JP6304011B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device.

  Conventionally, as described in, for example, Patent Document 1, when an obstacle exists in front of the host vehicle in a traveling lane in which the host vehicle is traveling, a target stop position to stop before reaching the obstacle There is known a driving support device for guiding the vehicle. In such a driving assistance device, when there is a stop vehicle in front of the host vehicle in the traveling lane, the position where the host vehicle has a necessary inter-vehicle distance to avoid the stop vehicle and change the lane to the adjacent lane is It is obtained as the target stop position.

JP 2011-098614 A

  In the above-described conventional technology, depending on the lateral position of the stopped vehicle in the lane, after the vehicle stops at the target stop position, the vehicle follows the stopped vehicle or performs the overtaking operation (avoidance traveling to avoid) overtaking the stopped vehicle. It may be difficult to make a judgment. In the above prior art, depending on the lateral position of the stopped vehicle in the lane, when performing avoidance travel after stopping at the target stop position, it may be difficult to perform the avoidance travel smoothly.

  It is an object of the present invention to provide a vehicular travel control device that makes it easy to determine whether to perform follow-up traveling or overtaking after stopping, and that can smoothly perform overtaking after stopping. .

  The vehicle travel control apparatus according to the present invention recognizes the position of a stop vehicle that stops in front of the host vehicle in the travel lane on a road including the travel lane on which the host vehicle travels and an adjacent lane adjacent to the travel lane. A vehicle travel control device that stops the host vehicle at a target stop position according to the position of the recognized stop vehicle, the target stop position based on the surrounding information of the host vehicle, the position of the host vehicle, and map information A travel plan generation unit that generates a travel plan for stopping the host vehicle and a travel control unit that controls the travel of the host vehicle based on the travel plan generated by the travel plan generation unit. When the lateral position of the stopped vehicle is on the right side of the preset right side reference position in the travel lane, the lateral position of the host vehicle is on the left side of the lateral position of the stopped vehicle, and the preset reference inter-vehicle distance Yo The position that is far behind the stop vehicle by a larger inter-vehicle distance is set as the target stop position, and the lateral position of the stop vehicle in the traveling lane is on the left side of the preset left reference position on the left side of the right reference position. In this case, the position where the lateral position of the host vehicle is on the right side of the lateral position of the stopped vehicle and is separated backward from the stopped vehicle by a distance between the vehicles that is smaller than the reference inter-vehicle distance is set as the target stop position, When the lateral position of the stopped vehicle is between the right reference position and the left reference position, the lateral position of the host vehicle is on the right side of the lateral position of the stopped vehicle, and the vehicle is stopped only by an inter-vehicle distance that is smaller than the reference inter-vehicle distance. A position away from the vehicle rearward is defined as a target stop position.

  In this vehicle travel control device, the lateral position of the host vehicle that stops at the target stop position is shifted from the lateral position of the stopped vehicle in accordance with the lateral position of the stopped vehicle. As a result, it is possible to easily determine whether the host vehicle performs the follow-up running or the overtaking run after the stop. Further, when the lateral position of the stopped vehicle is on the right side of the right reference position, a position that is rearward with respect to the stopped vehicle by the inter-vehicle distance larger than the reference inter-vehicle distance is set as the target stop position. As a result, it is possible to suppress the need for an abrupt steering operation during overtaking after stopping. When the lateral position of the stopped vehicle is on the left side of the left reference position and between the right reference position and the left reference position, the target stop is the position that is separated backward from the stopped vehicle by an inter-vehicle distance that is smaller than the reference inter-vehicle distance. It is considered as a position Thereby, in the overtaking traveling after stopping, a section approaching the stopped vehicle before moving to the adjacent lane (so-called approach section) can be reduced. As a result, it is possible to smoothly perform the overtaking after the stop.

  According to the present invention, it is possible to provide a vehicular travel control device that makes it easy to determine whether to perform follow-up running or overtaking after stopping, and to smoothly perform overtaking after stopping.

It is a block diagram which shows the structure of the vehicle travel control apparatus which concerns on embodiment. It is a figure which shows the map data referred in the vehicle travel control apparatus of FIG. It is a figure explaining the production | generation of the stop vehicle corresponding | compatible travel plan by the travel plan production | generation part in the vehicle travel control apparatus of FIG. It is another figure explaining the production | generation of the stop vehicle corresponding | compatible travel plan by the travel plan production | generation part in the vehicle travel control apparatus of FIG. It is a figure which shows the other map data referred in the vehicle travel control apparatus of FIG. It is a flowchart which shows the travel plan production | generation process performed with the vehicle travel control apparatus of FIG. It is a figure explaining the conventional vehicle travel control apparatus. It is a figure explaining the effect | action and effect of the vehicle travel control apparatus of FIG. It is another figure explaining the effect | action and effect of the traveling control apparatus for vehicles of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are used for the same or corresponding elements, and duplicate descriptions are omitted.

  FIG. 1 is a block diagram illustrating a configuration of a vehicle travel control apparatus according to an embodiment. FIG. 2 is a diagram illustrating an example of map data to be referred to. 3 and 4 are diagrams illustrating generation of a travel plan for a stopped vehicle by the travel plan generation unit.

  As shown in FIG. 1, the vehicle travel control device 100 is mounted on a host vehicle V such as an automobile. As shown in FIGS. 3 and 4, the vehicular travel control device 100 is configured so that the vehicle travel control device 100 can travel on the road 9 including the travel lane 5 on which the host vehicle V travels and the adjacent lane 8 adjacent to the travel lane 5. When the position of the stopped vehicle T that stops in front of the vehicle V is recognized, the host vehicle V is stopped at the target stop positions S1 to S4 corresponding to the recognized position of the stopped vehicle T. As shown in FIG. 1, the vehicle travel control apparatus 100 includes a position data acquisition unit 11, a vehicle data acquisition unit 12, a periphery recognition sensor 13, a transmission / reception unit 14, a map database 15, and an ECU [Electronic Control Unit] 16. Yes.

  The position data acquisition unit 11 acquires position data regarding the position of the host vehicle V (for example, the latitude and longitude of the host vehicle V). As the position data acquisition unit 11, for example, a GPS [Global Positioning System] reception unit can be used. The position data acquisition unit 11 receives signals from three or more GPS satellites and acquires position data. The position data acquisition unit 11 transmits the acquired position data to the transmission / reception unit 14 and the ECU 16. Instead of the position data acquisition unit 11, other means that can specify the latitude and longitude of the host vehicle V may be used.

  The vehicle data acquisition unit 12 acquires vehicle data related to the traveling state of the host vehicle V. The vehicle data acquisition unit 12 includes, for example, at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor detects the speed of the host vehicle V. As the vehicle speed sensor, a wheel speed sensor that detects the rotational speed of the wheel is used. The acceleration sensor detects the acceleration of the host vehicle V. The acceleration sensor includes a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the host vehicle V and a lateral acceleration sensor that detects lateral acceleration of the host vehicle V. The yaw rate sensor detects the yaw rate around the vertical axis of the center of gravity of the host vehicle V. As the yaw rate sensor, for example, a gyro sensor can be used. The vehicle data acquisition unit 12 transmits the acquired vehicle data of the own vehicle V (information on speed, acceleration, and yaw rate) to the ECU 16. The vehicle data may be transmitted to the center 2 described later via the transmission / reception unit 14.

  The surrounding recognition sensor 13 is a detection device that detects surrounding data (surrounding information) related to the surrounding situation of the host vehicle V. The peripheral recognition sensor 13 includes, for example, at least one of a camera and a radar [Radar]. The camera is an imaging device that images an external situation of the host vehicle V, and is provided on the back side of the windshield of the host vehicle V, for example. The camera may be a monocular camera or a stereo camera. The radar detects an obstacle outside the host vehicle V using radio waves (for example, millimeter waves). The radar detects an obstacle by transmitting a radio wave around the host vehicle V and receiving the radio wave reflected by the obstacle. The peripheral recognition sensor 13 transmits the acquired peripheral data to the ECU 16.

  The transmission / reception unit 14 transmits / receives data to / from the center 2 such as a roadside information processing center. The transmission / reception unit 14 transmits the position data acquired by the position data acquisition unit 11 to the center 2. As shown in FIGS. 1 and 2, the center 2 refers to the map data M1 related to the past traffic information data based on the transmitted position data, and the past traffic situation in the corresponding section where the host vehicle V currently travels. Select the result. The center 2 transmits the selected traffic situation result to the host vehicle V. The transmission / reception unit 14 receives the traffic situation result transmitted from the center 2 and transmits the traffic situation result to the ECU 16.

  In the example shown in the figure, the map data M1 is set with a congestion frequency (congestion frequency) and an overtaking frequency (number of parked vehicles) as past information for each of a plurality of sections. The congestion frequency and the overtaking frequency can be calculated based on vehicle data transmitted in the past from a plurality of vehicles. In the map data M1, the past traffic situation result of each section is classified into either “congestion” or “passable”. The map data M1 is prepared and stored for each time zone in the center 2 because the traffic jam and the number of parked vehicles tend to vary depending on the time zone.

  The map database 15 is a database including map data (map information). The map database is formed in, for example, an HDD [Hard disk drive] mounted on the vehicle. Map data includes, for example, road position information, road shape information (eg, curves, straight line types, curve curvature, etc.), intersection and branch point position information, and positions of shielding structures such as buildings and walls. Contains information. The map database 15 transmits map data to the ECU 16. The map database 15 may be stored in the center 2 and capable of transmitting map data to the ECU 16 via the transmission / reception unit 14.

  The ECU 16 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The ECU 16 executes various controls by loading a program stored in the ROM into the RAM and executing it by the CPU. The ECU 16 may be composed of a plurality of electronic control units.

  The ECU 16 includes a host vehicle position recognition unit 16A, a travel plan generation unit 16B, and a travel control unit 16C. The own vehicle position recognition unit 16A recognizes the position of the own vehicle V with higher position accuracy than the position data based on the position data, vehicle data, peripheral data, and map data acquired by the position data acquisition unit 11. The method for recognizing the position of the host vehicle V in the host vehicle position recognition unit 16A is not particularly limited, and a known method can be used.

  The travel plan generation unit 16B, for example, the peripheral data detected by the peripheral recognition sensor 13, the position of the host vehicle V recognized by the host vehicle position recognition unit 16A, the map data of the map database 15, and the target set by the navigation system or the like. A travel plan is generated based on the route. The travel plan is a set of two elements, for example, a target position p in a coordinate system in which the course of the host vehicle V is fixed to the host vehicle V and a speed v at each target point, that is, coordinate coordinates (p, v ). The course is a trajectory along which the host vehicle V travels. Each target position p has at least the x-coordinate and y-coordinate positions in the coordinate system fixed to the host vehicle V or information equivalent thereto (the same applies to the following positions).

  The travel plan may be, for example, the target time t instead of the speed v, or may be a target time t and an orientation of the host vehicle V at that time. The number of coordination coordinates in the travel plan and the distance between the coordination coordinates may be variable. A curve connecting coordination coordinates may be approximated by a spline function or the like, and the parameters of the curve may be set as a travel plan. As a method for generating such a travel plan, any known method can be used as long as it can describe the behavior of the host vehicle V.

  Specifically, the travel plan generation unit 16B of the present embodiment performs the following processes. That is, the travel plan generation unit 16B determines whether or not there is a stop vehicle T that is another vehicle that stops in front of the host vehicle V in the travel lane 5 on which the host vehicle V travels based on the peripheral data. . For example, the travel plan generation unit 16B recognizes the travel lane 5 by detecting a white line on the side of the host vehicle V, and when the other vehicle having a speed of 0 is located on the travel lane 5, the stop vehicle T It is determined that it exists.

  If it is not determined that the stopped vehicle T exists, the travel plan generation unit 16B generates a travel plan along the target route as a normal travel plan by the above-described travel plan generation method. The normal travel plan has a course along the target route that passes through the center of the travel lane 5 in the lane width direction. On the other hand, when it is determined that the stopped vehicle T exists, the travel plan generation unit 16B recognizes the position of the stopped vehicle T in the traveling lane 5 based on the peripheral data. For example, when it is determined that the stopped vehicle T exists, the travel plan generation unit 16B recognizes the lateral position of the stopped vehicle T from the positional relationship between the lateral position of the stopped vehicle T (center position in the lane width direction) and the white line. At the same time, the rear end position of the stopped vehicle T in the front-rear direction (the traveling direction of the traveling lane 5) is recognized from the relative distance between the stopped vehicle T and the host vehicle V.

  The travel plan generation unit 16B determines whether or not the follow-up / pass-out determination, which is a determination as to whether the follow-up travel or the over-travel is performed with respect to the stopped vehicle T, can be performed based on the peripheral data. The follow-up traveling is a traveling in which the vehicle is stopped as it is at a stop position behind the stopped vehicle T (here, a stop position that is in the same lateral position as the stopped vehicle T immediately behind the stopped vehicle T). The overtaking traveling is avoidance traveling that avoids the stopped vehicle T, and travels once to the adjacent lane 8 to pass the stopped vehicle T, and then returns to the traveling lane 5. For example, the travel plan generation unit 16B can detect the forward situation of the stopped vehicle T with the surrounding recognition sensor 13 and determine that the follow-up overtaking determination can be performed when the surrounding data includes the forward situation. If the sensor 13 cannot detect the forward situation of the stopped vehicle T and the surrounding data does not include the forward situation, it determines that the follow-up overtaking determination cannot be performed.

  The travel plan generation unit 16B performs the tracking overtaking determination when it is determined that the tracking overtaking determination can be performed. The travel plan generation unit 16 </ b> B determines that the follow-up travel is performed when it is recognized that more than the specified number of other vehicles are stopped in front of the stopped vehicle T in the travel lane 5 based on the peripheral data. On the other hand, the travel plan generation unit 16B determines that the overtaking travel is performed when it is recognized that no more than a specified number of other vehicles have stopped in front of the stopped vehicle T in the travel lane 5 based on the peripheral data. To do.

  When it is determined that the follow-up traveling is to be performed, the travel plan generation unit 16B generates a follow-up travel plan that is a travel plan to be followed by the above-described travel plan generation method. If it is not determined that the follow-up traveling is to be performed, the travel plan generation unit 16B generates an overtaking travel plan that is a travel plan for overtaking by the above-described travel plan generation method.

  3A is a bird's-eye view for explaining a travel plan candidate, FIG. 3B is a bird's-eye view for explaining a case where the stopped vehicle T is on the left side, and FIG. 3C shows a case where the stopped vehicle T is on the middle side. 4A is an overhead view for explaining the case where the stopped vehicle T is on the right side, and FIG. 4B is for explaining the case where there is another preceding vehicle on which the stopped vehicle T is on the left side and overtaking. It is an overhead view. FIG. 5 is a diagram illustrating an example of map data to be referred to.

  When the travel plan generation unit 16B determines that the follow-up overtaking determination cannot be performed, the travel plan generation unit 16B determines a travel plan corresponding to the stopped vehicle, which is a travel plan for stopping the host vehicle V at the target stop position according to the recognized position of the stopped vehicle T. Generate as follows. That is, as shown in FIG. 3, first, the center position of the host vehicle V in the lane width direction when the right side of the vehicle body of the host vehicle V is positioned on the right white line 5R is set as the rightmost position 6R. The center position between the center line C of the travel lane 5 and the rightmost position 6R in the lane width direction is set as the right reference position 7R. The center position of the host vehicle V in the lane width direction when the left side of the vehicle body of the host vehicle V is positioned on the left white line 5L is set as the leftmost position 6L. The center position between the center line C of the travel lane 5 and the leftmost position 6L in the lane width direction is set as the left reference position 7L.

  Subsequently, based on the traffic situation result transmitted from the transmission / reception unit 14, it is recognized whether the past traffic situation result of the corresponding section in which the vehicle V is currently traveling is “congested” or “passable”. . Subsequently, based on the peripheral data, there is another preceding vehicle (hereinafter simply referred to as “other preceding vehicle”) between the stopped vehicle T and the host vehicle V, or the other preceding vehicle is stopped. Or whether the other preceding vehicle is overtaking.

  Based on the recognized lateral position of the stopped vehicle T, it is determined whether the stopped vehicle T in the traveling lane 5 is “leftward”, “middleward”, or “rightward”. More specifically, when the lateral position of the stopped vehicle T is on the left side of the left reference position 7L, it is determined to be leftward. When the lateral position of the stopped vehicle T is on the right side of the right reference position 7R, it is determined to be rightward. When the lateral position of the stopped vehicle T is between the left reference position 7L and the right reference position 7R, it is determined to be in the middle.

  Subsequently, with reference to the map data M2 shown in FIG. 4 of the travel plan generation unit 16B, any one of the first to fourth travel plan candidates L1 to L4 that are candidates for the travel plan corresponding to the stopped vehicle, and the inter-vehicle gain g1. Select any one of ~ g4. The map data M2 includes past traffic situation results (congestion or overtaking possible) and current information about other preceding vehicles (whether there are other preceding vehicles, other preceding vehicles are stopped, or other Data representing the relationship between the travel plan candidate and the inter-vehicle gain corresponding to the current vehicle information (whether the preceding vehicle is overtaking) or the current information on the lateral position of the stopped vehicle T (the stopped vehicle T is on the left, middle, or right). is there. The map data M2 may be stored in the center 2 and acquired from the center 2 via the transmission / reception unit 14.

The first to fourth travel plan candidates L1 to L4 are generated by the travel plan generation method described above. The first travel plan candidate L1 is a travel plan to be stopped at the target stop position S1. The second travel plan candidate L2 is a travel plan to be stopped at the target stop position S2. The third travel plan candidate L3 is a travel plan to be stopped at the target stop position S3. The fourth travel plan candidate L4 is a travel plan to be stopped at the target stop position S4. The inter-vehicle gains g1 to g4 are amplification factors of the inter-vehicle distance with respect to the stopped vehicle T at the target stop positions S1 to S4. The inter-vehicle gains g1 to g4 have the relationship of the following expression (1).
Inter-vehicle gain g1 <Inter-vehicle gain g2 <1 <Inter-vehicle gain g3 <Inter-vehicle gain g4 (1)

  The target stop position S1 of the first travel plan candidate L1 is a stop position at which the lateral position of the host vehicle V (the center position in the lane width direction) is the rightmost position 6R. The target stop position S2 of the second travel plan candidate L2 is a stop position at which the lateral position of the host vehicle V becomes the right reference position 7R. The target stop position S3 of the third travel plan candidate L3 is a stop position where the lateral position of the host vehicle V is a position on the center line C. The target stop position S4 of the fourth travel plan candidate L4 is a position where the lateral position of the host vehicle V becomes the left reference position 7L. The target stop positions S1 to S4 have an inter-vehicle distance obtained by multiplying any one of the selected inter-vehicle gains g1 to g4 by a reference inter-vehicle distance α that is a preset standard inter-vehicle distance. The target stop positions S <b> 1 to S <b> 4 are front end positions of the host vehicle V that stops with the front-rear direction of the traveling lane 5 as the front-rear direction of the host vehicle V, for example.

  Thereby, any of the selected first to fourth travel plan candidates L1 to L4 becomes a travel plan corresponding to the stopped vehicle, and the target stop position of the travel plan corresponding to the stopped vehicle is based on the selected inter-vehicle gains g1 to g4. It is set as the position which leaves | separates back with respect to the said stop vehicle T only by the inter-vehicle distance multiplied by inter-vehicle distance (alpha).

  For example, when there is no other preceding vehicle and the stopped vehicle T is on the left side, if the past traffic situation result is a traffic jam, the inter-vehicle gain g2 is multiplied by the reference inter-vehicle distance α as illustrated in FIG. The third travel plan candidate L3 to be stopped at the target stop position S3 having the inter-vehicle distance is generated as a travel plan corresponding to the stopped vehicle. For example, when there is no other preceding vehicle and the stopped vehicle T is on the left side, if the past traffic situation result can be overtaken, the target stop position S2 having an inter-vehicle distance obtained by multiplying the inter-vehicle gain g1 by the reference inter-vehicle distance α. A second travel plan candidate L2 to be stopped is generated as a travel plan for a stopped vehicle.

  For example, as illustrated in FIG. 3C, when there is no other preceding vehicle and the stopped vehicle T is in the middle, and the past traffic situation result is a traffic jam, the inter-vehicle gain g2 is set to the reference inter-vehicle distance α. A second travel plan candidate L2 to be stopped at the target stop position S2 having a multiplied inter-vehicle distance is generated as a travel plan for a stopped vehicle. For example, when there is no other preceding vehicle and the stopped vehicle T is in the middle, if the past traffic situation result can be overtaken, the target stop position having an inter-vehicle distance obtained by multiplying the inter-vehicle gain g1 by the reference inter-vehicle distance α A first travel plan candidate L1 to be stopped at S1 is generated as a travel plan for a stopped vehicle.

  For example, as illustrated in FIG. 4A, when there is no other preceding vehicle and the stopped vehicle T is on the right side, if the past traffic situation result is a traffic jam, the inter-vehicle gain g4 is multiplied by the reference inter-vehicle distance α. The fourth travel plan candidate L4 to be stopped at the target stop position S4 having the inter-vehicle distance is generated as a travel plan corresponding to the stopped vehicle. For example, when there is no other preceding vehicle and the stopped vehicle T is to the right, if the past traffic situation result can be overtaken, the target stop position S3 having an inter-vehicle distance obtained by multiplying the inter-vehicle gain g3 by the reference inter-vehicle distance α. A third travel plan candidate L3 to be stopped is generated as a travel plan for a stopped vehicle.

  For example, as illustrated in FIG. 4B, when there is another preceding vehicle O that performs overtaking and the stopped vehicle T is on the left side, if the past traffic situation result is a traffic jam, the inter-vehicle gain g1 is set. A second travel plan candidate L2 to be stopped at the target stop position S2 having the inter-vehicle distance multiplied by the reference inter-vehicle distance α is generated as a travel plan corresponding to the stopped vehicle. For example, when there is another preceding vehicle O that performs overtaking and the stopped vehicle T is to the left, if the past traffic situation result can be overtaken, the inter-vehicle distance obtained by multiplying the inter-vehicle gain g1 by the reference inter-vehicle distance α. The first travel plan candidate L1 to be stopped at the target stop position S1 having the following is generated as the travel plan corresponding to the stopped vehicle.

  Returning to FIG. 1, the travel control unit 16C travels the host vehicle V based on the travel plan generated by the travel plan generation unit 16B (normal travel plan, follow-up travel plan, overtaking travel plan, or stopped vehicle-compatible travel plan). To control. The traveling control unit 16C outputs a control signal corresponding to the traveling plan to various actuators (not shown) of the host vehicle V. Thereby, the traveling control unit 16C controls the traveling of the host vehicle V so that the host vehicle V automatically travels according to the traveling plan.

  Next, the process performed by the vehicle travel control apparatus 100 will be specifically described with reference to the flowchart of FIG.

  FIG. 6 is a flowchart showing a travel plan generation process executed by the vehicle travel control apparatus. In the vehicle travel control device 100, the following travel plan generation process is executed by the travel plan generation unit 16B of the ECU 16 during the automatic driving of the host vehicle V.

  First, based on the peripheral data, it is determined whether or not there is a stop vehicle T ahead in the travel lane 5 (S11). If it is not determined that the stop vehicle T exists, a normal travel plan that passes through the center line C of the travel lane 5 along the target route is generated (S12). When it is determined that the stopped vehicle T exists, it is determined whether or not the follow-up passing determination, which is a determination as to whether the follow-up traveling or the follow-up traveling is performed with respect to the stopped vehicle T, can be performed (S13). ).

  When it is determined that the tracking overtaking determination can be performed, the tracking overtaking determination is performed to determine whether to perform the tracking traveling (S14). If it is determined that the follow-up travel is to be performed, a follow-up travel plan for stopping behind the stopped vehicle T is generated (S15). If it is not determined that the follow-up traveling is performed, an overtaking traveling plan that avoids the stopped vehicle T is generated (S16).

  On the other hand, if it is determined in S13 that the follow-up overtaking determination cannot be performed, a stop vehicle corresponding travel plan for stopping the host vehicle V at the target stop position is generated (S17). Specifically, when it is determined that the stopped vehicle T exists, the position of the stopped vehicle T in the traveling lane 5 is recognized based on the peripheral data. It recognizes the past traffic situation result (congestion or overtaking possible) transmitted from the transceiver 14. Based on the peripheral data, it is determined whether there is another preceding vehicle O, whether the other preceding vehicle O is stopped, or whether the other preceding vehicle O is overtaking.

  Based on the lateral position of the stopped vehicle T, it is determined whether the position of the stopped vehicle T in the traveling lane 5 is “leftward”, “middleward”, or “rightward”. First to fourth travel plan candidates L1 to L4 are generated, and with reference to map data M2, any one of first to fourth travel plan candidates L1 to L4 and any one of inter-vehicle gains g1 to g4 are Select. At this time, the target stop positions S1 to S4 of the first to fourth travel plan candidates L1 to L4 are rearward with respect to the stopped vehicle T by the inter-vehicle distance obtained by multiplying the selected inter-vehicle gains g1 to g4 by the reference inter-vehicle distance α. It is a position away from.

  Thereby, any one of the selected first to fourth travel plan candidates L1 to L4 is generated as a stop vehicle corresponding travel plan, and the target stop position of the stop vehicle corresponding travel plan corresponds to the recognized position of the stopped vehicle T. It is assumed that That is, when the stop vehicle T is on the right side, the target stop position is such that the lateral position of the host vehicle V is on the left side of the lateral position of the stop vehicle T and the stop vehicle T is larger than the reference inter-vehicle distance α. It is set as the position which leaves | separates back. In addition, when the stop vehicle T is on the left side, the target stop position is such that the lateral position of the host vehicle V is on the right side of the lateral position of the stop vehicle T and the stop vehicle T is less than the reference inter-vehicle distance α. It is located away from the rear. Further, the target stop position is such that when the stop vehicle T is in the middle, the lateral position of the host vehicle V is on the right side of the lateral position of the stop vehicle T, and the stop vehicle is only the inter-vehicle distance smaller than the reference inter-vehicle distance α. It is a position away from T with respect to the rear.

  After the above S12, S15, S16 or S17, until the automatic driving ends (for example, when the host vehicle V arrives at the destination, or when the driver inputs an input operation to end the automatic driving) Until the process of S11 is performed (S18).

  FIG. 7A and FIG. 7B are overhead views for explaining a conventional vehicle travel control device. FIG. 8A to FIG. 8C, FIG. 9A, and FIG. 9B are diagrams illustrating the operation and effect of the vehicle travel control apparatus 100. FIG. As shown in FIG. 7 (a), when there is a stop vehicle T in front of the host vehicle V, if it approaches the rear of the stop vehicle T as it is and stops at the target stop position S0, the overtaking travel after the stop , An abrupt steering operation may be required (see the overtaking travel line 21 in the figure). As shown in FIG. 7B, when the host vehicle V ′ approaching the rear of the stopped vehicle T as it is stops at the target stop position S0, for example, the detection range 13R of the periphery recognition sensor 13 is blocked by the stopped vehicle T. It is difficult to confirm the traffic situation ahead of the stopped vehicle T, and it may be difficult to determine whether the stopped vehicle T is parked or at the end of the traffic jam.

  On the other hand, in the vehicle travel control apparatus 100 of the present embodiment, the travel of the host vehicle V is controlled based on a travel plan for a stopped vehicle that stops at a target stop position corresponding to the position of the stopped vehicle T. The target stop position is a position where the lateral position of the host vehicle V is on the left side of the lateral position of the stop vehicle T when the stop vehicle T is to the right, and the lateral position of the host vehicle V when the stop vehicle T is to the left. Is a position on the right side of the lateral position of the stop vehicle T, and when the stop vehicle T is in the middle, the lateral position of the host vehicle V is a position on the right side of the lateral position of the stop vehicle T. As a result, the lateral position of the host vehicle V that stops at the target stop position is shifted from the lateral position of the stopped vehicle T in the lane width direction according to the lateral position of the stopped vehicle T.

  For example, as shown in FIGS. 8 (a) and 8 (b), when there is a middle stop vehicle T ahead, the vehicle is shifted to the right (refer to the host vehicle V 'in the figure) and to the right. It stops at the shifted target stop position S. For example, in the example shown in FIG. 8C, when there is a stop vehicle T on the right side in front, the vehicle is shifted to the left side (see the own vehicle V ′ in the figure) and moved to the target stop position S shifted to the left side. Stopped. Thereby, it becomes easy to recognize the area 22 ahead of the stopped vehicle T, and it becomes easy to grasp the traffic situation ahead of the stopped vehicle T. It becomes easier to determine whether the stopped vehicle T is the end of the traffic jam (see FIGS. 8A and 8C) or the stopped vehicle T is a parked vehicle (see FIG. 8C). It can be made easier to determine whether the host vehicle V performs follow-up traveling or overtaking traveling.

  Further, as shown in FIG. 9A, when the stopped vehicle T is on the right side, the host vehicle V is located at the target stop position S that is rearward with respect to the stopped vehicle T by the inter-vehicle distance d2 that is larger than the reference inter-vehicle distance α. Is stopped (see own vehicle V 'in the figure). This suppresses the need for a sudden steering operation (see the overtaking travel line 23 in the figure) in the overtaking after the stop, and smooth running (see the overtaking running line 24 in the figure). It can be secured. In addition, when the stopped vehicle T is on the left side or on the middle side as shown in FIG. 9B, the target stop position that moves backward with respect to the stopped vehicle T by the inter-vehicle distance d1 smaller than the reference inter-vehicle distance α. At S, the host vehicle V is stopped (see host vehicle V ′ in the figure). Thereby, in the overtaking traveling after the stop, a section (so-called approach section) approaching the stopped vehicle before moving to the adjacent lane 8 can be reduced. As a result, it is possible to smoothly carry out the overtaking of the host vehicle V after stopping.

  In the vehicle travel control device 100 according to the present embodiment, when there is a stop vehicle T at the destination, not only the lateral position of the stop vehicle T but also the response of the host vehicle V after the stop can be performed smoothly. Depending on the past traffic situation result (congestion or overtaking possible) in the section, and when there is another preceding vehicle O, depending on the action, the vehicle approaches the stop vehicle T and stops at the target stop position S. be able to. In the vehicle travel control apparatus 100 of the present embodiment, when the host vehicle V is stopped at the target stop position S having the inter-vehicle distance d1 smaller than the reference inter-vehicle distance α, the host vehicle V is packed with respect to the stopped vehicle T. Since it can stop, it becomes possible to make it easy for the vehicle following the host vehicle V to travel.

  As mentioned above, although embodiment of this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  In the above embodiment, the stop vehicle-adaptive travel plan is generated according to the past traffic situation result (congestion or overtaking possible) in the corresponding section, but instead of or in addition to this, the stop vehicle-adaptive travel is performed according to the road shape. A plan may be generated. For example, if the road shape is a right curve, generate a travel plan for a stopped vehicle that stops at the right target stop position, and if the road shape is a left curve, stop vehicle support that stops at the left target stop position A travel plan may be generated. As a result, the host vehicle V can travel smoothly.

  In the above embodiment, the stopped vehicle-compatible travel plan is selected from the four first to fourth travel plan candidates L1 to L4, but the number of travel plan candidates is not limited to this. The travel plan generation unit 16B of the above embodiment generates a follow-up travel plan for stopping the vehicle behind the stopped vehicle T when it is determined that follow-up travel is performed. You may produce | generate the said stop vehicle corresponding | compatible travel plan which stops at the stop position according to the position of the vehicle T. FIG.

  In the above embodiment, at least one of the functions of the ECU 16, that is, the vehicle position recognition unit 16 </ b> A, the travel plan generation unit 16 </ b> B, and the travel control unit 16 </ b> C is an information processing center that can communicate with the host vehicle V (e.g. It may be executed in a computer of a facility such as the center 2).

  DESCRIPTION OF SYMBOLS 5 ... Travel lane, 7L ... Left side reference position, 7R ... Right side reference position, 8 ... Adjacent lane, 9 ... Road, 16B ... Travel plan production | generation part, 16C ... Travel control part, 100 ... Vehicle travel control apparatus, S, S1 S4 ... target stop position, T ... stopped vehicle, V ... own vehicle.

Claims (1)

In a road including a travel lane on which the host vehicle travels and an adjacent lane adjacent to the travel lane,
A vehicle travel control device that stops the host vehicle at a target stop position according to the recognized position of the stopped vehicle when the position of the stopped vehicle that stops ahead of the host vehicle in the traveling lane is recognized. And
When the stop vehicle is recognized on a road including the travel lane and the adjacent lane, the host vehicle is stopped at the target stop position based on the surrounding information of the host vehicle, the position of the host vehicle, and map information. A travel plan generation unit for generating a travel plan to be
A travel control unit that controls the travel of the host vehicle based on the travel plan generated by the travel plan generation unit;
The travel plan generation unit
When the lateral position of the stopped vehicle is on the right side of a preset right reference position in the travel lane, the lateral position of the host vehicle is on the left side of the lateral position of the stopped vehicle, and a preset reference A position that leaves behind the stopped vehicle by an inter-vehicle distance that is greater than the inter-vehicle distance is the target stop position,
In the travel lane, when the lateral position of the stopped vehicle is to the left of a preset left reference position to the left of the right reference position, the lateral position of the host vehicle is to the right of the lateral position of the stopped vehicle. And, a position that is separated backward with respect to the stop vehicle by the inter-vehicle distance that is smaller than the reference inter-vehicle distance is set as the target stop position,
When the lateral position of the stopped vehicle is between the right reference position and the left reference position in the travel lane, the lateral position of the host vehicle is on the right side of the lateral position of the stopped vehicle, and the reference inter-vehicle distance A vehicular travel control apparatus, wherein a position that moves backward with respect to the stopped vehicle by an inter-vehicle distance smaller than the distance is set as the target stop position.