JP6943005B2 - Lane change judgment method and lane change judgment device - Google Patents

Description

The present invention relates to a lane change determination method and a lane change determination device.

An invention is known for determining whether or not another vehicle traveling in an adjacent lane adjacent to the traveling lane in which the own vehicle is traveling changes lanes to the traveling lane (Patent Document 1). The invention described in Patent Document 1 determines that the lane is changed when the distance between the traveling lane of the own vehicle and another vehicle becomes smaller than the threshold value.

Japanese Unexamined Patent Publication No. 2014-201159

However, the invention described in Patent Document 1 does not consider the continuity of operation of other vehicles. That is, in the invention described in Patent Document 1, when another vehicle is detected, if the other vehicle accidentally approaches the traveling lane of the own vehicle, it may be erroneously determined that the other vehicle changes lanes.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a lane change determination method and a lane change determination device capable of suppressing erroneous determination of a lane change.

The lane change determination method according to one aspect of the present invention is based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, and the possibility that the other vehicle changes lanes to the first traveling lane is per predetermined time. The amount of change is calculated, and when the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes, and the other vehicle lanes between the own vehicle and the preceding vehicle traveling in front of the own vehicle. If it is determined whether or not to change the lane, and if it is determined that the other vehicle changes lanes between the own vehicle and the preceding vehicle, the threshold value is reduced .

According to the present invention, it is possible to suppress erroneous determination of lane change.

FIG. 1 is a configuration diagram of a lane change determination device according to the present embodiment. FIG. 2 is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 3 is a graph showing the time change of the likelihood according to the present embodiment. FIG. 4 is a flowchart illustrating an operation example of the lane change determination device according to the present embodiment. FIG. 5 is a configuration diagram of a modified example of the lane change determination device according to the present embodiment. FIG. 6 is a diagram illustrating a lane change time according to the present embodiment. FIG. 7 is a graph showing the time change of the likelihood according to the present embodiment. FIG. 8A is a diagram illustrating a lane change time according to the present embodiment. FIG. 8B is a diagram illustrating a lane change time according to the present embodiment. FIG. 9 is a flowchart illustrating an operation example of the lane change determination device according to the present embodiment. FIG. 10A is a diagram illustrating a lane change time according to the present embodiment. FIG. 10B is a diagram illustrating a lane change time according to the present embodiment. FIG. 11A is a diagram illustrating a lane change time according to the present embodiment. FIG. 11B is a diagram illustrating a lane change time according to the present embodiment. FIG. 12 is a diagram illustrating an example of a lane change determination method according to the present embodiment at an intersection. FIG. 13 is a diagram illustrating an example of a lane change determination method according to the present embodiment at an intersection. FIG. 14 is a diagram illustrating an example of a lane change determination method according to the present embodiment at an intersection. FIG. 15 is a diagram illustrating an example of a lane change determination method according to the present embodiment at an intersection. FIG. 16 is a flowchart illustrating an operation example of the lane change determination device according to the present embodiment. FIG. 17A is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 17B is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 18 is a graph showing the relationship between the threshold value and the distance according to the present embodiment. FIG. 19A is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 19B is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 20 is a graph showing the relationship between the threshold value and the distance according to the present embodiment. FIG. 21 is a flowchart illustrating an operation example of the lane change determination device according to the present embodiment. FIG. 22A is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 22B is a diagram illustrating an example of a lane change determination method according to the present embodiment. FIG. 23 is a flowchart illustrating an operation example of the lane change determination device according to the present embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same parts are designated by the same reference numerals and the description thereof will be omitted.

The configuration of the lane change determination device according to the present embodiment will be described with reference to FIG. The lane change determination device includes an object detection device 1, a vehicle position estimation device 2, a map acquisition device 3, and a controller 20.

The object detection device 1 includes a plurality of different types of object detection sensors mounted on the own vehicle to detect objects around the own vehicle, such as a laser radar, a millimeter wave radar, and a camera. The object detection device 1 detects an object around the own vehicle by using a plurality of object detection sensors. The object detection device 1 detects a moving object including another vehicle, a motorcycle, a bicycle, a pedestrian, and a stationary object including a parked vehicle. For example, the object detection device 1 detects the position, posture (yaw angle), size, speed, acceleration, deceleration, and yaw rate of a moving object and a stationary object with respect to the own vehicle.

The own vehicle position estimation device 2 includes a position detection sensor mounted on the own vehicle that measures the absolute position of the own vehicle such as GPS (Global Positioning System) and odometry. The own vehicle position estimation device 2 measures the absolute position of the own vehicle, that is, the position, posture, and speed of the own vehicle with respect to a predetermined reference point by using the position detection sensor.

The map acquisition device 3 acquires map information indicating the structure of the road on which the own vehicle travels. The map information acquired by the map acquisition device 3 includes road structure information such as absolute lane positions, lane connection relationships, and relative positional relationships. The map acquisition device 3 may own a map database that stores map information, or may acquire map information from an external map data server by cloud computing. Further, the map acquisition device 3 may acquire map information by using vehicle-to-vehicle communication and road-to-vehicle communication.

The controller 20 determines whether or not another vehicle changes lanes to the lane in which the own vehicle is traveling, based on the detection results of the object detection device 1 and the own vehicle position estimation device 2 and the information acquired by the map acquisition device 3. The controller 20 is a general-purpose microcomputer including a CPU (central processing unit), a memory, and an input / output unit. A computer program for functioning as a lane change determination device is installed in the microcomputer. By executing the computer program, the microcomputer functions as a plurality of information processing circuits included in the lane change determination device. Here, an example of realizing a plurality of information processing circuits included in the lane change determination device by software is shown, but of course, information processing is performed by preparing dedicated hardware for executing each of the following information processing. It is also possible to configure a circuit. Further, a plurality of information processing circuits may be configured by individual hardware.

The controller 20 includes a detection integration unit 4, an object tracking unit 5, a map position calculation unit 6, an information processing unit 10a, an information processing unit 10b, and a lane change determination unit 16 as a plurality of information processing circuits. Be prepared. Further, the information processing unit 10a includes a past locus acquisition unit 7, a center distance calculation unit 8, a lateral speed acquisition unit 9, and a threshold value setting unit 11. The information processing unit 10b includes a lane identification unit 12, an intention prediction unit 13, a trajectory prediction unit 14, and a likelihood calculation unit 15.

The detection integration unit 4 integrates a plurality of detection results obtained from each of the plurality of object detection sensors included in the object detection device 1 and outputs one detection result for each object. Specifically, from the behavior of the object obtained from each of the object detection sensors, the most rational behavior of the object with the least error is calculated in consideration of the error characteristics of each object detection sensor. Specifically, by using a known sensor fusion technique, the detection results acquired by a plurality of types of sensors are comprehensively evaluated to obtain more accurate detection results.

The object tracking unit 5 tracks the object detected by the detection integration unit 4. Specifically, the object tracking unit 5 verifies (associates) the identity of the object between different times from the behavior of the objects output at different times, and tracks the object based on the association. do. The behavior of the object output at different times is stored in the memory in the controller 20 and used in the trajectory prediction described later.

The in-map position calculation unit 6 estimates the position and orientation of the own vehicle on the map from the absolute position of the own vehicle obtained by the own vehicle position estimation device 2 and the map data acquired by the map acquisition device 3.

The past locus acquisition unit 7 acquires the past locus (position change in time series) of the object detected by the object detection device 1.

The center distance calculation unit 8 calculates the distance from the center of the object detected by the object detection device 1 to the center line of the traveling lane in which the object travels.

The lateral velocity acquisition unit 9 acquires the lateral velocity of the object detected by the object detection device 1.

The threshold value setting unit 11 sets a threshold value for determining whether or not the object changes lanes with respect to the traveling lane in which the own vehicle is traveling. Details will be described later.

The lane identification unit 12 identifies the traveling lane of the own vehicle and the object on the map by using the object information acquired from the object tracking unit 5 and the self-position estimated by the position calculation unit 6 in the map.

The intention prediction unit 13 predicts all candidate lanes in which the object may travel based on the information on the traveling lane and the road structure acquired from the lane identification unit 12. For example, if the traveling lane in which the object is traveling is a one-lane road, there is only one candidate lane in which the object may travel. On the other hand, when the traveling lane in which the object is traveling is a two-lane road, there are two candidate lanes in which the object is going to go, one is a lane that goes straight on the traveling lane and the other is a lane adjacent to the traveling lane. The intention prediction unit 13 outputs the predicted candidate lane to the track prediction unit 14.

The track prediction unit 14 uses the candidate lane predicted by the intention prediction unit 13 to predict the traveling track when the object advances to the candidate lane. The track prediction unit 14 outputs the predicted running track to the likelihood calculation unit 15.

The likelihood calculation unit 15 calculates the possibility (probability) that the object travels along the travel trajectory by using the travel trajectory predicted by the trajectory prediction unit 14. In the present embodiment, the possibility that the object advances to the predicted traveling trajectory is called the likelihood. Likelihood changes from moment to moment depending on the position of the object, lateral velocity, and the like. The likelihood calculation unit 15 also calculates the amount of change in the likelihood over a predetermined time.

The lane change determination unit 16 uses the threshold value set by the threshold value setting unit 11 and the likelihood change amount calculated by the likelihood calculation unit 15, and is an object when the likelihood change amount exceeds the threshold value. Determines that the lane is changed to the driving lane in which the own vehicle is traveling. In the following, the traveling lane in which the own vehicle travels is simply referred to as the own vehicle traveling lane.

Next, an example of the lane change determination method will be described with reference to FIGS. 2 and 3. The scene at time T1 in FIG. 2 is a scene in which the own vehicle 30 is traveling in the right lane on a three-lane road, and another vehicle 31 located behind the own vehicle 30 is traveling in the central lane. When the object detection device 1 detects the other vehicle 31, the intention prediction unit 13 predicts a candidate lane in which the other vehicle 31 may travel based on the road structure. In the scene shown in FIG. 2, the intention prediction unit 13 predicts three lanes, a straight lane, a right lane, and a left lane, as candidate lanes in which the other vehicle 31 may travel.

Subsequently, as shown in FIG. 2, the track prediction unit 14 predicts the traveling tracks 60, 61, and 62 when the vehicle advances to the three candidate lanes predicted by the other vehicle 31. The traveling track 60 is a track that changes lanes to the right lane. The traveling track 61 is a track that goes straight on as it is. The traveling track 62 is a track that changes lanes to the left lane. Next, the likelihood calculation unit 15 calculates the likelihood at each time T1, T2, T3. Here, the likelihood will be described with reference to FIG. The graphs G1, G2, and G3 shown in FIG. 3 correspond to the traveling tracks 60, 61, and 62 shown in FIG. 2, respectively. That is, the graph G1 shown in FIG. 3 shows the amount of change in the likelihood L that the other vehicle 31 changes lanes to the right lane in the scene shown in FIG. Similarly, the graph G2 shown in FIG. 3 shows the amount of change in the likelihood L for the other vehicle 31 to go straight as it is, and the graph G3 shows the amount of change in the likelihood L for the other vehicle 31 to change lanes to the left lane. At time T in FIG. 3, graph G2 has the highest likelihood L. This means that at time T1, it was determined that the other vehicle 31 has the highest likelihood of going straight as it is. The likelihood calculation unit 15 calculates the likelihood L by using, for example, the position of the other vehicle 31 in the traveling lane, the lateral speed of the other vehicle 31, and the like. At time T1 in FIG. 2, when the other vehicle 31 is traveling in the center of the traveling lane and there is almost no lateral speed of the other vehicle 31, the likelihood calculated by the likelihood calculation unit 15 is the time in FIG. It is the likelihood shown in T1. The position of the other vehicle 31 in the traveling lane may be the position of the other vehicle 31 with respect to the own vehicle traveling lane, or may be the position with respect to the traveling lane in which the other vehicle 31 is traveling. The lane in which the other vehicle 31 travels is hereinafter simply referred to as the other vehicle traveling lane.

Subsequently, as shown at time T2 in FIG. 2, when the other vehicle 31 slightly invades the right lane, the position of the other vehicle 31 with respect to the center line of the center lane shifts to the right, and the lateral speed of the other vehicle 31 also moves to the right. Becomes larger. Therefore, as shown in FIG. 3, the likelihood calculation unit 15 determines that the possibility that the other vehicle 31 changes lanes to the right lane has increased, and increases the likelihood (graph G1). On the contrary, the likelihood calculation unit 15 determines that the possibility that the other vehicle 31 goes straight in the center lane or changes the lane to the left lane is low, and reduces these likelihoods (Graph G2, Graph G2, Graph G3). The change amount ΔL of the likelihood shown in FIG. 3 is the change amount of the likelihood L of the graph G1 from the time T1 to the time T2. The lane change determination unit 16 compares the change amount ΔL of the likelihood with the threshold value set by the threshold value setting unit 11, and when the change amount ΔL of the likelihood exceeds the threshold value, the other vehicle 31 moves to the right lane (own vehicle). It is determined that the lane is changed to the driving lane). For example, as shown in FIG. 3, assuming that the amount of change ΔL of the likelihood at time T2 is the same as the threshold value TH, when another vehicle 31 further enters the right lane from the position shown at time T2, the likelihood is increased. The amount of change ΔL exceeds the threshold value TH. At this time, the lane change determination unit 16 determines that the other vehicle 31 changes lanes to the own lane. In the comparison between the change in likelihood ΔL and the threshold TH, the lane change determination unit 16 determines that the other vehicle 31 changes lanes to the own lane when the change in likelihood ΔL is equal to or greater than the threshold TH. You may judge. In this case, the lane change determination unit 16 determines that the other vehicle 31 changes lanes to the own vehicle traveling lane at time T2.

Next, an operation example of the lane change determination device will be described with reference to the flowchart of FIG.

In step S101, the object detection device 1 detects an object (for example, another vehicle) around the own vehicle by using a plurality of object detection sensors. The process proceeds to step S102, and the detection integration unit 4 integrates the plurality of detection results obtained from each of the plurality of object detection sensors and outputs one detection result to each other vehicle. Then, the object tracking unit 5 tracks each other vehicle that has been detected and integrated.

The process proceeds to step S103, and the own vehicle position estimation device 2 measures the absolute position of the own vehicle using the position detection sensor. The process proceeds to step S104, and the map acquisition device 3 acquires map information indicating the structure of the road on which the own vehicle travels. The process proceeds to step S105, and the position calculation unit 6 in the map estimates the position and attitude of the own vehicle on the map from the absolute position of the own vehicle measured in step S103 and the map data acquired in step S1045. ..

The process proceeds to step S106, and the threshold value setting unit 11 sets the threshold value TH for determining whether or not another vehicle changes lanes with respect to the own vehicle traveling lane. The process proceeds to step S107, and the intention prediction unit 13 predicts all candidate lanes in which another vehicle may travel. The process proceeds to step S108, and the track prediction unit 14 predicts the traveling track when another vehicle advances to the candidate lane predicted in step S107. The process proceeds to step S109, and the likelihood calculation unit 15 calculates the likelihood L for another vehicle to travel along the travel track using the travel track predicted in step S108. For example, the likelihood calculation unit 15 calculates the likelihood L by using the position of another vehicle with respect to the traveling lane of the own vehicle, the lateral speed of the other vehicle, and the like. For example, the closer the position of another vehicle is to the driving lane of the own vehicle, the higher the probability L that the other vehicle changes to the driving lane of the own vehicle, and the farther the position of the other vehicle is from the driving lane of the own vehicle, the more the other vehicle owns itself. The likelihood L for changing lanes to the vehicle driving lane is low. However, it is not limited to this. This is because the likelihood L is calculated including not only the position but also the lateral speed and the like.

The process proceeds to step S110, and the lane change determination unit 16 determines whether or not the change amount ΔL of the likelihood exceeds the threshold value TH. When the change amount ΔL of the likelihood exceeds the threshold value TH, the process proceeds to step S111, and the lane change determination unit 16 determines that the other vehicle changes lanes to the own lane. On the other hand, if the change in likelihood ΔL does not exceed the threshold value, the process returns to step S109.

As described above, according to the lane change determination device according to the present embodiment, the following effects can be obtained.

The lane change determination device continuously detects the movement of an object (for example, another vehicle) and calculates the likelihood L for the other vehicle to change lanes to its own lane (first lane). Then, the lane change determination device calculates the change amount ΔL of the likelihood in a predetermined time, and determines that another vehicle changes lanes when the change amount ΔL of the likelihood exceeds the threshold value TH. The lane change determination device determines that the other vehicle does not change lanes when the change amount ΔL of the likelihood does not exceed the threshold value TH. As a result, the lane change determination device can suppress erroneous determination of the lane change.

The threshold value TH set by the threshold value setting unit 11 can be obtained through experiments and simulations, but can also be obtained by using the method shown below. Hereinafter, the method of setting the threshold value TH will be described in detail.

[Modification example]
A modified example of this embodiment will be described with reference to FIG. In the first modification, the lane change determination device further includes a lane change time calculation unit 17.

The lane change time calculation unit 17 calculates the time required for an object (for example, another vehicle) detected by the object detection device 1 to change lanes to the own lane. The time required to change lanes may be simply referred to as the lane change time below. The lane change time calculation unit 17 calculates the lane change time using the position of the other vehicle with respect to the traveling lane of the own vehicle, the lateral speed of the other vehicle, and the like. In the present embodiment, the lane change time is the time from the start of the lane change to the completion of the lane change.

Next, a method of setting a threshold value using the lane change time will be described with reference to FIGS. 6 and 7.

As shown in FIG. 6, when the other vehicle 31 is traveling on the left front of the own vehicle 30, the candidate lanes in which the other vehicle 31 is going to go are the lane that goes straight on the traveling lane and the lane that is adjacent to the traveling lane. There are two lanes on the right side (own lane). When the other vehicle 31 changes lanes to the own vehicle traveling lane, a plurality of traveling tracks can be considered. The plurality of traveling tracks are the traveling tracks 60, 61, 62 shown in FIG. The traveling track 61 is a general lane change track. When the other vehicle 31 changes lanes along the traveling track 61, the lane change time is, for example, 3 seconds. The number of 3 seconds can be generally obtained from the time required for changing lanes, a database, learning data, etc., but it is merely an example and is not limited to 3 seconds. For example, the lane change time may be 4 seconds if the lane width is wide, or 2 seconds if the lane width is short. Further, the lane change time may be changed according to the attributes (sports car or truck) of the other vehicle 31. Further, the traveling track 60 is a track that changes lanes earlier than the traveling track 61. On the other hand, the traveling track 62 is a track that changes lanes later than the traveling track 61. In other words, the traveling track 60 is a track having a short lane change time, and the traveling track 62 is a track having a long lane change time. The threshold value setting unit 11 sets the threshold value according to the traveling tracks 60, 61, 62, that is, according to the length of the lane change time. This point will be described with reference to FIG. The graphs G1, G2, and G3 shown in FIG. 7 correspond to the traveling tracks 60, 61, and 62 shown in FIG. 2, respectively.

As shown in FIG. 7, the threshold setting unit 11 sets the threshold TH for the traveling track 61, sets the threshold TH1 for the traveling track 60, and sets the threshold TH2 for the traveling track 62. These thresholds have a relationship of threshold TH1 <threshold TH <threshold TH2. The threshold value TH of the graph G2 is a threshold value based on a general lane change time. The threshold value based on the general lane change time is hereinafter referred to as the reference threshold value TH. The threshold value setting unit 11 sets a threshold value TH1 smaller than the reference threshold value TH for the traveling track 60, and sets a threshold value TH2 larger than the reference threshold value TH for the traveling track 62. By setting the threshold value in this way, the lane change determination unit 16 can appropriately determine the lane change. That is, when the other vehicle 31 changes lanes to the own lane along the traveling track 60, the lane change time is short, so it is necessary to determine whether or not there is a lane change earlier. Therefore, the threshold value setting unit 11 sets a threshold value TH1 smaller than the reference threshold value TH. As a result, the time until the change amount ΔL of the likelihood exceeds the threshold value TH1 is shortened, and the lane change determination unit 16 can determine the lane change at an early stage. Further, the short lane change time means that the position change and the lateral speed change of the other vehicle 31 are rapid, and as shown in FIG. 7, the increase amount of the likelihood change amount ΔL in the unit time is also high. Become. Once the amount of change in likelihood ΔL begins to rise, it tends to continue rising as it is. Therefore, when the lane change time is shorter than the predetermined time, the accuracy of the lane change can be maintained because there is a high possibility that the other vehicle 31 will change lanes even if the threshold value is reduced and the lane change determination is made early. .. That is, the lane change determination unit 16 can determine the lane change at an early stage while suppressing the erroneous determination of the lane change.

Further, when the other vehicle 31 changes lanes to the own vehicle traveling lane along the traveling track 62, the threshold value setting unit 11 sets the threshold value TH2 larger than the reference threshold value TH because the lane change time is long. A long lane change time means that the position change and lateral speed change of the other vehicle 31 are gradual, and as shown in FIG. 7, the increase in the likelihood change amount ΔL in a unit time is also gradual. .. Therefore, when the lane change time is longer than the predetermined time, the lane change determination unit 16 can accurately determine the lane change by increasing the threshold value and determining the lane change.

Of the traveling tracks 60, 61, and 62 shown in FIG. 6, the threshold setting unit 11 determines the amount of change in the likelihood ΔL regarding which track the other vehicle 31 changes to the own lane. Can be predicted based on. For example, when the change amount ΔL of the likelihood in a unit time is large, the threshold value setting unit 11 determines that the lane change time is short, and predicts that the other vehicle 31 will change lanes to the own vehicle traveling lane along the traveling track 60. do. At this time, the threshold value setting unit 11 sets the threshold value TH1 smaller than the reference threshold value TH. On the other hand, when the change amount ΔL of the likelihood in a unit time is small, the threshold value setting unit 11 determines that the lane change time is long, and predicts that the other vehicle 31 will change lanes to the own vehicle traveling lane along the traveling track 62. do. At this time, the threshold value setting unit 11 sets a threshold value TH2 larger than the reference threshold value TH.

Further, the threshold value setting unit 11 may change the threshold value according to the traveling environment of the own vehicle 30. As shown in FIG. 8A, when another vehicle 32 (preceding vehicle) is traveling in front of the own vehicle 30 in the own vehicle traveling lane, the other vehicle 31 is on the traveling track 61 (general lane change track). If the lane is changed along the lane, the other vehicle 31 and the other vehicle 32 may come into contact with each other. In this case, it is considered that the other vehicle 31 changes lanes along the traveling track 60, which can change lanes in a shorter time than the traveling track 61. When the change amount ΔL of the likelihood in a unit time is large, the threshold value setting unit 11 determines that the lane change time is short, and predicts that the other vehicle 31 will change lanes to the own vehicle traveling lane along the traveling track 60. In other words, when the change amount ΔL of the likelihood in a unit time is large, the threshold value setting unit 11 determines that the other vehicle 31 intends to change lanes between the own vehicle 30 and the other vehicle 32. Then, the threshold value setting unit 11 sets a threshold value TH1 smaller than the reference threshold value TH. As a result, the lane change determination unit 16 can determine the lane change at an early stage while suppressing the erroneous determination of the lane change.

Further, as shown in FIG. 8B, when the low-speed other vehicle 32 is traveling in front of the other vehicle 31 in the traveling lane in which the other vehicle 31 is traveling, the object tracking unit 5 uses the other vehicle 31 and the other vehicle 32. And TTC (Time To Collision) is calculated. If the TTH is smaller than the predetermined value (TTCth), or if the other vehicle 31 does not decelerate significantly, it is conceivable that the other vehicle 31 changes lanes early in order to avoid contact with the other vehicle 32. When the change amount ΔL of the likelihood in a unit time is large, the threshold value setting unit 11 determines that the lane change time is short, and predicts that the other vehicle 31 will change lanes to the own vehicle traveling lane along the traveling track 60. Then, the threshold value setting unit 11 sets a threshold value TH1 smaller than the reference threshold value TH. As a result, the lane change determination unit 16 can determine the lane change at an early stage while suppressing the erroneous determination of the lane change. TTCth can be obtained in advance through experiments and simulations.

Next, one method of setting the threshold value using the lane change time will be described with reference to the flowchart of FIG.

In step S201, the threshold setting unit 11 sets the reference threshold TH. The reference threshold value TH is a threshold value used for a general lane change time. The process proceeds to steps S202 and S203, and the object detection device 1 acquires congestion information around the own vehicle 30. If congestion has occurred, the process proceeds to step S209, and if no congestion has occurred, the process proceeds to step S204.

In step S204, the lane change time calculation unit 17 calculates the time required for the object (for example, another vehicle) detected by the object detection device 1 to change lanes to the own lane. The lane change time calculation unit 17 calculates the lane change time using the position, lateral speed, yaw angle, and the like of another vehicle. The process proceeds to step S205, and the threshold value setting unit 11 compares the lane change time calculated in step S204 with the reference time. The reference time is a general lane change time, and is, for example, 3 seconds as described with reference to FIG. If the lane change time is shorter than the reference time, the process proceeds to step S206, and if the lane change time is equal to or longer than the reference time, the process proceeds to step S207.

In step S206, the threshold setting unit 11 sets a threshold value smaller than the reference threshold value TH. The fact that the lane change time is shorter than the reference time means that other vehicles may suddenly change lanes. Therefore, by reducing the threshold value in this way, the lane change determination unit 16 can make a lane change determination at an early stage while maintaining the lane change determination accuracy. After that, the process proceeds to step S215, and the threshold value setting unit 11 outputs the set threshold value to the lane change determination unit 16.

In step S207, the threshold value setting unit 11 compares the lane change time calculated in step S204 with the reference time. If the lane change time is longer than the reference time, the process proceeds to step S208, and if the lane change time is equal to the reference time, the process proceeds to step S212. In step S208, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH. If the lane change time is longer than the reference time, it means that other vehicles may change lanes slowly. Therefore, by increasing the threshold value in this way, the lane change determination unit 16 can appropriately determine the lane change while maintaining the lane change determination accuracy. After that, the process proceeds to step S215. In step S212, the threshold setting unit 11 does not change the reference threshold TH. This is because the lane change time is equal to the reference time, so that the lane change determination unit 16 can determine the lane change while maintaining the lane change determination accuracy without changing the reference threshold TH. After that, the process proceeds to step S215.

In step S209, the object detection device 1 determines whether or not the preceding vehicle is traveling in front of the own vehicle traveling lane. If the preceding vehicle is traveling, the process proceeds to step S210, and if the preceding vehicle is not traveling, the process proceeds to step S211. In step S210, the lane change time calculation unit 17 calculates the time required for another vehicle to change lanes between its own vehicle and the preceding vehicle. After that, the process proceeds to step S205.

In step S211 the object detection device 1 determines whether or not a low-speed preceding vehicle is traveling in front of the other vehicle in the traveling lane in which the other vehicle is traveling. If the preceding vehicle is traveling, the process proceeds to step S213, and if the preceding vehicle is not traveling, the process proceeds to step S212. In step S213, the object tracking unit 5 calculates the TTC between the other vehicle and the preceding vehicle. If the TTC is smaller than TTCth, the process proceeds to step S206, and if the TTC is TTCth or more, the process proceeds to step S212. By changing the threshold value according to the TTC, the lane change determination unit 16 can appropriately determine the lane change while maintaining the determination accuracy of the lane change.

As described above, according to the modified example of the lane change determination device according to the present embodiment, the following effects can be obtained.

The lane change determination device continuously detects the movement of an object (for example, another vehicle) and calculates the time required for the other vehicle to change lanes to the own lane based on the detected position of the other vehicle. do. Then, the lane change determination device sets the threshold value based on the calculated lane change time. As a result, the lane change determination device can make an appropriate lane change determination according to the lane change time of another vehicle. Specifically, if the lane change time is short, there is a high possibility that the own vehicle will need to move suddenly in accordance with the lane change time of another vehicle, so it is necessary to determine the lane change at an appropriate timing. .. In the present embodiment, since the threshold value is set based on the lane change time, the lane change determination device can determine the lane change at an appropriate timing when the lane change time is short.

Further, the lane change determination device reduces the threshold value as the lane change time is shorter. As described above, when the lane change time is short, there is a high possibility that the own vehicle needs to move suddenly according to the lane change time of another vehicle, so it is necessary to determine the lane change at an appropriate timing. .. In the present embodiment, the shorter the lane change time, the smaller the threshold value. Therefore, even when the lane change time is short, the lane change determination device can determine the lane change at an early stage while maintaining the lane change determination accuracy. It can be carried out. Further, when the lane change time is long, the threshold value becomes large, so that it is possible to lengthen the time until it is determined that another vehicle changes lanes. Therefore, the lane change determination device can appropriately calculate the likelihood L used for determining the lane change, and can improve the lane change determination accuracy.

Further, the lane change determination device reduces the threshold value when the lane change time is shorter than a predetermined value (for example, 3 seconds). A short lane change time means that the position change and lateral speed change of another vehicle are sudden, and as shown in FIG. 7, the increase amount of the likelihood change amount ΔL in a unit time is also high. Once the amount of change in likelihood ΔL begins to rise, it tends to continue rising as it is. Therefore, if the lane change time is shorter than the predetermined value, even if the lane change determination device reduces the threshold value and determines the lane change at an early stage, there is a high possibility that other vehicles will change lanes. Can be kept.

Further, the lane change determination device determines whether or not another vehicle changes lanes between the own vehicle and the preceding vehicle when the preceding vehicle is traveling in front of the own vehicle. Then, when the lane change determination device determines that the other vehicle changes lanes between the own vehicle and the preceding vehicle, the lane change determination device reduces the threshold value. When another vehicle changes lanes between its own vehicle and the preceding vehicle of its own vehicle, it is highly likely that the lane change will be continued once the lane change is started. Further, when the other vehicle does not change lanes, the change amount ΔL of the likelihood does not show a predetermined increase. Therefore, the lane change determination device can determine the lane change at an early stage while maintaining the lane change determination accuracy even if the threshold value is reduced.

In the first modification, the lane change time is described as the time from the start of the lane change to the completion of the lane change. For example, as shown in FIG. 10A, the lane change time can be defined as the time until the other vehicle 31 moves from the position P1 to the position P2. At positions P1 and P2, the other vehicle 31 is located on the center line 40 of the traveling lane. By the way, as shown in FIG. 10B, when the parked vehicles 33, 34, 35 are present in the own vehicle traveling lane, the other vehicle 31 is centered at the position P2 in order to avoid contact with the parked vehicle 35. There is a possibility of traveling on the left side of the line 40. Therefore, as shown in FIG. 10B, the time until the other vehicle 31 moves from the position P1 to the position P2 may be set as the lane change time. Since the lane change time of the scene shown in FIG. 10B is shorter than the general lane change time, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. As a result, the lane change determination unit 16 can determine the lane change at an early stage while maintaining the lane change determination accuracy.

Further, as shown in FIG. 11A, the time required for moving to a position where the vehicle may come into contact with the own vehicle 30 may be set as the lane change time. As shown in FIG. 11A, when the other vehicle 31 advances from the position P1 to the position P2 and the own vehicle 30 is moving at a higher speed than the other vehicle 31, the own vehicle 30 and the other vehicle 31 come into contact with each other at the contact point 50. there is a possibility. Therefore, as shown in FIG. 11A, the time until the other vehicle 31 moves from the position P1 to the position P2 may be set as the lane change time. Since the lane change time of the scene shown in FIG. 11 is shorter than the general lane change time, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. As a result, the lane change determination unit 16 can determine the lane change at an early stage while maintaining the lane change determination accuracy. Further, the own vehicle 30 can avoid contact with another vehicle 31. Similarly, as shown in FIG. 11B, when the other vehicle 31 advances from the position P1 to the position P2 and the own vehicle 30 is moving at a higher speed than the other vehicle 31, the own vehicle 30 and the other vehicle 31 at the contact point 50. May come into contact. Therefore, as shown in FIG. 11B, the time until the other vehicle 31 moves from the position P1 to the position P2 may be set as the lane change time. The lane change determination unit 16 can determine that the other vehicle 31 changes lanes to the own lane before the other vehicle 31 finishes crossing the traveling division line (for example, the white line).

Next, a method of setting a threshold value at an intersection will be described with reference to FIGS. 12 to 15.

As shown in FIG. 12, when another vehicle 32 is present inside the intersection, it is unlikely that the other vehicle 32 will change lanes inside the intersection. Therefore, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH for the other vehicle 32. The lane change determination unit 16 determines that the other vehicle 32 does not change lanes unless the change amount ΔL of the likelihood of the other vehicle 32 exceeds a threshold value larger than the reference threshold value TH. Therefore, by setting the threshold value in this way, the lane change determination unit 16 can suppress erroneous determination of the lane change of the other vehicle 32.

Further, as shown in FIG. 12, when another vehicle 31 exists outside the intersection, the threshold setting unit 11 sets the threshold value according to the distance from the other vehicle 31 to the intersection. Specifically, as shown in FIG. 12, when the distance from the other vehicle 31 to the intersection is a predetermined distance D or less, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. If the distance from the other vehicle 31 to the intersection is less than or equal to the predetermined distance D, there is a high possibility that the other vehicle 31 will change lanes due to a right turn. Therefore, once the other vehicle 31 starts changing lanes, change lanes as it is. Likely to continue. Therefore, even if the threshold value setting unit 11 reduces the threshold value, the lane change determination unit 16 can determine the lane change at an early stage while maintaining the lane change determination accuracy. The predetermined distance D is not particularly limited, but is, for example, 50 m. The inside of the intersection is not particularly limited, but is, for example, an area surrounded by a pedestrian crossing (not shown) or an area surrounded by a stop line (not shown). The outside of the intersection is the area around the intersection excluding the inside of the intersection. The threshold value setting unit 11 may determine whether or not the self-position is near the intersection instead of the distance from the other vehicle 31 to the intersection, and if the self-position is determined to be near the intersection, the threshold value may be reduced. ..

Further, as shown in FIG. 13, when the other vehicle 31 is traveling in a lane two lanes away from the own vehicle traveling lane, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. Generally, when changing lanes (double lane change) from a traveling lane separated by two or more lanes, there is a high possibility that the other vehicle 31 will change lanes to its own traveling lane as it is. Therefore, when the intention to change lanes of another vehicle 31 is detected from a traveling lane separated by two or more lanes, the lane change determination unit 16 can determine the lane change at an appropriate timing by reducing the threshold value.

Further, as shown in FIGS. 14 and 15, when the other vehicle 31 is traveling in a lane two lanes away from the own vehicle traveling lane, the threshold value setting unit 11 uses the lateral speed and the yaw angle of the other vehicle 31. The threshold value may be set. When the other vehicle 31 does not double lane change to the own vehicle traveling lane but changes to the adjacent lane (central lane) of the own vehicle traveling lane, the other vehicle 31 needs to straighten its posture in the adjacent lane. Comparing FIGS. 14 and 15, the scene shown in FIG. 15 requires greater steering in order to straighten the posture than the scene shown in FIG. This means that the lateral speed or yaw angle of the other vehicle 31 in FIG. 15 is large, and it means that there is a high possibility that the other vehicle 31 will double lane change to the own vehicle traveling lane. Therefore, when the lateral speed or yaw angle of the other vehicle 31 is large, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. As a result, the lane change determination unit 16 can determine the lane change at an appropriate timing. In the scenes shown in FIGS. 13 to 15, when the distance from the other vehicle 31 to the intersection is a predetermined distance D or less, the threshold value setting unit 11 may further reduce the threshold value.

Next, a method of setting a threshold value at an intersection will be described with reference to the flowchart of FIG. Since S301, S304, S308, S311 and S312 shown in FIG. 16 have the same configurations as S201, S208, S206, S212 and S215 shown in FIG. 9, detailed description thereof will be omitted.

In step S302, the object detection device 1 detects whether or not an object (for example, another vehicle) exists near the intersection. If there is another vehicle near the intersection, the process proceeds to step S303, and if there is no other vehicle near the intersection, the process waits. In step S303, when another vehicle exists inside the intersection, the process proceeds to step S304, and the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH for the other vehicle. By setting the threshold value in this way, the lane change determination unit 16 can suppress erroneous determination of the lane change of the other vehicle 32. On the other hand, when there is no other vehicle inside the intersection, that is, when there is another vehicle outside the intersection, the process proceeds to step S305, and the object tracking unit 5 calculates the distance from the other vehicle to the intersection. do.

If the process proceeds to step S306 and the distance from the other vehicle to the intersection is the predetermined distance D or less, the process proceeds to step S307, and if it is larger than the predetermined distance D, the process returns to step S305. In step S307, the object tracking unit 5 determines whether or not the traveling lane in which the other vehicle is traveling is separated from the own vehicle traveling lane by two or more lanes. When the traveling lane in which the other vehicle travels is not separated from the own vehicle traveling lane by two or more lanes, that is, when the other vehicle is traveling in an adjacent lane to the own vehicle traveling lane, the process proceeds to step S308. On the other hand, when the traveling lane in which the other vehicle is traveling is separated from the own vehicle traveling lane by two or more lanes, the process proceeds to step S309, and the lane change determination unit 16 determines whether or not the other vehicle is changing lanes. For example, the lane change determination unit 16 determines that the lane is being changed when the change amount ΔL of the likelihood of the other vehicle exceeds the threshold value by using the position, lateral speed, yaw angle, etc. of the other vehicle. When it is determined that the other vehicle is changing lanes, the process proceeds to step S310, and the threshold value setting unit 11 determines whether or not the lateral speed of the other vehicle is equal to or greater than a predetermined value. If the lateral speed of the other vehicle is equal to or higher than the predetermined value, it means that there is a high possibility that the other vehicle will double lane change to the own lane. Therefore, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH when the lateral speed of the other vehicle is equal to or higher than a predetermined value. The threshold value setting unit 11 may set the threshold value based on the yaw angle in addition to the lateral speed. If it is not determined in step S309 that the other vehicle is changing lanes, or if the lateral speed of the other vehicle is less than a predetermined value in step S310, the process proceeds to step S311.

As described above, the lane change determination device detects the self-position and determines whether or not the self-position is near the intersection. Then, the lane change determination device reduces the threshold value when it determines that the self-position is near the intersection. Generally, when another vehicle changes lanes near an intersection, the lane changes due to turning left or right, merging, or divergence. In addition, when it is not necessary to change lanes near the intersection, the other vehicle behaves like a lane change. Is rarely shown. In the vicinity of an intersection, there is a high possibility that once another vehicle has started changing lanes, it will continue to change lanes. Therefore, even if the threshold value is reduced, the lane change determination device can determine the lane change at an early stage while maintaining the determination accuracy of the lane change. The vicinity of the intersection is an area around the intersection excluding the inside of the intersection.

Further, when the lane change determination device detects a lane change of another vehicle from a traveling lane two or more lanes away from the own vehicle traveling lane, the threshold value is reduced. Generally, when changing lanes from a driving lane that is two or more lanes away, there is a high possibility that the vehicle will change lanes (double lane change) as it is. By lowering the threshold when detecting a lane change of another vehicle from a lane that is two or more lanes away, the lane change determination device is appropriate for another vehicle that changes lanes from a lane that is two or more lanes away. It is possible to determine whether or not to change lanes to the own lane at the right timing.

Next, one setting method of the threshold value using the past locus will be described with reference to FIGS. 17A to 20. The distance ΔD shown in FIG. 17A indicates the distance from the center line 40 to the center of the other vehicle 31, and the sign of the distance ΔD is positive in the direction toward the own vehicle lane and negative in the direction away from the own vehicle lane. And. The same applies to the following figure.

As shown in FIG. 17A, when the past locus 70 of the other vehicle 31 is acquired by the past locus acquisition unit 7, the threshold setting unit 11 sets the threshold value using the past locus 70. The past locus 70 is a locus that passes through the center of the other vehicle 31. As shown in FIG. 17A, from the past trajectory 70, it can be seen that the other vehicle 31 is traveling a predetermined distance on the left side of the center line 40. In this case, the other vehicle 31 is likely to turn left at the next fork. In this way, when the other vehicle 31 is traveling on the left side (distance ΔD <0) of the center line 40 by a predetermined distance or more, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH as shown in FIG. Set.

Further, as shown in FIG. 17B, from the past trajectory 70, it can be seen that the other vehicle 31 is traveling a predetermined distance on the right side of the center line 40. In this case, there is a high possibility that the other vehicle 31 will change lanes to the own vehicle traveling lane. In this way, when the other vehicle 31 is traveling on the right side (distance ΔD> 0) of the center line 40 for a predetermined time, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH as shown in FIG. do.

In this way, when the other vehicle 31 travels in the traveling lane (second traveling lane) adjacent to the own vehicle traveling lane, the lane change determination device continuously changes the position of the other vehicle 31 from the past trajectory 70 of the other vehicle 31. The threshold value is set according to the position of the other vehicle 31. In general, when a vehicle travels in the driving lane, there is a tendency for the position in which the vehicle travels in the driving lane (for example, to the right, to the left, in the middle, etc.). Therefore, when determining a lane change based on the position of the other vehicle 31 with respect to the own vehicle traveling lane, the lane change determining device sets a threshold value based on the tendency of the position where the other vehicle 31 travels, thereby setting the other vehicle 31. It is possible to determine whether or not to change lanes at an appropriate timing according to the above.

If the past trajectory 70 of the other vehicle 31 cannot be acquired, the threshold value setting unit 11 can set the threshold value as follows. For example, as shown in FIG. 19A, when the past trajectory of the other vehicle 31 cannot be acquired and the other vehicle 31 is accidentally detected at a predetermined timing, there are a plurality of possible directions and behaviors of the other vehicle 31 going from now on. For example, the other vehicle 31 travels straight, the other vehicle 31 changes lanes from the left lane (not shown) adjacent to the left side of the currently traveling lane, and the other vehicle 31 tries to straighten its posture. For example, you have changed lanes from the left lane and are about to change lanes to your own lane. The arrow shown in FIG. 19A is a track in which the other vehicle 31 is trying to straighten its posture by changing lanes from the left lane adjacent to the left side of the lane in which it is currently traveling. In the scene shown in FIG. 19A, the other vehicle 31 is located on the left side of the center line 40, but as shown in FIG. 19B, the other vehicle 31 may be accidentally detected at a location located on the right side of the center line 40. be. In FIG. 19B, as in FIG. 19A, a plurality of directions and behaviors in which the other vehicle 31 is going from now on can be considered. For example, the other vehicle 31 may travel straight, the other vehicle 31 may change lanes to the own lane, and the like. The arrow shown in FIG. 19B is a track on which the other vehicle 31 is about to change lanes to the own lane.

In the case of FIGS. 19A and 19B, as shown in FIG. 20, the threshold value setting unit 11 sets the threshold value according to the distance ΔD and the lateral speed Vy of the other vehicle 31. The lateral velocity Vy is compared with the first lateral velocity Vth1, the second lateral velocity Vth2, and the third lateral velocity Vth3. These lateral velocities have a relationship of first lateral velocity Vth1 <second lateral velocity Vth2 <third lateral velocity Vth3.

The graph G10 shown in FIG. 20 shows a case where the lateral speed Vy of the other vehicle 31 is smaller than the first lateral speed Vth1. In the case of the graph G10, since the lateral speed Vy of the other vehicle 31 is smaller than the first lateral speed Vth1, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH in the region of the distance ΔD <0. On the other hand, in the region where the distance ΔD> 0, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH.

The graph G11 shown in FIG. 20 shows a case where the lateral speed Vy of the other vehicle 31 is larger than the first lateral speed Vth1 and smaller than the second lateral speed Vth2. In the case of the graph G11, since the lateral speed Vy of the other vehicle 31 is larger than the first lateral speed Vth1, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH in the region of the distance ΔD <0. At this time, the threshold value setting unit 11 sets a threshold value smaller than that of the graph G10. The fact that the other vehicle 31 is located in the region of the distance ΔD <0 even though the lateral speed Vy is larger than the first lateral speed Vth1 means that the other vehicle 31 is steering to return to the center of the lane. Is possible. On the other hand, in the region where the distance ΔD> 0, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. At this time, the threshold value setting unit 11 sets a threshold value smaller than that of the graph G10. The fact that the lateral speed Vy is larger than the first lateral speed Vth1 and the other vehicle 31 is located in the region where the distance ΔD> 0 is because there is a high possibility that the other vehicle 31 will change lanes to the own lane. be.

The graph G12 shown in FIG. 20 shows a case where the lateral speed Vy of the other vehicle 31 is larger than the second lateral speed Vth2 and smaller than the third lateral speed Vth3. In the case of the graph G12, since the lateral speed Vy of the other vehicle 31 is larger than the second lateral speed Vth2, the threshold value setting unit 11 sets the same threshold value as the reference threshold value TH in the region of the distance ΔD <0. The fact that the lateral speed Vy is larger than the second lateral speed Vth2 and the other vehicle 31 is located in the region of the distance ΔD <0 means that the other vehicle 31 is steering to return to the center of the lane, and other factors. This is because both cases where the vehicle 31 changes lanes to the own vehicle traveling lane can be considered. Therefore, the threshold value setting unit 11 sets the same threshold value as the reference threshold value TH in order to determine the lane change at an appropriate timing while suppressing the erroneous determination of the lane change determination. On the other hand, in the region where the distance ΔD> 0, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. At this time, the threshold value setting unit 11 sets a threshold value smaller than that of the graph G11. The fact that the lateral speed Vy is larger than the second lateral speed Vth2 and the other vehicle 31 is located in the region of the distance ΔD> 0 is because there is a high possibility that the other vehicle 31 will change lanes to the own lane. ..

The graph G13 shown in FIG. 20 shows a case where the lateral speed Vy of the other vehicle 31 is larger than the third lateral speed Vth3. In the case of the graph G13, since the lateral speed Vy of the other vehicle 31 is larger than the third lateral speed Vth3, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH in the region of the distance ΔD <0. The fact that the lateral speed Vy is larger than the third lateral speed Vth3 and the other vehicle 31 is located in the region of the distance ΔD <0 means that the other vehicle 31 is in the lane from the left lane adjacent to the left side of the lane in which the vehicle is currently traveling. This is because there is a high possibility that the vehicle will change and then double lane change to the own lane. The reason why the threshold value rises as the distance ΔD approaches 0 from minus in the graph G13 is that the other vehicle 31 may be steering to return to the center of the lane instead of the double lane change. In the graph G13, the threshold value setting unit 11 reduces the threshold value as the lateral speed Vy of the other vehicle 31 is larger than the third lateral speed Vth3 and the other vehicle 31 is farther from the own vehicle traveling lane. On the other hand, in the region where the distance ΔD> 0, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH. At this time, the threshold value setting unit 11 sets a threshold value smaller than that of the graph G12. The fact that the lateral speed Vy is larger than the third lateral speed Vth3 and the other vehicle 31 is located in the region of the distance ΔD> 0 is because there is a high possibility that the other vehicle 31 will change lanes to the own lane. .. As described above, even when the past trajectory of the other vehicle 31 cannot be acquired, the lane change determination unit 16 maintains the lane change determination accuracy by setting the threshold value according to the lateral speed Vy of the other vehicle 31. , The judgment of lane change can be made appropriately.

Next, one method of setting the threshold value using the past locus will be described with reference to the flowchart of FIG. Since S401, S407, S408, and S410 shown in FIG. 21 have the same configuration as S201, S208, S206, and S215 shown in FIG. 9, detailed description thereof will be omitted.

In step S402, the center distance calculation unit 8 calculates the distance from the position of the other vehicle to the center line of the traveling lane in which the other vehicle travels. The process proceeds to step S403, and the past locus acquisition unit 7 acquires the past locus of another vehicle. The process proceeds to step S404, and the past locus acquisition unit 7 determines whether or not the acquired past locus is equal to or greater than a predetermined distance. In other words, the past locus acquisition unit 7 determines whether or not the past locus has been acquired for a predetermined time or longer.

In step S405, the center distance calculation unit 8 determines whether or not the distance ΔD to the center line calculated in step S402 is negative. When the distance ΔD is negative, since the other vehicle is traveling on the left side of the center line, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH in step S407. The left side of the center line means a position farther from the driving lane of the own vehicle as compared with the right side of the center line. On the other hand, when the distance ΔD is positive, since the other vehicle is traveling on the right side of the center line, the threshold value setting unit 11 sets a threshold value smaller than the reference threshold value TH in step S408. The right side of the center line means a position closer to the driving lane of the own vehicle than the left side of the center line. In this way, by continuously detecting the position of the other vehicle from the past trajectory of the other vehicle and setting the threshold value according to the position of the other vehicle, the lane change determination unit 16 maintains the determination accuracy of the lane change. , The judgment of lane change can be made appropriately.

In step S406, the lateral speed acquisition unit 9 acquires the lateral speed of another vehicle. The process proceeds to step S409, and the threshold value setting unit 11 sets the threshold value based on the lateral speed acquired in step S406. Even if the past trajectory of the other vehicle cannot be acquired in this way, by setting the threshold value based on the lateral speed of the other vehicle, the lane change determination unit 16 maintains the determination accuracy of the lane change and double lanes of the other vehicle. It is possible to appropriately judge changes and the like.

Next, with reference to FIGS. 22A and 22B, a method of setting a threshold value according to the detection accuracy of the self-position will be described.

In the present embodiment, it has been described that GPS is used when estimating the self-position. When GPS is used, the position accuracy changes according to the number of GPS satellites detected. In general, if many GPS satellites can be detected, it is considered that the self-position can be estimated accurately. However, this theory does not always hold. Therefore, in the present embodiment, in addition to the number of GPS satellites detected, the distance difference between the own vehicle planned route and the self-position on the map is used to detect the deviation of the self-position on the map, and the deviation of the self-position is calculated. Set the threshold accordingly. In this embodiment, it will be explained that if four GPS satellites can be detected, the self-position can be estimated accurately, but the number of GPS satellites detected is an example and is not limited to this.

The scene shown in FIG. 22A shows a case where the number of GPS satellites detected by the own vehicle position estimation device 2 is four. The own vehicle position estimation device 2 compares the distance difference between the own vehicle planned route 80 set in advance and the own vehicle position 81 on the map. The own vehicle planned route 80 is, for example, a route to a destination set by a navigation device, and is a route that passes through the center line of the lane. As shown in FIG. 22A, the distance difference between the own vehicle planned route 80 and the self-position 81 on the map is zero. In this way, when the acquired GPS satellite information is four and the distance difference between the own vehicle planned route 80 and the self-position 81 on the map is zero, there is no deviation of the self-position on the map. , The self-position estimated by the own vehicle position estimation device 2 has good accuracy. The high accuracy of detecting the self-position means that the past trajectories 70 and 71 of the other vehicle 31 and the other vehicle 32 can also be detected with high accuracy. Therefore, when the detection accuracy of the self-position is high as shown in FIG. 22A, the threshold value setting unit 11 sets the threshold value based on the past trajectories 70 and 71 of the other vehicle 31 and the other vehicle 32. For example, since the degree of variation in the past trajectory 70 of the other vehicle 31 is small, the threshold value setting unit 11 sets the reference threshold value TH with respect to the other vehicle 31. On the other hand, as shown in FIG. 22A, the degree of variation of the past locus 71 of the other vehicle 32 is larger than the degree of variation of the past locus 70 of the other vehicle 31. In this case, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH for the other vehicle 32. The other vehicle 32 having a predetermined wobble may simply approach the own lane even though the lane is not changed. Therefore, it is necessary to accurately determine whether or not the other vehicle 32 changes lanes. Therefore, when the degree of variation is large, the lane change determination unit 16 can maintain the lane change determination accuracy by setting a large threshold value.

Similar to FIG. 22A, the scene shown in FIG. 22B also shows a case where the GPS satellite information acquired by the own vehicle position estimation device 2 is four. The own vehicle position estimation device 2 compares the distance difference between the own vehicle planned route 80 and the own position 81 on the map with a predetermined value. As shown in FIG. 22B, when the distance difference ΔH between the own vehicle planned route 80 and the self-position 81 on the map is equal to or more than a predetermined value, the acquired GPS satellite information is four, but the self-position on the map. The self-position estimated by the own vehicle position estimation device 2 has a lower accuracy than that of FIG. 22A. If the detection accuracy of the self-position is low, the detection accuracy of the past trajectories 70 and 71 may also be low. Therefore, the threshold value setting unit 11 calculates the degree of variation of the past trajectories 70 and 71, and sets the threshold value according to the degree of variation. For example, as shown in FIG. 22B, since the degree of variation of the past trajectory 70 of the other vehicle 31 is smaller than a predetermined value, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH for the other vehicle 31. On the other hand, as shown in FIG. 22B, since the degree of variation of the past trajectory 71 of the other vehicle 32 is equal to or greater than a predetermined value, the threshold value setting unit 11 sets a threshold value larger than the threshold value set for the other vehicle 31 with respect to the other vehicle 32. To set. When the detection accuracy of the self-position is low as described above, it is considered that the detection accuracy of the other vehicles 31 and 32 is also low. Therefore, the threshold value setting unit 11 sets the threshold value according to the degree of variation of the past trajectories 70 and 71. As a result, the lane change determination unit 16 can maintain the lane change determination accuracy. Whether or not the accuracy of the self-position is low is determined by using the number of detected GPS satellites and the distance difference between the own vehicle planned route and the self-position, but the present invention is not limited to this. For example, when the map accuracy is low or the recognition rate of the white line is low, it may be determined that the self-position detection accuracy is low.

Next, one method of setting the threshold value according to the detection accuracy of the self-position will be described with reference to the flowchart of FIG. 23. Since S501, S507, S511, and S512 shown in FIG. 23 have the same configurations as S201, S208, S212, and S215 shown in FIG. 9, detailed description thereof will be omitted.

In step S502, the vehicle position estimation device 2 detects GPS satellites. The process proceeds to step S503, and when the number of GPS satellites detected in step S502 is a predetermined value (for example, three) or less, the process proceeds to step S504. When the number of detected GPS satellites is less than or equal to a predetermined value, the detection accuracy of the self-position is considered to be low, so that the detection accuracy of the past trajectory of another vehicle may also be low. Therefore, in step S504, the threshold value setting unit 11 calculates the degree of variation in the past trajectory of the other vehicle.

The process proceeds to step S506, and the threshold value setting unit 11 determines whether or not the variation calculated in step S504 is equal to or greater than a predetermined value. When the degree of variation in the past trajectory of the other vehicle is smaller than the predetermined value, the threshold value setting unit 11 sets a threshold value larger than the reference threshold value TH in step S507. On the other hand, when the degree of variation in the past trajectory of the other vehicle is equal to or greater than a predetermined value, the threshold value setting unit 11 sets a threshold value larger than the threshold value set in step S507 in step S508.

In step S505, the own vehicle position estimation device 2 acquires the own vehicle planned route from, for example, a navigation device. The process proceeds to step S509, and the own vehicle position estimation device 2 calculates the distance difference between the own vehicle planned route and the own position on the map. The process proceeds to step S510, and when the distance difference calculated in step S509 is equal to or greater than a predetermined value, the process proceeds to step S506. On the other hand, when the distance difference calculated in step S509 is smaller than the predetermined value, the process proceeds to step S511, and the threshold value setting unit 11 sets the threshold value based on the past locus.

As described above, the lane change determination device acquires the past locus (traveling locus) of another vehicle, and if the past locus has a predetermined fluctuation, the threshold value is increased. Other vehicles with a certain wobble may simply approach their own lane even though they do not change lanes. Therefore, it is necessary to accurately determine whether or not another vehicle changes lanes. Since the lane change determination device increases the threshold value with respect to other vehicles having a predetermined wobble, it is possible to maintain the determination accuracy of whether or not to change the lane even when there is a predetermined wobble.

Further, the lane change determination device detects the self-position, and if the accuracy of the detected self-position is low, the threshold value is increased. If the accuracy of the self-position is low, the accuracy of detecting the position of another vehicle may be low. Therefore, for example, even though the other vehicle is far from the own vehicle traveling lane, it may be determined that the other vehicle is close to the own vehicle traveling lane, and it may be erroneously determined that the other vehicle is trying to change lanes. Therefore, the lane change determination device increases the threshold value when the detection accuracy of the self-position is low. As a result, the lane change determination device can maintain the determination accuracy of whether or not another vehicle changes lanes even when the detection accuracy of the self-position is low.

Although embodiments of the invention have been described above, the statements and drawings that form part of this disclosure should not be understood to limit the invention. Various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art from this disclosure.

In the present embodiment, the threshold value setting unit 11 sets the reference threshold value TH and sets a threshold value smaller or larger than the reference threshold value TH based on various situations, but it is not always necessary to set the reference threshold value TH. The position, lateral speed, yaw angle, and surrounding conditions of the own vehicle may be comprehensively determined, and an appropriate threshold value may be set each time. Further, in the present embodiment, although the description has been made using a straight road, it can also be applied to a curve. In addition, the possibility that another vehicle will change lanes may increase or decrease, but in this embodiment, only the case where the vehicle ascends is targeted. Therefore, the amount of change in likelihood ΔL is the amount of change in likelihood.

In the present embodiment, the automatic driving control and the driving support control of the own vehicle can be executed by using the determination result of the lane change determination of the other vehicle. In the automatic driving control and the driving support control, the behavior of the own vehicle, for example, the position, the locus, the speed, the acceleration, the rotational angular velocity, and their changes with time (profile) in the lane are controlled. In the present embodiment, since it is possible to suppress erroneous determination of lane change determination, it is possible to execute appropriate control according to the traveling environment in the own vehicle. For example, when it is determined that the lane of another vehicle has changed, sudden acceleration / deceleration and sudden steering can be suppressed by moving the own vehicle in the opposite direction to the other vehicle in advance (at an early timing) or decelerating in advance. , It becomes possible to suppress the discomfort given to the occupants of the own vehicle.

Each function of the above-described embodiment can be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electric circuit. Processing circuits also include devices such as application specific integrated circuits (ASICs) and conventional circuit components arranged to perform the functions described in the embodiments.

1 Object detection device 2 Own vehicle position estimation device 3 Map acquisition device 4 Detection integration unit 5 Object tracking unit 6 In-map position calculation unit 7 Past trajectory acquisition unit 8 Center distance calculation unit 9 Lateral speed acquisition unit 11 Threshold setting unit 12 Lane identification Unit 13 Intention prediction unit 14 Track prediction unit 15 Probability calculation unit 16 Lane change judgment unit 17 Lane change time calculation unit 20 Controller

Claims (10)

Based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, the possibility of the other vehicle changing lanes to the first traveling lane is calculated, and based on the possibility, the other vehicle changes lanes. In the lane change determination method provided in the lane change determination device that determines whether or not to do so,
Calculate the amount of change in the above possibility per predetermined time,
When the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes.
It is determined whether or not the other vehicle changes lanes between the own vehicle and the preceding vehicle traveling in front of the own vehicle.
A lane change determination method, characterized in that the threshold value is reduced when it is determined that the other vehicle changes lanes between the own vehicle and the preceding vehicle. Based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, the possibility of the other vehicle changing lanes to the first traveling lane is calculated, and based on the possibility, the other vehicle changes lanes. In the lane change determination method provided in the lane change determination device that determines whether or not to do so,
Calculate the amount of change in the above possibility per predetermined time,
When the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes.
Detecting the self-position of the own vehicle,
It is determined whether or not the self-position is near the intersection, and
If it is determined that the self-position is near the intersection, the threshold value is reduced.
A lane change determination method characterized by this. Based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, the possibility of the other vehicle changing lanes to the first traveling lane is calculated, and based on the possibility, the other vehicle changes lanes. In the lane change determination method provided in the lane change determination device that determines whether or not to do so,
Calculate the amount of change in the above possibility per predetermined time,
When the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes.
Detecting the traveling locus of the other vehicle,
If there is a predetermined fluctuation in the traveling locus, the threshold value is increased.
A lane change determination method characterized by this. Based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, the possibility of the other vehicle changing lanes to the first traveling lane is calculated, and based on the possibility, the other vehicle changes lanes. In the lane change determination method provided in the lane change determination device that determines whether or not to do so,
Calculate the amount of change in the above possibility per predetermined time,
When the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes.
When the other vehicle travels in the second traveling lane adjacent to the first traveling lane, the position of the other vehicle is detected to detect the position of the other vehicle.
Detecting the tendency of the position of the other vehicle in the second traveling lane,
The threshold is set based on the tendency of the position.
A lane change determination method characterized by this. Based on the position of the other vehicle with respect to the first traveling lane in which the own vehicle travels, the possibility of the other vehicle changing lanes to the first traveling lane is calculated, and based on the possibility, the other vehicle changes lanes. In the lane change determination method provided in the lane change determination device that determines whether or not to do so,
Calculate the amount of change in the above possibility per predetermined time,
When the amount of change per predetermined time exceeds the threshold value, it is determined that the other vehicle changes lanes.
Detecting a lane change of the other vehicle from a traveling lane that is two or more lanes away from the first traveling lane,
When a lane change of the other vehicle is detected from a traveling lane separated by two or more lanes, the threshold value is reduced.
A lane change determination method characterized by this. Based on the position of the other vehicle, the lane change time required for the other vehicle to change lanes to the first traveling lane is calculated.
The lane change determination method according to any one of claims 1 to 5, wherein the threshold value is set based on the lane change time. The lane change determination method according to claim 6 , wherein the threshold value is reduced as the lane change time is shorter. The lane change determination method according to claim 6 or 7 , wherein when the lane change time is shorter than a predetermined value, the threshold value is reduced. The lane change determination method according to claim 2 , wherein when the self-position detection accuracy is low, the threshold value is increased. A sensor mounted on the own vehicle to detect the position of another vehicle with respect to the first lane in which the own vehicle travels,
It includes a controller that calculates the possibility that the other vehicle will change lanes to the first traveling lane based on the position of the other vehicle.
The controller calculates the amount of change of the possibility per predetermined time, determines that the other vehicle changes lanes when the amount of change per predetermined time exceeds the threshold value, and the other vehicle determines that the other vehicle changes lanes. When it is determined whether or not to change lanes between the own vehicle and the preceding vehicle traveling in front of the own vehicle, and when it is determined that the other vehicle changes lanes between the own vehicle and the preceding vehicle. , A lane change determination device, characterized in that the threshold value is reduced.

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