JP2021070379A - Vehicle control device and vehicle control method - Google Patents

Abstract

To provide a vehicle control device capable of suppressing generation of a discomfort given to an occupant by changing a travel position of a user's own vehicle on a travel lane according to a distance and a relative speed to an obstacle on the travel route, thereby suppressing lateral movement of the own vehicle.SOLUTION: A vehicle control device includes: an obstacle specification part for calculating a distance and a relative speed between a user's own vehicle and an obstacle; a runway specification part for selecting a travel route of the own vehicle on the basis of the distance and the relative speed; and a travel route generation part for generating a target travel route on the basis of the travel route. The runway specification part selects any of a first route where the vehicle passes through an obstacle and then proceeds to the lane center of the first lane; a second route where the vehicle proceeds to the lane center of the first lane and drives on the lane center of the first lane, and then proceeds to a second lane, avoiding an obstacle; and a third route where the vehicle proceeds to a travel route nearer to an obstacle avoidance direction than the lane center of the first lane, drives on the travel route nearer to the obstacle avoidance direction, and then proceeds to the second lane, avoiding the obstacle.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device that changes a traveling position on a traveling lane according to a distance or a relative speed between the own vehicle and an obstacle during automatic driving or advanced driving support control.

In recent years, an automatic driving control technology has been proposed that detects an obstacle existing in the traveling lane of a vehicle and automatically executes steering to avoid the obstacle. For example, in the abstract of Patent Document 1, "contact with an obstacle is predicted by the contact predicting means 45A. When the contact with an obstacle is predicted, the automatic braking control means 45B activates the automatic braking device. The environmental change detection means 45C detects changes in the environment such as the friction coefficient of the road surface. When a contact possibility occurs due to the change in the environment during automatic braking, the automatic steering control means 45D operates the automatic steering device. And change the direction of travel of the own vehicle. This avoids contact. ", And when contact with an obstacle is predicted, the own vehicle is automatically steered to steer the obstacle. Techniques to avoid it have been proposed.

Japanese Unexamined Patent Publication No. 5-58319

However, the contact prevention device of Patent Document 1 generates a route targeting the center of the planned driving lane when changing lanes or returning to the lane after avoiding obstacles. Therefore, for example, 2 of one lane on each side. When an obstacle to be avoided is detected in front of the own lane while driving on a lane road, in order to avoid the obstacle, a route that passes through the center of the own lane, the center of the oncoming line, and the center of the own lane in order is generated. , When obstacles continue on the own lane, there is a problem that a large lateral movement of the own vehicle is repeated, which gives a feeling of strangeness to the passenger.

Therefore, in the present invention, the traveling position of the own vehicle on the traveling lane is changed according to the distance to the obstacle on the traveling lane and the relative speed, and the lateral movement of the own vehicle is suppressed to give to the passenger. An object of the present invention is to provide a vehicle control device capable of suppressing a sense of discomfort.

In order to solve the above problem, the vehicle control device of the present invention uses the outside world information input from the outside world recognition device to generate a target driving route of the own vehicle, and the own vehicle is based on the outside world information. Based on the obstacle identification unit that calculates the distance and relative speed of the obstacle, the lane identification unit that selects the travel route of the own vehicle based on the calculated distance and the relative speed, and the selected travel route. A travel route generation unit that generates a target travel route is provided, and when an obstacle in the first lane is detected while traveling in the second lane, the track identification unit travels in the second lane and the obstacle. After passing through, the first route toward the center of the lane of the first lane, the second lane toward the center of the lane of the first lane, and after traveling in the center of the lane of the first lane, the vehicle enters the second lane. Opposite the second route to avoid the obstacle and the traveling route from the second lane to the traveling route closer to the obstacle avoiding direction than the center of the lane of the first lane, and traveling on the traveling route closer to the obstacle avoiding direction. Later, one of the third route toward the second lane and avoiding the obstacle was selected.

According to the vehicle control device of the present invention, by selecting the optimum traveling position according to the relative relationship between the own vehicle and the obstacle, it is possible to suppress the lateral movement of the vehicle and suppress the discomfort given to the passenger. It will be possible.

Block diagram showing a vehicle control system according to an embodiment Flow chart to generate a target driving route when avoiding obstacles or changing lanes Flow chart for selecting a travel route based on outside world information The figure explaining the comparison of the steering angle at the time of obstacle avoidance after driving in the center of a lane after obstacle avoidance, and obstacle avoidance after driving on the obstacle avoidance direction side. Diagram explaining the route when the estimated obstacle avoidance start time is less than the estimated time to reach the center of the lane Diagram explaining the route when the estimated obstacle avoidance start time is equal to or greater than the estimated time to reach the target speed after driving in the center of the lane The figure explaining the route when the oncoming vehicle is detected and the traveling route is centered.

FIG. 1 is a block diagram showing a vehicle control system according to an embodiment of the present invention. As shown here, the vehicle control system of this embodiment includes a vehicle control device 10 described later, an outside world recognition device 20 such as a camera and a millimeter-wave radar, and a control target device 30 such as a steering device for steering the own vehicle. I have.

The vehicle control device 10 generates a control signal according to the outside world information from the outside world recognition device 20 and the vehicle information from the control target device 30, and controls the control target device 30 by using the control signal to create an environment. It executes automatic driving and advanced driving support control according to the situation, and includes a travel route generation unit 11, a situation determination unit 12, a track identification unit 13, an obstacle identification unit 14, and a control instruction unit 15. Specifically, the vehicle control device 10 is a computer provided with hardware such as an arithmetic unit such as a CPU, a storage device such as a semiconductor memory, and a communication device. Then, the arithmetic unit executes the program loaded in the storage device to realize the traveling route generation unit 11 and the like, which will be described later. Hereinafter, the well-known techniques in the computer field will be described while being appropriately omitted. ..

First, each configuration of the vehicle control device 10 will be outlined. The travel route generation unit 11 generates a target travel route based on the outside world information (for example, image data captured by the camera) input from the outside world recognition device 20. The situation determination unit 12 determines whether or not the vehicle can travel on the target travel route based on the external world information from the external world recognition device 20. Further, the situation determination unit 12 determines whether or not the vehicle can travel on the target travel route based on the vehicle information from the control target device 30 (for example, the upper limit of the steering angle at which the steering device can stably steer the vehicle). When the situation determination unit 12 determines that the target travel route cannot be traveled, the travel route generation unit 11 generates the target travel route again. The track identification unit 13 identifies the travel road based on the outside world information from the outside world recognition device 20, and further identifies the central position of the travel road. The obstacle identification unit 14 identifies an obstacle existing on the specified driving road based on the outside world information from the outside world recognition device 20. Obstacles are, for example, moving objects such as pedestrians, bicycles, and motorcycles that are slower than the own vehicle, and parked automobiles that walk, run, or stop on the left side of the own lane. It shall be.

<Method of setting the target travel route by the vehicle control device 10>
Here, a method of setting a target traveling route during automatic driving or driving support by the vehicle control device 10 of the present embodiment will be described with reference to the flowcharts of FIGS. 2 and 3.

First, in step S1 of FIG. 2, the vehicle control device 10 determines whether or not the vehicle is in automatic driving or driving support. Then, if Yes, the process proceeds to step S2, and if No, the process ends.

Next, in step S2, the vehicle control device 10 determines whether or not the vehicle is changing lanes or avoiding obstacles, that is, whether or not the vehicle is traveling outside the center of the own lane in which the vehicle should originally travel (step S2). ). Then, if Yes, the process proceeds to step S3, and if No, the process proceeds to step S7, which will be described later.

In step S3, the travel route generation unit 11 generates a target travel route traveling in the center of the lane as a travel route after changing lanes or avoiding obstacles.

In step S4, the obstacle identification unit 14 determines whether an obstacle to be avoided is detected in front of the traveling lane based on the outside world information from the outside world recognition device 20. If Yes, the process proceeds to step S5, and if No, the process proceeds to step S7, which will be described later.

In step S5, the track identification unit 13 and the obstacle identification unit 14 select a traveling position on the traveling lane according to the distance and the relative speed between the own vehicle and the obstacle, which can be calculated from the outside world information. The details of the processing here will be described with reference to FIG.

First, in step 5a, the obstacle identification unit 14 calculates the distance and relative speed between the obstacle and the own vehicle detected in step S4 based on the outside world information (image data, etc.) from the outside world recognition device 20, and these. The estimated obstacle avoidance start time is calculated based on. Since obstacle avoidance starts before the obstacle, the obstacle avoidance start estimated time is obtained by subtracting a predetermined value (for example, a value proportional to the own vehicle speed) from the calculated distance and dividing by the relative speed. It can be obtained by doing.

In step S5b, the track identification unit 13 determines whether the obstacle avoidance start estimated time calculated in step S5a is equal to or less than the estimated arrival time to the center of the lane from the current position during lane change or obstacle avoidance. If Yes, the process proceeds to step S5c, and if No, the process proceeds to step S5d, which will be described later.

In step S5c, the lane identification unit 13 travels in the current lane as it is while changing lanes or avoiding obstacles, passes through the obstacle detected in step S4, and then heads for the center of the lane of the original own lane (the first). One route) is selected. This is to avoid automatic driving, etc., which causes the passengers to feel uncomfortable by repeating large steering within a short period of time.

In step S5d, the track identification unit 13 determines whether the obstacle avoidance start predicted time calculated in step S5a is equal to or longer than the target speed arrival predicted time on the target traveling path traveling in the center of the original lane of the own lane. .. If Yes, the process proceeds to step S5e, and if No, the process proceeds to step S5f, which will be described later.

In step S5e, the track identification unit 13 immediately heads toward the original center of the own lane, travels in the center of the own lane for a while, and then selects a travel route (second route) for starting avoidance of obstacles detected in step S4. .. On the other hand, in step S5f, the track identification unit 13 travels for a while on a travel route closer to the obstacle avoidance direction than the original center of the own lane, and then starts avoiding the obstacle detected in step S4 (third). Route) is selected. The second route or the third route selected here is a traveling route that can make the steering angle relatively small during automatic driving, which is selected in consideration of the relative relationship with obstacles, so that the passenger feels uncomfortable. Is small.

Here, returning to FIG. 2, steps S6 and subsequent steps will be described.

In step S6, it is determined whether the travel route selected by the track identification unit 13 is the second route immediately toward the center of the lane of the own lane. If Yes, the process proceeds to step S7, and if No, the process proceeds to step S8, which will be described later.

In step S7, the control instruction unit 15 immediately regards the second route toward the center of the lane of the own lane as the target travel route, generates a control signal according to the target travel route, and outputs the control signal to the controlled target device 30. Performs steering control along the target driving route.

In step S8, it is determined whether the travel route selected by the track identification unit 13 is the first route traveling in the center of the lane after avoiding obstacles. If Yes, the process proceeds to step S9, and if No, the process proceeds to step S11, which will be described later.

In step S9, the vehicle travels outside the center of the lane of the vehicle during the period until the vehicle passes the obstacle detected in step S4. Therefore, the situation determination unit 12 determines the selected travel route ( For example, it is determined whether or not the vehicle can travel in the center of the oncoming lane. Then, if it is determined that the vehicle can travel, the process proceeds to step S10, and if it is determined that the vehicle cannot travel, the process proceeds to step S7 described above.

In step S10, the travel route generation unit 11 generates a target travel route based on the first route traveling in the center of the lane after avoiding obstacles. In the subsequent step S7, the control instruction unit 15 generates a control signal according to the target travel path and outputs the control signal to the controlled target device 30 to perform steering control along the target travel path.

Further, in step S11, it is determined whether the travel route selected by the track identification unit 13 is the third route traveling in the obstacle avoidance direction of the own lane. If Yes, the process proceeds to step S12, and if No, the process proceeds to step S7 described above.

In step S12, the own vehicle travels closer to the obstacle avoidance direction in the own lane during the period until the vehicle passes the obstacle detected in step S4. Therefore, the situation determination unit 12 determines the selected travel route. It is determined whether or not (for example, a route protruding into the oncoming lane) can travel. Then, if it is determined that the vehicle can travel, the process proceeds to step S13, and if it is determined that the vehicle cannot travel, the process proceeds to step S7 described above.

In step S13, the travel route generation unit 11 generates a target travel route based on the third route traveling in the direction of avoiding obstacles in the lane. In the subsequent step S7, the control instruction unit 15 generates a control signal according to the target travel path and outputs the control signal to the controlled target device 30 to perform steering control along the target travel path.

If No is determined in steps S9 and S12, for example, when an oncoming vehicle traveling in the oncoming lane is detected, in step S7, the control instruction unit 15 immediately heads toward the center of the lane and then steps. The second route for avoiding obstacles detected in S4 is regarded as the target travel route, and a control signal according to this target travel route is generated and output to the controlled target device 30 to follow the target travel route. Perform steering control.

As described above, in this embodiment, the target travel route generation process is performed by selecting the travel route from the obstacle avoidance to the obstacle avoidance after the lane change from three options (first route to third route). It is possible to regenerate the target route in a short time after avoiding obstacles or changing lanes while suppressing the complexity of the vehicle, and it is possible to drive on a traveling route that can suppress the discomfort given to the passengers.

<Specific example of the running state in which the route selection of this embodiment is executed>
FIG. 4 is an example of comparing the difference in the traveling state depending on whether or not the route selection process of this embodiment is executed and the difference in the control amount. In the left view of FIG. 4, the vehicle V ₁ to automatic operation travel lane Ln ₁ of 2 lane road sides of a two-lane, to avoid the obstacle O ₁ present on the lane Ln _{1 (e.g.,} parked vehicle) Failure It shows the state of performing object avoidance driving. If conventional path after obstacle avoidance, a path R ₁ which runs the center lane Ln _{1. However, in order to detect the second} obstacle O 2 (for example, the running bicycle) existing on the _{lane Ln 1} during the obstacle avoidance running by the outside world recognition device 20, step S5 of FIG. 2 is executed. Select the optimal route from the three options. In the example of FIG. 4, a third route traveling closer to the obstacle avoidance direction is selected from the processing result of step S5 (step S11), and the situation determination unit 12 is in the center of the lane depending on the situation of the lane _{Ln 2 on the avoidance direction side.} It is determined whether or not the vehicle can travel out of the above range (step S12). Then, in step S12, since it is determined that the third route can travel, the travel route generation unit 11 generates a target route with the third route as the target travel route (step S13), and the target travel route R _{2 shown by the solid line.} To generate.

As shown by a dotted line route in the left figure, after returning to the center of the lane of the lane Ln ₁ to obstacle O ₁ avoided after, when the route to avoid the obstacle O ₂ was adopted R _1, the vehicle V in this situation ₁ of the steering angle is dotted St ₁ shown in the right figure. On the other hand, the steering angle when traveling on the _{target travel path R 2 is the solid line St 2} shown in the right figure, and when the steering angle St ₁ and the steering angle St ₂ are compared, the steering angle St ₂ is more obstructive than the steering angle St _1. By reducing the steering angle amount when avoiding the object O ₁ and the obstacle O ₂ , it is possible to reduce the lateral movement of the vehicle that occurs within a short time and suppress the discomfort given to the passenger.

FIG. 5 is an example of a traveling state when the obstacle avoidance start predicted time calculated in FIG. 3 is equal to or less than the lane center arrival predicted time (YES in step S5b). The running state of FIG. 5, the vehicle V ₁ traveling lane Ln _2-sided two-lane road, doing lane change running toward the lane Ln _1. Since the own vehicle V ₁ has detected an obstacle O _{2 existing on the lane Ln 1} by the outside world recognition device 20 when changing lanes, step S5 shown in FIG. 2 is executed. From the processing result of step S5, it is determined that the lane traveling route is a route traveling in the center of the lane after avoiding obstacles (step S8), so that the situation determination unit 12 deviates from the center of the lane depending on the condition of the lane _{Ln 2 on the avoidance direction side.} It is determined whether or not the vehicle can travel (step S9). Because it was determined to be traveling from the determination result, the travel route generating unit 11 performs a route generation of lane center traveling along the traveling path after obstacle avoidance (step S10), and generates the target travel route R _2.

FIG. 6 is an example of a traveling state when the obstacle avoidance start predicted time shown in FIG. 3 is equal to or longer than the target speed arrival predicted time after traveling in the center of the lane. The running state of FIG. 6, the vehicle V ₁ traveling lane Ln _2-sided two-lane road, doing lane change running toward the lane Ln _1. Since the own vehicle V ₁ has detected an obstacle O _{2 existing on the lane Ln 1} by the outside world recognition device 20 when changing lanes, step S5 shown in FIG. 2 is executed. From the processing result of the step S5, since the lane travel route is determined route to be the center of the lane (step S6), and a steering control according to the target traveling path R ₂ traveling lane center that is generated when a lane change (step S3) (Step S7).

FIG. 7 is an example of a traveling state in the case where the vehicle cannot travel outside the center of the lane shown in FIG. 2 (NO in step S9 and NO in step S12). The running state of FIG. 7, the own vehicle V ₁ traveling lane Ln _1-sided one lane road has been an obstacle avoidance traveling with respect to the obstacle O _1, the travel path after obstacle avoidance center of the lane Ln ₁ The route to travel is generated. Obstacle avoidance for obstacle _{O 1 Obstacle O 2} existing on the _{traveling lane Ln 1} is detected by the outside world recognition device 20 during traveling, and the result of executing the process according to FIG. 3 is off the center of the _{lane Ln 1.} It is determined that the vehicle travels (YES in step S8 and YES in step S11). However, since the oncoming vehicle V _{2 traveling in the lane Ln 2} is detected by the outside world recognition device 20, the vehicle travels on a route off the center of the _{lane Ln 1} depending on the distance and the relative speed between the _{oncoming vehicle V 2} and the own vehicle V _1. counter when it is expected to pass through the side of the vehicle V _2, the travel lane center is a target traveling path generated during obstacle avoidance with respect to the obstacle O ₁ without regenerating the target travel path while you're Steering control is performed according to the path to be performed (step S3) (step S7). This process avoids the danger of getting too close to the moving objects around the vehicle when traveling outside the center of the lane, and reduces discomfort to the moving objects and passengers around the vehicle. Make it possible.

As described above, according to the vehicle control device of the present embodiment, the lateral movement of the vehicle is suppressed and given to the passenger by selecting the optimum traveling position based on the relative relationship with the detected obstacle. It is possible to suppress a sense of discomfort.

10: Vehicle control device,
11: Travel route generator,
12: Situation Judgment Department,
13: Track identification part,
14: Obstacle identification part,
15: Control indicator,
20: External recognition device,
30: Control target device

Claims (5)

It is a vehicle control device that generates a target travel route of the own vehicle by using the outside world information input from the outside world recognition device.
An obstacle identification unit that calculates the distance and relative speed between the vehicle and the obstacle based on the outside world information,
A track identification unit that selects the travel route of the own vehicle based on the calculated distance and the relative speed, and
A travel route generator that generates a target travel route based on the selected travel route is provided.
When the track identification unit detects an obstacle in the first lane while traveling in the second lane,
A first route that travels in the second lane, passes through the obstacle, and then heads toward the center of the first lane.
A second route from the second lane toward the center of the lane of the first lane, traveling in the center of the lane of the first lane, and then heading toward the second lane to avoid the obstacle.
From the second lane to the traveling route closer to the obstacle avoidance direction than the center of the lane of the first lane, and after traveling on the traveling route closer to the obstacle avoidance direction, head toward the second lane and move the obstacle. The third route to avoid and
A vehicle control device characterized in that one of the above is selected. The track identification part is
If the estimated obstacle avoidance start time calculated from the distance and the relative speed is less than or equal to the time when the vehicle is predicted to reach the center of the first lane, the first route is selected.
If the predicted obstacle avoidance start time is equal to or longer than the time predicted to reach the target speed after traveling in the center of the first lane, the second route is selected.
The vehicle control device according to claim 1, wherein if none of the above applies, the third route is selected. Further, a situation determination unit for determining whether or not the vehicle can travel on the first route or the third route based on the external world information is provided.
When the situation determination unit determines that the vehicle can travel, the travel route generation unit sets the first route or the third route as the target travel route.
The vehicle control device according to claim 1 or 2, wherein when the situation determination unit determines that the vehicle cannot travel, the travel route generation unit uses the second route as a target travel route. The situation judgment unit
When an oncoming vehicle traveling in the second lane is detected based on the outside world information, or based on the vehicle information input from the controlled target device, traveling along the first route or the third route is performed. The vehicle control device according to claim 3, wherein when it is determined that the vehicle cannot travel, it is determined that the vehicle cannot travel. It is a vehicle control method that generates a target travel route of the own vehicle by using the outside world information input from the outside world recognition device.
A calculation step for calculating the distance and relative speed to an obstacle based on the outside world information, and
A selection step of selecting a traveling route of the own vehicle based on the calculated distance and the relative speed, and
With a generation step that generates a target travel route based on the selected travel route,
In the selection step, if an obstacle in the first lane is detected while driving in the second lane,
A first route that travels in the second lane, passes through the obstacle, and then heads toward the center of the first lane.
A second route from the second lane toward the center of the lane of the first lane, traveling in the center of the lane of the first lane, and then heading toward the second lane to avoid the obstacle.
From the second lane to the traveling route closer to the obstacle avoidance direction than the center of the lane of the first lane, and after traveling on the traveling route closer to the obstacle avoidance direction, head toward the second lane and move the obstacle. The third route to avoid and
A vehicle control method characterized in that one of the above is selected.

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