JP2020164074A - Vehicle control method and vehicle control method - Google Patents

Abstract

To provide a vehicle control method and a vehicle control device for reducing the magnitude of an avoidance operation of a subsequent vehicle at a scene of changing lanes of an own vehicle.SOLUTION: A vehicle control method causes a processor for enabling an own vehicle to change lanes to perform execution. The vehicle control method acquires peripheral information of the own vehicle from a sensor provided in the own vehicle, determines whether a subsequent vehicle following the own vehicle exists within a prescribed range located behind the own vehicle on a first lane on which the own vehicle travels on the basis of the peripheral information of the own vehicle, and starts to execute deceleration control for decelerate the own vehicle after executing width alignment control for moving the own vehicle to a second lane side with respect to a center line along the travel direction of a first lane in the case of determining that the subsequent vehicle exists and decelerating the own vehicle when the own vehicle undergoes lane changing from the first lane to the second lane adjacent to the first lane.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control method and a vehicle control device.

A vehicle braking control device including a braking control unit that automatically generates a braking force of a vehicle based on the distance from the vehicle to an obstacle in front and the relative speed of the obstacle to the vehicle is known (Patent Document 1). This vehicle braking control device also includes a braking suppression unit that weakens the braking force when the value obtained by subtracting the deceleration amount of the vehicle from the predetermined upper limit deceleration amount from the start of generation of the braking force is equal to or less than a predetermined threshold value. The upper limit deceleration amount is set to increase with the elapsed time from the start of occurrence, at least after a predetermined time has elapsed from the start of occurrence.

Japanese Unexamined Patent Publication No. 2016-141169

In the prior art, the own vehicle is decelerated when there is an obstacle in front of the own vehicle regardless of the presence or absence of the following vehicle, so that the following vehicle avoids the own vehicle due to the deceleration of the own vehicle immediately before. May require a large evasion operation.

An object to be solved by the present invention is to reduce the magnitude of the avoidance operation of the following vehicle in the scene of changing the lane of the own vehicle.

The present invention acquires peripheral information of the own vehicle, and based on the peripheral information of the own vehicle, follows the own vehicle within a predetermined area located behind the own vehicle on the first lane in which the own vehicle travels. When it is determined whether or not a vehicle exists, and when the lane of the own vehicle is changed from the first lane to the second lane adjacent to the first lane, it is determined that the following vehicle exists and the own vehicle is decelerated. By executing the width adjustment control for moving the own vehicle to the second lane side with respect to the center line of the first lane along the traveling direction of the own vehicle, and then starting the execution of the deceleration control for decelerating the own vehicle, the above Solve the problem.

According to the present invention, it is possible to reduce the magnitude of the avoidance operation of the following vehicle in the scene of changing the lane of the own vehicle.

FIG. 1 is a configuration diagram showing an example of a vehicle system including a vehicle control device according to the present embodiment. FIG. 2A is a flowchart of a control process executed by the vehicle control device according to the present embodiment. FIG. 2B is a flowchart of a control process executed by the vehicle control device according to the present embodiment. FIG. 2C is a flowchart of a control process executed by the vehicle control device according to the present embodiment. FIG. 3 is an example of traveling of the own vehicle when the processes shown in FIGS. 2A to 2C are executed. FIG. 4 is an example of traveling of the own vehicle when the processes shown in FIGS. 2A to 2C are executed. FIG. 5 is an example of a method of setting the width adjustment start position. FIG. 6 is an example of the width adjustment start position. FIG. 7 is an example of traveling of the own vehicle when the processes shown in FIGS. 2A to 2C are executed. FIG. 8 is an example of traveling of the own vehicle when the processes shown in FIGS. 2A to 2C are executed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, a vehicle control device mounted on the vehicle will be described as an example.

FIG. 1 is a configuration diagram showing an example of a vehicle system 200 including a vehicle control device 100 according to an embodiment of the present invention. The vehicle system 200 of this embodiment is mounted on a vehicle. The vehicle system 200 is a system for a vehicle to automatically change lanes.

As shown in FIG. 1, the vehicle system 200 according to the present embodiment includes a surrounding environment sensor group 10, a vehicle sensor group 20, a navigation system 30, a map database 40, an HMI 50, an actuator control device 60, and a vehicle. It includes a control actuator group 70, a direction indicator 80, and a vehicle control device 100. These devices or systems are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other.

The surrounding environment sensor group 10 is a sensor group that detects a state (external state) around the own vehicle, and is provided in the own vehicle. As shown in FIG. 1, examples of the ambient environment sensor group 10 include, but are not limited to, a radar 11 and an imaging device 12.

The radar 11 detects an object existing around the own vehicle. Examples of the radar 11 include, but are not limited to, a millimeter wave radar, a laser radar, an ultrasonic radar, a laser range finder, and the like. The radar 11 detects an object by transmitting radio waves to the periphery of the own vehicle and receiving radio waves reflected by the object, for example. Specifically, the radar 11 detects the direction in which the object exists and the distance to the object. Further, the radar 11 detects the relative speed (including the moving direction) of the object with respect to the own vehicle based on the time change of the direction in which the object exists and the distance to the object. The detection result detected by the radar 11 is output to the vehicle control device 100.

In the present embodiment, the radar 11 targets all directions when the own vehicle is centered. For example, the radar 11 is provided in front, side, and rear of the own vehicle, and is a front radar that detects an object existing in front of the own vehicle and a side radar that detects an object existing in the side of the own vehicle. , And a rear radar that detects an object behind the vehicle. The number and type of radars 11 included in the own vehicle are not particularly limited.

The image pickup device 12 takes an image of an object existing around the own vehicle. Examples of the image pickup device 12 include, but are not limited to, a camera including a CCD or CMOS image pickup device. The captured image captured by the imaging device 12 is output to the vehicle control device 100.

In the present embodiment, the imaging device 12 targets all directions when the vehicle is centered. For example, the image pickup device 12 is provided on each of the front, side, and rear of the own vehicle, and is a front camera that captures an object existing in front of the own vehicle and a side that captures an object existing on the side of the own vehicle. It consists of a camera and a rear camera that detects an object behind the vehicle. The number and type of image pickup devices 12 included in the own vehicle are not particularly limited.

Examples of objects detected by the surrounding environment sensor group 10 include bicycles, motorcycles, automobiles (hereinafter, also referred to as other vehicles), road obstacles, traffic signals, road markings (including lane boundaries), and pedestrian crossings. .. For example, when another vehicle traveling along the traveling direction of the own vehicle exists in the vicinity of the own vehicle, the radar 11 determines the direction in which the other vehicle exists and the distance to the other vehicle based on the position of the own vehicle. Detects the relative speed of another vehicle with respect to the vehicle. Further, the image pickup device 12 captures an image in which the vehicle type of the other vehicle, the size of the other vehicle, and the shape of the other vehicle can be specified.

Further, for example, when the own vehicle is traveling in a specific lane among a plurality of lanes, the radar 11 separates the lane in which the own vehicle is traveling from the lane located on the side of this lane. The lane boundary line is detected, and the distance from the own vehicle to the lane boundary line is detected. Further, the image pickup device 12 captures an image in which the type of the lane boundary line can be specified. When there are lane boundaries on both sides of the own lane, the radar 11 detects the distance from the own vehicle to the lane boundary for each lane boundary. Further, in the following description, the lane in which the own vehicle is traveling is also referred to as the own lane, and the lane located on the side of the own lane is also referred to as an adjacent lane.

The vehicle sensor group 20 is a sensor group that detects the state (internal state) of the own vehicle. As shown in FIG. 1, examples of the vehicle sensor group 20 include, but are not limited to, a vehicle speed sensor 21, an acceleration sensor 22, a gyro sensor 23, a steering angle sensor 24, an accelerator sensor 25, and a brake sensor 26.

The vehicle speed sensor 21 measures the rotational speed of a drive system such as a drive shaft, and detects the traveling speed of the own vehicle based on the measurement result. The vehicle speed sensor 21 is provided on, for example, a wheel of the own vehicle or a drive shaft that rotates integrally with the wheel. The acceleration sensor 22 detects the acceleration of the own vehicle. The acceleration sensor 22 includes a front-rear acceleration sensor that detects the acceleration in the front-rear direction of the own vehicle and a lateral acceleration sensor that detects the lateral acceleration of the own vehicle. The gyro sensor 23 detects the speed at which the own vehicle rotates, that is, the amount of movement (angular velocity) of the angle of the own vehicle per unit time. The steering angle sensor 24 detects the steering angle of the steering wheel. The steering angle sensor 24 is provided, for example, on the steering shaft of the own vehicle. The accelerator sensor 25 detects the amount of depression of the accelerator pedal (position of the accelerator pedal). The accelerator sensor 25 is provided, for example, on the shaft portion of the accelerator pedal. The brake sensor 26 detects the amount of depression of the brake pedal (position of the brake pedal). The brake sensor 26 is provided, for example, on the shaft portion of the brake pedal.

The detection result detected by the vehicle sensor group 20 is output to the vehicle control device 100. The detection results include, for example, the vehicle speed of the own vehicle, acceleration (including front-rear acceleration and lateral acceleration), angular velocity, accelerator pedal depression amount, and brake pedal depression amount.

The navigation system 30 is a system that guides the occupants (including the driver) of the own vehicle by indicating the route from the current position of the own vehicle to the destination based on the information of the current position of the own vehicle. Map information is input to the navigation system 30 from the map database 40 described later, and destination information is input from the occupants of the own vehicle via the HMI 50. The navigation system 30 generates a travel route of the own vehicle based on these input information. Then, the navigation system 30 outputs the information on the traveling route of the own vehicle to the vehicle control device 100, and presents the information on the traveling route of the own vehicle to the occupants of the own vehicle via the HMI 50. As a result, the occupant is presented with a travel route from the current position to the destination.

As shown in FIG. 1, the navigation system 30 includes a GPS 31, a communication device 32, and a navigation controller 33.

The GPS 31 acquires position information indicating the current position of the own vehicle (Global Positioning System, GPS). The GPS 31 acquires the position information of its own vehicle by receiving radio waves transmitted from a plurality of satellite communications by a receiver. Further, the GPS 31 can detect a change in the position information of the own vehicle by periodically receiving radio waves transmitted from a plurality of satellite communications.

The communication device 32 acquires the surrounding situation of the own vehicle from the outside. The communication device 32 is, for example, a device capable of communicating with a server or system provided outside the own vehicle or a communication device mounted on another vehicle.

For example, the communication device 32 uses an information transmission device (beacon) provided on the road, FM multiplex broadcasting, or the like to provide road traffic information from a vehicle information and communication system (VICS (registered trademark), the same applies hereinafter). To get. The road traffic information includes, for example, traffic congestion information for each lane, accident information, broken vehicle information, construction information, speed regulation information, lane regulation information, and the like. It should be noted that the road traffic information does not necessarily include each of the above information, and it is sufficient that at least one of the above information is included.

The traffic jam information includes, for example, the area where the traffic jam is occurring, the distance of the traffic jam, and the time required to clear the traffic jam, but is not limited to these. Accident information includes, for example, the area where the accident occurred, the content of the accident, and the time required to pass through the point where the accident occurred, but is not limited thereto. The breakdown vehicle information includes, for example, an area where the breakdown vehicle exists, the number of the breakdown vehicles, and the time required to pass through the point where the breakdown vehicle occurs, but the information is not limited thereto. The speed regulation information includes, for example, an area subject to speed regulation and a time zone for speed regulation, but is not limited thereto. The construction information includes, for example, an area under construction, a time zone during construction, and a time required to exit the area under construction, but is not limited thereto.

Further, for example, the communication device 32 acquires information on the relative speed of the other vehicle with respect to the own vehicle, information on the relative position of the other vehicle with respect to the own vehicle, and the like from the communication device mounted on the other vehicle. Such communication between the own vehicle and another vehicle is called vehicle-to-vehicle communication. The communication device 32 acquires information such as the vehicle speed of another vehicle as peripheral information of the own vehicle by inter-vehicle communication.

Information such as the relative speed of other vehicles is not limited to acquisition by vehicle-to-vehicle communication. For example, the communication device 32 can also acquire information including the position, vehicle speed, and traveling direction of another vehicle from VICS as peripheral information of the own vehicle. The type of information acquired by the communication device 32 is not limited to the above type. For example, the communication device 32 can also acquire the weather information of the area in which the own vehicle travels from the server that distributes the weather information.

The navigation controller 33 is a computer that generates a traveling route from the current position of the own vehicle to the destination. For example, the navigation controller 33 has a ROM (Read Only Memory) that stores a program for generating a travel route, a CPU (Central Processing Unit) that executes a program stored in the ROM, and an accessible storage device. It consists of a functioning RAM (Random Access Memory).

Information on the current position of the own vehicle is input to the navigation controller 33 from GPS 31, road traffic information is input from the communication device 32, map information is input from the map database 40, and information on the destination of the own vehicle is input from the HMI 50. Entered. For example, it is assumed that the occupant of the own vehicle sets the destination of the own vehicle via the HMI 50. Based on the position information of the own vehicle, the destination information of the own vehicle, the map information, and the road traffic information, the navigation controller 33 sets the route from the current position to the destination in lane units. Generated as a traveling route. The navigation controller 33 outputs the generated travel route information to the vehicle control device 100 and presents it to the occupants of the own vehicle via the HMI 50.

In the present embodiment, the traveling route of the own vehicle may be any route as long as the own vehicle can reach the destination from the current position, and other conditions are not limited. For example, the navigation controller 33 may generate a travel route of the own vehicle according to the conditions set by the occupant. For example, when the occupant is set to preferentially use the toll road to arrive at the destination, the navigation controller 33 may generate a travel route using the toll road based on the map information. .. Further, for example, the navigation controller 33 may generate a traveling route of the own vehicle based on the road traffic information. For example, when a traffic jam occurs in the middle of the shortest route to the destination, the navigation controller 33 searches for a detour route, and the travel route is the route having the shortest required time among the plurality of searched detour routes. May be generated as.

The map database 40 stores map information. Map information includes road information and traffic rule information. Road information and traffic rule information are defined by nodes and links (also called road links) connecting the nodes. Links are identified at the lane level.

Road information is information about a road on which a vehicle can travel. Each road link contains, for example, road type, road width, road shape, whether or not to go straight, priority of progress, whether or not to pass (whether or not to enter an adjacent lane), whether or not to change lanes, and other information about the road. Although linked, the information linked to the road link is not limited to these. In addition, each road link is associated with, for example, information on the installation position of a traffic light, the position of an intersection, the approach direction of an intersection, the type of an intersection, and other information about the intersection.

Traffic rule information is a traffic rule that a vehicle must comply with when traveling. Traffic rules include, but are not limited to, for example, pausing on the route, parking / stopping prohibition, slowing down, speed limit, and lane change prohibition. Information on traffic rules in the section defined by the road link is associated with each road link. For example, information on lane change prohibition is associated with a road link in a lane change prohibited section. The traffic rule information may be linked not only to a road link but also to, for example, a node or a specific point (latitude, route) on a map.

Further, the traffic rule information may include not only information on traffic rules but also information on traffic lights. For example, the road link at the intersection where the traffic light is installed may be associated with the color information currently displayed by the traffic light and / or the information of the cycle in which the display of the traffic light is switched. Information about a traffic light is, for example, acquired from VICS by a communication device 32, or from an information transmitting device (for example, an optical beacon) provided on a road. The information displayed on the traffic light changes over time. Therefore, the traffic rule information is updated at predetermined intervals.

The map information stored in the map database 40 may be high-precision map information suitable for automatic driving. The high-precision map information is acquired, for example, by communicating with a server or system provided outside the own vehicle. Further, the high-precision map information is based on the information acquired in real time by using the surrounding environment sensor group 10 (for example, the information of the object detected by the radar 11 and the image of the surroundings of the own vehicle captured by the imaging device 12). It may be generated at any time.

Here, the automatic operation in this embodiment will be described. In the present embodiment, the automatic driving means a driving mode other than the driving mode in which the driving subject is composed only of the driver. For example, when the driving subject includes a controller (not shown) that supports the driving operation together with the driver, or a controller (not shown) that executes the driving operation on behalf of the driver, the automatic driving is performed. Corresponds to.

Further, in the present embodiment, the configuration in which the vehicle system 200 includes the map database 40 will be described as an example, but the vehicle system 200 may be provided outside the vehicle system 200. For example, the map information may be stored in advance in a portable storage device (for example, an external HDD or a flash memory). In this case, the storage device functions as the map database 40 by electrically connecting the vehicle control device 100 and the storage device that stores the map information.

The HMI 50 is an interface for outputting and inputting information between the occupant of the own vehicle and the vehicle system 200 (Human Machine Interface, HMI). Examples of the HMI 50 include, but are not limited to, a display for displaying character or image information and a speaker for outputting sound such as music or voice.

The exchange of information via the HMI 50 will be described. For example, when the occupant inputs a destination to the HMI 50 in order to set the destination, the destination information is output from the HMI 50 to the navigation system 30. As a result, the navigation system 30 can acquire information on the destination of the own vehicle. Further, for example, when the navigation system 30 generates a travel route to the destination, the travel route information is output from the navigation system 30 to the HMI 50. Then, the HMI 50 outputs the travel route information from the display and / or the speaker. As a result, the occupants of the own vehicle are presented with information on the traveling route to the destination. Information on the travel route to the destination includes, for example, route guidance and the time required to reach the destination, but is not limited thereto.

Further, for example, when the occupant inputs a lane change execution command to the HMI 50 in order to change the lane of the own vehicle, the lane change execution command is output from the HMI 50 to the vehicle control device 100. As a result, the vehicle control device 100 can start the control process for changing lanes. Further, for example, when the vehicle control device 100 sets a target trajectory for changing lanes, the information of the target trajectory is output from the vehicle control device 100 to the HMI 50. Then, the HMI 50 outputs the information of the target locus from the display and / or the speaker. As a result, the occupants of the own vehicle are presented with information on the target trajectory for changing lanes. Information on the target trajectory for changing lanes includes, for example, an approach position specified on an adjacent lane and a target trajectory for changing lanes, but is not limited thereto. The target trajectory and approach position will be described later.

The actuator control device 60 controls the traveling of the own vehicle. The actuator control device 60 includes a steering control mechanism, an accelerator control mechanism, a brake control mechanism, an engine control mechanism, and the like. A control signal is input to the actuator control device 60 from the vehicle control device 100, which will be described later. The actuator control device 60 realizes automatic driving of the own vehicle by controlling the vehicle control actuator group 70 in response to a control signal from the vehicle control device 100. For example, when a control signal for moving the own vehicle from the own lane to an adjacent lane is input to the actuator control device 60, the actuator control device 60 responds to the control signal with a steering angle required for the movement of the own vehicle. Calculate the accelerator depression amount or brake depression amount according to the moving speed. The actuator control device 60 outputs various calculated parameters to the vehicle control actuator group 70.

The control of each mechanism may be performed completely automatically, or may be performed in a manner of supporting the driving operation of the driver. The control of each mechanism can be interrupted or stopped by the intervention operation of the driver. The traveling control method by the actuator control device 60 is not limited to the above control method, and other well-known methods can also be used.

The vehicle control actuator group 70 is various actuators for driving the own vehicle. As shown in FIG. 1, examples of the vehicle control actuator group 70 include, but are not limited to, a steering actuator 71, an accelerator opening actuator 72, and a brake control actuator 73.

The steering actuator 71 controls the steering direction and steering amount of the steering of the own vehicle according to the signal input from the actuator control device 60. The accelerator opening actuator 72 controls the accelerator opening of the own vehicle in response to a signal input from the actuator control device 60. The brake control actuator 73 controls the braking operation of the brake device of the own vehicle in response to the signal input from the actuator control device 60.

The direction indicator 80 has a blinking lamp inside, and when the driver of the own vehicle operates a direction indicator switch (not shown), it lights up in orange. The direction indicator 80 is a device for indicating the direction to the surroundings when the own vehicle turns left or right or changes lanes. The direction indicators 80 are integrally provided on the left and right sides of the front end and the rear end of the own vehicle, for example. For example, the direction indicator 80 is composed of a left direction indicator and a right direction indicator.

Further, in the present embodiment, a control signal is input to the direction indicator 80 from the vehicle control device 100. Examples of the control signal include a signal for blinking the blinking direction indicator 80 (also referred to as a blinking signal) and a signal for extinguishing the blinking direction indicator 80 (also referred to as an extinguishing signal). For example, when a blinking signal for blinking the left turn signal is input to the turn signal 80, the turn signal 80 turns on the left turn signal. After that, when a turn-off signal for turning off the left turn signal is input to the turn signal 80, the turn signal 80 turns off the left turn signal. In this way, the direction indicator 80 is controlled by the vehicle control device 100 in addition to the driver of the own vehicle.

Next, the vehicle control device 100 will be described. The vehicle control device 100 of the present embodiment is composed of a computer provided with hardware and software, and has a ROM (Read Only Memory) that stores a program and a CPU (Central Processing Unit) that executes a program stored in the ROM. It is composed of a RAM (Random Access Memory) that functions as an accessible storage device. As the operating circuit, an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or the like can be used instead of or in combination with the CPU. .. The control device 101 shown in FIG. 1 corresponds to a CPU. The storage device 109 shown in FIG. 1 corresponds to a ROM and a RAM.

In the present embodiment, the configuration in which the program executed by the control device 101 is stored in the storage device 109 in advance will be described as an example, but the place where the program is stored is not limited to the storage device 109. For example, the program may be stored on a computer-readable and portable computer-readable recording medium (eg, disk media, flash memory, etc.). In this case, the control device 101 executes the program downloaded from the computer-readable recording medium. In other words, the vehicle control device 100 may be configured to include only an operating circuit and download a program from the outside.

As shown in FIG. 1, the control device 101 includes an information acquisition unit 102, a situational awareness unit 103, a specific unit 104, an approach degree calculation unit 105, a control setting unit 106, and a space presence / absence determination unit 107. The travel control unit 108 is included. These blocks realize each function described later by the software established in the ROM. In the present embodiment, the functions of the control device 101 are divided into seven functional blocks, and then the functions of the respective functional blocks are described. However, the functions of the control device 101 need to be divided into seven blocks. Instead, it may be divided into 6 or less functional blocks or 8 or more functional blocks. Further, the function of the control device 101 is not limited to the function of the functional block described below, and also has, for example, a control function of the navigation system.

The function of the information acquisition unit 102 will be described. The information acquisition unit 102 acquires various information from each of the surrounding environment sensor group 10, the vehicle sensor group 20, the navigation system 30, the map database 40, and the HMI 50.

The information acquisition unit 102 acquires peripheral information (also referred to as external information of the own vehicle) of the own vehicle detected by the surrounding environment sensor group 10. The peripheral information of the own vehicle includes the detection result detected by the radar 11 and the captured image captured by the imaging device 12. Further, the information acquisition unit 102 acquires information indicating the state of the own vehicle (also referred to as internal information of the own vehicle) detected by the vehicle sensor group 20. The internal information of the own vehicle includes the vehicle speed, acceleration, angular velocity, the amount of depression of the accelerator pedal, and the amount of depression of the brake pedal of the own vehicle. In addition, the information acquisition unit 102 acquires the current position of the own vehicle, the traveling route of the own vehicle, and the road traffic information from the navigation system 30. In addition, the information acquisition unit 102 acquires map information (including road information and traffic rule information) from the map database 40. In addition, the information acquisition unit 102 acquires a lane change execution command from the HMI 50. Various information acquired by the information acquisition unit 102 is used in each function described later.

The function of the situational awareness unit 103 will be described. The situational awareness unit 103 recognizes the situation around the own vehicle and identifies the lane change location of the own vehicle based on various information acquired by the information acquisition unit 102.

In addition, the situational awareness unit 103 can also execute the following functions when the lane change location of the vehicle own vehicle is specified. The situational awareness unit 103 determines whether or not there is a following vehicle following the own vehicle. Further, the situational awareness unit 103 determines the magnitude relationship between the vehicle speed of the vehicle traveling in the own lane and the vehicle speed of the vehicle traveling in the adjacent lane.

The situational awareness unit 103 recognizes the situation around the own vehicle. For example, the situation recognition unit 103 uses the detection result detected by the radar 11 and the captured image captured by the imaging device 12 to determine the presence or absence of obstacles existing in the vicinity of the own vehicle, the direction in which the obstacles exist, and the obstacles. Recognize the distance to the vehicle and the relative speed of the obstacle to the vehicle. As a result, the situational awareness unit 103 can grasp the number of obstacles, the positional relationship between each obstacle and the own vehicle, and the moving speed of the obstacles.

Further, for example, the situational awareness unit 103 recognizes the distance between the own vehicle and the lane boundary line from the detection result detected by the radar 11 and the captured image captured by the imaging device 12. As a result, the situational awareness unit 103 can grasp which position of the own lane the own vehicle is traveling in the vehicle width direction of the lane. Hereinafter, the position of the own vehicle in the width direction of the lane is also referred to as the lateral position of the own vehicle with respect to the lane. It should be noted that which part of the own vehicle is the lateral position of the own vehicle with respect to the lane is not particularly limited, but for example, the situational awareness unit 103 sets a specific position on the vehicle body center line as the lateral position of the own vehicle with respect to the lane. ..

Further, for example, the situational awareness unit 103 is traveling on its own vehicle based on the detection result detected by the radar 11, the captured image captured by the imaging device 12, and the map information stored in the map database 40. Identify the number of lanes on the road. When a plurality of lanes along the same direction as the traveling direction of the own vehicle are specified, the situational awareness unit 103 identifies the lane in which the own vehicle is traveling among the plurality of lanes.

After the situational awareness of the own vehicle is recognized, the situational awareness unit 103 identifies the lane change location based on the surrounding situation of the own vehicle and the traveling route of the own vehicle. The situational awareness unit 103 acquires the current position of the own vehicle and the travel route of the own vehicle from the navigation system 30, and identifies the lane change location based on the current position and the travel route of the own vehicle. The situational awareness unit 103, which indicates a location where the vehicle needs to be moved from the own lane to an adjacent lane when traveling on the travel route, refers to the travel route of the own vehicle and lanes in the travel route. Identify where has changed.

The situational awareness unit 103 identifies a point at which the traveling direction is switched, such as an intersection, or a point at which the course is changed in a direction different from the traveling direction of the vehicle, such as an interchange, as a target point from the traveling route of the own vehicle. Next, the situational awareness unit 103 identifies a place where the vehicle needs to move from the own lane to an adjacent lane in order to change the traveling direction of the own vehicle at the target point as a lane change place.

For example, if a travel route is set to turn right at an intersection ahead of your current position and your vehicle is in the leftmost lane of multiple lanes, your vehicle will prepare for a right turn. You need to move from the left lane to the right lane. In such a scene, the situational awareness unit 103 identifies an intersection that requires a right turn as a target point. The situational awareness unit 103 identifies a predetermined distance from an intersection (target point) to be turned right and a position in front of the intersection (target point) on the traveling route as a lane change location. The lane change location is set, for example, on the traveling route at a location several hundred meters before the target point. The lane change location does not necessarily have to be set by a point, and may be set in a predetermined section. As another example, the lane change points include a predetermined section in front of the fork on the highway, a predetermined section in front of the confluence on the highway, and a predetermined section in front of the destination of the own vehicle. Can be mentioned. The branch points provided on the expressway include branch points to various directions and branch points between the main line and the exit. In the present embodiment, when the lane change location is specified by the section, the length of the section is not particularly limited.

The situational awareness unit 103 determines whether or not there is a following vehicle following the own vehicle in a predetermined area located behind the own vehicle on the own lane based on the peripheral information of the own vehicle. The following vehicle is another vehicle that travels in the own lane after the own vehicle. For example, the situational awareness unit 103 determines whether or not there is another vehicle traveling behind the own lane with respect to the own vehicle based on the detection result detected by the radar 11 and the captured image captured by the imaging device 12. Is determined. Further, when it is determined that there are a plurality of other vehicles behind the own lane with respect to the own vehicle, the situational awareness unit 103 selects the other vehicle located closest to the own vehicle among the plurality of other vehicles. , Identify as a following vehicle. In determining the presence or absence of the following vehicle, the situational awareness unit 103 specifies in advance a predetermined area located behind the own vehicle on the own lane, and determines whether or not the following vehicle exists in the predetermined area. May be good. For example, the situational awareness unit 103 designates a region having a length in the direction along the traveling direction of the own vehicle and having a length corresponding to the vehicle speed of the own vehicle as a predetermined region. The predetermined area is not particularly limited. The predetermined area may be a predetermined area stored in a storage device such as a ROM.

Further, when the other vehicle once recognized as the following vehicle does not meet the requirements of the following vehicle, the situational awareness unit 103 determines whether or not the following vehicle exists for the new other vehicle. Examples of cases where the requirements for the following vehicle are no longer met include, for example, a case where the following vehicle changes lanes from its own lane to an adjacent lane. In such a case, the situational awareness unit 103 again determines whether or not there is another vehicle following the own vehicle in the own lane. When the vehicle travels in the own lane and it is determined that there is another vehicle following the own vehicle, the situational awareness unit 103 recognizes the other vehicle as the following vehicle. As a result, even if the situation behind the own vehicle changes, the following vehicle can be appropriately recognized without being affected by the change.

The situational awareness unit 103 determines in advance whether or not it is necessary to decelerate the own vehicle when changing lanes. In the present embodiment, the situational awareness unit 103 determines the magnitude relationship between the vehicle speed of the vehicle traveling in the predetermined section of the own lane and the vehicle speed of the vehicle traveling in the predetermined section of the adjacent lane, thereby determining the vehicle speed before the lane change. Determine whether to decelerate the vehicle. The predetermined section in the own lane and the adjacent lane is the same section. The predetermined section includes, for example, a section from the current position of the own vehicle to the position where the lane change control of the own vehicle is started, but is not limited to this. Further, the vehicle subject to the determination of the vehicle speed is not limited to the own vehicle, but also includes other vehicles. That is, the situational awareness unit 103 determines the relationship between the speed of the vehicle traveling in the own lane and the magnitude of the vehicle traveling in the adjacent lane for all the vehicles traveling in the predetermined section including the own lane and the adjacent lane. .. The situational awareness unit 103 recognizes the magnitude relationship and the speed difference between the two vehicle speeds by using at least one of the methods described below.

For example, the situational awareness unit 103 is closest to the own vehicle among a plurality of other vehicles traveling in the adjacent lane based on the detection result detected by the radar 11 or the information acquired by the inter-vehicle communication. Identify other vehicles that are located. Further, the situational awareness unit 103 converts the relative speed of the other vehicle with respect to the own vehicle into the relative speed of the own vehicle with respect to the other vehicle. The situation recognition unit 103 has a high relative speed of the own vehicle, that is, when the vehicle speed of the own vehicle is faster than the vehicle speed of another vehicle, the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane. Recognize that. The situational awareness unit 103 also recognizes how fast the vehicle speed of the vehicle traveling in its own lane is compared to the vehicle speed of the vehicle traveling in the adjacent lane (speed difference).

In the above method using the relative speed, the number of target other vehicles is not limited to one, and may be a plurality of vehicles. For example, the situational awareness unit 103 acquires the relative speed of the other vehicle with respect to the own vehicle from each of the plurality of other vehicles within a predetermined time. The situational awareness unit 103 converts each of the acquired relative speeds into the relative speed of the own vehicle based on the vehicle speed of each other vehicle. Then, the situation recognition unit 103 calculates an average value from the relative speeds of the plurality of own vehicles, and based on the calculated average value, the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane. It may be determined whether or not.

Further, for example, the situational awareness unit 103 determines the vehicle speed of the vehicle traveling in the own lane based on the number of other vehicles overtaken by the own vehicle within the predetermined time or the number of other vehicles overtaking the own vehicle within the predetermined time. And the magnitude relationship with the vehicle speed of the vehicle traveling in the adjacent lane is determined. For example, the situational awareness unit 103 compares the number of other vehicles overtaken by the own vehicle within a predetermined time with the number of other vehicles overtaken by the own vehicle within this time. In the situation recognition unit 103, when the number of other vehicles overtaken by the own vehicle is larger than the number of other vehicles overtaking the own vehicle, the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane. Recognize that.

Further, for example, the situational awareness unit 103 determines the magnitude relationship between the vehicle speed of the vehicle traveling in the own lane and the vehicle speed of the vehicle traveling in the adjacent lane based on the information acquired from the VICS. For example, the situational awareness unit 103 acquires information on the average vehicle speed in a predetermined section of its own lane and the average vehicle speed in a predetermined section of an adjacent lane from VICS. The situation recognition unit 103 compares the two average vehicle speeds, and when the average vehicle speed in the own lane is faster than the average vehicle speed in the adjacent lane, the vehicle speed of the vehicle traveling in the own lane is higher than the vehicle speed of the vehicle traveling in the adjacent lane. Recognize that it is fast.

In the present embodiment, the situation recognition unit 103 identifies the lane change location, and when the own vehicle reaches the lane change location or when the occupant inputs a lane change execution command, the own vehicle automatically changes lanes. The lane change process to be changed is executed by the function described below.

Next, the function of the specific unit 104 will be described. Based on the peripheral information of the own vehicle, the identification unit 104 is located on the adjacent lane adjacent to the own lane in which the own vehicle travels, and specifies an approach position indicating the position of the approach destination of the own vehicle. For example, the identification unit 104 sets an approach position on an adjacent lane where the distance along the traveling direction of the vehicle is equal to or greater than a predetermined distance based on the result detected by the radar 11 and the captured image captured by the imaging device 12. Identify. The predetermined distance is a preset distance, which is an experimentally obtained distance. In the present embodiment, the predetermined distance is set so that the approach position can be specified with respect to the adjacent lane during the traffic jam.

Next, the function of the proximity calculation unit 105 will be described. When the situational awareness unit 103 recognizes the existence of the following vehicle, the approach degree calculation unit 105 calculates the degree of approach between the own vehicle and the following vehicle based on the peripheral information of the own vehicle. For example, the approach degree calculation unit 105 calculates THW (Time Headway) or TTC (Time to Collision) based on the distance between the own vehicle and the following vehicle. THW is a value obtained by dividing the distance between the own vehicle and the following vehicle by the vehicle speed of the own vehicle. TTC is a value obtained by dividing the distance between the own vehicle and the following vehicle by the relative speed of the following vehicle with respect to the own vehicle. The approach degree calculation unit 105 calculates the approach degree between the own vehicle and the following vehicle by using at least one of the inter-vehicle distance between the own vehicle and the following vehicle, THW, and TTC. Taking THW as an example, the approach calculation unit 105 increases the approach between the own vehicle and the following vehicle as the value of THW increases. Although the description is omitted, the approach degree calculation unit 105 calculates the approach degree between the own vehicle and the following vehicle in the same manner when the inter-vehicle distance and the TTC are used.

Next, the function of the control setting unit 106 will be described. The control setting unit 106 sets the control execution order and the start position of each control for a plurality of controls executed by the travel control unit 108, which will be described later. The control executed by the traveling control unit 108 includes deceleration control for decelerating the own vehicle, width adjustment control for moving the own vehicle to the adjacent lane side with respect to the center line of the own lane along the traveling direction of the own lane, and adjacent lane side. It is a lighting control of the direction indicator 80 provided in the vehicle, and a lane change control for moving the own vehicle from the own lane toward the approach position specified on the adjacent lane. The control setting unit 106 sets the order in which the controls are executed and the position (timing to execute) in which the execution of the controls is started for these plurality of controls. Each of the above controls is a control executed at a lane change location (lane change section). Further, in the following, for convenience of explanation, the position where the execution of the deceleration control is started is the deceleration start position, the position where the execution of the width adjustment control is started is the width adjustment start position, and the position where the lighting control of the direction indicator is started is changed. The lighting start position and the position at which the execution of the lane change control is started will be referred to as a lane change start position.

The control setting unit 106 sets the lane change start position based on the current position and the approach position of the own vehicle. The lane change start position is represented by a position relative to the approach position. The lane change start position is set on the own lane. The control setting unit 106 sets the deceleration start position, the width adjustment start position, the width adjustment start position, and the lighting start position as relative positions with respect to the lane change start position.

The control setting unit 106 sets the execution order of each control according to whether or not the following vehicle exists. Specifically, when the situational awareness unit 103 determines that the following vehicle does not exist, the control setting unit 106 sets the control execution order to deceleration control, turn signal lighting control, width adjustment control, and lane change. Set in the order of control. On the other hand, when it is determined that the following vehicle does not exist, the control setting unit 106 sets the execution order of the control in the order of width adjustment control, deceleration control, turn signal lighting control, and lane change control.

In general, the width adjustment control is a control performed to move the own vehicle to the adjacent lane side in advance before changing lanes. Therefore, in general, the width adjustment control and the lane change control are executed in this order. As described above, when there is no following vehicle, the control order is set so that the width adjustment control is executed before the lane change control. On the other hand, when there is a following vehicle, the execution order of the controls is set so that the width adjustment control is executed earliest among the controls.

Further, the control setting unit 106, when a following vehicle exists, is based on at least one of the degree of proximity between the own vehicle and the following vehicle and the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane. , Set the width adjustment start position. The width adjustment start position is a position based on the lane change start position.

In the present embodiment, the control setting unit 106 sets the width adjustment start position so that the closer the own vehicle and the following vehicle are, the longer the distance to the lane change start position is. As a result, the closer the following vehicle is to the own vehicle, the faster the width adjustment control is executed by the traveling control unit 108.

Further, in the present embodiment, the control setting unit 106 sets the width adjustment start position so that the higher the relative speed of the own vehicle to the vehicle traveling in the adjacent lane, the longer the distance to the lane change start position. As a result, when the vehicle speed of the own vehicle is faster than the vehicle speed of the vehicle traveling in the adjacent lane, the wider the speed difference between the two vehicle speeds, the faster the width adjustment control is executed by the travel control unit 108. The vehicle traveling in the adjacent lane refers to all other vehicles traveling in a predetermined section of the adjacent lane, and the number of other vehicles is not limited.

Further, in the present embodiment, the control setting unit 106 sets a position where the distance to the lane change start position is constant as the lighting start position regardless of the presence or absence of the following vehicle. For example, the control setting unit 106 sets the lighting start position so that the direction indicator 80 lights at the lighting timing of the direction indicator defined by the traffic rules. The lighting start position is a position based on the lane change start position.

Next, the function of the space presence / absence determination unit 107 will be described. The space presence / absence determination unit 107 determines whether or not there is a space for the own vehicle to enter (hereinafter, also referred to as an approach space) at the approach position specified by the specific unit 104 based on the peripheral information of the own vehicle. .. The approach space is a space between the front vehicle and the rear vehicle, and the length in the direction along the traveling direction of the own vehicle is a predetermined distance or more.

The space presence / absence determination unit 107 determines whether or not there is an approach space at the approach position based on the distance between the vehicle in front and the vehicle behind. The front vehicle is a vehicle located in front of the approach position. The rear vehicle is a vehicle located behind the approach position. For example, the space presence / absence determination unit 107 determines that an approach space exists at the approach position when the distance between the front vehicle and the rear vehicle is equal to or greater than a predetermined distance. On the other hand, when the distance between the front vehicle and the rear vehicle is less than a predetermined distance, the space presence / absence determination unit 107 determines that there is no approach space at the approach position. The predetermined distance is a distance that does not cause anxiety when the driver of the front vehicle and the rear vehicle enters the vehicle, and is a preset distance. The predetermined distance includes, but is not limited to, a value obtained by adding a margin to the distance between the front end portion and the rear end portion of the own vehicle in the direction along the traveling direction of the own vehicle (vehicle length in the traveling direction). ..

Next, the function of the traveling control unit 108 will be described. The travel control unit 108 controls the travel of the own vehicle in the lane change control process.

The travel control unit 108 controls the travel of its own vehicle by executing each of the above-described controls while following the control execution order set by the control setting unit 106. Further, the travel control unit 108 starts executing the corresponding control when the own vehicle reaches the start position of each control. Hereinafter, each control will be described in detail.

The travel control unit 108 executes deceleration control for decelerating the own vehicle. For example, the travel control unit 108 calculates the target vehicle speed at the lane change control start position based on the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane and the distance to the lane change start position. Further, the traveling control unit 108 calculates the deceleration amount per unit time required to reach the target vehicle speed. The travel control unit 108 outputs a control signal including a target vehicle speed and a deceleration amount per unit time to the actuator control device 60.

The travel control unit 108 executes width adjustment control for moving the own vehicle toward the adjacent lane with respect to the center line of the own lane along the traveling direction of the own vehicle. For example, the travel control unit 108 controls the steering of the own vehicle so that the lateral position of the own vehicle is located between the lane boundary line on the adjacent lane side and the center line of the own lane along the traveling direction of the own vehicle. .. The travel control unit 108 calculates the movement distance required for width adjustment from the current lateral position of the own vehicle, and sets the steering angle required for movement. Then, the traveling control unit 108 outputs a control signal including the set contents to the actuator control device 60.

The travel control unit 108 executes lighting control of the direction indicator 80 provided on the adjacent lane side to light the direction indicator 80. For example, the travel control unit 108 generates a control signal (lighting signal) for lighting the direction indicator 80 provided on the adjacent lane side, and outputs the lighting signal to the direction indicator 80.

The travel control unit 108 executes lane change control for moving the own vehicle from the own lane toward the approach position set on the adjacent lane. The travel control unit 108 generates a target locus for the own vehicle to change lanes, with the current position of the own vehicle as the start point and the approach position as the end point. The travel control unit 108 sets the vehicle speed and steering angle when the own vehicle travels along the target locus. The travel control unit 108 outputs various control signals to the actuator control device 60. Then, when the position of the own vehicle reaches the approach position, the travel control unit 108 ends the blinking of the direction indicator 80 and ends the lane change control.

When the space presence / absence determination unit 107 determines that there is no approach space at the approach position, the travel control unit 108 makes the own vehicle stand by at a predetermined position before reaching the approach position. For example, the travel control unit 108 sets a position where the target locus and the lane boundary line intersect as a standby position. The travel control unit 108 moves the own vehicle to the standby position. For example, the travel control unit 108 sets the vehicle speed and steering angle to the standby position, the vehicle speed at the standby position, the angle at which the front end of the own vehicle is facing at the standby position, and the like, and the actuator sends a control signal including the set contents. Output to the control device 60.

Further, when the travel control unit 108 determines that the approach space exists at the approach position by the space presence / absence determination unit 107, the travel control unit 108 sets the vehicle speed and the steering angle when the own vehicle travels along the target trajectory. The travel control unit 108 outputs various control signals to the actuator control device 60. As a result, the own vehicle can change lanes from the own lane to the adjacent lane along the target trajectory, and as a result, can enter the space between the front vehicle and the rear vehicle. The timing of executing the process of moving the own vehicle to the approach position is not limited. The travel control unit 108 can move its own vehicle to the approach position when it is determined that the approach space exists at the approach position.

Next, the control flow of the control device 101 according to the present embodiment will be described with reference to FIGS. 2A to 2C. 2A to 2C show a flowchart of a control process executed by the control device 101. In addition, each of the following control flows may be performed completely automatically, or may be performed in a mode of supporting the driving operation of the driver.

In step S1, the control device 101 acquires peripheral information of the own vehicle. For example, the control device 101 has the direction in which the other vehicle exists and the distance to the other vehicle, the relative speed of the other vehicle with respect to the own vehicle, the vehicle type of the other vehicle, the size of the other vehicle, and the other vehicle from the surrounding environment sensor group 10. The information on the shape of the vehicle is acquired as the peripheral information of the own vehicle. Further, for example, the control device 101 acquires traffic congestion information on the road including the own lane from the communication device 32 as peripheral information of the own vehicle. The control device 101 acquires the external information and the internal information of the own vehicle at a predetermined cycle while executing the control process after step S2. The traveling state is represented by the position of the vehicle, the vehicle speed of the vehicle, and the like.

In step S2, the control device 101 recognizes the situation around the own vehicle based on the peripheral information of the own vehicle acquired in step S1.

In step S3, the control device 101 specifies a section (lane change location) for the own vehicle to change lanes. Further, the control device 101 compares the current position of the own vehicle with the lane change portion, and determines whether or not the own vehicle has reached the lane change portion. If it is determined that the own vehicle has reached the lane change location, the process proceeds to step S4. On the other hand, if it is determined that the own vehicle has not reached the lane change location, the vehicle stands by in step S3.

In step S4, the control device 101 identifies an approach position that is located on the adjacent lane and indicates the position of the approach destination of the own vehicle based on the peripheral information of the own vehicle. For example, the identification unit 104 specifies a place on the adjacent lane where the distance along the traveling direction of the vehicle is equal to or greater than a predetermined distance as an approach position. When there are a front vehicle and a rear vehicle that sandwich the approach position, the control device 101 identifies the vehicle located in front of the approach position as the front vehicle, and the vehicle located behind the approach position as the rear vehicle. Identify.

In step S5, the control device 101 recognizes the distance from the current position of the own vehicle to the lane change start position based on the peripheral information of the own vehicle and the approach position set in step S4. For example, the control device 101 can recognize the distance to the lane change start position by measuring the distance between the current position of the own vehicle and the approach position.

In step S6, the control device 101 recognizes the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane based on the peripheral information of the own vehicle. For example, the control device 101 acquires the relative speed of the other vehicle with respect to the own vehicle from each of the plurality of other vehicles within a predetermined time. The control device 101 converts each of the acquired relative speeds into the relative speed of the own vehicle based on the vehicle speed of each other vehicle. The control device 101 calculates an average value from the relative speeds of the plurality of own vehicles, and recognizes the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane based on the calculated average value.

In step S7, the control device 101 determines whether or not the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane based on the relative speed of the own vehicle recognized in step S6. .. When the relative speed of the own vehicle to the vehicle traveling in the adjacent lane recognized in step S6 is high, the control device 101 determines that the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane. .. If it is determined that the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane, the process proceeds to step S8. On the other hand, if it is determined that the vehicle speed of the vehicle traveling in the own lane is equal to or less than the vehicle speed of the vehicle traveling in the adjacent lane, the process proceeds to step S9.

If it is determined in step S7 that the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane, the process proceeds to step S8. In step S8, the control device 101 determines whether or not there is a following vehicle following the own vehicle from the situation around the own vehicle recognized in step S2. If it is determined that the following vehicle exists, the process proceeds to step S10. On the other hand, if it is determined that the following vehicle does not exist, the process proceeds to step S11.

If it is determined in step S8 that a following vehicle exists, the process proceeds to step S10. In step S10, the control device 101 calculates the degree of approach between the own vehicle and the following vehicle determined to exist in step S8. For example, the control device 101 calculates the degree of proximity between the own vehicle and the following vehicle based on at least one of the distance between the own vehicle and the following vehicle, THW, and TTC.

3 (A) is two lanes (lanes _{L 1,} lane _{L 2)} which is an example of a prior scene in which the vehicle V in road to change lanes from the lane _{L 2} to lanes _{L 1.} The lane L ₂ is a lane adjacent to the lane L ₁ on the right side in the traveling direction of the own vehicle V. A lane boundary line L ₁₂ is provided between the lane L ₁ and the lane L ₂ . Further, in FIG. 3A, there is a road junction in front of the own vehicle V. After the branch point, lanes _{L 1} and lane _{L 2} are separated by a separator _{L 3.} The lane L _2, and the vehicle V, other vehicles Y ₁ subsequent to the vehicle V is traveling. Vehicle traveling lane _{L 1} in the traffic jam, it is the other vehicle _{X 1} ~ other vehicle _{X 9.} The scene shown in FIG. 3A is an example of a scene after the processing shown in FIG. 2A is executed. In the description using FIG. 3A, the processing in parentheses indicates the corresponding processing in the flowchart shown in FIG. 2A. Further, the center line C ₁ indicates the center line of the lane L ₁ along the traveling direction of the own vehicle V, and the center line C ₂ indicates the center line of the lane L ₂ along the traveling direction of the own vehicle V.

In the situation shown in FIG. 3 (A), the control unit 101 is configured to determine that the vehicle V has reached the lane change portion (not shown) (determined YES in step S3), and the other vehicle X ₂ and other vehicles X The position between ₃ is specified as the approach position (step S4). Further, the control device 101 recognizes the distance from the current position to the lane change start position (step S5).

Further, the control unit 101 recognizes the relative speed of the vehicle V with respect to a vehicle traveling lane _{L 1} (step S6). In the scene of FIG. 3A, for example, the control device 101 recognizes the relative speed of the own vehicle V with respect to each of the other vehicle X ₇ to the other vehicle X ₉ . The other vehicle X ₇ to the other vehicle X ₉ are vehicles traveling in the lane L ₁ (adjacent lane) and overtaken by the own vehicle V. Then, the control device 101 calculates the average value of the relative speeds of the own vehicle V with respect to each of the other vehicle X ₇ to the other vehicle X ₉ . Controller 101 determines the calculated average value, the vehicle speed of the vehicle traveling lane L ₁ is a faster than the speed of the vehicle traveling lane L ₂ (determined Yes at step S7).

Next, the control device 101 determines whether or not there is a following vehicle following the own vehicle V (step S8). In the scene of FIG. 3 (A), the control unit 101 recognizes the other vehicle _{Y 1} located behind the lane _{L 2} relative to the vehicle V as the following vehicle (determined Yes at step S8). Furthermore, the control device 101, for example, based on the own-vehicle distance of the vehicle V and other vehicles Y _1, and calculates the proximity between the vehicle V and other vehicles Y ₁ (step S10).

Returning to FIG. 2A again, the flowchart of the lane change process will be described. In step S12, the control device 101 sets a start position at which the execution of each travel control is started. The control device 101 sets a start position for each of the width adjustment control, the deceleration control, and the lighting control of the direction indicator. The start position of each control is represented by a relative position with respect to the lane change start position.

Further, in this step, the control device 101 is based on at least one of the degree of approach between the own vehicle and the following vehicle calculated in step S10 and the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane. And set the width adjustment start position. For example, the control device 101 sets the width adjustment start position so that the higher the approach degree, the longer the distance to the lane change start position.

Here, an example of a method of setting the width adjustment start position will be described with reference to FIGS. 5 and 6. FIG. 5A is an example of the relationship between the degree of approach between the own vehicle and the following vehicle and the distance from the width adjustment start position to the lane change start position. In FIG. 5A, the horizontal axis indicates the degree of proximity between the own vehicle and the following vehicle. The vertical axis indicates the distance (distance D) from the width adjustment start position to the lane change start position. On the horizontal axis, the left side indicates that the degree of proximity between the own vehicle and the following vehicle is higher. On the vertical axis, the upper side indicates that the distance D is longer. As shown in FIG. 5A, the control device 101 sets the width adjustment start position so that the distance D becomes longer as the degree of approach increases. In the example of FIG. 5A, the degree of approach between the own vehicle and the following vehicle and the distance D are represented by a proportional relationship, but the proportionality constant may be a negative value, and the magnitude thereof is particularly large. Not limited.

FIG. 5B is an example of the relationship between the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane and the distance from the width adjustment start position to the lane change start position. In FIG. 5B, the horizontal axis indicates the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane. The vertical axis indicates the distance (distance D) from the width adjustment start position to the lane change start position. On the horizontal axis, the right side indicates that the relative speed of the own vehicle to the vehicle traveling in the adjacent lane is high. On the vertical axis, the upper side indicates that the distance D is longer. As shown in FIG. 5B, the control device 101 sets the width adjustment start position so that the higher the relative speed of the own vehicle, the longer the distance D. In the example of FIG. 5B, the relative speed of the own vehicle and the distance D with respect to the vehicle traveling in the adjacent lane are represented by an inverse proportional relationship, but the magnitude of the proportionality constant is not particularly limited.

6 (A) and 6 (B) are examples of the width adjustment start position set by the control device 101. The example of FIG. 6 (B) is different from the example of FIG. 6 (A) in that the closeness of the own vehicle V and the other vehicle Y ₁ (following vehicle) is high, but the example of FIG. 6 (A) ) Shows the same scene. In FIG. 6 (A), P ₁ indicates the width adjustment start position. P ₂ indicates the lane change start position. Further, in FIG. 6 (B), _{P 1} ^'represents a biassing start position, _{P 2} represents a lane change start position. In FIGS. 6 (A) and 6 FIG. 6 (B), the lane change start position _{(P 2)} is the same position. In addition, in FIG. 6A and FIG. 6B, the locus R indicates a locus (target locus) in which the own vehicle V is scheduled to travel.

In the example of FIG. 6 (B), the closeness of the own vehicle V and the other vehicle Y ₁ (following vehicle) is higher than that of the example of FIG. 6 (A), so that the width adjustment start position (P ₁ ^' ) is set. The distance from the lane change start position (P ₂ ) is set to be longer than that of the width adjustment start position (P ₁ ). Incidentally, the distance from the centering start position to a lane change start position, the distance D ₂ shown in FIG. 6 _(B), longer than the distance D ₁ shown in FIG. 6 (A).

Returning to FIG. 2A again, the flowchart of the lane change process will be described. In step S13, the control device 101 compares the current position of the own vehicle with the width adjustment start position, and determines whether or not the own vehicle has reached the width adjustment start position. If it is determined that the own vehicle has reached the width adjustment start position, the process proceeds to step S14. On the other hand, if it is not determined that the own vehicle has reached the width adjustment start position, the vehicle waits in step S13.

If it is determined in step S13 that the own vehicle has reached the width adjustment start position, the process proceeds to step S14. In step S14, the control device 101 starts executing the width adjustment control. For example, the control device 101 sets the steering angle of the own vehicle so that the distance between the lane boundary line on the adjacent lane side and the own vehicle is reduced to a predetermined distance. The control device 101 outputs a control signal including the steering angle of the own vehicle to the actuator control device 60.

In step S15, the control device 101 starts executing the deceleration control. For example, the control device 101 calculates the target vehicle speed at the lane change start position based on the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane and the distance to the lane change start position. Further, the control device 101 calculates the deceleration amount per unit time required to reach the target vehicle speed. The control device 101 outputs a control signal including a target vehicle speed and a deceleration amount per unit time to the actuator control device 60.

In step S16, the control device 101 compares the current position of the own vehicle with the lighting start position, and determines whether or not the own vehicle has reached the lighting start position. If it is determined that the own vehicle has reached the lighting start position, the process proceeds to step S17. On the other hand, if it is determined that the own vehicle has not reached the lighting start position, it stands by in step S16.

If it is determined in step S16 that the own vehicle has reached the lighting start position, the process proceeds to step S17. In step S17, the control device 101 starts executing the lighting control of the direction indicator. For example, the control device 101 outputs a lighting signal for lighting the direction indicator 80 provided on the adjacent lane side to the direction indicator 80.

In step S18, the control device 101 compares the current position of the own vehicle with the lane change start position, and determines whether or not the own vehicle has reached the lane change start position. If it is determined that the own vehicle has reached the lane change start position, the process proceeds to step S19. On the other hand, if it is determined that the own vehicle has not reached the lane change start position, the vehicle stands by in step S18.

The processing of steps S12 to S18 will be described with reference to FIGS. 3 and 4. FIG. 3B is a scene in which a predetermined time has elapsed from the scene shown in FIG. 3A, and is an example of a scene after the processing shown in FIG. 2A is executed. The locus R indicates a locus (target locus) on which the own vehicle V is scheduled to travel. In the description with reference to FIGS. 3 and 4, the steps described in parentheses indicate the corresponding processes in the flowchart shown in FIG. 2A.

In the scene shown in FIG. 3B, the control device 101 sets the width adjustment start position (P ₁ ), the deceleration start position (P ₂ ), the lighting start position (P ₃ ), and the lane change start position (P ₄ ). Set (step S12). The control device 101 determines that the own vehicle V has reached the width adjustment start position (P ₁ ) (determined as Yes in step S13). Then, the control device 101 executes the width adjustment control (step S14).

FIG. 3C is a scene in which a predetermined time has elapsed from the scene shown in FIG. 3B, and is an example of a scene after the processing shown in FIG. 2B is executed. Vehicle V is traveling in a state of being attracted wide lane boundary line L ₁₂ side. In the scene shown in FIG. 3C, the control device 101 executes deceleration control to decelerate the own vehicle (step S15).

FIG. 4A is a scene in which a predetermined time has elapsed from the scene shown in FIG. 3C, and is an example of a scene after the processing shown in FIG. 2B is executed.

In the situation shown in FIG. 4 (A), the control unit 101 determines that the vehicle V has reached the lighting start position _{(P 3)} (Yes and the determination at step S16). Then, the controller 101 turns on the direction indicator 80 provided on lane _{L 1} side (step S17).

FIG. 4B is a scene in which a predetermined time has elapsed from the scene shown in FIG. 4A, and is an example of a scene after the processing shown in FIG. 2B is executed. Figure 4 The scene (B), the control unit 101 determines that the vehicle V has reached the lane change start position _{(P 4)} (Yes and the determination at step S18). In the example of FIG. 4 (B), other vehicle Y ₁ subsequent to the vehicle V, in order to overtake the vehicle, lane L ₁ with respect to the center line C ₂ of the lane L ₂ and _(adjacent lane) opposite I'm driving on the side. Vehicle V from the scene shown in FIG. 3 (C), since the traveling lane L ₁ side of the centerline C ₂ lane L _2, the driver of the other vehicle Y _1, the vehicle V is from the front of early to reach a lane change start position (P _4), it can be the driving operation for overtake the vehicle V.

Returning to FIG. 2B again, the flowchart of the lane change process will be described. If it is determined in step S18 that the own vehicle has reached the lane change start position, the process proceeds to step S19. In step S19, the control device 101 determines whether or not there is an approach space at the approach position set in step S4. For example, the control device 101 determines that an approach space exists at the approach position when the distance between the vehicle in front and the vehicle behind is equal to or greater than a predetermined distance. On the other hand, for example, when the distance between the vehicle ahead and the vehicle behind is less than a predetermined distance, the control device 101 determines that there is no approach space at the approach position. If it is determined that there is an approach space at the approach position, the process proceeds to step S20, and the control device 101 executes lane change control from the own lane to the adjacent lane and ends the vehicle change process. On the other hand, if it is determined that there is no space at the approach position, the process proceeds to step S21.

If it is determined in step S19 that there is no approach space at the approach position, the process proceeds to step S21. In step S21, the control device 101 controls the running of the own vehicle so that the own vehicle stands by at a predetermined position before reaching the approach position. For example, the control device 101 makes the own vehicle stand by at a position where the lane boundary line between the own lane and the adjacent lane and the target locus to the approach position intersect.

In step S22, the control device 101 determines whether or not a predetermined time has elapsed. If it is determined that the predetermined time has elapsed, the process proceeds to step S23, and if it is determined that the predetermined time has elapsed, the process returns to step S19. The predetermined time is an experimentally determined time, and is not a particularly limited time. The control device 101 can appropriately change the predetermined time.

If it is determined in step S22 that the predetermined time has elapsed, the process proceeds to step S23. In step S23, the control device 101 sets the traveling position of the own vehicle. For example, the control device 101 sets the traveling position of the own vehicle to a predetermined position near the center of the own lane, and moves the own vehicle from the standby position set in step S21 to the vicinity of the center of the own lane. When the process in step S23 is completed, the process returns to step S1 and the processes after step S1 are executed again. As a result, even if it is determined in step S19 that there is no space at the approach position and the own vehicle cannot change lanes, the lane change process can be executed again.

If it is determined in step S7 that the vehicle speed of the vehicle traveling in the own lane is equal to or less than the vehicle speed of the vehicle traveling in the adjacent lane, the process proceeds to step S9. In step S9, the control device 101 sets a start position at which the execution of each travel control is started. The control device 101 sets the lighting start position. When the process in step S9 is completed, the process proceeds to step S16. Then, the control device 101 executes the processes after step S16 to automatically change the lane of the own vehicle. If it is determined in step S7 that the vehicle speed of the vehicle traveling in the own lane is equal to or less than the vehicle speed of the vehicle traveling in the adjacent lane, the width adjustment control and the deceleration control are not executed.

If it is determined in step S8 that the following vehicle does not exist, the process proceeds to step S11. In step S11, the control device 101 sets a start position at which the execution of each travel control is started. The control device 101 sets a start position for each of the width adjustment control, the deceleration control, and the lighting control of the direction indicator. When the process in step S11 is completed, the process proceeds to step S24.

In step S24, the control device 101 starts executing the deceleration control. This step corresponds to step S15. In step S25, the control device 101 compares the current position of the own vehicle with the lighting start position, and determines whether or not the own vehicle has reached the lighting start position. This step corresponds to step S16. If it is determined that the own vehicle has reached the lighting start position, the process proceeds to step S26. On the other hand, if it is determined that the own vehicle has not reached the lighting start position, it stands by in step S25.

If it is determined in step S25 that the own vehicle has reached the lighting start position, the process proceeds to step S26. In step S26, the control device 101 starts executing the lighting control of the direction indicator. This step corresponds to step S17.

In step S27, the control device 101 compares the current position of the own vehicle with the width adjustment start position, and determines whether or not the own vehicle has reached the width adjustment start position. This step corresponds to step S13. If it is determined that the own vehicle has reached the width adjustment start position, the process proceeds to step S28. On the other hand, if it is determined that the own vehicle has not reached the width adjustment start position, the vehicle stands by in step S27.

If it is determined in step S27 that the own vehicle has reached the width adjustment start position, the process proceeds to step S28. This step corresponds to step S14. In step S28, the control device 101 starts executing the width adjustment control. When the process of step S28 is completed, the process proceeds to step S18. For the following steps, the above explanation is used.

The process when it is determined that the following vehicle does not exist in step S8 will be described with reference to FIGS. 7 and 8.

FIG. 7 (A) two lanes (lanes _{L 1,} lane _{L 2)} which is an example of a prior scene in which the vehicle V in road to change lanes from the lane _{L 2} to lanes _{L 1.} 7 and 8 show the same scenes as compared with FIGS. 3 and 4, except that there is no following vehicle with respect to the own vehicle V. Therefore, the same reference numerals are given to the same configurations as those in FIGS. 3 and 4. The scene shown in FIG. 7A is an example of a scene after the processing shown in FIG. 2A is executed. In the description with reference to FIGS. 7 and 8, the steps described in parentheses indicate the corresponding processes in the flowcharts shown in FIGS. 2A to 2C. Further, the center line C ₁ indicates the center line of the lane L ₁ along the traveling direction of the own vehicle V, and the center line C ₂ indicates the center line of the lane L ₂ along the traveling direction of the own vehicle V.

In the scene shown in FIG. 7A, the control device 101 determines whether or not there is a following vehicle following the own vehicle V (step S8). In the scene of FIG. 7A, the control device 101 determines that there is no following vehicle for the own vehicle V (determines No in step S8).

FIG. 7B is a scene in which a predetermined time has elapsed from the scene shown in FIG. 7A, and is an example of a scene after the processing shown in FIG. 2A is executed. Incidentally, the locus R ^'represents a locus (target locus) that will host vehicle V is traveling.

In the scene shown in FIG. 7B, the control device 101 has a deceleration start position (P ₁ ^' ), a lighting start position (P ₂ ^' ), a width adjustment start position (P ₃ ^' ), and a lane change start position (P ₃ ^' ). ₄ ^' ) is set (step S11). Further, the deceleration control is executed to decelerate the own vehicle (step S24).

FIG. 7C is a scene in which a predetermined time has elapsed from the scene shown in FIG. 7B, and is an example of a scene after the processing shown in FIG. 2C is executed. In the situation shown in FIG. 7 (C), the control unit 101 determines that the vehicle V has reached the lighting start position _{(P 2} ^') (Yes and the determination at step S25). Then, the control unit 101, thereby lighting the direction indicator 80 provided on lane _{L 1} side (step S26).

FIG. 8A is a scene in which a predetermined time has elapsed from the scene shown in FIG. 7C, and is an example of a scene after the process of step S27 shown in FIG. 2C is executed. In the situation shown in FIG. 8 (A), the control unit 101 determines that the vehicle V has reached the centering start position _{(P 3} ^') (Yes and the determination at step S16).

FIG. 8B is a scene in which a predetermined time has elapsed from the scene shown in FIG. 8A, and is an example of a scene after the process of step S18 shown in FIG. 2A is executed. In the scene shown in FIG. 8B, the control device 101 determines that the own vehicle V has reached the lane change start position (P ₄ ^' ) (determined as Yes in step S18). After that, the control device 101 determines whether or not there is an approach space at the approach position (step S19).

As described above, in the vehicle control method executed by the vehicle control device 100 according to the present embodiment, the peripheral information of the own vehicle is acquired from the peripheral environment sensor group 10 provided in the own vehicle, and the surroundings of the acquired own vehicle are acquired. Based on the information, it is determined whether or not there is a following vehicle following the own vehicle in the own lane in which the own vehicle is traveling, and when the own vehicle's lane is changed from the own lane to the adjacent lane, the following vehicle exists. Then, when it is determined that the vehicle is decelerated, the deceleration control is started after the width adjustment control is executed. For example, since the driver of the following vehicle overtakes the own vehicle by using the space generated by the width of the own vehicle, the size of the avoidance operation can be reduced. That is, since the width is adjusted before the own vehicle decelerates, the following vehicle can find the lateral space of the own vehicle before the space between the vehicles is closed, and the degree of deceleration and the degree of steering can be reduced.

Further, in the present embodiment, when the relative speed of the own vehicle to the vehicle traveling in the adjacent lane is high, it is determined that the vehicle speed of the vehicle traveling in the own lane is faster than the vehicle speed of the vehicle traveling in the adjacent lane. As a result, it is possible to appropriately determine in advance whether or not the own vehicle needs to decelerate when changing lanes.

Further, in the present embodiment, the degree of approach between the own vehicle and the following vehicle is calculated, and the width adjustment start position is set based on the degree of approach. As a result, the width-alignment start position changes according to the degree of approach between the own vehicle and the following vehicle, so that the own vehicle can be aligned at an appropriate position according to the degree of approach.

In addition, in the present embodiment, the width adjustment start position is set so that the closer the own vehicle and the following vehicle are, the longer the distance to the lane change start position is. As a result, the higher the degree of approach, the earlier the own vehicle moves toward the adjacent lane. It is possible to inform the driver of the following vehicle that has approached the own vehicle that the own vehicle is planning to change lanes at an early timing. Further, from the viewpoint of the time from when the own vehicle shifts the width to when the lane is changed, the time becomes longer as the degree of approach is higher. Since the driver of the following vehicle can be given a longer opportunity to overtake the own vehicle, the driver of the following vehicle can overtake the own vehicle without decelerating or excessively decelerating the following vehicle. You can perform driving operations.

Further, in the present embodiment, the width adjustment start position is set based on the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane. As a result, the width alignment start position changes according to the relative speed of the own vehicle with respect to the vehicle traveling in the adjacent lane, so that the own vehicle can be aligned at an appropriate position according to the relative speed.

Further, in the present embodiment, the width adjustment start position is set so that the higher the relative speed of the own vehicle, the longer the distance to the lane change start position. As a result, the higher the relative speed, that is, the larger the deceleration amount of the own vehicle, the earlier the own vehicle moves toward the adjacent lane. From the viewpoint of the time from when the own vehicle adjusts the width to when the lane is changed, the time becomes longer as the relative speed is higher. Since the larger the deceleration amount, the longer the deceleration time can be secured, the deceleration amount of the own vehicle per unit time can be reduced as compared with the case where the deceleration time is short. As a result, it is possible to prevent the driver of the following vehicle from feeling uneasy and uncomfortable.

In addition, in the present embodiment, the direction indicator of the own vehicle provided on the adjacent lane side is turned on at a predetermined position where the distance to the lane change start position is constant. As a result, it is possible to accurately inform the driver of the vehicle located around the approach position of the position where the own vehicle wants to enter.

It should be noted that the embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

For example, as a modification of the above-described embodiment, the vehicle control device 100 may have the functions described below.

For example, when there is a following vehicle, the vehicle control device 100 calculates the degree of approach between the own vehicle and the following vehicle, and when the calculated degree of approach is higher than a predetermined threshold, executes acceleration control for accelerating the own vehicle. After that, the lane change control for moving the own vehicle from the own lane to the adjacent lane may be executed. That is, when the degree of approach to the following vehicle is high enough to exceed the threshold value, the own vehicle is once accelerated to secure the distance between the own vehicle and the following vehicle, and then the execution of the lane change control is started. As a result, in a situation where the vehicle is so close to the following vehicle that the threshold value is exceeded, for example, it is possible to prevent the following vehicle from being excessively decelerated due to the deceleration of the own vehicle, and to give the driver of the following vehicle anxiety and discomfort. Can be prevented. The threshold value is a distance that the driver of the following vehicle feels close to the own vehicle, and is an experimentally obtained distance. For example, the threshold value is determined according to the vehicle speed and is stored in advance in a storage device such as a ROM.

Further, in the above-described embodiment, the configuration in which the start timing of the width adjustment control and the start timing of the lighting control of the direction indicator 80 are different has been described as an example, but the present invention is not limited to this. For example, the vehicle control device 100 may execute the lighting control of the direction indicator 80 provided on the adjacent lane side when the execution of the width adjustment control is started. As a result, the driver of the following vehicle can clearly tell that the purpose of the width adjustment is to change lanes. As a result, it is possible to prevent the driver of the following vehicle from giving anxiety and discomfort to the behavior of the own vehicle. In this control, the vehicle control device 100 may execute the lighting control of the direction indicator again before starting the execution of the lane change control, separately from the start timing of the width adjustment control.

Further, for example, after the start position of each control is set by the vehicle control device 100, the vehicle control device 100 determines whether or not the situation in the adjacent lane has changed, and when it is determined that the situation has changed, The execution order and / or start position of the set control may be changed. For example, the vehicle control device 100 determines whether or not there is another vehicle away from the adjacent lane due to the change of course in the section from the width adjustment start position to the lane change start position. Then, when it is determined that there is another vehicle (so-called leaving vehicle) whose course has been changed, the vehicle control device 100 may execute the deceleration control while executing the width adjustment control. Even when the leaving vehicle changes lanes from the adjacent lane to the own lane, it is possible to reduce the risk of approaching the leaving vehicle by decelerating the own vehicle at an earlier timing than planned.

Further, in the above-described embodiment, the magnitude relationship between the vehicle speed of the vehicle traveling in the own lane and the vehicle speed of the vehicle traveling in the adjacent lane is used for determining whether or not to decelerate the own vehicle in advance before changing lanes. However, the determination as to whether or not to decelerate the own vehicle may be performed by another method. For example, at a junction on a highway from the main lane to the exit, the vehicle needs to change lanes from a lane with a high speed limit to a lane with a slow speed limit. In such a situation, the vehicle control device 100 determines, for example, the magnitude relationship of the speed limit before and after the lane change based on the map information, and determines in advance whether or not to decelerate the own vehicle before changing the lane. May be good.

Further, for example, in the present specification, the vehicle control device according to the present invention will be described by taking the vehicle control device 100 as an example, but the present invention is not limited thereto. Further, in the present specification, the first lane according to the present invention will be described by taking the own lane as an example, but the present invention is not limited thereto. Further, in the present specification, the second lane according to the present invention will be described by taking an adjacent lane as an example, but the present invention is not limited thereto. Further, in the present specification, the acquisition unit according to the present invention will be described by taking the information acquisition unit 102 as an example, but the present invention is not limited thereto. Further, in the present specification, the determination unit according to the present invention will be described by taking the situational awareness unit 103 as an example, but the present invention is not limited thereto. Further, in the present specification, the traveling control unit according to the present invention will be described by taking the traveling control unit 108 as an example, but the present invention is not limited thereto.

10 ... Surrounding environment sensor group 11 ... Radar 12 ... Imaging device 20 ... Vehicle sensor group 21 ... Vehicle speed sensor 22 ... Acceleration sensor 23 ... Gyro sensor 24 ... Steering angle sensor 25 ... Accelerator sensor 26 ... Brake sensor 30 ... Navigation system 31 ... GPS
32 ... Communication device 33 ... Navigation controller 40 ... Map database 50 ... HMI
60 ... Actuator control device 70 ... Vehicle control actuator group 71 ... Steering actuator 72 ... Accelerator opening actuator 73 ... Brake control actuator 80 ... Direction indicator 100 ... Vehicle control device 101 ... Control device 102 ... Information acquisition unit 103 ... Situation recognition unit 104 ... Specific unit 105 ... Approach calculation unit 106 ... Control setting unit 107 ... Space presence / absence determination unit 108 ... Travel control unit 200 ... Vehicle system

Claims (11)

It is a vehicle control method that causes a processor that can change lanes to execute the own vehicle.
Obtaining peripheral information of the own vehicle from the sensor provided in the own vehicle,
Based on the peripheral information of the own vehicle, it is determined whether or not there is a following vehicle following the own vehicle in a predetermined area located behind the own vehicle on the first lane in which the own vehicle travels. And
When it is determined that the following vehicle exists at the time of changing the lane of the own vehicle from the first lane to the second lane adjacent to the first lane and the own vehicle is decelerated, the progress of the first lane A vehicle control method for starting execution of deceleration control for decelerating the own vehicle after executing width-alignment control for moving the own vehicle toward the second lane with respect to a center line along the direction. The vehicle control method according to claim 1.
A vehicle control method for determining that the vehicle speed of a vehicle traveling in the first lane is faster than the vehicle speed of a vehicle traveling in the second lane when the relative speed of the own vehicle to the vehicle traveling in the second lane is high. The vehicle control method according to claim 1 or 2.
The degree of approach between the own vehicle and the following vehicle is calculated,
A vehicle control method for setting a position at which execution of the width adjustment control is started based on the approach degree. The vehicle control method according to claim 3.
The higher the degree of approach, the longer the distance from the position where the execution of the lane change control for moving the own vehicle from the first lane to the second lane is started, so that the execution of the width adjustment control is started. Vehicle control method to set the position. The vehicle control method according to any one of claims 1 to 4.
A vehicle control method for setting a position at which execution of the width adjustment control is started based on the relative speed of the own vehicle with respect to the vehicle traveling in the second lane. The vehicle control method according to claim 5.
The higher the relative speed, the longer the distance from the position where the execution of the lane change control for moving the own vehicle from the first lane to the second lane is started, so that the execution of the width adjustment control is started. Vehicle control method for setting the position. The vehicle control method according to any one of claims 1 to 6.
The degree of approach between the own vehicle and the following vehicle is calculated,
When the degree of approach is higher than a predetermined threshold value, the vehicle that starts executing the lane change control for moving the own vehicle from the first lane to the second lane after executing the acceleration control for accelerating the own vehicle. Control method. The vehicle control method according to any one of claims 1 to 7.
A vehicle control method in which the direction indicator of the own vehicle is turned on at a predetermined position where the distance from the first lane to the position where the execution of the lane change control for moving the own vehicle from the first lane to the second lane is started is constant. The vehicle control method according to any one of claims 1 to 8.
A vehicle control method in which the direction indicator of the own vehicle is turned on when the width adjustment control is executed. The vehicle control method according to any one of claims 1 to 9.
In the section from the position where the execution of the width adjustment control is started to the position where the execution of the lane change control for moving the own vehicle from the first lane to the second lane is started, the course is changed from the second lane. Determine if there is another distant vehicle,
A vehicle control method for executing the deceleration control while executing the width adjustment control when it is determined that the other vehicle whose course has been changed exists. It is a vehicle control device that changes the lane of the own vehicle by the control device.
The control device
An acquisition unit that acquires peripheral information of the own vehicle from a sensor provided in the own vehicle, and
Based on the peripheral information of the own vehicle, it is determined whether or not there is a following vehicle following the own vehicle in a predetermined area located behind the own vehicle on the first lane in which the own vehicle travels. Judgment unit to
When it is determined that the following vehicle exists when the lane of the own vehicle is changed from the first lane to the second lane adjacent to the first lane, and the own vehicle is decelerated, the progress of the first lane A vehicle control device including a travel control unit that starts execution of deceleration control for decelerating the own vehicle after executing width adjustment control for moving the own vehicle toward the second lane with respect to the center line along the direction. ..

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