JP2022167489A - Vehicle travel route generation device and vehicle control device - Google Patents

Abstract

To provide a vehicle travel route generation device capable of more appropriately moving a vehicle traveling on a merging lane to a main lane in accordance with a change in a state of the main lane.SOLUTION: A vehicle travel route generation device 60 includes a merging section travel detection part 64, a main lane information acquisition part 68, a merging completion determination part 65, and a target merging route generation part 69. The merging section travel detection part 64 detects that an own vehicle VL travels in a merging section S1. The main lane information acquisition part 68 acquires main lane information. The merging completion determination part 65 determines whether lane change from a merging lane to a main lane is completed. The target merging route generation part 69 generates a target merging route on the basis of the acquired main lane information. The target merging route generation part 69 periodically generates a target merging route in the merging period, and outputs the generated target merging route to a steering amount calculation part.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a vehicle travel route generation device and a vehicle control device.

A conventional merging device for a driving support vehicle generates a plurality of target merging route candidates before starting merging control for the vehicle. The target merging route is a target travel route when the vehicle changes lanes from a merging lane to a non-merging lane. Further, it is determined whether or not a space for changing lanes exists in the merging lane for the plurality of generated candidates. Then, based on the determination result, one candidate is selected as the target merging route from among the plurality of candidates (see Patent Document 1, for example).

Japanese Patent Application Laid-Open No. 2020-90196

In the above-described conventional merging device for a driving assistance vehicle, a target merging route is set before starting merging control. Therefore, when the situation in the unjoined lane changes after the target merging route is set, there is a possibility that the vehicle traveling in the merging lane cannot be appropriately moved to the main lane according to the change in situation.

The present disclosure has been made to solve the above-described problems, and more appropriately moves a vehicle traveling in a merging lane to a main lane in response to changes in the main lane conditions. It is an object of the present invention to obtain a vehicle travel route generation device and a vehicle control device that can

The vehicle travel route generation device according to the present disclosure includes a merging section travel detection unit that detects that the vehicle is traveling in a merging section, which is a section in which the vehicle changes lanes from the merging lane to the main lane, and a merging section travel detection unit that detects that the vehicle is traveling in the main lane. a main lane information acquisition unit that acquires main lane information that is information including information about other vehicles that are in the main lane; a merging completion determination unit that determines whether the own vehicle has completed a lane change; and a target merging route generator for generating a target merging route, which is a target lane change route, wherein the target merging route generating unit detects that the vehicle is traveling in the merging lane by the merging section traveling detection unit. is detected until the merging completion determination unit determines that the vehicle has completed the lane change, the target merging route is periodically generated, and the generated target merging route is It is output to a steering amount calculator for calculating the steering amount of the steered wheels of the vehicle.

According to the vehicle travel route generation device and the vehicle control device according to the present disclosure, it is possible to more appropriately move the vehicle traveling in the merging lane to the main lane in response to changes in the conditions of the main lane.

1 is a configuration diagram schematically showing a main part of a vehicle according to Embodiment 1; FIG. FIG. 3 is a schematic diagram showing a merging section between a merging lane and a main lane; 1 is a block diagram showing a vehicle travel route generation device according to Embodiment 1; FIG. FIG. 2 is a schematic diagram showing a situation in which a main vehicle is traveling on a main lane when the host vehicle has entered a merging section on the merging lane; FIG. 3 is a schematic diagram showing a situation in which a main vehicle starts moving to the overtaking lane side of the main lane after the own vehicle has entered the merging section on the merging lane; FIG. 4 is a flowchart showing a target merging route generation routine executed by the vehicle travel route generation device of FIG. 3; FIG. FIG. 4 is a flow chart showing a merging control routine executed by the vehicle control device of FIG. 3; FIG. 9 is a flowchart showing a target merging route generation routine executed by a vehicle travel route generation device according to Embodiment 2; FIG. 12 is a schematic diagram for explaining processing by a target merging route generation unit of the vehicle travel route generation device according to Embodiment 3; FIG. 12 is a schematic diagram for explaining processing by a target merging route generation unit of the vehicle travel route generation device according to Embodiment 3; FIG. 2 is a configuration diagram showing a first example of a processing circuit that implements each function of the steering control device and the vehicle control device according to Embodiments 1 to 3; FIG. 4 is a configuration diagram showing a second example of a processing circuit that implements each function of the steering control device and the vehicle control device according to Embodiments 1 to 3;

Embodiments will be described below with reference to the drawings.
Embodiment 1.
FIG. 1 is a configuration diagram schematically showing main parts of a vehicle according to Embodiment 1. FIG. The vehicle VE includes a steering system 10 , a pair of front wheels 21 as a pair of steering wheels, a pair of rear wheels 22 , a navigation device 30 , a sensor group 40 and a vehicle control device 50 .

The steering system 10 has a steering wheel 11, a steering shaft 12, an intermediate shaft 13, a rack and pinion mechanism 14, a pair of tie rods 15, a pair of front knuckles 16, an electric motor 17, a motor drive device 18, and a steering control device 19. ing.

A steering wheel 11 is coupled to a steering shaft 12 . The steering wheel 11 is operated by the driver of the vehicle VE.

The steering shaft 12 is connected to a rack and pinion mechanism 14 via an intermediate shaft 13 .

The rack-and-pinion mechanism 14 has a pinion shaft and a rack shaft (not shown). The pinion shaft rotates as the steering shaft 12 rotates. The rack-and-pinion mechanism 14 converts rotational motion of the pinion shaft into linear motion of the rack shaft in the lateral direction of the vehicle VE, and transmits power between the rack shaft and the pinion shaft.

A pair of tie rods 15 are connected to both ends of the rack shaft. Each tie rod 15 moves in the left-right direction as the rack shaft moves in the left-right direction.

Each front knuckle 16 rotatably supports each front wheel 21 . Each front knuckle 16 is steerably supported by the body frame of the vehicle VE. Furthermore, each front knuckle 16 is connected with the corresponding tie rod 15 .

With such a configuration, the rotational torque generated by the operation of the steering wheel 11 by the driver rotates the steering shaft 12 . The rack and pinion mechanism 14 converts the rotational motion of the steering shaft 12 into linear motion of the rack shaft and the tie rod 15 in the lateral direction of the vehicle VE.

Linear motion of the rack shaft and tie rod 15 causes each front knuckle 16 to rotate about the axis of the kingpin (not shown). As each front knuckle 16 rotates, the corresponding front wheel 21 is steered in the lateral direction of the vehicle VE. This allows the driver to manipulate the amount of lateral movement of the vehicle VE when driving the vehicle VE forward or backward.

A motor rotating shaft (not shown) of the electric motor 17 is connected to the steering shaft 12 via a gear (not shown). The electric motor 17 can rotate the steering shaft 12 by rotating the motor rotation shaft.

The motor drive device 18 controls the motor drive current using the current command value from the steering control device 19 as a target value. The motor drive current is the current applied to the electric motor 17 . Therefore, the motor drive device 18 can control the rotation of the steering shaft 12 by controlling the motor drive current.

The steering control device 19 converts information about the target steering angle output from the vehicle control device 50 into a current command value for output to the motor drive device 18 .

The navigation device 30 calculates the optimum travel route to the destination. The destination is set by the driver. The navigation device 30 presents the calculated travel route to the driver. The navigation device 30 also stores road information on the travel route. Map node data, for example, is used as the road information. Map node data is data representing road alignment. Each map node data includes, for example, information on absolute position, section type, lane width, cant angle, and inclination angle at each node. Absolute position is latitude, longitude and altitude.

The sensor group 40 includes a GNSS (Global Navigation Satellite System) sensor 41, a front camera 42, a plurality of peripheral radars 43, a vehicle speed sensor 44, a gyro sensor 45, an acceleration sensor 46, a steering angle sensor 47, and a steering torque sensor 48. be

The GNSS sensor 41 receives a plurality of radio waves transmitted from a plurality of positioning satellites and calculates the absolute position of the vehicle VE and the absolute azimuth of the vehicle VE. The GNSS sensor 41 outputs the absolute position of the vehicle VE and the absolute azimuth of the vehicle VE as output information. Also, the GNSS sensor 41 calculates the reliability of the output information.

The GNSS sensor 41 outputs DOP (Dilution Of Precision). DOP is the degree of influence of positioning quality and positioning satellite placement on positioning accuracy. Therefore, the GNSS sensor 41 normally calculates the reliability of the output information based on the positioning quality or DOP.

The front camera 42 is provided at a portion that can detect the lane markings on the road in front of the vehicle VE as an image. The front camera 42 detects the environment in front of the vehicle VE based on the information of the detected image. A front environment is, for example, a lane. The front camera 42 outputs the result of approximating the forward lane visible from the vehicle VE with a polynomial or a spline curve and the reliability of the approximation result.

The plurality of peripheral radars 43 are provided, for example, at four corners of the vehicle VE so as to detect obstacles on the front side of the vehicle VE and on the rear side of the vehicle VE. Each peripheral radar 43 irradiates the surroundings of the vehicle VE with radio waves as incident waves, and detects reflected waves of the incident waves. As a result, each peripheral radar 43 detects the relative position of the vehicle VE with respect to a dynamic target, the relative speed with respect to the dynamic target, the relative position with respect to the static target, and the relative speed with respect to the static target. to output Dynamic targets are, for example, vehicles and pedestrians, and static targets are, for example, sidewalls and guardrails.

The vehicle speed sensor 44 converts outputs of a plurality of vehicle speed pulse sensors (not shown) into a vehicle speed V of the vehicle VE. A plurality of vehicle speed pulse sensors are provided for the pair of front wheels 21 and the pair of rear wheels 22, respectively. Each vehicle speed pulse sensor detects the rotation speed of the corresponding front wheel 21 and the corresponding rear wheel 22 .

The gyro sensor 45 detects the yaw rate γ of the vehicle VE. The acceleration sensor 46 detects longitudinal acceleration of the vehicle VE and lateral acceleration of the vehicle VE.

A steering angle sensor 47 detects a steering angle δ of the steering wheel 11 . The steering angle sensor 47 outputs the detected steering angle δ to the steering control device 19 as information on the target steering angle.

A steering torque sensor 48 detects a steering torque Td of the steering wheel 11 . The steering torque sensor 48 outputs the detected steering torque Td to the steering control device 19 as information on the target steering angle.

The steering control device 19 performs feedback control using the steering angle δ and the steering torque Td, and determines a current command value to be output to the motor drive device 18 . Feedback control using the steering angle δ and the steering torque Td is hereinafter referred to as automatic steering control.

A navigation device 30 and a sensor group 40 are connected to the vehicle control device 50 . The vehicle control device 50 determines a target steering amount based on information obtained from the navigation device 30 and the sensor group 40 and outputs the determined target steering amount to the steering control device 19 . Therefore, the vehicle VE can be moved in the left-right direction by the vehicle control device 50 without the steering wheel 11 being operated by the driver.

FIG. 2 is a schematic diagram showing a merging section between a merging lane and a main lane. In FIG. 2, the vehicle VE of FIG. 1 is represented as the own vehicle VL in order to distinguish it from other vehicles. The own vehicle VL is traveling in the merging lane 91 . The merging lane 91 is connected to the main lane 92 . The main lane 92 is demarcated by demarcation lines 93 as a two-lane road. Of the two lanes of the main lane 92, the lane that is not in contact with the merging lane 91 is an overtaking lane.

A plurality of dots marked on the merging lane 91 and the main lane 92 represent a plurality of map nodes NM. Each map node NM is assigned absolute position information at each map node NM, that is, the latitude of each map node NM, the longitude of each map node NM, and the altitude of each map node NM.

The confluence section S1 is defined as a section between the confluence start point P1 and the confluence end point P2. In the direction parallel to the direction of the main lane 92 , the position of the merging end point P 2 is equal to the position of the terminal position P 3 of the merging lane 91 . In the merging section S1, the merging lane 91 and the main lane 92 are in contact with each other. Therefore, the host vehicle VL can move from the merging lane 91 to the main lane 92 at any point during the merging section S1. That is, the merging section S1 is a section in which the own vehicle VL changes lanes from the merging lane 91 to the main lane 92 .

Also, the width of the merging lane 91 gradually narrows from the middle of the merging section S1 and disappears at the end position P3. The passable area A1 is an area in which the own vehicle VL can travel at the end of the merging lane 91 . In FIG. 2, the passable area A1 is defined as a triangular area on the merging lane 91 ranging from the point where the width of the merging lane 91 starts to narrow to the terminal position P3.

Although not shown, if a stopped vehicle, an obstacle, or the like exists within the triangular area, the area where the own vehicle VL cannot pass due to the stopped vehicle, obstacle, or the like is excluded from the passable area A1.

The vehicle control device 50 can use the steering control device 19 to cause the host vehicle VL to change lanes. In this case, the lane change means that the own vehicle VL moves from the merging lane 91 to the main lane 92 . The lane change by the vehicle control device 50 is hereinafter also referred to as merging control.

FIG. 3 is a block diagram showing the vehicle travel route generation device according to Embodiment 1. As shown in FIG. In FIG. 3, the same reference numerals are assigned to the same elements as those shown in FIG.

A vehicle travel route generation device 60 according to Embodiment 1 includes a junction section information acquisition unit 61, a positioning unit 62, and a map information acquisition unit 63 as functional blocks. In addition, the vehicle travel route generation device 60 includes a merging section travel detection unit 64, a merging completion determination unit 65, a terminal arrival time prediction unit 66, a passable area calculation unit 67, a main lane information acquisition unit 68, a target and a confluence route generation unit 69 . Further, the vehicle travel route generation device 60 includes a merging lane following route generation unit 70 , a travel locus estimation unit 71 , and a vehicle state quantity acquisition unit 72 .

The merging section information acquisition unit 61 acquires merging section information. The merging section information is information about the situation of the merging section S1. For example, the merging section information acquisition unit 61 detects the lane markings provided on the road in the merging section S1 based on the output signal of the front camera 42 and the output signal of the surrounding radar 43 . In addition, the merging section information acquisition unit 61 detects the types and sizes of features existing around the own vehicle VL. Also, the merging section information acquisition unit 61 detects the distance between the own vehicle VL and the feature.

The positioning unit 62 measures the position of the own vehicle VL based on the output signal of the GNSS sensor 41 and the output signal of the travel locus estimation unit 71 . The positioning unit 62 uses the results of positioning as positioning information for a merging section traveling detection unit 64, a merging completion determination unit 65, a terminal arrival time prediction unit 66, a passable area calculation unit 67, a main lane information acquisition unit 68, and a target merge. It is output to the route generator 69 and the merging lane follow-up route generator 70 .

The map information acquisition unit 63 acquires information about the travel route of the host vehicle VL and map node data from the navigation device 30 . The travel route is, for example, the route along which the host vehicle VL travels from the departure point to the destination in this trip.

The merging section travel detection unit 64 provides position information of the own vehicle VL, map node data, information on lane markings around the own vehicle VL, information on the type of feature, and information on the distance between the own vehicle VL and the feature. , it is detected that the own vehicle VL is traveling in the merging section S1.

The merging section travel detection unit 64 identifies the coordinates of the merging start point and the merging end point on the map, for example, from the section type of the map node data and the road shape based on the map node data. The merging section travel detection unit 64 detects that the own vehicle VL is traveling in the merging section based on the specified coordinates and the position of the own vehicle VL.

Also, the merging section travel detection unit 64 detects that the own vehicle VL is traveling in the merging section based on the positional relationship between the marking line of the merging lane 91 and the marking line of the main lane 92. good. Further, the merging zone travel detection unit 64 detects the merging of the own vehicle VL based on the type of lane marking between the merging lane 91 and the main lane 92 or the type of zebra zone between the merging lane 91 and the main lane 92. It may be detected that the vehicle is traveling in a section.

The merging completion determination unit 65 determines whether or not the own vehicle VL has completed the lane change.

Also, the merging completion determination unit 65 detects the progress of merging. The degree of merging progress is an index that indicates how much vehicle control for merging has progressed between the merging start position and the merging completion position of the own vehicle VL. For example, the degree of merging progress is calculated based on information about the position of the own vehicle VL, map node data, information about lane markings around the own vehicle VL, and information about features around the own vehicle VL. The merging start position is the position of the own vehicle VL when the own vehicle VL passes the merging start point P1. The merging complete position is the position of the own vehicle VL when the own vehicle VL passes the merging end point P2.

In addition, the merging completion determination unit 65 detects not only the degree of merging progress but also the merging start position and the merging completion position. The merging completion determination unit 65 determines the merging of the own vehicle VL based on the position information of the own vehicle VL, the map node data, the information on the lane markings around the own vehicle VL, and the information on the features around the own vehicle VL. The start position and the merging completion position of the own vehicle VL are detected.

The terminal arrival time prediction unit 66 uses position information of the own vehicle VL, map node data, information about lane markings around the own vehicle VL, information about features around the own vehicle VL, speed of the own vehicle VL, and The terminal arrival time is predicted based on the acceleration of the host vehicle VL. The terminal arrival time is the time it takes for the own vehicle VL to reach the terminal position P3 of the merging section S1 from the position where it is currently traveling.

More specifically, the terminal arrival time prediction unit 66 first identifies the position of the terminal position P3 and the distance between the own vehicle VL and the terminal position P3. The position of the terminal position P3 and the distance between the own vehicle VL and the terminal position P3 are specified by using the position of the own vehicle VL, map node data, information on lane markings around the own vehicle VL, and information on the lane markings around the own vehicle VL. Based on the type of feature and the distance between the own vehicle VL and features around the own vehicle VL.

Next, the terminal arrival time prediction unit 66 predicts the terminal arrival time based on the distance between the vehicle VL and the terminal position P3, the speed of the vehicle VL, and the acceleration of the vehicle VL. Terminal arrival time is predicted from, for example, the equation of motion. An equation of motion is obtained by assuming that the motion of the host vehicle VL is uniform velocity motion or uniform acceleration motion.

The passable area calculation unit 67 calculates the passable area A1 based on the confluence section information. The merging section information includes the position information of the own vehicle VL, map node data, information about the lane markings around the own vehicle VL, information about the types of features around the own vehicle VL, and information about the location of the own vehicle VL and the land area around the own vehicle VL. Includes the distance between objects.

The main lane information acquisition unit 68 obtains information about the lane markings around the vehicle VL, the position of the main vehicle VR, the speed of the main vehicle VR, the position information of the vehicle VL, and the map node data. Get lane information. The main vehicle VR is another vehicle running on the main lane 92 . The main lane information is information including position information of the main line vehicle VR, speed information of the main line vehicle VR, and information regarding the orientation of the main line vehicle VR.

The target merging route generator 69 periodically generates a target merging route based on the following information during the merging period. The target merging route is a target lane change route. The target merging route generation unit 69 also outputs the generated target merging route to the steering amount calculation unit 83 via the output route switching unit 82 .

The merging period is from when the merging section travel detection unit 64 detects that the vehicle VL is traveling in the merging lane 91 to when the merging completion determination unit 65 determines that the vehicle VL has completed the lane change. is the period of

The information used to generate the target merging route includes the position of the lane marking around the vehicle VL, the type of lane marking around the vehicle VL, the position of the vehicle VL, map node data, and the merging lane 91 where the vehicle VL is located. includes detection results about running The information used to generate the target merging route further includes merging progress, terminal arrival time, passable area A1, and main lane information.

Also, the shape of the target merging route and the properties of the target merging route are changed based on the terminal arrival time, the passable area A1, and the main lane information.

The properties of the target merging path are affected by, for example, terminal arrival time. The time required to change lanes should be shortened as the terminal arrival time is shortened. For example, to shorten the time required for a lane change without accelerating the host vehicle VL, the steering angle needs to be increased. Therefore, the target merging route has the property that the steering angle is relatively large when the terminal arrival time is short.

Also, the properties of the target merging route are affected by, for example, main lane information. In a situation where the main line vehicle VR is running parallel to the own vehicle VL, it is necessary to change lanes so as to avoid the main line vehicle VR. It has the property of being easily changed depending on the

More specifically, a route switching time is set in the target merging route generator 69 in order to generate the target merging route. The route switching time is a reference time for switching the shape of the target merging route and the property of the target merging route according to the length of the terminal arrival time. If the terminal arrival time is shorter than the route switching time, the target merging route generation unit 69 changes the route generation parameters and generates the target merging route so that the lane change is completed in a shorter time. The route generation parameter includes, for example, the steering angle δ.

Note that the route generation parameter may be changed so that the shorter the terminal arrival time is, the shorter the time required for lane change is when the terminal arrival time is shorter than the route switching time.

The target merging route generation unit 69 also generates a target merging route based on the main lane information so as to avoid the main vehicle VR. Techniques for generating the target confluence path include, for example, interpolation curve application, graph search, sample base, and numerical optimization, but any technique may be used as the path generation technique.

Also, if at least one of the terminal arrival time, passable area A1, and main lane information changes while the lane is being changed, the target merging route generation unit 69 generates a traffic signal with a different property or shape. Generate a target confluence path.

The target merging route generator 69 generates a consistent target merging route before and after the time when the change occurs, based on the degree of progress of merging. However, if the merging progress exceeds the determination progress, the target merging route generator 69 does not change the properties of the target merging route and the shape of the target merging route. As a result, the lane change of the own vehicle VL is performed without giving an uncomfortable feeling to the occupants of the own vehicle VL.

The merging lane following route generation unit 70, based on the position information of the lane markings around the vehicle VL, the information about the type of lane markings around the vehicle VL, the position information of the vehicle VL, and the map node data, Generate a merging lane following path. The merging lane following route is a travel route along the shape of the merging lane 91 . That is, the merging lane following route is a travel route along the map node NM for the merging lane 91 .

The method for generating the merging lane following route is the same as the method for generating the target merging route.

The travel locus estimation unit 71 estimates the travel locus of the own vehicle VL based on the information acquired from the merging section information acquisition unit 61 or the information acquired from the vehicle state quantity acquisition unit 72 .

A method of estimating the travel locus of the own vehicle VL based on the information acquired from the merging section information acquiring section 61 is as follows. For example, the running locus estimation unit 71 estimates the running locus of the host vehicle VL by comparing the lane marking detection result by the front camera 42 and the lane marking information included in the map node data.

Further, the traveling locus estimation unit 71 may estimate the traveling locus of the own vehicle VL by comparing the road edge detection result by the surrounding radar 43 and the road edge information included in the map node data. Road edges are, for example, road side walls and guardrails.

On the other hand, a method of estimating the travel locus of the own vehicle VL based on the information acquired from the vehicle state quantity acquisition unit 72 is as follows. The running locus estimator 71 acquires the yaw rate of the vehicle VL and the running speed of the vehicle VL based on outputs from the vehicle speed sensor 44 , the gyro sensor 45 , the acceleration sensor 46 and the steering angle sensor 47 . Then, the travel locus estimation unit 71 uses a Kalman filter to calculate the travel amount of the own vehicle VL from the yaw rate of the own vehicle VL and the travel speed of the own vehicle VL, and the travel amount of the own vehicle VL from the calculated travel amount of the own vehicle VL. Estimate the trajectory.

The vehicle state quantity acquisition unit 72 acquires the vehicle state quantity of the own vehicle VL from the vehicle speed sensor 44 , the gyro sensor 45 , the acceleration sensor 46 and the steering angle sensor 47 . Vehicle state quantities include, for example, vehicle speed V, longitudinal acceleration, lateral acceleration, yaw rate, and steering angle.

The merging feasibility determination unit 81 determines whether merging is possible or not based on the terminal arrival time, the main lane information, and the target merging route. Being able to merge means that vehicle control for merging, that is, lane change can be executed. In addition, merging impossibility means that lane change is impracticable.

A merging determination effective time is set in the vehicle travel route generation device 60 . The merging determination effective time is a threshold time between the valid time and the invalid time for the merging determination by the merging determination unit 81 . Even if it is determined that the merging is not possible at a certain timing, the merging possibility determination unit 81 again determines whether the merging is possible at the next calculation execution timing unless the terminal arrival time is less than the merging determination valid time. conduct.

More specifically, the merging availability determination unit 81 acquires the position of the main line vehicle VR, the speed of the main line vehicle VR, and the direction of the main line vehicle VR from the main line lane information, and predicts the future position of the main line vehicle VR. .

The merging availability determination unit 81 provides a virtual space on the target merging route. If a part of this virtual space overlaps with the predicted position of the main line vehicle VR, the decision as to whether merging is possible or not based on the target merging route is made as merging impossible.

The output route switching unit 82 stores information on the merging lane following route generated by the merging lane following route generating unit 70 , information on the target merging route generated by the target merging route generating unit 69 , The result of determination as to whether or not to merge is input. The output route switching unit 82 switches the output route output by the vehicle control device 50 based on the merging lane following route, the target merging route, and the determination result of whether or not the vehicle can merge.

More specifically, when the result of the determination as to whether or not merging is possible is “possible to merge”, the output route switching unit 82 outputs information on the target merging route to the steering amount calculation unit 83 . On the other hand, if the result of the determination as to whether or not merging is possible is “unable to merge”, the output route switching unit 82 outputs information on the merging lane following route to the steering amount calculation unit 83 .

The steering amount calculation unit 83 calculates a target steering angle for causing the own vehicle VL to follow the output route output from the output route switching unit 82 . A known calculation method is used as a calculation method for the target steering angle. Known calculation methods include, for example, a calculation method based on lateral deviation feedback at a point of sight ahead and a calculation method based on MPC (Model Predictive Control).

The control stop unit 84 stops automatic steering control in the steering control device 19 . More specifically, the control stop unit 84 calculates a correction coefficient for multiplying the motor current command value for the electric motor 17 . Here, the correction coefficient is a coefficient that takes a value from 0 to 1.

The motor current command value is a command value for causing the steering angle δ calculated by the steering control device 19 to follow the target steering angle δ*. Therefore, by multiplying the motor current command value by a correction coefficient smaller than 1, the automatic steering control is stopped. For example, when the value of the correction coefficient is 1, the motor current command value is maintained and automatic steering control is continued. Further, when the correction coefficient is 0, the motor current command value becomes 0, and the automatic steering control is completely stopped.

The control stop unit 84 gradually decreases the value of the correction coefficient from 1 to 0 when the result of the determination as to whether or not merging is “impossible to merge”. As a result, the control stop unit 84 can stop the automatic steering control without causing discomfort.

For example, as shown in FIG. 2, at a point where there is a merging from a merging lane 91 to a main lane 92, the front camera 42 and the surrounding radar 43 detect the main vehicle VR, and based on the detection result, it is determined whether or not the merging is possible. Judgment has to be made.

However, when determining whether or not merging is possible and generating a target merging route at a position on the merging lane 91, if it is not possible to respond to changes in the situation in the main lane 92 that may occur when the own vehicle VL travels in the merging lane 91, It leads to lower feasibility of automatic merging.

FIG. 4 is a schematic diagram showing a situation in which the main vehicle VR is traveling on the main lane 92 when the own vehicle VL has entered the merging section on the merging lane 91 . In this example, the generated target merging route TR overlaps the predicted future position VRP of the main line vehicle VR. In this case, the vehicle travel route generation device 60 needs to determine that merging is not possible, or generate a target merging route that avoids the main vehicle VR.

FIG. 5 is a schematic diagram showing a situation in which the main vehicle VR starts moving toward the passing lane of the main lane 92 after the own vehicle VL has entered the merging section on the merging lane 91 . Thus, in an actual traffic situation, the driver of the main line vehicle VR may recognize that the own vehicle VL is entering the merging section and move the main line vehicle VR to the overtaking lane side. Also, although not shown, it is conceivable that the driver of the main line vehicle VR recognizes that the own vehicle VL is entering the merging section and accelerates or decelerates the main line vehicle VR.

In this way, the target merging route generation unit 69 follows the determination of whether or not merging is possible at the point in time shown in FIG. 4 even if the situation of the main lane 92 changes and the merging control is actually executable. Therefore, it is possible to more appropriately determine whether or not to merge and generate a more appropriate target merging route.

Also, at the time shown in FIG. 4, the properties of the target merging route TR generated to avoid the main line vehicle VR are different from the properties of the target merging route TR generated when the main line vehicle VR does not exist. Therefore, even though the condition of the main lane 92 has changed and there are no longer any main-lane vehicles to be considered in generating the target merging route TR, the own vehicle VL does not follow the target merging route generated so as to avoid the main-lane vehicles. If it follows, there is a possibility that the occupant of the own vehicle VL feels uncomfortable.

However, according to the vehicle travel route generation device 60 according to the first embodiment, even if the own vehicle VL is changing lanes, the target merging route is generated periodically, so that the main vehicle VR is once avoided. The generated target merging route is changed according to subsequent changes in the situation. Therefore, it is possible to reduce the sense of discomfort given to the occupants of the own vehicle VL.

FIG. 6 is a flow chart showing a target merging route generation routine executed by the vehicle travel route generation device 60 of FIG. The routine of FIG. 6 is started, for example, when the ignition switch of the own vehicle VL is turned on, and is executed each time a certain period of time elapses.

Further, in the following, the value of the merging section travel flag X1 and the value of the merging incomplete flag X2 are each initialized to "0" when the ignition switch is turned on.

When the routine of FIG. 6 is started, the vehicle travel route generation device 60 determines whether or not the value of the merging section travel flag X1 is "0" in step S101. At this time, the value of the merging section traveling flag X1 is "0". Therefore, next, in step S102, the vehicle travel route generation device 60 determines whether or not the value of the merging incomplete flag X2 is "0".

At this time, the value of the merging incompletion flag X2 is "0". Therefore, in step S103, the vehicle travel route generation device 60 determines whether or not the own vehicle VL is traveling in the merging section S1.

If the own vehicle VL is not traveling in the merging section S1, the vehicle travel route generation device 60 once terminates this routine. That is, in this case, no target merging route is generated.

When the host vehicle VL is traveling in the merging lane 91, the vehicle travel route generation device 60 sets the value of the merging section travel flag X1 to "1" in step S104. Next, in step S105, the vehicle travel route generation device 60 determines whether or not the terminal arrival time is less than the route switching time.

If the terminal arrival time is equal to or longer than the route switching time, the vehicle travel route generation device 60 sets the route generation parameter to the first parameter in step S107. If the terminal arrival time is less than the route switching time, the vehicle travel route generation device 60 sets the route generation parameter to the second parameter in step S106.

The second parameter is set so that the host vehicle VL can change lanes in a shorter period of time than the first parameter. For example, when the route generation parameter is the steering angle δ, the steering angle δ2 as the second parameter is greater than the steering angle δ1 as the first parameter.

Next, in step S108, the vehicle travel route generation device 60 generates a target merging route using the first parameter or the second parameter. Then, the vehicle travel route generation device 60 outputs the generated target merging route to the output route switching unit 82 in step S109.

Next, in step S110, the vehicle travel route generation device 60 determines whether or not the merging progress is greater than or equal to the determination progress. If the merging progress is less than the determination progress, the vehicle travel route generation device 60 makes a "No" determination in step S110, and once ends this routine.

When this routine is started again after a certain period of time has elapsed, the vehicle travel route generation device 60 determines in step S101 whether or not the value of the merging section travel flag X1 is "0". At this time, the value of the merging section travel flag X1 is set to "1", so the vehicle travel route generation device 60 determines "No" in step S101.

Next, in step S105, the vehicle travel route generation device 60 determines whether or not the terminal arrival time is less than the route switching time.

If the terminal arrival time is equal to or longer than the route switching time, the vehicle travel route generation device 60 sets the route generation parameter to the first parameter in step S107. On the other hand, if the terminal arrival time is less than the route switching time, the vehicle travel route generation device 60 sets the route generation parameter to the second parameter in step S106.

Thereafter, the vehicle travel route generation device 60 generates a target merging route in step S108, and outputs the generated target merging route to the output route switching unit 82 in step S109.

In this way, when the merging progress is less than the determination progress, the vehicle travel route generation device 60 sets the route generation parameter, generates the target merging route, repeat the output of

On the other hand, when the merging progress is equal to or greater than the determination progress, the vehicle travel route generation device 60 determines "Yes" in step S110, and sets the value of the merging section travel flag X1 to "0" in step S111. do.

Next, in step S112, the vehicle travel route generation device 60 determines whether or not the merging has been completed. If the merging has not been completed, the vehicle travel route generation device 60 determines "No" in step S112. Next, in step S114, the vehicle travel route generation device 60 sets the value of the merging incompletion flag X2 to "1", and temporarily terminates this routine.

After a certain period of time has passed, when this routine is started again, the value of the merging section traveling flag X1 is "0" and the value of the merging incomplete flag X2 is "1". Therefore, the vehicle travel route generation device 60 determines "Yes" in step S101, and determines "No" in step S102.

Next, the vehicle travel route generation device 60 generates a target merging route in step S108, and outputs the generated target merging route to the output route switching unit 82 in step S109. In this way, when the merging progress is equal to or greater than the determination progress and merging is not completed, a target merging route is generated using the same route generation parameter and the generated target merging route is generated every time a certain period of time elapses. Repeat the output of the route.

Further, when determining that the merging is completed in step S112, the vehicle travel route generation device 60 sets the value of the merging incomplete flag X2 to "0" in step S113, and temporarily terminates this routine.

Next, the vehicle control device 50 according to Embodiment 1 will be described. In the vehicle control device 50 according to Embodiment 1, even if the merging possibility determining unit 81 determines that the merging is not possible, the determination of whether the merging is possible is repeated every time a certain period of time elapses until the merging becomes possible. In other words, the determination of whether or not to join is suspended.

More specifically, the merging availability determining unit 81 repeatedly executes the following process every time a certain period of time elapses.

If the condition of the main lane 92 satisfies the conditions for merging, the merging possibility determining section 81 outputs the target merging route generated by the target merging route generating section 69 to the output route switching section 82 to the steering amount calculating section 83. Let Here, the merging possible condition is a condition under which the own vehicle VL can change lanes, and is a condition under which the merging possible/impossible determination unit 81 determines that the merging is possible.

Further, if the condition of the main lane 92 does not satisfy the conditions for merging and the terminal arrival time is equal to or longer than the merging determination valid time, the merging possibility determination unit 81 instructs the output route switching unit 82 to switch the merging lane following route. output. Note that the merging determination valid time is a value related to determination of whether the own vehicle VL can merge. The merging determination effective time is set to a time shorter than the route switching time.

Further, when the condition of the main lane 92 does not satisfy the conditions for merging and the terminal arrival time is less than the merging determination effective time, the merging possibility determination unit 81 causes the control stop unit 84 to stop the automatic steering control. .

FIG. 7 is a flow chart showing a merging control routine executed by the vehicle control device 50 of FIG. The routine of FIG. 7 is started, for example, when the ignition switch of the vehicle VL is turned on, and is executed each time a certain period of time elapses.

When the routine of FIG. 7 is started, the vehicle control device 50 determines in step S301 whether or not the own vehicle VL is traveling in the merging section S1.

If the own vehicle VL is not traveling in the merging section S1, the vehicle control device 50 once terminates this routine. That is, in this case, the vehicle control device 50 does not execute merging control.

If the own vehicle VL is traveling in the merging section S1, the vehicle control device 50 determines in step S302 whether or not it is possible to merge from the current position. If it is possible to merge from the current point, the vehicle control device 50 outputs the generated target merging route to the output route switching unit 82 in step S303, and temporarily ends this routine. That is, in this case, the vehicle control device 50 executes the lane change of the host vehicle VL.

On the other hand, if it is not possible to merge from the current point, the vehicle control device 50 determines in step S304 whether or not the terminal arrival time is less than the merge determination valid time.

If the terminal arrival time is equal to or longer than the merging determination valid time, the vehicle control device 50 outputs the generated merging lane following route to the output route switching unit 82 in step S306, and temporarily ends this routine. That is, in this case, the vehicle control device 50 determines that merging is not possible, and does not change the lane of the host vehicle VL. Further, in this case, the vehicle control device 50 determines whether or not to join after a certain period of time has elapsed. In other words, the output of the target merging path is held until the next calculation cycle.

Also, if the terminal arrival time is less than the merging determination effective time, the vehicle control device 50 stops the automatic steering control in step S305, and once ends this routine. That is, in this case, the output of the target merging route is stopped. Then, the own vehicle VL travels according to the safe travel control that is separately executed.

As described above, the vehicle travel route generation device 60 according to Embodiment 1 includes the merging section travel detection unit 64, the main lane information acquisition unit 68, the merging completion determination unit 65, and the target merging route generation unit 69. I have it. After the merging section travel detection section 64 detects that the vehicle VL is traveling in the merging section S1, the target merging route generation section 69 determines that the vehicle VL has completed the lane change by the merging completion determination section. Generate target merging paths periodically until The target merging route generator 69 outputs the generated target merging route to the steering amount calculator.

According to this, even when the target merging route is set and the lane change of the own vehicle VL is started, the vehicle traveling in the merging lane can be changed in response to the subsequent change in the situation in the main lane. , can be moved to the main lane more appropriately.

The vehicle travel route generation device 60 according to Embodiment 1 further includes a terminal arrival time prediction unit 66 . A route switching time is set in the target merging route generator 69 . The target merging route generation unit 69 generates the first target merging route as the target merging route when the terminal arrival time is equal to or longer than the route switching time. On the other hand, the target merging route generator 69 generates a second target merging route as the target merging route when the terminal arrival time is less than the route switching time during the merging period. The second target merging route is a route that completes the lane change in a shorter time than the time required for the lane change along the first target merging route.

According to this, when the vehicle traveling in the merging lane 91 approaches the passable area A1 of the merging lane 91, the lane change is performed in a shorter time. Therefore, it is possible to reduce discomfort given to the passengers of the vehicle traveling in the merging lane 91 .

In the vehicle travel route generation device 60 according to Embodiment 1, the target merging route generation unit 69 sets the second target merging route so that the shorter the terminal arrival time, the shorter the time required for lane change. Therefore, it is possible to further reduce the sense of discomfort given to the occupants of vehicles traveling in the merging lane 91 .

Further, the vehicle control device 50 according to Embodiment 1 includes a vehicle travel route generation device 60 and a merging possibility determination section 81 . A merging determination valid time is set in the vehicle travel route generation device 60 . The vehicle travel route generation device 60 outputs the target merging route to the steering amount calculation unit 83 when the merging possibility determining unit 81 determines that the merging is possible. Further, when the merging possibility determination unit 81 determines that merging is not possible and the terminal arrival time is equal to or longer than the merging determination valid time, the vehicle travel route generation device 60 calculates the steering amount calculation unit 83 for the target merging route. Holds the output to until the next operation cycle. Further, when the merging possibility determination unit 81 determines that merging is not possible and the terminal arrival time is less than the merging determination valid time, the vehicle travel route generation device 60 sets the steering amount calculation unit 83 for the target merging route. stop outputting to

Therefore, the vehicle control device 50 repeatedly determines whether the merging is possible until the own vehicle VL approaches the terminal position P3 of the merging section S1. That is, the output of the target merging route is held until the next calculation cycle. Therefore, according to the vehicle control device 50 according to the first embodiment, it is possible to more appropriately move the own vehicle VL to the main lane 92 in response to the change in the state of the main lane 92 and the detection error of the sensor group 40. can.

Note that the detection of the lane marking and the detection of the surrounding environment may be performed by a combination of the surrounding camera and the front radar instead of the combination of the front camera 42 and the surrounding radar 43 . Also, the detection of the lane marking and the detection of the surrounding environment may be performed by a combination of a surrounding camera and LiDAR (Light Detection and Landing).

Information used to determine the degree of progress of merging is information that can detect the degree of progress of merging. The information is not limited to information on features around the VL. For example, the merging progress may be detected based on the yaw rate or lateral acceleration acquired by the vehicle state quantity acquiring section 72 . Also, the merging progress may be detected based on the elapsed time from the merging start point.

Also, the merging section travel detection unit 64 may detect that the own vehicle VL is traveling in the merging lane 91 . That is, the fact that the vehicle VL is traveling in the merging section may be detected before the vehicle VL enters the merging section S1.

Also, the merging start position may be defined as the position where the own vehicle VL starts moving from the merging lane 91 to the main lane 92, that is, the position where the lane change starts. Also, the merging completion position may be defined as a position at which the own vehicle VL completes movement to the main lane 92, that is, a position at which lane change is completed.

Also, the method of predicting the terminal arrival time may be a method using a prediction model. In this case, the prediction model may predict the future vehicle state quantity from the past history of the vehicle state quantity relating to the motion of the own vehicle VL.

Moreover, although the route switching time and the merging determination effective time are predetermined constant times, they may be set shorter as the speed of the own vehicle VL is higher, for example. Also, the route switching time and the merging determination effective time may be equal or different from each other.

Embodiment 2.
Next, a vehicle travel route generation device 60 according to Embodiment 2 will be described. In the vehicle travel route generation device 60 according to the second embodiment, when the generated target merging route is outside the passable area A1, the target merging route is changed so that the target merging route does not deviate from the passable area A1. The difference from the first embodiment is that the

The configuration is the same as that of Embodiment 1 except that the target merging route is changed so that the target merging route does not deviate from the traversable region A1 when it is determined that the target merging route is outside the traversable region A1. .

In the vehicle travel route generation device 60 according to Embodiment 2, the target merging route generation unit 69 compares the calculated passable area A1 with the generated target merging route.

If the terminal arrival time is less than the route switching time, the target merging route generator 69 sets the route generation parameter to the second parameter, and then generates the target merging route.

When the terminal arrival time is equal to or longer than the route switching time and the generated target merging route is out of the passable area A1, the target merging route generator 69 sets the route generation parameter to the second parameter, Generate the target merge path again. That is, in this case, the target merging route generator 69 changes the target merging route.

Further, when the target merging route generated using the second parameter is out of the passable area A1, the target merging route generator 69 sets the target merging route so that the target merging route does not deviate from the passable area A1. Correct the route.

By the way, when the own vehicle VL is excessively close to the end of the merging lane shown in FIG. 2, the occupant of the own vehicle VL may feel uncomfortable. When the target merging route is approaching the terminal position P3 of the merging lane 91, the occupant of the own vehicle VL feels as if the own vehicle VL is traveling toward the point where the lane disappears. This may lead to careless intervention in vehicle control by the occupant of the host vehicle VL.

However, according to the vehicle travel route generation device 60 according to Embodiment 2, the passable area A1 is calculated based on the environment information around the vehicle VL and the map information around the vehicle VL. Then, the generated target merging route is corrected based on the calculated passable area A1. Therefore, the target merging route can be generated more appropriately before the occupant of the own vehicle VL inadvertently intervenes in the vehicle control.

FIG. 8 is a flow chart showing a target merging route generation routine executed by the vehicle travel route generation device 60 according to the second embodiment. The routine of FIG. 8 is started, for example, when the ignition switch of the vehicle VL is turned on, and is executed each time a certain period of time elapses.

In the routine of FIG. 8, the same step numbers are given to the same steps as in the routine of FIG. Further, detailed descriptions of steps that are the same as those of the routine of FIG. 6 are omitted.

First, the case where the values of the merging section traveling flag X1 and the merging incomplete flag X2 are both "0", that is, the case where the host vehicle VL is not traveling in the merging lane 91 will be described. In this case, when the routine of FIG. 8 is started, the vehicle travel route generation device 60 determines in step S103 whether or not the own vehicle VL is traveling in the merging section S1.

Next, the case where the value of the merging section travel flag X1 is "1", that is, the case where the host vehicle VL is traveling in the merging section S1 will be described. In this case, when the routine of FIG. 8 is started, the vehicle travel route generation device 60 determines whether or not the terminal arrival time is less than the route switching time in step S105.

If the terminal arrival time is equal to or longer than the route switching time, the vehicle travel route generation device 60 determines "No" in step S105, and sets the route generation parameter to the first parameter in step S107. Next, in step S203, the vehicle travel route generation device 60 generates a target merging route based on the first parameter.

Next, in step S204, the vehicle travel route generation device 60 determines whether or not the target merging route is out of the passable area A1. If the target merging route does not deviate from the passable area A1, the vehicle running route generation device 60 determines "No" in step S204, and outputs the generated target merging route to the output route switching unit 82 in step S109. do.

On the other hand, when the target merging route is out of the passable area A1, the vehicle travel route generation device 60 determines "Yes" in step S204, and sets the route generation parameter to the second parameter in step S106. Next, in step S108, the vehicle travel route generation device 60 generates a target merging route based on the second parameter.

Next, in step S201, the vehicle travel route generation device 60 determines whether or not the target merging route is out of the passable area A1. When the target merging route does not deviate from the passable area A1, the vehicle running route generation device 60 determines "No" in step S201, and outputs the generated target merging route to the output route switching unit 82 in step S109. do.

On the other hand, when the target merging route is out of the passable area A1, the vehicle travel route generation device 60 determines "Yes" in step S201, and corrects the target merging route in step S202. Then, the vehicle travel route generation device 60 outputs the corrected target merging route in step S109.

Next, when the value of the merging section running flag X1 is "0" and the value of the merging incomplete flag X2 is "1", that is, in the previously executed routine, the merging progress is equal to or greater than the determination progress. However, a case where it is determined that the merging has not yet been completed will be described. In this case, when the routine of FIG. 8 is started, the vehicle travel route generation device 60 generates a target merging route based on the last set route generation parameter in step S203.

Next, in step S204, the vehicle travel route generation device 60 determines whether or not the target merging route is out of the passable area A1. If the target merging route does not deviate from the passable area A1, the vehicle running route generation device 60 determines "No" in step S204, and outputs the generated target merging route to the output route switching unit 82 in step S109. do.

On the other hand, when the target merging route is out of the passable area A1, the vehicle travel route generation device 60 determines "Yes" in step S204, and sets the route generation parameter to the second parameter in step S106. Next, in step S108, the vehicle travel route generation device 60 generates a target merging route based on the second parameter.

Next, in step S201, the vehicle travel route generation device 60 determines whether or not the target merging route is out of the passable area A1. When the target merging route does not deviate from the passable area A1, the vehicle running route generation device 60 determines "No" in step S201, and outputs the generated target merging route to the output route switching unit 82 in step S109. do.

On the other hand, when the target merging route is out of the passable area A1, the vehicle travel route generation device 60 determines "Yes" in step S201, and corrects the target merging route in step S202. Next, the vehicle travel route generation device 60 outputs the corrected target merging route to the output route switching unit 82 in step S109.

Since each process from step S110 to step S114 is the same as the process in the routine of FIG. 6, description of these processes is omitted.

As described above, the vehicle travel route generation device 60 according to Embodiment 2 determines whether or not the target merging route is outside the passable area A1. When the route generation parameter is set to the first parameter and the target merging route is out of the passable area A1, the vehicle travel route generation device 60 sets the route generation parameter to the second parameter, and then sets the target merging route. to generate Further, when the route generation parameter is set to the second parameter and the target merging route is out of the passable area A1, the vehicle travel route generation device 60 corrects the target merging route.

As described above, the vehicle travel route generation device 60 according to Embodiment 2 further includes the merging section information acquisition unit 61 and the passable area calculation unit 67 . The target merging route generation unit 69 generates a second target merging route when the generated first target merging route is out of the passable area A1 even if the terminal arrival time is equal to or longer than the route switching time.

If the shape of the passable area A1 is temporarily changed due to obstacles, construction work, or the like, the generated first target merging route may deviate from the passable area A1. According to this, when the shape of the passable area A1 is temporarily changed, the second target merging route is generated as the target merging route, and the vehicle VL moves along the second target merging route. Make a lane change. Therefore, it is possible to further reduce the sense of discomfort given to the occupants of vehicles traveling in the merging lane 91 .

Further, when the generated second target merging route is outside the passable area A1, the target merging route generator 69 corrects the second target merging route so that it passes through only the passable area A1. This prevents the second target merging route from deviating from the passable area A1. Therefore, it is possible to further reduce the sense of discomfort given to the occupants of vehicles traveling in the merging lane 91 .

Embodiment 3.
Next, a vehicle travel route generation device according to Embodiment 3 will be described. In the vehicle travel route generation device 60 according to the third embodiment, the target merging route generation unit 69 determines that the state quantity of the own vehicle VL that is expected to occur when the own vehicle VL travels along the target merging route exceeds the limit value. The difference from the first embodiment is that the target merging route is generated so as not to exceed.

Except for the differences described above, the vehicle travel route generation device 60 according to the third embodiment is the same as that of the first embodiment.

A limit value for the vehicle state quantity, which is the state quantity of the host vehicle VL, is set in the vehicle travel route generation device 60 . The limit value is, for example, an upper limit value set for the vehicle state quantity so as to prevent the occupant of the vehicle VL from feeling uncomfortable due to sudden acceleration and sudden steering.

The target merging route generator 69 generates a target merging route for the vehicle VL to change from the merging lane 91 to the main lane 92 based on the following information. The information used to generate the target merging route includes the position of the lane marking around the vehicle VL, the type of lane marking around the vehicle VL, the position of the vehicle VL, map node data, and the merging lane 91 where the vehicle VL is located. includes detection results about running The information used to generate the target merging route further includes merging progress, terminal arrival time, passable area A1, main lane information, and vehicle state quantity.

The generated route has a function of changing the shape and properties of the route based on the terminal arrival time, passable area A1, and main lane information.

FIG. 9 is a schematic diagram for explaining processing by the target merging route generation unit 69 of the vehicle travel route generation device according to the third embodiment. In FIG. 9, the host vehicle VL is traveling between a merging start point P1 and a point P4 where the terminal arrival time is equal to the route switching time.

FIG. 10 is a schematic diagram for explaining processing by the target merging route generation unit 69 of the vehicle travel route generation device according to the third embodiment. In FIG. 10, the host vehicle VL is traveling between a point P4 at which the terminal arrival time is equal to the route switching time and a point P5 at which the terminal arrival time is equal to the limit switching time. The target confluence route TR2 has the same shape and properties as the target confluence route TR1 in FIG.

A limit switching time, a first state quantity, and a second state quantity are set in the target merging route generator 69 . The limit switching time is a reference time for switching the limit value of the vehicle state quantity according to the length of the terminal arrival time. The first state quantity is the state quantity of the own vehicle VL, and the second state quantity is the state quantity larger than the first state quantity of the own vehicle VL.

The target merging route TR3 is a route that allows a lane change to be completed in a shorter time than the target merging route TR2. In other words, the target merging route TR3 is a target merging route generated when the limit value of the vehicle state quantity is relaxed.

When the own vehicle VL is traveling in the merging section S1, and the terminal arrival time is longer than the route switching time, that is, when the own vehicle VL is traveling between the merging start point P1 and the point P4, The target merging route generator 69 generates the target merging route TR1 by a normal method.

When the terminal arrival time is shorter than the route switching time and longer than the limit switching time, that is, when the own vehicle VL is traveling between the point P4 and the point P5, the target merging route generation unit 69 sets the vehicle After relaxing the limit value of the state quantity, the target merging route TR3 is generated.

Therefore, if the limit value of the steering angle δ as the vehicle state quantity is relaxed, the shape of the target merging route TR3 becomes smaller than the shape of the target merging route TR2 in the direction parallel to the lane, as shown in FIG. becomes. Also, the time required for lane change is made shorter than the time required for lane change for target merging route TR2.

As described above, in the vehicle travel route generation device 60 according to the third embodiment, when the terminal arrival time is equal to or longer than the limit switching time, the target merging route generation unit 69 determines that when the host vehicle VL travels the target merging route A target merging route is generated so that the vehicle state quantity expected to occur in the first state does not exceed the first state quantity. Further, when the terminal arrival time is less than the limit switching time, the target merging route generation unit 69 generates the target merging route so that the vehicle state quantity does not exceed the second state quantity.

According to this, it is possible to achieve both a reduction in discomfort given to the occupant by the own vehicle VL and an improvement in comfort given to the occupant by the own vehicle VL.

In the vehicle control device 50 according to the third embodiment, the vehicle travel route generation device 60 is set with a limit value for the state quantity of the own vehicle VL. Then, when the state quantity of the vehicle VL that is predicted to occur when the vehicle VL travels along the target merging route exceeds the limit value, the vehicle running route generation device 60 sends the steering amount calculation unit 83 to the target merging route. stop the output of According to this, when the state quantity of the own vehicle VL exceeds the limit value, the output of the target merging route is stopped.

Note that the vehicle travel route generation device 60 according to Embodiments 1 to 3 has a steering system in which the steering shaft 12 and a pair of front wheels 21 as a pair of steering wheels are mechanically connected by a rack and pinion mechanism 14. 10, it may be applied to a so-called steer-by-wire steering system.

Each function of each vehicle travel route generation device from Embodiment 1 to Embodiment 3 may be appropriately combined.

Here, each function of the steering control device 19 and the vehicle control device 50 of Embodiments 1 and 2 is implemented by a processing circuit. FIG. 11 is a configuration diagram showing a first example of a processing circuit that implements each function of the steering control device 19 and the vehicle control device 50 according to Embodiments 1 and 2. As shown in FIG. The processing circuit 100 of the first example is dedicated hardware.

Also, the processing circuit 100 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Applicable. Further, each function of the steering control device 19 and the vehicle control device 50 may be implemented by individual processing circuits 100 , or each function may be collectively implemented by the processing circuit 100 .

FIG. 12 is a configuration diagram showing a second example of a processing circuit that implements each function of the steering control device 19 and the vehicle control device 50 according to the first and second embodiments. The second example processing circuit 200 comprises a processor 201 and a memory 202 .

In the processing circuit 200, each function of the steering control device 19 and the vehicle control device 50 is implemented by software, firmware, or a combination of software and firmware. Software and firmware are written as programs and stored in memory 202 . The processor 201 implements each function by reading and executing a program stored in the memory 202 .

It can also be said that the program stored in the memory 202 causes the computer to execute the procedure or method of each part described above. Here, the memory 202 is, for example, RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable and volatile or volatile semiconductor memory. The memory 202 also includes magnetic disks, flexible disks, optical disks, compact disks, mini disks, DVDs, and the like.

It should be noted that the functions of the respective units described above may be partly realized by dedicated hardware and partly realized by software or firmware.

In this way, the processing circuit can implement the functions of the units described above by means of hardware, software, firmware, or a combination thereof.

50 vehicle control device, 60 vehicle travel route generation device, 61 confluence section information acquisition unit, 63 map information acquisition unit, 64 merge section travel detection unit, 65 merge completion determination unit, 66 terminal arrival time prediction unit, 67 passable area calculation 68 main lane information acquisition unit 69 target merging route generation unit 81 merging possibility determination unit 82 output route switching unit 83 steering amount calculation unit 84 control stop unit 91 merging lane 92 main lane S1 merging section , VL own vehicle.

Claims (8)

a merging section travel detection unit that detects that the vehicle is traveling in a merging section, which is a section in which the vehicle changes lanes from the merging lane to the main lane;
a main lane information acquisition unit that acquires main lane information, which is information including information about other vehicles traveling in the main lane;
a merging completion determination unit that determines whether the host vehicle has completed the lane change;
a target merging route generation unit that generates a target merging route, which is a target route for changing lanes, based on the main lane information;
The target merging route generation unit
A period from when the merging zone travel detection unit detects that the vehicle is traveling in the merging lane to when the merging completion determination unit determines that the vehicle has completed the lane change. periodically generating the target merging route in a certain merging period;
A vehicle travel route generation device for outputting the generated target merging route to a steering amount calculation unit for calculating a steering amount of a steering wheel of the own vehicle. further comprising a terminal arrival time prediction unit that predicts a terminal arrival time, which is the time required for the own vehicle to reach the terminal position of the merging section;
A route switching time is set in the target merging route generation unit,
The target merging route generation unit generates a first target merging route as the target merging route when the terminal arrival time is greater than or equal to the route switching time, and generates a first target merging route as the target merging route when the terminal arrival time is less than the route switching time. 2. The vehicle according to claim 1, wherein, as the target merging route, a second target merging route that completes the lane change in a time shorter than the time required for the lane change along the first target merging route is generated. Driving route generator. The vehicle travel route generation device according to claim 2, wherein the target merging route generation unit sets the second target merging route so that the time required for the lane change is shortened as the terminal arrival time is shorter. a merging section information acquisition unit that acquires merging section information, which is information about the situation of the merging section;
a passable area calculation unit that calculates a passable area, which is an area through which the vehicle can pass, in the confluence section based on the confluence section information;
The target merging route generation unit generates the second target merging route when the generated first target merging route is out of the passable area even when the terminal arrival time is equal to or longer than the route switching time. 4. The vehicle travel route generation device according to claim 2 or 3. 5. The method according to claim 4, wherein, when the generated second target merging route is out of the passable area, the target merging route generator corrects the second target merging route so that it passes through only the passable area. A vehicle travel route generation device as described. The target merging route generating unit includes a limit switching time, a first state quantity that is the state quantity of the own vehicle, and a second state quantity that is the state quantity of the own vehicle that is larger than the first state quantity. is set and
The target merging route generation unit generates the target merging route so that the state quantity of the host vehicle does not exceed the first state quantity when the terminal arrival time is equal to or longer than the limit switching time, and generates the target merging route. 6. If the arrival time is less than the limited switching time, the target merging route is generated so that the state quantity of the own vehicle does not exceed the second state quantity. The vehicle travel route generation device according to 1. A vehicle travel route generation device according to any one of claims 2 to 6;
a merging feasibility determination unit that determines merging feasibility based on the main lane information and the terminal arrival time;
with
A merging determination valid time is set in the vehicle travel route generation device,
The vehicle travel route generation device includes:
outputting the target merging route to the steering amount calculating unit when the merging possibility determining unit determines that the merging is possible;
When the merging possibility determination unit determines that merging is not possible and the terminal arrival time is equal to or longer than the merging determination valid time, the output of the target merging route to the steering amount calculation unit is calculated as follows. withheld until the cycle,
stopping the output of the target merging route to the steering amount calculating unit when the merging possibility determination unit determines that merging is not possible and the terminal arrival time is less than the merging determination valid time; Control device. A limit value of the state quantity of the host vehicle is set in the vehicle travel route generation device,
The vehicle travel route generation device includes:
When the state quantity of the own vehicle predicted to occur when the own vehicle travels on the target merging route exceeds the limit value, the output of the target merging route to the steering amount calculation unit is stopped. 8. The vehicle control device according to 7.

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