JP2020199787A

JP2020199787A - Travel control method and travel control device of vehicle

Info

Publication number: JP2020199787A
Application number: JP2019105835A
Authority: JP
Inventors: 弘樹谷口; Hiroki Taniguchi; 孝志福重; Takashi Fukushige
Original assignee: Renault SAS; Nissan Motor Co Ltd
Current assignee: Renault SAS; Nissan Motor Co Ltd
Priority date: 2019-06-06
Filing date: 2019-06-06
Publication date: 2020-12-17
Anticipated expiration: 2039-06-06
Also published as: JP7250624B2

Abstract

To provide a travel control method and a travel control device of a vehicle which can realize a behavior spreading a vehicular gap by decelerating slowly if danger of interruption of other vehicle is detected.SOLUTION: A travel control device 100 is configured so as to detect an object vehicle 10 which has a probability to interrupt before an own vehicle 9 and to calculate intersection prediction time Tc which predicts that the object vehicle 10 intersects to a target trajectory Rg of the own vehicle 9 when the object vehicle 10 is detected, and to calculate a first target vehicular gap D1 of the own vehicle 9 and the object vehicle 10 since the intersection prediction time Tc by using a target vehicular gap calculation unit 15, and at the same time to control vehicle speed of the own vehicle 9 so that the vehicular gap of the own vehicle 9 to the object vehicle 10 becomes the first target vehicular gap D1 since the intersection prediction time Tc by using a behavior control unit 16.SELECTED DRAWING: Figure 6

Description

本発明は、車両の走行制御方法及び走行制御装置に関するものである。 The present invention relates to a vehicle travel control method and a travel control device.

特許文献１に記載される運転制御装置は、自動運転によって走行中の自車両と先行車との間に他車両が割り込む危険が予測された場合、自車両と先行車との車間距離を変更する。すなわち、車間距離を狭くすることで、他車両が割込み難い状況とすることができ、また、車間距離を広くすることで、他車両に割り込まれても構わないように予め備えることができる。 The driving control device described in Patent Document 1 changes the inter-vehicle distance between the own vehicle and the preceding vehicle when it is predicted that another vehicle may interrupt the traveling own vehicle and the preceding vehicle by automatic driving. .. That is, by narrowing the inter-vehicle distance, it is possible to make it difficult for other vehicles to interrupt, and by widening the inter-vehicle distance, it is possible to prepare in advance so that the vehicle may be interrupted by another vehicle.

特開２０１６−１４７５５６号公報Japanese Unexamined Patent Publication No. 2016-147556

しかしながら、割込みの警戒情報が検知された場合、実際には他車両は割込みせずに減速して前方他車両に追従することもある。その場合、自車両の乗員が急な減速挙動に違和感を覚えてしまうおそれがある。 However, when the warning information of the interruption is detected, the other vehicle may actually decelerate without interrupting and follow the other vehicle in front. In that case, the occupants of the own vehicle may feel uncomfortable with the sudden deceleration behavior.

本発明が解決しようとする課題は、他車両の割込みの危険が検知された場合、緩やかに減速して、車間距離を広げる挙動を実現することができる車両の走行制御方法及び走行制御装置を提供することである。 The problem to be solved by the present invention is to provide a vehicle travel control method and a travel control device capable of realizing a behavior of gradually decelerating to increase the inter-vehicle distance when a danger of interruption of another vehicle is detected. It is to be.

本発明は、割込みが予測される対象車両の交差予測時間を算出し、交差予測時間以降に自車両と対象車両とが所定の目標車間距離を維持するように自車両の車速を制御することによって上記課題を解決する。 The present invention calculates the predicted crossing time of the target vehicle for which interruption is predicted, and controls the vehicle speed of the own vehicle so that the own vehicle and the target vehicle maintain a predetermined target inter-vehicle distance after the predicted crossing time. Solve the above problems.

本発明によれば、対象車両の割込みが予測される交差予測時間に合わせて自車両の車速を制御するので、他車両の割込みの可能性が検知された場合、緩やかに減速して、車間距離を広げる挙動を実現することができるという効果を奏する。 According to the present invention, the vehicle speed of the own vehicle is controlled according to the predicted crossing time at which the interruption of the target vehicle is predicted. Therefore, when the possibility of the interruption of another vehicle is detected, the vehicle decelerates slowly and the inter-vehicle distance. It has the effect of being able to realize the behavior of expanding.

この発明の実施の形態に係る走行制御装置を含む走行制御システムの構成を示すブロック図である。It is a block diagram which shows the structure of the travel control system including the travel control device which concerns on embodiment of this invention. 図１に示す走行制御装置による車両の走行制御方法の概要を示すフローチャートである。It is a flowchart which shows the outline of the traveling control method of the vehicle by the traveling control device shown in FIG. 図１に示す走行制御装置の構成を示すブロック図である。It is a block diagram which shows the structure of the traveling control device shown in FIG. 割込みの可能性がある対象車両が検出された場合の、自車両、先行車、対象車両及び前方他車両の位置関係の一例を示す図である。It is a figure which shows an example of the positional relationship of the own vehicle, the preceding vehicle, the target vehicle and the other vehicle in front when the target vehicle which may be interrupted is detected. 図１に示す走行制御装置により制御する自車両の挙動の一例を、対象車両が検出されない場合について示すグラフである。It is a graph which shows the case where the target vehicle is not detected as an example of the behavior of the own vehicle controlled by the traveling control device shown in FIG. 図１に示す走行制御装置により制御する自車両の挙動の一例を、対象車両が検出され、かつ、現在時刻における対象車両の車速が先行車の車速よりも遅い場合について示すグラフである。FIG. 5 is a graph showing an example of the behavior of the own vehicle controlled by the travel control device shown in FIG. 1 when the target vehicle is detected and the vehicle speed of the target vehicle at the current time is slower than the vehicle speed of the preceding vehicle. 図１に示す走行制御装置により制御する自車両の挙動の一例を、対象車両が検出され、かつ、現在時刻における対象車両の車速が先行車の車速よりも速い場合について示すグラフである。FIG. 5 is a graph showing an example of the behavior of the own vehicle controlled by the traveling control device shown in FIG. 1 in the case where the target vehicle is detected and the vehicle speed of the target vehicle at the current time is faster than the vehicle speed of the preceding vehicle.

以下、本発明の実施形態を図面に基づいて説明する。
図１は、走行制御装置１００を含む走行制御システム１０１の構成を示すブロック図である。なお、本発明に係る車両の走行制御方法及び車両の走行制御装置１００は、自車両９のアクチュエータ９ａの挙動をコンピュータによって制御するための走行制御方法及び走行制御装置である。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a configuration of a travel control system 101 including a travel control device 100. The vehicle travel control method and the vehicle travel control device 100 according to the present invention are a travel control method and a travel control device for controlling the behavior of the actuator 9a of the own vehicle 9 by a computer.

走行制御装置１００は、一又は複数のコンピュータ及び当該コンピュータにインストールされたソフトウェアにより構成される。走行制御装置１００は、自車両９を自律的に走行させるための自動運転制御を実行するためのプログラムを格納したＲＯＭと、このＲＯＭに格納されたプログラムを実行するＣＰＵと、アクセス可能な記憶装置として機能するＲＡＭとから構成される。なお、動作回路としては、ＣＰＵに代えて又はこれとともに、ＭＰＵ、ＤＳＰ、ＡＳＩＣ、ＦＰＧＡ等を用いることができる。 The travel control device 100 is composed of one or more computers and software installed on the computers. The travel control device 100 includes a ROM that stores a program for executing automatic driving control for autonomously traveling the own vehicle 9, a CPU that executes the program stored in the ROM, and an accessible storage device. It consists of a RAM that functions as. As the operating circuit, MPU, DSP, ASIC, FPGA or the like can be used instead of or in combination with the CPU.

走行制御装置１００は、ナビゲーション装置１、地図データベース２、自車両位置検出器３、カメラ４、レーダー装置５、車速センサ６及び入力部７からの情報に基づき、現在地から目的地までの自車両９の目標軌道を演算して決定する。走行制御装置１００によって決定された目標軌道は、１つ以上の車線、直線状のライン、曲率を有するカーブ若しくは進行方向を含む進路、又はこれらの組み合わせを含むデータとして出力される。さらに、走行制御装置１００は、目標軌道の情報に基づき、自車両９に対して出力すべき制御指令値Ｆを、所定の時間間隔で演算して出力する。走行制御装置１００は、制御指令値Ｆに基づいて自車両９のアクチュエータ９ａの挙動を制御する。 The travel control device 100 is a vehicle 9 from the current location to the destination based on information from the navigation device 1, the map database 2, the vehicle position detector 3, the camera 4, the radar device 5, the vehicle speed sensor 6, and the input unit 7. The target trajectory of is calculated and determined. The target track determined by the travel control device 100 is output as data including one or more lanes, a straight line, a course including a curve having a curvature or a traveling direction, or a combination thereof. Further, the travel control device 100 calculates and outputs the control command value F to be output to the own vehicle 9 at predetermined time intervals based on the information of the target trajectory. The travel control device 100 controls the behavior of the actuator 9a of the own vehicle 9 based on the control command value F.

ナビゲーション装置１は、自車両９の現在位置に関する情報や目的地までの走行ルート等の情報を表示可能なディスプレイと、入力された目的地及び自車両位置検出器３により検出された現在地から、選択された経路演算モードに応じた走行経路を演算するプログラムが実装されたコンピュータとを備える。 The navigation device 1 selects from a display capable of displaying information on the current position of the own vehicle 9 and information such as a travel route to the destination, and the input destination and the current location detected by the own vehicle position detector 3. It is provided with a computer equipped with a program that calculates a traveling route according to the route calculation mode.

地図データベース２には、データ取得用車両を用いて実際の道路を走行した際に検出された道路形状に基づく三次元高精細地図情報が格納されている。この地図データベース２が記憶する三次元高精細地図情報には、地図情報とともに、各地図座標における境界情報、二次元位置情報、三次元位置情報、道路情報、道路属性情報、上り情報、下り情報、レーン識別情報、接続先レーン情報等が含まれている。道路情報及び道路属性には、道路幅、曲率半径、路肩構造物、道路交通法規（制限速度、車線変更の可否）、道路の合流地点、分岐地点、料金所、車線数の減少位置、サービスエリア／パーキングエリア等の情報が含まれている。 The map database 2 stores three-dimensional high-definition map information based on the road shape detected when traveling on an actual road using a data acquisition vehicle. The three-dimensional high-definition map information stored in this map database 2 includes map information, boundary information at each map coordinate, two-dimensional position information, three-dimensional position information, road information, road attribute information, ascending information, descending information, and so on. Lane identification information, connection destination lane information, etc. are included. Road information and road attributes include road width, radius of curvature, shoulder structure, road traffic regulations (speed limit, lane changeability), road confluences, branch points, toll gates, lane reduction positions, service areas. / Contains information such as parking areas.

自車両位置検出器３は、ＧＰＳユニット、ジャイロセンサ、及び車速センサ等から構成される。自車両位置検出器３は、ＧＰＳユニットにより複数の衛星通信から送信される電波を検出し、自車両９の位置情報を周期的に取得するとともに、取得した自車両９の位置情報と、ジャイロセンサから取得した角度変化情報と、車速センサから取得した車速とに基づいて、自車両９の現在の位置情報を周期的に検出する。 The own vehicle position detector 3 is composed of a GPS unit, a gyro sensor, a vehicle speed sensor, and the like. The own vehicle position detector 3 detects radio waves transmitted from a plurality of satellite communications by the GPS unit, periodically acquires the position information of the own vehicle 9, and also acquires the acquired position information of the own vehicle 9 and a gyro sensor. The current position information of the own vehicle 9 is periodically detected based on the angle change information acquired from and the vehicle speed acquired from the vehicle speed sensor.

カメラ４は、ＣＣＤ広角カメラ等のイメージセンサからなり、自車両９に前方、後方及び必要に応じて両側方に設けられ、自車両９の周囲を撮像して画像情報を取得する。カメラ４は、ステレオカメラや全方位カメラであってもよく、複数のイメージセンサを含むようにしてもよい。カメラ４は、取得した画像データから、自車両９の前方に存在する道路及び道路周辺の構造物、道路標示、標識、他車両、二輪車、自転車、歩行者等を自車両９の周囲状況として検出する。 The camera 4 is composed of an image sensor such as a CCD wide-angle camera, and is provided on the own vehicle 9 in the front, rear, and on both sides as needed, and images the surroundings of the own vehicle 9 to acquire image information. The camera 4 may be a stereo camera or an omnidirectional camera, and may include a plurality of image sensors. From the acquired image data, the camera 4 detects the road and structures around the road, road signs, signs, other vehicles, two-wheeled vehicles, bicycles, pedestrians, etc. in front of the own vehicle 9 as the surrounding conditions of the own vehicle 9. To do.

レーダー装置５は、自車両９の前方、後方及び両側方に設けられ、ミリ波又は超音波を自車両９の周囲に照射して自車両９の周囲の所定範囲を走査し、自車両９の周囲に存在する他車両、二輪車、自転車、歩行者、路肩の縁石、ガードレール、壁面、盛り土等の障害物を検出する。例えば、レーダー装置５は、障害物と自車両９との相対位置（方位）、障害物の相対速度、自車両９から障害物までの距離等を自車両９の周囲状況として検出する。 The radar device 5 is provided on the front, rear, and both sides of the own vehicle 9, irradiates the periphery of the own vehicle 9 with millimeter waves or ultrasonic waves, scans a predetermined range around the own vehicle 9, and scans the predetermined range around the own vehicle 9. Detects obstacles such as other vehicles, two-wheeled vehicles, bicycles, pedestrians, curbs on the shoulder, guardrails, walls, and fillings that exist in the surrounding area. For example, the radar device 5 detects the relative position (direction) between the obstacle and the own vehicle 9, the relative speed of the obstacle, the distance from the own vehicle 9 to the obstacle, and the like as the surrounding conditions of the own vehicle 9.

車速センサ６は、ドライブシャフト等の自車両９の駆動系アクチュエータの回転速度を計測し、これに基づいて自車両９の車速を検出する。入力部７は、機械的スイッチや、ディスプレイに表示された電子的スイッチ等から構成され、ドライバによって、目的地等の情報及び自動運転を行うか否かの決定が入力される。 The vehicle speed sensor 6 measures the rotation speed of the drive system actuator of the own vehicle 9 such as a drive shaft, and detects the vehicle speed of the own vehicle 9 based on this. The input unit 7 is composed of a mechanical switch, an electronic switch displayed on the display, and the like, and the driver inputs information such as a destination and a decision as to whether or not to perform automatic operation.

次に、走行制御装置１００による全体的な制御の概要について、図２を用いて説明する。
まず、走行制御装置１００は、自車両位置検出器３によって得られた自車両９の位置情報及び地図データベース２の地図情報により、自己位置の推定を行う（ステップＳ１）。また、走行制御装置１００は、カメラ４及びレーダー装置５によって、自車両９の周囲の歩行者その他の障害物を認識する（ステップＳ２）。そして、ステップＳ１で推定された自己位置の情報と、ステップＳ２で認識された障害物等の情報とが、地図データベース２の地図上に展開されて表示される（ステップＳ３）。 Next, an outline of the overall control by the travel control device 100 will be described with reference to FIG.
First, the travel control device 100 estimates its own position based on the position information of its own vehicle 9 obtained by the own vehicle position detector 3 and the map information of the map database 2 (step S1). Further, the travel control device 100 recognizes pedestrians and other obstacles around the own vehicle 9 by the camera 4 and the radar device 5 (step S2). Then, the self-position information estimated in step S1 and the information such as obstacles recognized in step S2 are expanded and displayed on the map of the map database 2 (step S3).

さらに、入力部７から目的地が入力され、自律走行制御の開始指示が入力されると、地図データベース２の地図上に目的地が設定され（ステップＳ４）、ナビゲーション装置１及び地図データベース２を用いて、現在地から目的地までのルートプランニングがなされる（ステップＳ５）。そして、地図上に展開された情報に基づいて、自車両９の行動が決定される（ステップＳ６）。具体的には、たとえばプラニングされたルートに存在する複数の交差点の各位置において、自車両９がどの方向に曲がるか等が決定される。そして次に、カメラ４又はレーダー装置５により認識された障害物等の情報に基づき、地図データベース２の地図上において、ドライブゾーンプランニングが行われる（ステップＳ７）。具体的には、障害物との関係を考慮すると、ルート上の所定位置又は所定間隔において、自車両９がどの車線を走行するべきか等が適宜設定される。そして、走行制御装置１００は、入力された現在地及び目的地の位置情報、設定されたルート情報、自車両９の行動及びドライブゾーンの情報に基づいて、自車両９の目標軌道を設定する（ステップＳ８）。さらに、走行制御装置１００は、目標軌道に自車両９が追従するように、自車両９の挙動を制御する（ステップＳ９）。 Further, when the destination is input from the input unit 7 and the start instruction of the autonomous driving control is input, the destination is set on the map of the map database 2 (step S4), and the navigation device 1 and the map database 2 are used. Then, route planning from the current location to the destination is performed (step S5). Then, the action of the own vehicle 9 is determined based on the information developed on the map (step S6). Specifically, for example, at each position of a plurality of intersections existing on the planned route, the direction in which the own vehicle 9 turns is determined. Next, drive zone planning is performed on the map of the map database 2 based on the information of obstacles and the like recognized by the camera 4 or the radar device 5 (step S7). Specifically, in consideration of the relationship with obstacles, which lane the own vehicle 9 should travel in at a predetermined position or a predetermined interval on the route is appropriately set. Then, the travel control device 100 sets the target trajectory of the own vehicle 9 based on the input position information of the current location and the destination, the set route information, the behavior of the own vehicle 9, and the drive zone information (step). S8). Further, the travel control device 100 controls the behavior of the own vehicle 9 so that the own vehicle 9 follows the target trajectory (step S9).

次に、走行制御装置１００のより詳細な構成について、図３及び４に基づいて説明する。
図３に示すように、走行制御装置１００は、対象車両検出部１１、対象車両予測軌道算出部１７、目標軌道生成部１２、交差予測時間算出部１３、先行車予測軌道算出部１４、目標車間距離算出部１５及び挙動制御部１６を有する。 Next, a more detailed configuration of the travel control device 100 will be described with reference to FIGS. 3 and 4.
As shown in FIG. 3, the travel control device 100 includes a target vehicle detection unit 11, a target vehicle prediction track calculation unit 17, a target track generation unit 12, an intersection prediction time calculation unit 13, a preceding vehicle prediction track calculation unit 14, and a target vehicle distance. It has a distance calculation unit 15 and a behavior control unit 16.

対象車両検出部１１は、カメラ４及びレーダー装置５を含み、自車両９が走行する走行車線３０に隣接する他車線４０を走行する他車両のうち、自車両９と先行車８との間に割込みをする可能性がある対象車両１０を検出する。なお、先行車８は、走行車線３０を自車両９に先行して走行する車両であり、自車両９のすぐ前を走行している。 The target vehicle detection unit 11 includes the camera 4 and the radar device 5, and is located between the own vehicle 9 and the preceding vehicle 8 among other vehicles traveling in the other lane 40 adjacent to the traveling lane 30 in which the own vehicle 9 is traveling. The target vehicle 10 that may interrupt is detected. The preceding vehicle 8 is a vehicle that travels in the traveling lane 30 ahead of the own vehicle 9, and is traveling immediately in front of the own vehicle 9.

ここで、対象車両１０が自車両９と先行車８との間に割込みをする可能性があると判断される場合の例を図４に示す。なお、自車両９は、走行車線３０を自律的に走行している。
図４に示す例では、他車線４０を走行する対象車両１０の前方には、前方他車両２０が走行している。対象車両１０の車速は、前方他車両２０の車速よりも速い。また、自車両９と先行車８との車間距離Ｄは、対象車両１０が割込み可能な程度に広く取られている。このような場合、対象車両検出部１１は、対象車両１０が自車両９と先行車８との間に割込みをする可能性が高いと判断し、対象車両１０を検出する。なお、対象車両検出部１１は、他車線４０の形状を把握しており、他車線４０に行き止まり箇所や工事による通行止め箇所がある場合にも、対象車両１０が自車両９と先行車８との間に割込みをする可能性が高いと判断し、対象車両１０を検出する。また、対象車両１０の横方向位置が走行車線３０に徐々に近づいている場合も、対象車両検出部１１は、対象車両１０が自車両９と先行車８との間に割込みをする可能性が高いと判断し、対象車両１０を検出する。 Here, FIG. 4 shows an example in which it is determined that the target vehicle 10 may interrupt between the own vehicle 9 and the preceding vehicle 8. The own vehicle 9 autonomously travels in the traveling lane 30.
In the example shown in FIG. 4, the other vehicle 20 in front is traveling in front of the target vehicle 10 traveling in the other lane 40. The vehicle speed of the target vehicle 10 is faster than the vehicle speed of the other vehicle 20 in front. Further, the inter-vehicle distance D between the own vehicle 9 and the preceding vehicle 8 is wide enough so that the target vehicle 10 can interrupt. In such a case, the target vehicle detection unit 11 determines that the target vehicle 10 is likely to interrupt between the own vehicle 9 and the preceding vehicle 8, and detects the target vehicle 10. The target vehicle detection unit 11 grasps the shape of the other lane 40, and even if the other lane 40 has a dead end or a road closure due to construction work, the target vehicle 10 is the own vehicle 9 and the preceding vehicle 8. It is determined that there is a high possibility of interrupting in between, and the target vehicle 10 is detected. Further, even when the lateral position of the target vehicle 10 is gradually approaching the traveling lane 30, the target vehicle detection unit 11 may interrupt the target vehicle 10 between the own vehicle 9 and the preceding vehicle 8. Judging that it is high, the target vehicle 10 is detected.

対象車両予測軌道算出部１７は、対象車両１０の対象車両予測軌道Ｒｔを算出する。対象車両予測軌道Ｒｔは、対象車両１０が自車両９と先行車８との間に割込むことを想定して算出される軌道である。なお、対象車両予測軌道Ｒｔは、現在時刻における対象車両１０の横加速度から算出されてもよい。 The target vehicle prediction track calculation unit 17 calculates the target vehicle prediction track Rt of the target vehicle 10. The target vehicle predicted track Rt is a track calculated on the assumption that the target vehicle 10 interrupts between the own vehicle 9 and the preceding vehicle 8. The target vehicle predicted trajectory Rt may be calculated from the lateral acceleration of the target vehicle 10 at the current time.

目標軌道生成部１２は、走行車線３０に沿って自車両９の目標軌道Ｒｇを生成する。図４に示す例では、目標軌道Ｒｇは直線状に生成されるが、これに限定されず、例えば、走行車線３０にカーブがある場合は、目標軌道Ｒｇは走行車線３０に沿って湾曲した軌道となる。また、走行車線３０に路駐車がある場合、目標軌道Ｒｇは、路駐車を迂回する軌道となる。 The target track generation unit 12 generates the target track Rg of the own vehicle 9 along the traveling lane 30. In the example shown in FIG. 4, the target track Rg is generated linearly, but is not limited to this. For example, when the traveling lane 30 has a curve, the target trajectory Rg is a curved track along the traveling lane 30. It becomes. Further, when there is road parking in the traveling lane 30, the target track Rg is a track that bypasses the road parking.

交差予測時間算出部１３は、対象車両１０が検出された場合に、対象車両１０が自車両９の目標軌道Ｒｇに交差すると予測される交差予測時間Ｔｃを算出する。すなわち、交差予測時間Ｔｃは、対象車両１０が自車両９と先行車８との間に割込みをすると予測される時間である。交差予測時間Ｔｃは、自車両９の目標軌道Ｒｇと対象車両１０の対象車両予測軌道Ｒｔとの交点Ｐに対象車両１０が到達すると予測される時間として算出される。 When the target vehicle 10 is detected, the crossing prediction time calculation unit 13 calculates the crossing prediction time Tc predicted that the target vehicle 10 intersects the target trajectory Rg of the own vehicle 9. That is, the crossing prediction time Tc is the time at which the target vehicle 10 is predicted to interrupt between the own vehicle 9 and the preceding vehicle 8. The predicted intersection time Tc is calculated as the time when the target vehicle 10 is predicted to reach the intersection P of the target track Rg of the own vehicle 9 and the target vehicle predicted track Rt of the target vehicle 10.

図３及び４に示すように、先行車予測軌道算出部１４は、先行車８の先行車予測軌道Ｒｓを算出する。先行車予測軌道算出部１４は、先行車８が走行車線３０に沿って一定の車速で走行すると仮定して、直線状の先行車予測軌道Ｒｓを算出する。なお、先行車予測軌道Ｒｓは、先行車８が後退する方向には算出されないものとする。 As shown in FIGS. 3 and 4, the preceding vehicle prediction track calculation unit 14 calculates the preceding vehicle prediction track Rs of the preceding vehicle 8. The preceding vehicle prediction track calculation unit 14 calculates the linear preceding vehicle prediction track Rs on the assumption that the preceding vehicle 8 travels along the traveling lane 30 at a constant vehicle speed. It is assumed that the preceding vehicle predicted track Rs is not calculated in the direction in which the preceding vehicle 8 moves backward.

図３に示すように、目標車間距離算出部１５は、自車両９の車速、先行車８の車速、目標軌道Ｒｇ及び先行車予測軌道Ｒｓに基づいて、自車両９と先行車８との目標車間距離を第２目標車間距離Ｄ２として算出する。また、割込みの可能性がある対象車両１０が検出された場合は、目標車間距離算出部１５は、交差予測時間Ｔｃ以降の自車両９と対象車両１０との目標車間距離を第１目標車間距離Ｄ１として算出する。 As shown in FIG. 3, the target inter-vehicle distance calculation unit 15 targets the own vehicle 9 and the preceding vehicle 8 based on the vehicle speed of the own vehicle 9, the vehicle speed of the preceding vehicle 8, the target track Rg, and the preceding vehicle predicted track Rs. The inter-vehicle distance is calculated as the second target inter-vehicle distance D2. When the target vehicle 10 that may be interrupted is detected, the target vehicle-to-vehicle distance calculation unit 15 sets the target vehicle-to-vehicle distance between the own vehicle 9 and the target vehicle 10 after the crossing prediction time Tc as the first target vehicle-to-vehicle distance. Calculated as D1.

ここで、目標車間距離算出部１５が算出する第１目標車間距離Ｄ１及び第２目標車間距離Ｄ２は、所定の車頭時間に自車両９の車速を掛けたものである。車頭時間とは、同一の走行車線３０を走行している先行車がある地点を通過した時、先行車の通過地点から最低車間距離を差し引いた位置まで自車両９が到達するのに要する時間をいう。なお、この場合の先行車には、交差予測時間Ｔｃ以降の対象車両１０も含まれるものとする。 Here, the first target inter-vehicle distance D1 and the second target inter-vehicle distance D2 calculated by the target inter-vehicle distance calculation unit 15 are obtained by multiplying the predetermined vehicle head time by the vehicle speed of the own vehicle 9. The head time is the time required for the own vehicle 9 to reach a position obtained by subtracting the minimum inter-vehicle distance from the passing point of the preceding vehicle when the preceding vehicle traveling in the same traveling lane 30 passes a certain point. Say. It should be noted that the preceding vehicle in this case also includes the target vehicle 10 after the estimated crossing time Tc.

また、第２目標車間距離Ｄ２の算出に用いる車頭時間は、自車両９と先行車８との横方向位置の偏差に応じて可変である。具体的には、走行車線３０を走行する先行車８が横方向にずれ、自車両９と先行車８との横方向位置の偏差が大きくなる程、第２目標車間距離Ｄ２の算出に用いる車頭時間は短くなり、第２目標車間距離Ｄ２も小さくなる。これにより、走行制御装置１００は、先行車８が他車線４０に車線変更することが予測される場合に、自車両９と先行車８との車間距離Ｄを縮め、先行車８の車線変更後の自車両９の挙動をよりスムーズに制御することができる。 Further, the head time used for calculating the second target inter-vehicle distance D2 is variable according to the deviation of the lateral position between the own vehicle 9 and the preceding vehicle 8. Specifically, as the preceding vehicle 8 traveling in the traveling lane 30 shifts laterally and the deviation in the lateral position between the own vehicle 9 and the preceding vehicle 8 increases, the head used to calculate the second target inter-vehicle distance D2. The time is shortened, and the second target vehicle-to-vehicle distance D2 is also reduced. As a result, the travel control device 100 shortens the inter-vehicle distance D between the own vehicle 9 and the preceding vehicle 8 when the preceding vehicle 8 is predicted to change lanes to the other lane 40, and after the lane change of the preceding vehicle 8 The behavior of the own vehicle 9 can be controlled more smoothly.

また、挙動制御部１６は、対象車両１０が検出されない場合、自車両９と先行車８との車間距離Ｄが第２目標車間距離Ｄ２となるように、自車両９のアクチュエータ９ａを制御して、自車両９を目標軌道Ｒｇに追従させるとともに、自車両９の車速を制御する。また、割込みの可能性がある対象車両１０が検出された場合は、交差予測時間Ｔｃ以降は、対象車両１０が自車両９の先行車となると予測される。そのため、挙動制御部１６は、交差予測時間Ｔｃ以降の自車両９と対象車両１０との車間距離Ｄが第１目標車間距離Ｄ１となるように、自車両９のアクチュエータ９ａを制御して、自車両９を目標軌道Ｒｇに追従させるとともに、自車両９の車速を制御する。また、これに加えて、挙動制御部１６は、自車両９の加減速度、対象車両１０に対する自車両９の相対速度及び自車両９のジャークのいずれか１つ以上が所定値よりも小さくなるように、自車両９の車速を制御する。 Further, the behavior control unit 16 controls the actuator 9a of the own vehicle 9 so that the inter-vehicle distance D between the own vehicle 9 and the preceding vehicle 8 becomes the second target inter-vehicle distance D2 when the target vehicle 10 is not detected. , The own vehicle 9 is made to follow the target trajectory Rg, and the vehicle speed of the own vehicle 9 is controlled. Further, when the target vehicle 10 having a possibility of interruption is detected, it is predicted that the target vehicle 10 will be the preceding vehicle of the own vehicle 9 after the crossing prediction time Tc. Therefore, the behavior control unit 16 controls the actuator 9a of the own vehicle 9 so that the inter-vehicle distance D between the own vehicle 9 and the target vehicle 10 after the crossing prediction time Tc becomes the first target inter-vehicle distance D1. The vehicle 9 is made to follow the target track Rg, and the vehicle speed of the own vehicle 9 is controlled. In addition to this, the behavior control unit 16 makes sure that any one or more of the acceleration / deceleration of the own vehicle 9, the relative speed of the own vehicle 9 with respect to the target vehicle 10 and the jerk of the own vehicle 9 becomes smaller than a predetermined value. In addition, the vehicle speed of the own vehicle 9 is controlled.

次に、走行制御装置１００によって自車両９の挙動を制御する方法を、図５〜７に基づいて説明する。なお、図５〜７のグラフの横軸は、現在時刻Ｔ０を基準にした予測経過時間を示す。また、図５〜７のグラフの縦軸には、自車両９の現在位置Ｌ０を基準にした縦方向位置を示す。縦方向とは、自車両９の進行方向であり、走行車線３０の延長方向である。また、各グラフの矢印の傾きは、その時点での車速を示す。さらに、図５〜７の横軸に示す時間Ｔａは、自車両９の応答遅れに対応する先読み時間である。先読み時間Ｔａは、自車両９のアクチュエータ９ａの特性によって決まる固定値である。 Next, a method of controlling the behavior of the own vehicle 9 by the travel control device 100 will be described with reference to FIGS. 5 to 7. The horizontal axis of the graphs in FIGS. 5 to 7 indicates the predicted elapsed time based on the current time T0. Further, the vertical axis of the graphs of FIGS. 5 to 7 shows the vertical position of the own vehicle 9 with reference to the current position L0. The vertical direction is the traveling direction of the own vehicle 9, and is the extension direction of the traveling lane 30. The slope of the arrow in each graph indicates the vehicle speed at that time. Further, the time Ta shown on the horizontal axis of FIGS. 5 to 7 is a look-ahead time corresponding to the response delay of the own vehicle 9. The look-ahead time Ta is a fixed value determined by the characteristics of the actuator 9a of the own vehicle 9.

まず、対象車両検出部１１によって対象車両１０が検出されない場合の自車両９の挙動Ｍｇ（自車両９の縦位置予想軌道）及び先行車８の挙動Ｍｓ（先行車８の縦位置予想軌道）を図５に示す。
現在時刻Ｔ０において、自車両９は車速Ｖ０で走行しており、先行車８は車速Ｖｓで走行している。走行制御装置１００は、先行車８が一定の車速Ｖｓを維持しつつ走行車線３０を走行するものと仮定して、先行車８の挙動Ｍｓを予測する。一方、自車両９は徐々に減速し、先読み時間Ｔａにおいては車速Ｖ１１で走行し、さらに時間が経過すると一定の車速Ｖ１２を維持して走行するように、挙動制御部１６によって制御される。自車両９の車速Ｖ１２は、先行車８の車速Ｖｓとほぼ同一の速度である。これにより、自車両９は、先行車８との車間距離が所定の第２目標車間距離Ｄ２となるように制御される。なお、縦位置予想軌道である自車両９の挙動Ｍｇ及び先行車８の挙動Ｍｓは、時間に対する縦方向位置の推移のことである。本実施例においては、自車両９の挙動Ｍｇ及び先行車８の挙動Ｍｓは、自車両９の現在位置Ｌ０を基準に算出しているが、必ずしも現在位置Ｌ０を基準にする必要はなく、自車両の過去の基準位置を基準に算出するようにしてもよい。また、自車両９の挙動Ｍｇ及び先行車８の挙動Ｍｓは、縦位置予想軌道の中で自車両の将来の縦方向位置を現在車速及び車速の推移によって求めるようにしてもよい。また、自車両９の挙動Ｍｇ及び先行車８の挙動Ｍｓは、縦位置予想軌道の中の自車両の将来の縦方向位置を現在車速及び先行車との相対位置の推移によって求めるようにしてもよい。 First, the behavior Mg of the own vehicle 9 (vertical position predicted track of the own vehicle 9) and the behavior Ms of the preceding vehicle 8 (vertical position predicted track of the preceding vehicle 8) when the target vehicle 10 is not detected by the target vehicle detection unit 11 are determined. It is shown in FIG.
At the current time T0, the own vehicle 9 is traveling at the vehicle speed V0, and the preceding vehicle 8 is traveling at the vehicle speed Vs. The travel control device 100 predicts the behavior Ms of the preceding vehicle 8 on the assumption that the preceding vehicle 8 travels in the traveling lane 30 while maintaining a constant vehicle speed Vs. On the other hand, the own vehicle 9 is gradually decelerated, travels at the vehicle speed V11 in the look-ahead time Ta, and is controlled by the behavior control unit 16 so as to maintain a constant vehicle speed V12 after a lapse of time. The vehicle speed V12 of the own vehicle 9 is substantially the same as the vehicle speed Vs of the preceding vehicle 8. As a result, the own vehicle 9 is controlled so that the inter-vehicle distance from the preceding vehicle 8 becomes a predetermined second target inter-vehicle distance D2. The behavior Mg of the own vehicle 9 and the behavior Ms of the preceding vehicle 8, which are the predicted vertical positions, are changes in the vertical position with respect to time. In this embodiment, the behavior Mg of the own vehicle 9 and the behavior Ms of the preceding vehicle 8 are calculated based on the current position L0 of the own vehicle 9, but it is not always necessary to refer to the current position L0. It may be calculated based on the past reference position of the vehicle. Further, the behavior Mg of the own vehicle 9 and the behavior Ms of the preceding vehicle 8 may determine the future vertical position of the own vehicle in the vertical position predicted track by the current vehicle speed and the transition of the vehicle speed. Further, the behavior Mg of the own vehicle 9 and the behavior Ms of the preceding vehicle 8 may be obtained by determining the future vertical position of the own vehicle in the vertical position predicted track by the transition of the current vehicle speed and the relative position with the preceding vehicle. Good.

次に、対象車両検出部１１によって対象車両１０が検出され、かつ、対象車両１０の車速Ｖｔ１が先行車の車速Ｖｓよりも遅い場合の自車両９の挙動Ｍｇを図６に示す。なお、図６及び７において、先行車８の挙動Ｍｓの予測については、図５に示す場合と同様であるので、以下、詳細な説明は省略する。 Next, FIG. 6 shows the behavior Mg of the own vehicle 9 when the target vehicle 10 is detected by the target vehicle detection unit 11 and the vehicle speed Vt1 of the target vehicle 10 is slower than the vehicle speed Vs of the preceding vehicle. In FIGS. 6 and 7, the prediction of the behavior Ms of the preceding vehicle 8 is the same as that shown in FIG. 5, and therefore detailed description thereof will be omitted below.

図６に示すように、現在時刻Ｔ０において自車両９は車速Ｖ０で走行しており、目標車間距離算出部１５によって自車両９と先行車８との目標車間距離は第２目標車間距離Ｄ２に設定されている。しかしながら、対象車両検出部１１が対象車両１０を検出した場合、目標車間距離算出部１５は、交差予測時間Ｔｃ以降の自車両９と対象車両１０との第１目標車間距離Ｄ１を算出するとともに、目標車間距離を第２目標車間距離Ｄ２から第１目標車間距離Ｄ１に変更する。これにより、現在の車速Ｖ０で走行する自車両９は、先読み時間Ｔａから交差予測時間Ｔｃにかけて、車速Ｖ２１，Ｖ２２と、徐々に減速するように制御される。さらに、自車両９は、交差予測時間Ｔｃ経過後に、一旦、車速Ｖ２３になるまで加速した後、一定の車速Ｖ２３を維持した状態で走行車線３０を走行するように制御される。ここで、自車両の車速Ｖ２３は、対象車両１０の車速Ｖｔ１とほぼ同一の速度である。これにより、交差予測時間Ｔｃ以降、自車両９は、対象車両１０との車間距離が所定の第１目標車間距離Ｄ１となるように制御される。
なお、走行制御装置１００は、対象車両１０は一定の車速Ｖｔ１で走行するものと仮定して、図６に示す対象車両１０の挙動Ｍｔ（対象車両１０の縦位置予想軌道）を予測する。交差予測時間Ｔｃ以降の対象車両１０の車速Ｖｔ１は、現在時刻Ｔ０における対象車両１０の車速とほぼ同一の速度であると仮定される。 As shown in FIG. 6, the own vehicle 9 is traveling at the vehicle speed V0 at the current time T0, and the target inter-vehicle distance calculation unit 15 sets the target inter-vehicle distance between the own vehicle 9 and the preceding vehicle 8 to the second target inter-vehicle distance D2. It is set. However, when the target vehicle detection unit 11 detects the target vehicle 10, the target vehicle-to-vehicle distance calculation unit 15 calculates the first target vehicle-to-vehicle distance D1 between the own vehicle 9 and the target vehicle 10 after the crossing prediction time Tc. The target inter-vehicle distance is changed from the second target inter-vehicle distance D2 to the first target inter-vehicle distance D1. As a result, the own vehicle 9 traveling at the current vehicle speed V0 is controlled to gradually decelerate to the vehicle speeds V21 and V22 from the look-ahead time Ta to the crossing prediction time Tc. Further, the own vehicle 9 is controlled to travel in the traveling lane 30 while maintaining a constant vehicle speed V23 after accelerating once to reach the vehicle speed V23 after the intersection prediction time Tc has elapsed. Here, the vehicle speed V23 of the own vehicle is substantially the same as the vehicle speed Vt1 of the target vehicle 10. As a result, after the crossing prediction time Tc, the own vehicle 9 is controlled so that the inter-vehicle distance from the target vehicle 10 becomes a predetermined first target inter-vehicle distance D1.
The travel control device 100 predicts the behavior Mt (vertical position predicted trajectory of the target vehicle 10) of the target vehicle 10 shown in FIG. 6, assuming that the target vehicle 10 travels at a constant vehicle speed Vt1. It is assumed that the vehicle speed Vt1 of the target vehicle 10 after the predicted crossing time Tc is substantially the same as the vehicle speed of the target vehicle 10 at the current time T0.

次に、対象車両検出部１１によって対象車両１０が検出され、かつ、交差予測時間Ｔｃより前の対象車両１０の車速Ｖｔ２が先行車の車速Ｖｓよりも速い場合の自車両９の挙動Ｍｇを図７に示す。
図７に示す例では、対象車両１０の車速Ｖｔ２は、交差予測時間Ｔｃ以降に、車速Ｖｔ３に減速すると予測される。交差予測時間Ｔｃ以降の対象車両１０の車速Ｖｔ３は、先行車８の車速Ｖｓとほぼ同一の速度である。すなわち、対象車両予測軌道算出部１７は、対象車両１０は先行車８を追い抜かないものとして、対象車両１０の挙動Ｍｔを予測する。これにより、先行車８と対象車両１０との車間距離は、第２目標車間距離Ｄ２とほぼ同一の一定間隔に維持されるものと予測される。 Next, the behavior Mg of the own vehicle 9 when the target vehicle 10 is detected by the target vehicle detection unit 11 and the vehicle speed Vt2 of the target vehicle 10 before the crossing prediction time Tc is faster than the vehicle speed Vs of the preceding vehicle is shown. Shown in 7.
In the example shown in FIG. 7, the vehicle speed Vt2 of the target vehicle 10 is predicted to decelerate to the vehicle speed Vt3 after the crossing prediction time Tc. The vehicle speed Vt3 of the target vehicle 10 after the predicted crossing time Tc is substantially the same as the vehicle speed Vs of the preceding vehicle 8. That is, the target vehicle prediction track calculation unit 17 predicts the behavior Mt of the target vehicle 10 assuming that the target vehicle 10 does not overtake the preceding vehicle 8. As a result, it is predicted that the inter-vehicle distance between the preceding vehicle 8 and the target vehicle 10 will be maintained at a constant interval that is substantially the same as the second target inter-vehicle distance D2.

また、図７に示すように、現在時刻Ｔ０において自車両９は車速Ｖ０で走行しており、目標車間距離算出部１５によって自車両９と先行車８との目標車間距離は第２目標車間距離Ｄ２に設定されている。しかしながら、対象車両検出部１１が対象車両１０を検出した場合、目標車間距離算出部１５は、交差予測時間Ｔｃ以降の自車両９と対象車両１０との第１目標車間距離Ｄ１を算出するとともに、目標車間距離を第２目標車間距離Ｄ２から第１目標車間距離Ｄ１に変更する。これにより、現在の車速Ｖ０で走行する自車両９は、先読み時間Ｔａから交差予測時間Ｔｃにかけて、車速Ｖ３１，Ｖ３２と、徐々に減速するように制御される。さらに、自車両９は、交差予測時間Ｔｃ経過後に、一旦、車速Ｖ３３になるまで加速し、一定の車速Ｖ３３を維持した状態で走行車線３０を走行するように制御される。ここで、自車両の車速Ｖ３３は、対象車両１０の車速Ｖｔ３とほぼ同一の速度である。これにより、交差予測時間Ｔｃ以降、自車両９は、対象車両１０との車間距離が所定の第１目標車間距離Ｄ１となるように制御される。この時、自車両９の車速Ｖ３３は、対象車両１０の車速Ｖｔ３とほぼ同一の速度となるように設定される。すなわち、交差予測時間Ｔｃ以降、先行車８、対象車両１０及び自車両９は全て同じ車速で、各々、一定の車間距離Ｄ１，Ｄ２を維持しつつ、走行車線３０を走行するようになることが予測される。また、交差予測時間Ｔｃ以降は、対象車両１０が自車両９の先行車となるため、第１目標車間距離Ｄ１と第２目標車間距離Ｄ２とは、ほぼ同じ距離となる。 Further, as shown in FIG. 7, the own vehicle 9 is traveling at the vehicle speed V0 at the current time T0, and the target inter-vehicle distance calculation unit 15 determines that the target inter-vehicle distance between the own vehicle 9 and the preceding vehicle 8 is the second target inter-vehicle distance. It is set to D2. However, when the target vehicle detection unit 11 detects the target vehicle 10, the target vehicle-to-vehicle distance calculation unit 15 calculates the first target vehicle-to-vehicle distance D1 between the own vehicle 9 and the target vehicle 10 after the crossing prediction time Tc. The target inter-vehicle distance is changed from the second target inter-vehicle distance D2 to the first target inter-vehicle distance D1. As a result, the own vehicle 9 traveling at the current vehicle speed V0 is controlled to gradually decelerate to the vehicle speeds V31 and V32 from the look-ahead time Ta to the crossing prediction time Tc. Further, the own vehicle 9 is controlled to once accelerate to the vehicle speed V33 after the intersection prediction time Tc elapses, and to travel in the traveling lane 30 while maintaining a constant vehicle speed V33. Here, the vehicle speed V33 of the own vehicle is substantially the same as the vehicle speed Vt3 of the target vehicle 10. As a result, after the crossing prediction time Tc, the own vehicle 9 is controlled so that the inter-vehicle distance from the target vehicle 10 becomes a predetermined first target inter-vehicle distance D1. At this time, the vehicle speed V33 of the own vehicle 9 is set to be substantially the same as the vehicle speed Vt3 of the target vehicle 10. That is, after the predicted crossing time Tc, the preceding vehicle 8, the target vehicle 10, and the own vehicle 9 all travel in the traveling lane 30 at the same vehicle speed while maintaining a constant inter-vehicle distance D1 and D2, respectively. is expected. Further, after the crossing prediction time Tc, the target vehicle 10 becomes the preceding vehicle of the own vehicle 9, so that the first target vehicle-to-vehicle distance D1 and the second target vehicle-to-vehicle distance D2 are substantially the same distance.

以上より、この実施の形態に係る走行制御装置１００は、対象車両１０が自車両９の目標軌道Ｒｇに交差すると予測される交差予測時間Ｔｃを算出し、対象車両１０に対する自車両９の車間距離が交差予測時間Ｔｃ以降に第１目標車間距離Ｄ１となるように自車両９の車速を制御する。これにより、対象車両の割込みが予測される交差予測時間Ｔｃに合わせて自車両の車速を制御するので、余計な制御を抑制することができる。従って、他車両の割込みの可能性が検知された場合であって、自車両９は緩やかに減速して、車間距離を広げる挙動を実現することができるため、自車両９の急減速を防止し、乗員の違和感を軽減させることができる。 From the above, the travel control device 100 according to this embodiment calculates the estimated crossing time Tc at which the target vehicle 10 is predicted to intersect the target trajectory Rg of the own vehicle 9, and the inter-vehicle distance of the own vehicle 9 with respect to the target vehicle 10. Controls the vehicle speed of the own vehicle 9 so that the first target inter-vehicle distance D1 is obtained after the predicted crossing time Tc. As a result, the vehicle speed of the own vehicle is controlled according to the crossing prediction time Tc in which the interruption of the target vehicle is predicted, so that unnecessary control can be suppressed. Therefore, even when the possibility of interruption of another vehicle is detected, the own vehicle 9 can gradually decelerate and realize the behavior of widening the inter-vehicle distance, so that the sudden deceleration of the own vehicle 9 can be prevented. , It is possible to reduce the discomfort of the occupants.

また、走行制御装置１００は、第２目標車間距離Ｄ２に基づいて自車両９が先行車８に追従している場合に、割込みの可能性がある対象車両１０を検出し、対象車両１０に対する自車両９の車間距離が交差予測時間Ｔｃ以降に第１目標車間距離Ｄ１となるように自車両９の車速を制御する。これにより、走行制御装置１００は、自車両９が先行車８に追従している場合の他車両の割込みにも対応して、自車両９の車速を適切に制御し、自車両９の急減速を防止することができる。 Further, the travel control device 100 detects the target vehicle 10 that may be interrupted when the own vehicle 9 is following the preceding vehicle 8 based on the second target inter-vehicle distance D2, and the self-propelled vehicle 10 with respect to the target vehicle 10. The vehicle speed of the own vehicle 9 is controlled so that the inter-vehicle distance of the vehicle 9 becomes the first target inter-vehicle distance D1 after the predicted crossing time Tc. As a result, the travel control device 100 appropriately controls the vehicle speed of the own vehicle 9 in response to the interruption of another vehicle when the own vehicle 9 is following the preceding vehicle 8, and suddenly decelerates the own vehicle 9. Can be prevented.

また、走行制御装置１００は、対象車両１０の縦位置予想軌道を対象車両１０の挙動Ｍｔとして算出し、交差予測時間Ｔｃ以降の対象車両１０の縦位置予想軌道に対して、第１目標車間距離Ｄ１を設定する。そして、走行制御装置１００は、交差予測時間Ｔｃ以降において、対象車両１０に対する自車両９の車間距離が第１目標車間距離Ｄ１となるように自車両９の車速を制御する。これにより、走行制御装置１００は、プロファイルに対して自車両９の車速を制御するため、対象車両１０の将来の位置だけではなく、動きに合わせて、自車両９をより滑らかに制御することができる。 Further, the travel control device 100 calculates the vertical position predicted track of the target vehicle 10 as the behavior Mt of the target vehicle 10, and the first target inter-vehicle distance with respect to the vertical position predicted track of the target vehicle 10 after the crossing predicted time Tc. Set D1. Then, the travel control device 100 controls the vehicle speed of the own vehicle 9 so that the inter-vehicle distance of the own vehicle 9 with respect to the target vehicle 10 becomes the first target inter-vehicle distance D1 after the crossing prediction time Tc. As a result, since the travel control device 100 controls the vehicle speed of the own vehicle 9 with respect to the profile, the own vehicle 9 can be controlled more smoothly not only according to the future position of the target vehicle 10 but also according to the movement. it can.

さらに、走行制御装置１００は、対象車両１０に対する自車両９の車間距離が交差予測時間Ｔｃ以降において第１目標車間距離Ｄ１となるように自車両９の縦位置予想軌道を挙動Ｍｇとして算出し、この縦位置予想軌道に基づいて、自車両９の車速を制御する。これにより、走行制御装置１００は、自車両９の縦位置予想軌道に合わせて自車両９の車速を制御するため、現在位置Ｌ０から対象車両１０に追従させるまでの自車両９の動きを滑らかにすることができる。 Further, the travel control device 100 calculates the vertical position predicted trajectory of the own vehicle 9 as the behavior Mg so that the inter-vehicle distance of the own vehicle 9 with respect to the target vehicle 10 becomes the first target inter-vehicle distance D1 after the crossing predicted time Tc. The vehicle speed of the own vehicle 9 is controlled based on the predicted vertical position trajectory. As a result, the travel control device 100 controls the vehicle speed of the own vehicle 9 according to the predicted vertical position trajectory of the own vehicle 9, so that the movement of the own vehicle 9 from the current position L0 to follow the target vehicle 10 is smooth. can do.

また、交差予測時間算出部１３は、交差予測時間Ｔｃを、自車両９の目標軌道Ｒｇと対象車両１０の対象車両予測軌道Ｒｔとの交点Ｐに対象車両１０が到達すると予測される時間として算出する。これにより、交差予測時間Ｔｃの算出の精度を向上させることができる。 Further, the crossing prediction time calculation unit 13 calculates the crossing prediction time Tc as the time when the target vehicle 10 is predicted to reach the intersection P of the target track Rg of the own vehicle 9 and the target vehicle prediction track Rt of the target vehicle 10. To do. As a result, the accuracy of calculating the crossing prediction time Tc can be improved.

また、図７に示すように、対象車両予測軌道算出部１７は、対象車両１０は先行車８を追い抜かないものとして、交差予測時間Ｔｃ以降の対象車両１０の挙動を予測する。これにより、対象車両１０の挙動のみならず、先行車８の挙動も考慮した上で、自車両９の車速を制御することができるため、余計な制御を抑制することができる。 Further, as shown in FIG. 7, the target vehicle prediction track calculation unit 17 predicts the behavior of the target vehicle 10 after the crossing prediction time Tc, assuming that the target vehicle 10 does not overtake the preceding vehicle 8. As a result, it is possible to control the vehicle speed of the own vehicle 9 in consideration of not only the behavior of the target vehicle 10 but also the behavior of the preceding vehicle 8, so that unnecessary control can be suppressed.

また、目標車間距離算出部１５を用いて算出される第１目標車間距離Ｄ１又は第２目標車間距離Ｄ２は、各々、所定の車頭時間に自車両９の車速を掛けたものである。これにより、目標車間距離算出部１５は、目標車間距離として、より適切かつ安全な第１目標車間距離Ｄ１又は第２目標車間距離Ｄ２を設定することができる。 Further, the first target inter-vehicle distance D1 or the second target inter-vehicle distance D2 calculated by using the target inter-vehicle distance calculation unit 15 is obtained by multiplying the predetermined vehicle head time by the vehicle speed of the own vehicle 9. As a result, the target vehicle-to-vehicle distance calculation unit 15 can set a more appropriate and safe first target vehicle-to-vehicle distance D1 or a second target vehicle-to-vehicle distance D2 as the target vehicle-to-vehicle distance.

また、対象車両１０が検出された場合、走行制御装置１００は、自車両９の加減速度、対象車両１０に対する自車両９の相対速度及び自車両９のジャークのいずれか１つ以上が所定値よりも小さくなるように、自車両９の車速を制御する。これにより、走行制御装置１００は、実際の道路状況に合わせて、自車両９の挙動をよりスムーズに制御することができる。 When the target vehicle 10 is detected, the travel control device 100 determines that any one or more of the acceleration / deceleration of the own vehicle 9, the relative speed of the own vehicle 9 with respect to the target vehicle 10, and the jerk of the own vehicle 9 is more than a predetermined value. The vehicle speed of the own vehicle 9 is controlled so that As a result, the travel control device 100 can more smoothly control the behavior of the own vehicle 9 according to the actual road condition.

なお、この実施の形態において、交差予測時間Ｔｃは、自車両９の目標軌道Ｒｇと対象車両１０の対象車両予測軌道Ｒｔとの交点Ｐに対象車両１０が到達すると予測される時間として算出されるが、これに限定されない。具体的には、対象車両１０の車速が前方他車両２０の車速よりも速い場合、対象車両１０は割込みの可能性が高いと判断され、交差予測時間算出部１３は、対象車両１０の車速と前方他車両２０の車速とに基づいて、交差予測時間Ｔｃを算出してもよい。また、他車線４０の形状に基づいて対象車両１０は割込みの可能性が高いと判断され場合には、交差予測時間算出部１３は、対象車両１０の車速と、他車線４０における行き止まり箇所の位置等の他車線４０の形状情報とに基づいて、交差予測時間Ｔｃを算出してもよい。さらに、対象車両１０が走行車線３０に近づくように挙動し、対象車両１０の割込みが予測される場合には、交差予測時間算出部１３は、交差予測時間Ｔｃを、自車両９に対する対象車両１０の横方向位置の偏差及び横方向速度の偏差に基づいて算出してもよい。これにより、実際の走行状況又は道路状況に合わせて、交差予測時間Ｔｃを算出することができ、交差予測時間Ｔｃの算出の精度を上げることができる。 In this embodiment, the crossing prediction time Tc is calculated as the time when the target vehicle 10 is predicted to reach the intersection P of the target track Rg of the own vehicle 9 and the target vehicle prediction track Rt of the target vehicle 10. However, it is not limited to this. Specifically, when the vehicle speed of the target vehicle 10 is faster than the vehicle speed of the other vehicle 20 in front, it is determined that the target vehicle 10 has a high possibility of interruption, and the crossing prediction time calculation unit 13 determines that the vehicle speed of the target vehicle 10 is high. The expected crossing time Tc may be calculated based on the vehicle speed of the other vehicle 20 in front. When it is determined that the target vehicle 10 has a high possibility of interruption based on the shape of the other lane 40, the crossing prediction time calculation unit 13 determines the vehicle speed of the target vehicle 10 and the position of the dead end in the other lane 40. The expected intersection time Tc may be calculated based on the shape information of the other lane 40 such as. Further, when the target vehicle 10 behaves so as to approach the traveling lane 30 and the interruption of the target vehicle 10 is predicted, the crossing prediction time calculation unit 13 sets the crossing prediction time Tc to the target vehicle 10 with respect to the own vehicle 9. It may be calculated based on the deviation of the lateral position and the deviation of the lateral velocity of. As a result, the predicted crossing time Tc can be calculated according to the actual driving condition or the road condition, and the accuracy of calculating the predicted crossing time Tc can be improved.

また、この実施の形態では、対象車両１０が１台のみである場合について説明したが、対象車両１０が２台以上検出された場合は、対象車両予測軌道算出部１７は、各々の対象車両１０について予測軌道を算出する。そして、対象車両予測軌道算出部１７は、交差予測時間Ｔｃ以降に最も自車両９と距離が近くなると予測される対象車両１０の予測軌道を対象車両予測軌道Ｒｔとして選択する。また、目標車間距離算出部１５は、対象車両１０が２台以上検出された時は、各々の対象車両１０について、交差予測時間Ｔｃ以降の目標車間距離を算出する。そして、対象車両予測軌道算出部１７は、交差予測時間Ｔｃ以降に最も自車両９と距離が近くなると予測される対象車両１０の目標車間距離を第１目標車間距離Ｄ１として選択する。 Further, in this embodiment, the case where there is only one target vehicle 10 has been described, but when two or more target vehicles 10 are detected, the target vehicle prediction track calculation unit 17 will perform each target vehicle 10. Calculate the predicted orbit for. Then, the target vehicle prediction track calculation unit 17 selects the predicted track of the target vehicle 10 that is predicted to be closest to the own vehicle 9 after the crossing prediction time Tc as the target vehicle prediction track Rt. Further, when two or more target vehicles 10 are detected, the target vehicle-to-vehicle distance calculation unit 15 calculates the target vehicle-to-vehicle distance after the crossing prediction time Tc for each target vehicle 10. Then, the target vehicle prediction track calculation unit 17 selects the target vehicle-to-vehicle distance of the target vehicle 10 that is predicted to be closest to the own vehicle 9 after the crossing prediction time Tc as the first target vehicle-to-vehicle distance D1.

また、この実施の形態では、第１目標車間距離Ｄ１又は第２目標車間距離Ｄ２は、各々、所定の車頭時間に自車両９の車速を掛けたものとして算出されるが、これに限定されない。すなわち、目標車間距離算出部１５は、所定の車頭時間に先行車８の車速を掛けて第２目標車間距離Ｄ２を算出し、かつ、所定の車頭時間に交差予測時間Ｔｃ以降の対象車両１０の車速を掛けて第１目標車間距離Ｄ１を算出してもよい。これにより、目標車間距離算出部１５は、目標車間距離として、適切かつ安全な第１目標車間距離Ｄ１又は第２目標車間距離Ｄ２を設定することができる。 Further, in this embodiment, the first target inter-vehicle distance D1 or the second target inter-vehicle distance D2 is calculated assuming that the predetermined vehicle head time is multiplied by the vehicle speed of the own vehicle 9, but the present invention is not limited to this. That is, the target inter-vehicle distance calculation unit 15 calculates the second target inter-vehicle distance D2 by multiplying the predetermined vehicle head time by the vehicle speed of the preceding vehicle 8, and the target vehicle 10 of the target vehicle 10 after the crossing predicted time Tc at the predetermined vehicle head time. The first target inter-vehicle distance D1 may be calculated by multiplying the vehicle speed. As a result, the target vehicle-to-vehicle distance calculation unit 15 can set an appropriate and safe first target vehicle-to-vehicle distance D1 or a second target vehicle-to-vehicle distance D2 as the target vehicle-to-vehicle distance.

１００…走行制御装置
８…先行車
９…自車両
９ａ…アクチュエータ
１０…対象車両
１１…対象車両検出部
１３…交差予測時間算出部
１５…目標車間距離算出部
１６…挙動制御部
２０…前方他車両
３０…走行車線
４０…他車線
Ｄ１…第１目標車間距離
Ｄ２…第２目標車間距離
Ｍｇ…自車両の挙動（自車両の縦位置予想軌道）
Ｍｔ…対象車両の挙動（対象車両の縦位置予想軌道）
Ｒｇ…目標軌道
Ｒｔ…対象車両予測軌道
Ｔｃ…交差予測時間
Ｐ…目標軌道と対象車両予測軌道との交点 100 ... Travel control device 8 ... Leading vehicle 9 ... Own vehicle 9a ... Actuator 10 ... Target vehicle 11 ... Target vehicle detection unit 13 ... Crossing prediction time calculation unit 15 ... Target vehicle distance calculation unit 16 ... Behavior control unit 20 ... Other vehicle ahead 30 ... Driving lane 40 ... Other lane D1 ... First target vehicle-to-vehicle distance D2 ... Second target vehicle-to-vehicle distance Mg ... Behavior of own vehicle (estimated vertical position trajectory of own vehicle)
Mt ... Behavior of the target vehicle (estimated vertical position trajectory of the target vehicle)
Rg ... Target trajectory Rt ... Target vehicle predicted track Tc ... Crossing predicted time P ... Intersection point between target track and target vehicle predicted track

Claims

A vehicle travel control method that calculates the target inter-vehicle distance between the own vehicle and the preceding vehicle traveling in the traveling lane and controls the actuator of the own vehicle so that the inter-vehicle distance with the preceding vehicle becomes the target inter-vehicle distance. There,
Among other vehicles traveling in another lane adjacent to the traveling lane, a target vehicle that may interrupt in front of the own vehicle is detected.
When the target vehicle is detected, the estimated crossing time at which the target vehicle is predicted to intersect the target trajectory of the own vehicle is calculated.
The first target vehicle-to-vehicle distance between the own vehicle and the target vehicle after the estimated crossing time is calculated.
A vehicle traveling control method for controlling the vehicle speed of the own vehicle so that the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the estimated crossing time.

In the traveling lane of the own vehicle, the target inter-vehicle distance between the own vehicle and the preceding vehicle is calculated as a predetermined second target inter-vehicle distance.
When the own vehicle is following the preceding vehicle based on the second target inter-vehicle distance, the target vehicle that may interrupt between the own vehicle and the preceding vehicle is detected.
According to claim 1, when the target vehicle is detected, the vehicle speed of the own vehicle is controlled so that the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the predicted intersection time. The vehicle travel control method described.

When the target vehicle is detected, the expected vertical position trajectory of the target vehicle after the detection is calculated.
The first target vehicle-to-vehicle distance between the own vehicle and the target vehicle is set with respect to the vertical position predicted track of the target vehicle after the crossing prediction time.
The vehicle according to claim 1 or 2, wherein the vehicle speed of the own vehicle is controlled so that the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the predicted crossing time. Driving control method.

The vertical position predicted track of the own vehicle is calculated so that the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the crossing predicted time.
The vehicle traveling control method according to claim 3, wherein the vehicle speed of the own vehicle is controlled based on the predicted vertical position trajectory of the own vehicle.

The item according to any one of claims 1 to 4, wherein the time at which the target vehicle is predicted to reach the intersection of the target track of the own vehicle and the predicted track of the target vehicle is calculated as the predicted crossing time. Travel control method.

The invention according to any one of claims 1 to 4, wherein the estimated crossing time is calculated based on the vehicle speed of the target vehicle and the vehicle speed of another vehicle in front of the target vehicle in the other lane. Vehicle driving control method.

The vehicle travel control method according to any one of claims 1 to 4, wherein the estimated crossing time is calculated based on the vehicle speed of the target vehicle and the shape of the other lane.

Any one of claims 1 to 4, wherein the crossing prediction time is calculated based on the deviation of the lateral position of the target vehicle with respect to the own vehicle and the deviation of the lateral speed of the target vehicle with respect to the own vehicle. The vehicle travel control method according to the section.

The traveling control method according to any one of claims 1 to 8, wherein the target vehicle predicts the behavior of the target vehicle after the predicted intersection time, assuming that the target vehicle does not overtake the preceding vehicle.

The traveling control method according to claim 2, wherein the first target vehicle-to-vehicle distance or the second target vehicle-to-vehicle distance is obtained by multiplying a predetermined vehicle head time by the vehicle speed of the own vehicle, respectively.

The first target inter-vehicle distance is obtained by multiplying a predetermined head time by the vehicle speed of the target vehicle after the predicted crossing time.
The second target inter-vehicle distance is obtained by multiplying the head time by the vehicle speed of the preceding vehicle.
The traveling control method according to claim 2.

When a target vehicle that may interrupt between the own vehicle and the preceding vehicle is detected, the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the estimated crossing time. The vehicle speed of the own vehicle is controlled so that the acceleration / deceleration of the own vehicle, the relative speed of the own vehicle with respect to the target vehicle, and the jerk of the own vehicle are smaller than a predetermined value. The travel control method according to any one of claims 1 to 11, wherein the vehicle speed of the own vehicle is controlled.

When there are two or more target vehicles, the predicted track is calculated for each of the target vehicles, and the predicted track of the target vehicle predicted to be closest to the own vehicle after the crossing prediction time is targeted. Select as the vehicle predicted track,
The traveling control method according to any one of claims 1 to 12, wherein the estimated crossing time is calculated based on the predicted target vehicle track.

When there are two or more target vehicles, the target inter-vehicle distance after the estimated crossing time is calculated for each of the target vehicles, and the distance is predicted to be the closest to the own vehicle after the predicted crossing time. The travel control method according to any one of claims 1 to 13, wherein the target inter-vehicle distance of the target vehicle is selected as the first target inter-vehicle distance.

A target inter-vehicle distance calculation unit that calculates the target inter-vehicle distance between the own vehicle and the preceding vehicle traveling in the driving lane,
A behavior control unit that controls the vehicle speed of the own vehicle so that the inter-vehicle distance between the own vehicle and the preceding vehicle becomes the target inter-vehicle distance.
A target vehicle detection unit that detects a target vehicle that may interrupt in front of the own vehicle among other vehicles traveling in another lane adjacent to the traveling lane.
It is provided with an intersection prediction time calculation unit that calculates an intersection prediction time that the target vehicle is predicted to intersect the target trajectory of the own vehicle when the target vehicle is detected.
When the target vehicle is detected, the target vehicle-to-vehicle distance calculation unit calculates the first target vehicle-to-vehicle distance between the own vehicle and the target vehicle after the estimated crossing time.
When the target vehicle is detected, the behavior control unit controls the vehicle speed of the own vehicle so that the inter-vehicle distance of the own vehicle with respect to the target vehicle becomes the first target inter-vehicle distance after the estimated crossing time. Vehicle travel control device.