JP2023076936A - Vehicle control device - Google Patents

Abstract

To provide a technique capable of generating a lane change trajectory that enables an own vehicle to safely and smoothly change a lane in accordance with situations of surrounding vehicles.SOLUTION: A technique is provided which shifts a point that intersects with a lane in a lane change trajectory to either one of front and rear sides of a traveling direction of an own vehicle on the basis of positional relations between surrounding vehicles detected by a detecting unit and the own vehicle without changing a start point and an end point of a lane change set in advance from a position of the own vehicle, and calculates a new lane change trajectory that takes a long distance between the own vehicle and the surrounding vehicles.SELECTED DRAWING: Figure 3

Description

TECHNICAL FIELD The present invention relates to technologies related to automatic driving of vehicles and automatic driving support. More particularly, the present invention relates to a vehicle control device related to technology for safely and smoothly changing lanes.

Currently, the development of automatic driving technology and automatic driving support technology for vehicles is being carried out. In these cases, data input from sensors such as cameras, radar sensors, LiDAR (light detection and ranging), map information, and vehicle position information using GPS (Global Positioning System) As one of the techniques for changing lanes in automatic driving, Patent Literature 1 has been proposed.

In Patent Literature 1, when changing lanes, the target trajectory is recalculated so that the final destination point of the target trajectory moves away from the rear vehicle according to the time required for the rear vehicle to catch up with the own vehicle. In addition, a driving support device that widens the inter-vehicle distance between one's own vehicle and a vehicle behind is disclosed.

Japanese Patent Application Laid-Open No. 2014-61792

However, in Patent Document 1, if the target trajectory is recalculated, the final destination point will move. You may not be able to turn left. Therefore, in Patent Document 1, there is a possibility that the vehicle cannot smoothly change lanes at a right or left turn point at which the vehicle wishes to change lanes.

Accordingly, an object of the present invention is to provide a technique for generating a lane change track that allows the vehicle to safely and smoothly change lanes according to the situation of surrounding vehicles.

Other problems and novel features will become apparent from the description of the specification and the accompanying drawings.

A brief outline of a representative one of the present invention is as follows.

According to one embodiment, the start point and end point of the lane change set in advance from the position of the own vehicle are not changed, and based on the positional relationship between the surrounding vehicle and the own vehicle detected by the detection unit, A technique is provided for calculating a new lane change trajectory that extends the distance between the own vehicle and surrounding vehicles by shifting the point of intersection with the lane either forward or backward in the traveling direction of the own vehicle.

According to the above embodiment, the target lane trajectory calculation unit shifts the lane change trajectory either forward or backward in the traveling direction of the own vehicle based on the positions of the own vehicle and the surrounding vehicles, thereby determining the situation of the surrounding vehicles. It is possible to safely and smoothly change lanes in accordance with

1 is a schematic configuration diagram of a vehicle in one embodiment of the present invention; FIG. 1 is a functional block diagram of a vehicle control device according to an embodiment of the invention; FIG. 4 is a flowchart of a first operation example performed by a vehicle according to one embodiment of the present invention; It is a risk map figure about the 1st example of operation in one example of the present invention. FIG. 4 is an explanatory diagram of a case in which a point of a lane change track that intersects with a lane is shifted forward in the traveling direction of the vehicle 10 according to one embodiment of the present invention; 4 is a flow chart of a second operation example performed by a vehicle according to an embodiment of the present invention; FIG. 10 is a risk map diagram for a second operation example in one embodiment of the present invention; FIG. 4 is an explanatory diagram of a case in which a point of a lane change track that intersects with a lane is shifted rearward in the traveling direction of a vehicle according to an embodiment of the present invention; It is a figure explaining the control point in one Example of this invention.

An embodiment of the vehicle control system of the present invention will be described below with reference to the drawings. However, in the following description, the same components may be denoted by the same reference numerals, and repeated descriptions may be omitted. In addition, in order to clarify the description, the drawings may be represented schematically as compared with actual embodiments, but they are only examples and do not limit the interpretation of the present invention.

FIG. 1 shows a schematic configuration of a vehicle 10 in this embodiment. The vehicle 10 includes an automobile using an internal combustion engine such as a diesel engine or a gasoline engine of the driving device 9 as a power source, an electric automobile using an electric motor as a power source, a hybrid automobile, or the like. Electric vehicles are driven using power discharged from batteries such as secondary batteries, hydrogen fuel cells, metal fuel cells, and alcohol fuel cells.

As shown in FIG. 1, a vehicle 10 includes a vehicle control device 1 that controls autonomous driving or automatic driving support functions, and a camera 2 (2-1 to 2-5) that acquires surrounding information of the vehicle as an external recognition device. , radar sensors 3 (3-1 to 3-6), LiDAR 4 (4-1 to 4-6), a map distribution device 11 that acquires high-precision map information, and a GPS sensor 5 that acquires vehicle position information. , is preferably installed. A vehicle (also referred to as own vehicle) 10 also includes a brake control device 8 that operates in response to a control command from the vehicle control device 1, brakes 6 (6-1 to 6-4), and a steering device 7. Installed.

In addition, it is desirable that the vehicle 10 has an autonomous driving function or an automatic driving support function. In other words, autonomous driving or automatic driving support is performed according to calculations of the vehicle control device 1 that controls the autonomous driving or automatic driving support functions of the vehicle 10 . The vehicle control device 1 can be realized by a so-called ECU (Electronic Control Unit, Engine Control Unit). Details of the vehicle control device 1 will be described later.

In addition, the vehicle control device 1 is connected to other devices via an in-vehicle communication line. First, the in-vehicle communication line is connected to the external recognition device. The external world recognition device can be realized by camera 2 (2-1 to 2-5), radar sensor 3 (3-1 to 3-6), LiDAR 4 (4-1 to 4-6), etc. to recognize Pedestrians and other vehicles (surrounding vehicles, side-by-side vehicles, preceding vehicles, etc.) are also included as objects to be recognized. The external world recognition devices (2, 3, 4) are detection units that detect surrounding vehicles existing around the host vehicle 10, and notify the vehicle control device 1 of the recognized information. These in-vehicle communication lines can be realized by CAN (Controller Area Network) and Ethernet communication. Moreover, it is desirable to install the external world recognition devices (2, 3, 4) in all directions of the vehicle 10, that is, in the front, rear, left, and right directions.

In addition, the in-vehicle communication line is connected to a brake control device 8 that acquires vehicle body information indicating the running condition and behavior of the vehicle 10 . A brake control device 8 is connected to each of the brakes 6-1 to 6-4. Therefore, the brake control device 8 outputs a braking command to each of the brakes 6-1 to 6-4 according to the control command from the vehicle control device 1. FIG. Note that the brake control device 8 may have a function of outputting a control command according to the operation of the brake pedal. As a result, braking force acts on each tire (not shown) to decelerate or stop the vehicle 10 .

The in-vehicle communication line is also connected to the steering device 7 . The steering device 7 steers the front wheels according to the control command from the vehicle control device 1 . The steering device 7 may have a function of outputting a control command according to the steering operation.

Also, the in-vehicle communication line is connected to the notification device 12 . The notification device 12 can be realized by a so-called vehicle-mounted device, that is, a vehicle-mounted infotainment device or a car navigation device. The notification device receives a notification from the vehicle control device 1 and outputs a control command and an alert regarding driving. The output form of the notification device 12 includes not only images and characters on a display screen but also sound output from a speaker.

Next, the configuration of the vehicle control device 1 will be described with reference to FIG. First, FIG. 2 is a functional block diagram of the vehicle control device 1. As shown in FIG. As described above, the vehicle control device 1 receives vehicle sensor information from the cameras 2-1 to 2-5 of the external recognition device, the radar sensors 3-1 to 3-6, the LiDAR 4-1 to 4-6, and the brake control device 8. , the GPS sensor 5 that acquires the vehicle position information, and the high-precision map information from the map distribution device 11 .

The vehicle control device 1 also outputs various information and commands to the brake control device 8 , the steering device 7 , the drive device 9 and the notification device 12 .

Here, the vehicle control device 1 has each illustrated functional block and calculates the target lane trajectory. Here, an outline of the processing executed by each functional block will be described, and details will be described later with reference to FIGS. 3 to 6. FIG.

First, the vehicle position confirmation unit 101 receives high-precision map information from the GPS sensor 5 that acquires vehicle position information and the map distribution device 11, and confirms the vehicle position of the vehicle 10 on the map. The driving planning unit 102 is like a checkpoint arranged along the route along which the vehicle 10 is scheduled to proceed to the destination, and includes information such as intersections and pedestrian crossings, and makes decisions on intersections and lane changes. The driving plan lane information acquisition unit 104 acquires the center point and the left and right boundary points of the driving lane from the result and the information of the high-precision map information from the map distribution device 11 and transmits them to the driving target position extraction unit 105 .

Further, the target travel position extraction unit 105 extracts the vehicle position information of the vehicle 10 from the vehicle position confirmation unit 101 and the checkpoints arranged along the route along which the vehicle 10 of the driving planning unit 102 is scheduled to travel to the destination. A travel target position is extracted based on information such as a certain intersection or crosswalk, and the travel lane center point and left and right boundary points of the driving plan lane information acquisition unit 104 .

Also, in the target trajectory calculation unit 106, when a lane change event occurs in the travel target position extraction unit 105, the lane is determined based on the relative distance and relative speed information of the vehicle 10 around the vehicle position of the relative distance/speed detection unit 103. Calculate and output the modified target trajectory. The target trajectory calculation unit 106 can also be called a target lane change calculation unit. Based on the position of the surrounding vehicle (20) detected by the detection units (2, 3, 4), the target trajectory calculation unit 106 calculates the intersection point of the target lane change trajectory with the lane forward in the traveling direction of the own vehicle 10. or calculate a target lane change trajectory to shift (or move) backward.

Further, the target longitudinal lateral acceleration calculation unit 107 uses the calculation result of the lane change target trajectory of the target trajectory calculation unit 106 to control the steering device 7, the brake control device 8, and the drive device so that the vehicle 10 follows the lane change target trajectory. 9 to control the vehicle 10 . The target longitudinal lateral acceleration calculator 107 can also be called a travel control device. The target longitudinal lateral acceleration calculator 107 controls at least one of acceleration/deceleration and steering of the vehicle 10 based on the lane change target trajectory (lane change trajectory).

By the above processing, the vehicle 10 becomes capable of automatic driving and automatic driving support. In addition, even if the vehicle 10 does not have automatic driving or automatic driving support, it is possible to present the calculation result of the lane change target trajectory to the driver via the notification device 12 .

In the present invention, the vehicle control device 1 controls the surrounding vehicles (20 ) is used. Based on the positional relationship between the surrounding vehicle (20) detected by the detection units (2, 3, 4) and the own vehicle 10, the vehicle control device 1 determines the point where the target lane change trajectory intersects the lane LA. a target lane change calculation unit (target trajectory calculation unit 106) that calculates a target lane change trajectory to be shifted (or moved) forward or backward in the traveling direction of the vehicle. In the following description, other vehicles different from the own vehicle (own vehicle) 10 are described as a surrounding vehicle 20, a side-by-side vehicle 21 among the surrounding vehicles 20, and a preceding vehicle 22 among the surrounding vehicles 20. do. It is assumed that the surrounding vehicle 20 is detected as a side-by-side vehicle 21 or a preceding vehicle 22 based on the positional relationship between the own vehicle 10 and the surrounding vehicle 20 detected by the detection units (2, 3, 4).

Next, the details of the processing of this embodiment will be described with reference to FIGS. 3 to 6. FIG. In addition, below, the subject of each process in the vehicle control apparatus 1 is described by each functional block shown in FIG.

Next, referring to FIG. 3, a first operation example performed by the vehicle 10 of the present embodiment (the first operation example when the own vehicle 10 is in the first lane 1L and the parallel running vehicle 21 is in the second lane L2). The flow of the first operation example related to the lane change to the second lane L2) will be described. FIG. 3 is a flow chart showing the flow of the first operation example performed by the vehicle of this embodiment. FIG. 4 is a risk map diagram for the first operation example in one embodiment of the present invention. FIG. 5 is an explanatory diagram of a case where the point of intersection of the lane change track with the lane is shifted forward in the direction of travel of the vehicle 10 according to one embodiment of the present invention. FIG. 9 is a diagram showing control points P1-P4 in one embodiment of the present invention. The flowchart of FIG. 3 is executed by the target trajectory calculator 106 .

As shown in FIG. 3, first, when the target travel position, which is the calculation result of the target trajectory calculation unit 106, is determined from the calculation results up to the travel target position extraction unit 105 in FIG. , end point P4 coordinates (x4, y4) are set (step S111, see FIG. 9).

Following step S111, the relative distance and relative speed of the peripheral vehicle 20 to the vehicle 10 are calculated from the relative distance/speed detection unit 103 to the parallel running vehicle 21 in FIG. 2 (step S112).

Following the operations of steps S111 and S112, the side-by-side vehicle 21 is within the range th0 (for example, the distance from the tip of the vehicle 10 to twice the length ahead of the vehicle 10) or less than th1 (for example distance from the rear end of the vehicle 10 to the rear half of the vehicle 10), it is determined whether or not the side-by-side vehicle 21 is in the DangerZone (step S113). If it is determined that the side-by-side vehicle 21 is in the DangerZone (S113: Yes), it is presumed that there is a possibility of contact when changing lanes depending on the relative speed. Therefore, it is determined whether the relative speed of the parallel running vehicle 21 with respect to the vehicle 10 is 0 or more and the relative distance is within a predetermined threshold value th1 from the rear end of the vehicle 10 (step S114). It is assumed that the parallel running vehicle 21 is moving away from the vehicle 10 when the relative speed is a positive value, and the parallel running vehicle 21 is approaching the vehicle 10 when the relative speed is a negative value.

As a result of the determination in step S114, when it is determined that the relative speed of the parallel running vehicle 21 with respect to the vehicle 10 is 0 or more and the relative distance is the predetermined threshold value th1 (S114: Yes), the host vehicle 10 is less likely to contact the parallel running vehicle 21 . Therefore, the control point P2 coordinates (x2, y2) and the control point P3 coordinates (x3, y3) for changing the target trajectory due to the lane change are calculated using the following (Equation 1) to (Equation 4). setting (step S115), and using the control points P2 and P3 (see FIG. 9), the point AP that intersects the lane LA on the lane change track as shown in FIG. A trajectory for shifting to the BP and safely and smoothly changing lanes is generated by the following calculations (Equation 5) to (Equation 6) (step S116). That is, by changing the values of the control points P2 and P3 in the X direction shown in FIG. 9, the point AP that intersects the lane LA is moved to the point BP ahead of the traveling direction of the vehicle 10 as shown in FIG. . Here, it is assumed that the lane LA is provided between the first lane 1L and the second lane 2L that is arranged adjacent to the first lane 1L. If it is determined that the relative speed of the parallel running vehicle 21 with respect to the vehicle 10 is 0 or more and the relative distance is not the predetermined threshold value th1 (S114: No), the process proceeds to step S117.

Control point 1: P2 (x2, y2) coordinate formula
x2=(x4-x1)×P2 movement rate (equation 1)
* P2 movement rate is an arbitrary constant (initial value: 0.5)
y2=(y( _t0 )+y( _t1 )+y( _t2 )+y( _t3 )+y( _t4 ))/5 (equation 2)
* _t0 =0, _t1 =0.01, _t2 =0.02, _t3 =0.03, _t4 =0.04
Control point 2: P3 (x3, y3) coordinate calculation formula
x3=(x4-x1)×P3 movement rate (equation 3)
* P3 movement rate is an arbitrary constant (initial value: 0.5)
y3=(y( _tn )+y(tn _-1 )+y(tn _-2 )+y(tn _-3 )+y(tn _-4 ))/5 (equation 4)
* _tn =1, tn _-1 =0.99, tn _-2 =0.98, tn _-3 =0.97, tn _-4 =0.96
Formula for calculating the trajectory from control point P2 (x2, y2) and control point P3 (x3, y3) with start point coordinates P1 (x1, y1) and end point coordinates P4 (x4, y4)
x(t)= ^at3 + ^bt2 +ct+d (Equation 5)
y(t)= ^et3 + ^ft2 +gt+h (Equation 6)
0≤t≤1
a=-x1+3x2-3x3+x4, b=3x1-6x2+3x3, c=-3x1+3x2, d=x1
e=-y1+3y2-3y3+y4, f=3y1-6y2+3y3, g=-3y1+3y2, h=y1
As a result of the determination in step S113, if it is determined that the parallel running vehicle 21 is not in the DangerZone (S113: No), the relative distance and relative speed of the parallel running vehicle 21 with respect to the vehicle 10 may cause contact during a lane change. changes.

Next, it is determined whether or not the parallel running vehicle 21 has been within a predetermined threshold value th1 to th2, which is the WarningZone shown in FIG. 4, for a predetermined time or longer (step S118). From the viewpoint of realizing safe and smooth running, the WarningZone is within a range of a predetermined threshold value th1 (for example, a distance of 1/2 the length of the own vehicle 10 from the rear end of the vehicle 10) or more th2 (for example, the distance of the vehicle 10). distance from the rear end of the vehicle 10 to the rear of the vehicle 10 by two units). Also, the predetermined time is, for example, 1 sec.

As a result of the determination in step S118, if it is determined that the side-by-side vehicle 21 has been in the WarningZone for a predetermined period of time or more (S118: Yes), the relative speed between the vehicle 10 and the side-by-side vehicle 21 may cause contact during the lane change. Possibilities change. Therefore, it is determined whether or not the relative speed between the vehicle 10 and the parallel running vehicle 21 is 0 or more (step S119). If it is determined that the parallel running vehicle 21 has not been in the WarningZone for the predetermined time or longer (S118: No), the process proceeds to S120.

As a result of the determination in step S119, if it is determined that the relative speed between the vehicle 10 and the side-by-side vehicle 21 is 0 or more (S119: Yes), the side-by-side vehicle 21 moves away from the vehicle 10. It is assumed that the possibility of contact is low. Therefore, the control point P2 coordinates (x2, y2) and the control point P3 coordinates (x3, y3) are calculated by the equations (1) to (4). However, the moving ratios of (Equation 1) and (Equation 3) are set to the results calculated by inputting the initial values (step S120), and the control points P2 and P3 are used to safely and smoothly change lanes. is generated by the calculations of (Equation 5) to (Equation 6) (step S116).

As a result of the determination in step S119, if it is determined that the relative speed between the vehicle 10 and the parallel running vehicle 21 is less than 0 (S119: No), the parallel running vehicle 21 is approaching the vehicle 10. There is a possibility that the vehicle 10 and the parallel running vehicle 21 will come into contact with each other. Therefore, if the relative speed can be set to 0 or more within a range not exceeding the legal speed, the possibility of contact between the vehicle 10 and the parallel running vehicle 21 can be reduced. Therefore, it is determined whether or not the relative speed can be set to 0 or more within a range not exceeding the legal speed (step S121).

As a result of the determination in step S121, when it is determined that the relative speed between the vehicle 10 and the parallel running vehicle 21 can be set to 0 or more within a range not exceeding the legal speed (S121: Yes), the parallel running vehicle 21 It is presumed that the possibility of contact during lane change is low because it moves away from Therefore, the control point P2 coordinates (x2, y2) and the control point P3 coordinates (x3, y3) are calculated by the equations (1) to (4). However, the moving ratios of (Equation 1) and (Equation 3) are set to the results calculated by inputting the initial values (step S120), and the control points P2 and P3 are used to safely and smoothly change lanes. is generated (step S116).

As a result of the determination in step S121, if it is determined that the relative speed between the vehicle 10 and the parallel running vehicle 21 cannot be increased to 0 or more within a range that does not exceed the legal speed (S121: No), the vehicle 10 is stopped during the lane change. It is presumed that there is a possibility of contact with the parallel running vehicle 21 . Therefore, the start point P1 coordinates (x1, y1) and the end point P4 coordinates (x4, y4) set for the lane change are deleted (step S117). After that, the calculation starts from the setting of the start point P1 coordinates (x1, y1) and the end point P4 coordinates (x4, y4) in lane change (step S111).

Next, with reference to FIG. 6, a second operation example performed by the vehicle of the present embodiment (lane change to the second lane 2L when the driving lane, which is the first lane 1L, is congested and there is a preceding vehicle 22, For example, the flow of the second operation example related to the overtaking operation will be described. FIG. 6 is a flow chart showing the flow of the second operation example performed by the vehicle of the present embodiment. FIG. 7 is a risk map diagram for a second operation example in one embodiment of the present invention. The flowchart of FIG. 6 is executed by the target trajectory calculation unit 106 .

As shown in FIG. 6, first, when the target travel position, which is the calculation result of the target trajectory calculation unit 106, is determined from the calculation results up to the travel target position extraction unit 105 in FIG. , end point P4 coordinates (x4, y4) are set (step S131).

Following step S131, the relative distance and relative speed of the surrounding vehicle 20 to the own vehicle 10 are calculated from the relative distance/speed detector 103 to the preceding vehicle 22 in FIG. 2 (step S132).

Following the operations of steps S131 and S132, it is determined whether or not the preceding vehicle 22 is in the DangerZone shown in FIG. 7 (step S133). From the viewpoint of realizing safe and smooth running, the DangerZone is within a predetermined threshold range th0 (for example, the tip of the own vehicle 10) or more than th1 (for example, from the tip of the own vehicle 10 to twice the length of the own vehicle 10). distance to the front).

As a result of the determination in step S133, when it is determined that the preceding vehicle 22 is in the DangerZone (S133: Yes), it is estimated that there is a possibility that the preceding vehicle 22 will come into contact with the vehicle when changing lanes depending on the relative speed.

Therefore, it is determined whether the relative speed of the preceding vehicle 22 to the vehicle 10 exceeds 0 or is less than 0 (step S134). It is assumed that the preceding vehicle 22 is moving away from the own vehicle 10 when the relative speed is a positive value, and the preceding vehicle 22 is approaching the own vehicle 10 when the relative speed is a negative value.

As a result of the determination in step S134, when it is determined that the relative speed of the preceding vehicle 22 to the vehicle 10 is less than 0 (S134: Yes), there is a possibility that the vehicle 10 will contact the preceding vehicle 22 during lane change. It is assumed that there is. Therefore, the start point P1 coordinates (x1, y1) and the end point P4 coordinates (x4, y4) set for the lane change are deleted (step S135). After that, the calculation starts from the setting of the start point P1 coordinates (x1, y1) and the end point P4 coordinates (x4, y4) in lane change (step S131).

As a result of the determination in step S134, when it is determined that the relative speed of the preceding vehicle 22 with respect to the vehicle 10 exceeds 0 (S134: No), it is determined that the possibility of contact between the vehicle 10 and the preceding vehicle 22 when changing lanes is low. guessed. Therefore, depending on the relative distance between the vehicle 10 and the preceding vehicle 22, it can be determined that the lane can be changed safely and smoothly. Therefore, it is determined whether or not the relative distance between the vehicle 10 and the preceding vehicle 22 is equal to or greater than a predetermined threshold th4 (for example, the distance for one vehicle 10) (step S136).

As a result of the determination in step S136, when it is determined that the relative distance between the vehicle 10 and the preceding vehicle 22 exceeds the predetermined threshold value th4 (S136: Yes), the coordinates of the control point P2 for changing the target trajectory accompanying the lane change (x2, y2) and P3 coordinates (x3, y3) are calculated by the arithmetic expressions of (Equation 1) to (Equation 4) (step S137), and using the control points P2 and P3 (see FIG. 9), 8, the point CP of the lane change trajectory that intersects the lane LA is shifted to a point DP behind the vehicle 10 in the direction of travel, and the trajectory for safe and faster acceleration is set as (Equation 5) to (Equation 6 ) (step S138). That is, by changing the values of the control points P2 and P3 in the X direction shown in FIG. 9, the point CP that intersects the lane LA is moved to the point DP behind the traveling direction of the vehicle 10 as shown in FIG. .

As a result of the determination in step S136, when it is determined that the relative distance between the vehicle 10 and the preceding vehicle 22 is equal to or less than the predetermined threshold value th4 (S136: No), there is a possibility that the vehicle 10 and the preceding vehicle 22 will contact each other when changing lanes. It is assumed that there is Therefore, the start point P1 and the end point P4 set for the lane change are deleted (step S135). After that, the calculation starts from the setting of the start point P1 coordinates (x1, y1) and the end point P4 coordinates (x4, y4) in lane change (step S131).

When it is determined that the preceding vehicle 22 is not in the DangerZone as a result of the determination in step S133 (S133: No), the relative distance and relative speed of the preceding vehicle 22 with respect to the vehicle 10 change the possibility of contact when changing lanes.

Next, it is determined whether or not the preceding vehicle 22 has been within a predetermined threshold th1 to th2, which is the WarningZone, for a predetermined time or longer, or whether the relative speed is decreasing (step S139). From the viewpoint of realizing safe and smooth running, the WarningZone is within a range of a predetermined threshold th1 (for example, a distance of two vehicles 10 from the front end of the vehicle 10) or more th2 (for example, the distance of the vehicle 10). The range is less than the length of four own vehicles 10 from the tip. Also, the predetermined time is, for example, 1 sec.

As a result of the determination in step S139, if it is determined that the preceding vehicle 22 has been in the WarningZone for a predetermined period of time or longer, or the relative speed is decreasing (S139: Yes), the vehicle 10 and the preceding vehicle 22 contact each other when changing lanes. presumed to be unlikely. Therefore, the control point P2 coordinates (x2, y2) and P3 coordinates (x3, y3) for changing the target trajectory due to the lane change are calculated by the arithmetic expressions (1) to (4) (step S137). , using the control points P2 and P3, the point CP of the lane change track that intersects the lane LA is shifted to the point DP behind the traveling direction of the vehicle 10 as shown in FIG. A trajectory for is generated by the calculations of (Equation 5) to (Equation 6) (step S138).

As a result of the determination in step S139, if it is determined that the preceding vehicle 22 has not been in the WarningZone for a predetermined period of time or more and the relative speed has not decreased (S139: No), the vehicle 10 will move to the preceding vehicle 22 during the lane change. It is presumed that the possibility of contact is low. Therefore, the control point P2 coordinates (x2, y2) and P3 coordinates (x3, y3) are calculated by the equations (1) to (4). However, the moving ratios of (Equation 1) and (Equation 3) are set to the results calculated by inputting the initial values (step S140), and the control points P2 and P3 are used to safely and smoothly change lanes. is generated (step S138).

As described above, in this embodiment, when changing lanes, a new lane change trajectory is calculated by shifting the intersection of the lane change trajectory with the lane either forward or backward in the direction of travel of the vehicle. It is possible to generate a lane change trajectory that enables a smooth lane change while ensuring safety.

Although the invention made by the present inventor has been specifically described above based on the embodiments, it goes without saying that the invention is not limited to the above embodiments and can be variously modified.

1: Vehicle control device 2: Camera 3: Radar sensor 4: LiDAR
10: Vehicle (own vehicle)
20: Peripheral vehicle 21: Parallel vehicle 22: Leading vehicle 106: Target trajectory calculator 107: Target longitudinal lateral acceleration calculator (running control device)

Claims (3)

a target trajectory calculation unit that calculates a lane change trajectory from the positions of the starting point and the end point of the lane change preset from the position of the own vehicle;
a cruise control device that controls at least one of acceleration/deceleration and steering of the own vehicle based on the lane change track;
The target trajectory calculation unit does not change the start point and the end point of the lane change, and calculates the calculated lane change trajectory based on the positional relationship between the surrounding vehicle and the own vehicle detected by the detection unit. A vehicle control device, characterized in that a new lane change trajectory is calculated by shifting a crossing point either forward or backward in the traveling direction of the own vehicle. When the positional relationship between the vehicle and the surrounding vehicle is detected by the parallel running vehicle and the detection unit, the target trajectory calculation unit determines the intersection point of the lane change trajectory with the vehicle. 2. The vehicle control system according to claim 1, wherein the vehicle control system calculates a new lane change trajectory by shifting forward in the traveling direction of the . The target trajectory calculation unit calculates, when the positional relationship between the own vehicle and the surrounding vehicles is detected by the preceding vehicle and the detection unit, the target trajectory calculation unit calculates a point where the lane change trajectory intersects the lane of the own vehicle. 2. The vehicle control device according to claim 1, wherein the vehicle is shifted backward in the traveling direction and a new lane change trajectory is calculated.

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