelerating the vehicle 2. The steering actuator 4 includes, for example, a power steering system, a steer-by-wire steering system, and a rear wheel steering system. The braking actuator 6 includes, for example, a hydraulic brake and a power regeneration brake. The drive actuator 8 includes, for example, an engine, an EV system, a hybrid system, and a fuel cell system. The vehicle 2 is provided with a notification unit 10. The notification unit 10 is, for example, a turn signal or a stop lamp, which is a display device that can be visually recognized from the outside.

  The ECU 30 has at least one processor and at least one memory. The memory stores various data including maps and various programs. Various functions are realized in the ECU 30 by reading out the program stored in the memory and executing the program by the processor. Note that the ECU 30 configuring the vehicle control device may be a set of a plurality of ECUs.

2. Function of ECU as Vehicle Control Device FIG. 2 is a block diagram showing a part of the function of ECU 30 as the vehicle control device according to the present embodiment. The ECU 30 has a function as a driving support device 32 that automatically performs at least one of the acceleration / deceleration control and the steering control of the own vehicle based on the action plan of the own vehicle. The driving support device 32 includes a vertical movement control unit 34, a horizontal movement control unit 36, and a trajectory generation unit 38. These do not exist as hardware in the ECU 30, but are implemented as software when a program stored in the memory is executed by the processor. The ECU 30 has various other functions, but these functions are not shown.

  The vertical movement control unit 34 outputs map information, peripheral vehicle information, own vehicle information, and other vehicle operation information in a reference coordinate system centering on the own vehicle, the width direction of the own vehicle as the horizontal axis, and the traveling direction as the vertical axis. The control event in the vertical axis direction is determined based on the vertical axis. The control events in the vertical axis direction include, for example, acceleration and deceleration. The lateral movement control unit 36 determines a control event in the horizontal axis direction in the reference coordinate system based on map information, peripheral vehicle information, own vehicle information, and other vehicle operation information. The control event in the horizontal axis direction includes, for example, a lateral movement. The trajectory generation unit 38 acquires the control event determined by the vertical movement control unit 34 as vertical control information, and acquires the control event determined by the horizontal movement control unit 36 as horizontal control information. The trajectory generation unit 38 determines an action plan of the own vehicle from the acquired vertical control information and lateral control information, and generates a target trajectory based on the action plan. The driving support device 32 controls the actuators 4, 6, and 8 so that the host vehicle travels along the target trajectory generated by the trajectory generation unit.

  As can be seen from the fact that the information used in the vertical movement control unit 34 and the horizontal movement control unit 36 includes the surrounding vehicle information and the other vehicle operation information, the action plan of the own vehicle depends on the relationship with the surrounding vehicles. . Of particular importance is the action plan when there is another vehicle running side by side with the own vehicle in the adjacent lane. When a parallel running vehicle is present, a first scene in which the own vehicle attempts to change lanes to the side of the parallel running vehicle and a second scene in which the parallel running vehicle attempts to change lanes to the side of the own vehicle are assumed. You. Hereinafter, the contents of the action plan in the case where there are parallel running vehicles will be described for each scene.

3. Details of action plan 3-1. Outline of First Scene FIG. 3 illustrates a two-lane main lane having a first traveling lane 71 and a second traveling lane 72, and a merging lane 73 joining the first traveling lane 71. The host vehicle 60 is traveling on the merging lane 73. Two other vehicles 61 and 62 are traveling in the first traveling lane 71, and one of the other vehicles 61 is running in parallel with the own vehicle 60. In this situation, the host vehicle 60 needs to enter the first traveling lane 71 from the merging lane 73 in due course. However, in that case, it is desirable to avoid interference with other vehicles 61 running in parallel as much as possible so as not to hinder smooth traffic.

3-1-1. Procedure for determining an action plan in the first scene (first determination procedure)
FIG. 4 is a flowchart showing a procedure for determining an action plan in the first scene. A program for executing the procedure shown in this flowchart is stored in the memory of the ECU 30. When the program is read from the memory and executed by the processor, the “information acquisition process” and the “action plan determination process” defined in the claims of the present invention are executed.

  In step S101, it is determined whether the ITS communication has been established. The ITS communication referred to here means inter-vehicle communication (V2V) with surrounding vehicles. If the ITS communication has not been established, this routine ends. The ITS communication may not be established when the inter-vehicle communication device 40 of the own vehicle is out of order, when there is no other vehicle equipped with the inter-vehicle communication device in the vicinity, or in the surrounding radio wave condition. It is assumed that the ITS communication is not established due to the external factors described above.

  If the ITS communication has been established, then the determination in step S102 is performed. In step S102, it is determined whether the other vehicle with which the ITS communication is established is a vehicle running in parallel with the own vehicle. This determination is made based on a first determination as to whether there is a vehicle running in parallel with the own vehicle in the adjacent lane, and ITS communication between the parallel running vehicle and the own vehicle when the parallel running vehicle exists. And a second determination as to whether or not the vehicle has been established.

  The first determination is made based on the relative position and relative speed of the other vehicle with respect to the own vehicle included in the surrounding vehicle information. When another vehicle traveling in the adjacent lane is running at substantially the same speed as the own vehicle alongside the own vehicle, the other vehicle is determined as a parallel running vehicle. Whether or not the other vehicle is running alongside the own vehicle can be determined based on whether or not the other vehicle is in the parallel running area set based on the own vehicle.

  A specific example of the parallel running area is shown in FIG. In the example shown in FIG. 3, a hatched area on the adjacent first traveling lane 71 is a parallel running area, and the leading end position thereof corresponds to the leading end position of the own vehicle 60, and the trailing end position thereof is the own vehicle 60. Matches the end position of The parallel running region is set in consideration of a region that can be seen by a driver of another vehicle running in parallel in order to prevent lateral movement from a blind spot from another vehicle. When the tip position of another vehicle traveling in the first traveling lane 71 is in this parallel running region, it is determined that the other vehicle is running in parallel with the host vehicle 60. In the example illustrated in FIG. 3, the other vehicle 62 is not determined as a parallel running vehicle, and the other vehicle 61 is determined as a parallel running vehicle.

  The second determination is performed based on the position information of the other vehicle obtained from the other vehicle by the inter-vehicle communication. When there are a plurality of opponent vehicles with which the ITS communication is established with the own vehicle, the opponent vehicle running in parallel with the own vehicle is specified based on the position information of each opponent vehicle. In the example shown in FIG. 3, when the ITS communication is established between the own vehicle 60 and the other vehicles 61 and 62, the other vehicles 61 entering the parallel running region from the position information of each of the other vehicles 61 and 62. Specified. Then, only the other vehicle 61 that is a parallel running vehicle is treated as the other vehicle reflected in the action plan of the own vehicle 60.

  As another example of the second determination, speed information and acceleration information are acquired from the other vehicle by inter-vehicle communication, and the speed and acceleration of the parallel vehicle acquired by the external sensor are compared with the speed and acceleration of the other vehicle. By doing so, it may be determined whether the other vehicle is a parallel running vehicle. When the information obtained by the inter-vehicle communication includes the individual identification information of the vehicle (vehicle size type, vehicle width, vehicle length), the information of the other vehicle is compared with that of the parallel running vehicle acquired by the external sensor. Thereby, it may be determined whether the other vehicle is a parallel running vehicle. Alternatively, it may be determined whether or not the other vehicle is a parallel running vehicle by a combination of these determination methods.

  If the other vehicle is not a parallel running vehicle, this routine ends. If the opponent vehicle is a parallel running vehicle, the determination and the processing after step S103 are performed. In the determination and processing after step S103, it is determined whether or not the opponent vehicle has performed a vehicle operation on the own vehicle based on the vehicle operation information of the opponent vehicle acquired by the inter-vehicle communication, and the content of the vehicle operation performed on the opponent vehicle The action plan of the own vehicle is determined in accordance with.

  First, in step S103, it is determined from the steering torque information included in the vehicle operation information of the opponent vehicle whether there is a steering torque in the direction opposite to the direction toward the own vehicle. When the steering torque in the opposite direction is generated in the opponent vehicle, that is, when the opponent vehicle is being steered so as to avoid the own vehicle that will join, the process of step S107 is selected. In step S107, it is determined as the action plan that the merging operation of the own vehicle into the adjacent lane continues at the same vehicle speed. There is a time lag from when the steering torque is generated until the traveling direction of the opponent vehicle changes. Therefore, by acquiring the steering torque information through the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the other vehicle actually changes.

  If the determination result of step S103 is negative, the determination of step S104 is performed. In step S104, it is determined from the turn signal operation information included in the vehicle operation information of the opponent vehicle whether or not there is a turn signal operation in the direction opposite to the own vehicle. When the turn signal operation is performed in the opposite vehicle in the direction opposite to the own vehicle, it is determined as the action plan that the merging operation to the adjacent lane of the own vehicle is continued at the same vehicle speed (step S107). Even if the turn signal operation is performed on the other vehicle, the blink of the turn signal on the opposite side of the own vehicle is not visible from the own vehicle. Therefore, by acquiring the turn signal operation information by the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the partner vehicle actually changes.

  When the result of the determination in step S104 is negative, the determination in step S105 is performed. In step S105, the presence or absence of the brake ON operation is determined from the brake operation information included in the vehicle operation information of the other vehicle. When the brake on operation is performed on the other vehicle, the process of step S108 is selected. In step S108, it is determined as an action plan that the vehicle enters the front of the opponent vehicle at the same vehicle speed or while accelerating. Even if the brake operation is performed on the other vehicle, the lighting of the stop lamp is not visible from the own vehicle. Therefore, by acquiring the brake operation information by the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the partner vehicle actually changes.

  When the result of the determination in step S105 is negative, the determination in step S106 is performed. In step S106, the presence / absence of an accelerator off operation is determined from the accelerator operation information included in the vehicle operation information of the opponent vehicle. When the accelerator is turned off in the opponent vehicle, it is determined as an action plan to enter the front of the opponent vehicle at the same vehicle speed or by accelerating (step S108). Even if the accelerator is turned off at the other vehicle, there is a time lag before the other vehicle starts to decelerate. Therefore, by acquiring the accelerator operation information by the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the other vehicle actually changes.

  If the result of the determination in step S106 is negative, that is, if it cannot be determined from the vehicle operation information of the other vehicle that the other vehicle has an intention to avoid the own vehicle, the process of step S109 is selected. . In step S109, it is determined as an action plan to enter behind the other vehicle at the same vehicle speed or at a reduced speed.

  According to the procedure for determining an action plan described above, it is possible to prevent a delay in the action when changing lanes to an adjacent lane while avoiding other vehicles. The other vehicle may not be an automatic driving vehicle if it is a vehicle equipped with an inter-vehicle communication device similar to that of its own vehicle, and if it is an automatic driving vehicle, its automatic driving level There is no limitation. However, if the opponent vehicle is an autonomous vehicle that determines an action plan using the same program as the host vehicle, arbitration of acceleration and deceleration operations with the opponent vehicle by inter-vehicle communication to prevent interference in vehicle control. Is performed.

3-1-2. Action plan determination procedure in the first scene (second determination procedure)
FIG. 5 is a flowchart showing a procedure for determining an action plan in the first scene, which is different from the first procedure shown in FIG. The second determination procedure is characterized in that when another vehicle is running in parallel in an adjacent lane, a lateral movement process of moving the own vehicle laterally and causing the own vehicle to approach the other vehicle is performed. A program for executing the procedure shown in this flowchart is stored in the memory of the ECU 30. When the program is read from the memory and executed by the processor, the “information acquisition process” and the “action plan determination process” defined in the claims of the present invention are executed.

  In step S201, it is determined whether ITS communication has been established. The content of the determination in step S201 is the same as the content of the determination in step S101. If the result of the determination in step S201 is negative, this routine ends.

  When the determination result of step S201 is affirmative, next, the determination of step S202 is performed. The content of the determination in step S202 is the same as the content of the determination in step S102. If the result of the determination in step S202 is negative, this routine ends.

  If the determination result of step S202 is affirmative, the process of step S203 is selected. In step S203, a lateral movement process of moving the own vehicle laterally to make the own vehicle approach another vehicle is executed. In the example shown in FIG. 3, the own vehicle 60 is made to approach another vehicle 61 running in the parallel running area of the own vehicle 60. However, the lateral movement of the host vehicle executed here is a lateral movement in the traveling lane. In the example shown in FIG. 3, the lateral movement of the host vehicle 60 is performed within a range that does not exceed the merging lane 73.

  After the processing in step S203, the determination and processing in step S204 and thereafter are performed. In the determination and processing after step S204, it is determined whether or not a vehicle operation has been performed on the opponent vehicle in response to the approach operation of the own vehicle to the opponent vehicle based on the vehicle operation information of the opponent vehicle acquired by the inter-vehicle communication. The action plan of the own vehicle is determined according to the content of the vehicle operation performed on the vehicle.

  First, in step S204, it is determined from the steering torque information included in the vehicle operation information of the partner vehicle whether or not there is a steering torque in the direction opposite to the direction toward the own vehicle. When the steering torque in the opposite direction is generated in the opponent vehicle, the process of step S208 is selected. In step S208, it is determined as an action plan to continue the lateral movement of the host vehicle. That is, the next behavior of the own vehicle is determined while observing the state of the other vehicle while approaching the other vehicle.

  If the determination result of step S204 is negative, the determination of step S205 is performed. In step S205, it is determined whether there is a turn signal operation in a direction opposite to the own vehicle from the turn signal operation information included in the vehicle operation information of the opponent vehicle. When the turn signal operation is performed in the opposite vehicle in the direction opposite to the own vehicle, it is determined as the action plan to continue the lateral movement of the own vehicle as it is (step S208).

  When the result of the determination in step S205 is negative, the determination in step S206 is performed. In step S206, the presence or absence of a brake ON operation is determined from the brake operation information included in the vehicle operation information of the other vehicle. When the brake-on operation is performed on the opponent vehicle, it is determined as the action plan to continue the lateral movement of the own vehicle as it is (step S208).

  When the result of the determination in step S206 is negative, the determination in step S207 is performed. In step S207, it is determined from the accelerator operation information included in the vehicle operation information of the opponent vehicle whether or not the accelerator has been turned off. When the accelerator is turned off in the opponent vehicle, the process of step S209 is selected. In step S209, it is determined as an action plan to temporarily stop the lateral movement of the own vehicle. After that, if the other vehicle performs a steering operation in the opposite direction to the own vehicle, a turn signal operation in the opposite direction to the own vehicle, or an operation to turn on the brake, the suspension is released and the own vehicle moves laterally. Is resumed.

  If the determination result in step S207 is negative, that is, if it cannot be determined from the vehicle operation information of the opponent vehicle that the opponent vehicle has an intention to avoid the own vehicle, the process of step S210 is selected. . In step S210, the action plan is determined to return the host vehicle to the opposite direction to the opponent vehicle, that is, return to the original position of the traveling lane.

  According to the above-described action plan determination procedure (second determination procedure), the behavior of another vehicle with respect to the lateral movement of the own vehicle for changing lanes to the adjacent lane can be predicted from the vehicle operation information. It is possible to prevent a delay in changing the lane to an adjacent lane in a situation where there are other vehicles running side by side. Either one of the program corresponding to the first determination procedure and the program corresponding to the second determination procedure may be stored in the memory of ECU 30, or both may be stored. When both are stored, the driver may be able to arbitrarily select a program to be used.

3-2. Outline of Second Scene FIG. 6 illustrates a two-lane main lane having a first traveling lane 71 and a second traveling lane 72, and a merging lane 73 joining the first traveling lane 71. The host vehicle 60 is traveling on the first traveling lane 71. Two other vehicles 61 and 62 are traveling on the merging lane 73, and one of the other vehicles 61 is running in parallel with the own vehicle 60. In this situation, the other vehicle 61 will soon enter the first traveling lane 71 from the merging lane 73. In that case, it is desirable to avoid interference with other vehicles 61 that joins as much as possible so as not to hinder smooth traffic.

3-2-1. Procedure for Determining Action Plan in Second Scene FIG. 7 is a flowchart showing a procedure for determining an action plan in the second scene. A program for executing the procedure shown in this flowchart is stored in the memory of the ECU 30. When the program is read from the memory and executed by the processor, the “information acquisition process” and the “action plan determination process” defined in the claims of the present invention are executed.

  In step S301, it is determined whether ITS communication has been established. The content of the determination in step S301 is the same as the content of the determination in step S101. If the result of the determination in step S301 is negative, this routine ends.

  When the result of the determination in step S301 is positive, the determination in step S302 is performed next. The content of the determination in step S302 is the same as the content of the determination in step S102. Also in the determination in step S302, the parallel running region based on the own vehicle is set in the same manner as in the determination in step S102. A specific example of the parallel running area is shown in FIG. In the example shown in FIG. 6, a hatched area on the adjacent merging lane 73 is a parallel running area, and the leading end position matches the leading end position of the own vehicle 60, and the trailing end position is behind the own vehicle 60. Match the end position. The parallel running region is set in consideration of a region that can be seen by a driver of another vehicle running in parallel in order to prevent lateral movement from a blind spot from another vehicle. If the tip position of another vehicle traveling on the merged lane 73 is in this parallel running region, it is determined that the other vehicle is running in parallel with the own vehicle 60. In the example shown in FIG. 6, the other vehicle 62 is not determined as a parallel running vehicle, and the other vehicle 61 is determined as a parallel running vehicle.

  If the result of the determination in step S302 is negative, this routine ends. When the determination result of step S302 is affirmative, the determination and processing after step S303 are performed. In the determination and the processing after step S303, it is determined whether or not the opponent vehicle has performed a vehicle operation indicating an approaching action to the own vehicle based on the vehicle operation information of the opponent vehicle acquired by the inter-vehicle communication. The action plan of the host vehicle is determined according to the content of the vehicle operation.

  First, in step S303, it is determined from the steering torque information included in the vehicle operation information of the opponent vehicle whether or not there is a steering torque toward the own vehicle. When the steering torque in the direction toward the own vehicle is generated in the other vehicle, that is, when the other vehicle is being steered to join the traveling lane of the own vehicle, the process of step S305 is selected. In step S305, decelerating the own vehicle or changing lanes in the direction opposite to the opponent vehicle is determined as the action plan. There is a time lag from when the steering torque is generated until the traveling direction of the opponent vehicle changes. Therefore, by acquiring the steering torque information through the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the other vehicle actually changes.

  If the determination result of step S303 is negative, the determination of step S304 is performed. In step S304, the presence or absence of a turn signal operation in the direction of the own vehicle is determined from the turn signal operation information included in the vehicle operation information of the opponent vehicle. When the turn signal operation in the direction of the own vehicle is performed in the opponent vehicle, deceleration of the own vehicle or lane change in the direction opposite to the opponent vehicle is determined as the action plan (step S305). There is a time lag from when the turn signal is operated to when the traveling direction of the opponent vehicle changes. Therefore, by acquiring the turn signal operation information by the inter-vehicle communication, the action plan can be determined at an earlier stage than when the action plan is determined after the behavior of the partner vehicle actually changes.

  If the determination result in step S304 is negative, that is, if it is not determined from the vehicle operation information of the opponent vehicle that the opponent vehicle has an intention to change lanes to the traveling lane of the own vehicle, the process of step S306 Is selected. In step S306, continuation of the current traveling is determined as the action plan.

  According to the above-described procedure for determining an action plan, it is possible to prevent a delay in an action to be taken when there is a possibility that another vehicle running in parallel may change lanes to the traveling lane of the own vehicle.

2 Vehicle 4 Steering actuator 6 Brake actuator 8 Drive actuator 20 GPS unit 22 Map information unit 24 Camera 26 Radar 28 LIDAR
30 Vehicle control device (ECU)
32 driving support device 40 inter-vehicle communication device

Claims (1)

A vehicle-to-vehicle communication device that performs vehicle-to-vehicle communication with another vehicle traveling around the vehicle, and driving that automatically performs at least one of acceleration / deceleration control and steering control of the vehicle based on an action plan of the vehicle. In a vehicle control device that controls a vehicle including the support device,
At least one processor,
A memory for storing the program,
The program, when executed by the at least one processor, to the at least one processor,
When the other vehicle is running in the adjacent lane, an information acquisition process for acquiring vehicle operation information related to vehicle operation performed by a driver or a control system in the other vehicle by the inter-vehicle communication,
And a behavior plan determination process for determining the behavior plan based on the vehicle operation information.

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