JP7276112B2 - Lane change decision device - Google Patents

Description

The present invention relates to a lane change determination device.

A planned travel route for the vehicle is generated based on the current position of the vehicle, the destination of the vehicle, and map data, and the vehicle travels along the planned travel route for use in automatic driving control of the vehicle. controlled to

A vehicle may turn right or left in the future, enter a merging road from the current road, exit from the current road to another road, or overtake a preceding vehicle. For some reason, you may change lanes on the road you are currently traveling on.

During a lane change of a vehicle, a user in the vehicle is subject to considerable inertial forces, such as lateral acceleration.

For example, Japanese Patent Laid-Open No. 2002-200000 discloses a steering assistance system that does not assist lane change even if a lane change start condition is satisfied when a vehicle enters a curve and exceeds an upper limit vehicle speed determined according to the shape of the curve. I am proposing a device.

WO2017/159493

As proposed in Japanese Patent Laid-Open No. 2003-100000, if it is determined whether or not to execute a lane change within a curve based only on the upper limit vehicle speed that is determined according to the shape of the curve, the condition for determining the lane change is not met. may be overly restrictive. Further, if it is determined whether or not to execute a lane change within the curve based only on the upper vehicle speed limit determined according to the shape of the curve, the motion of the vehicle at the time of lane change may cause discomfort to the user. It may give you a comfortable ride.

Therefore, the present invention provides a lane change determination device that can reduce the user's discomfort caused by the movement of the vehicle when changing lanes without imposing excessive restrictions on the conditions for determining lane changes. intended to

According to one embodiment, a lane change decision device is provided. This lane change determination device includes a lane change determination unit that determines whether or not to change lanes within a predetermined section of the planned travel route, and a plurality of lane change determination units within the predetermined section when it is determined to change lanes. For each lane change consideration position, an evaluation value calculation unit that calculates an evaluation value indicating the amount of change in the operating state of the vehicle when a lane change is executed; and a lane change position determination unit that determines a candidate position for performing

The lane change determination device according to the present invention has the effect of reducing the user's discomfort caused by vehicle motion such as changes in acceleration without imposing excessive restrictions on the conditions for determining lane changes. Play.

1 is a schematic configuration diagram of a vehicle control system in which a lane change determination device is implemented; FIG. It is a hardware block diagram of the electronic control unit which is one Embodiment of a lane change determination apparatus. It is a functional block diagram of a processor of an electronic control unit regarding lane change decision processing. FIG. 4 is a diagram illustrating processing for generating a planned driving lane plan including a lane change; FIG. FIG. 11 is a diagram (part 1) for explaining a process of obtaining an evaluation value indicating the amount of change in acceleration; FIG. 9 is a diagram (part 2) for explaining the process of obtaining an evaluation value indicating the amount of change in acceleration; FIG. 11 is a diagram (part 3) for explaining the process of obtaining an evaluation value indicating the amount of change in acceleration; FIG. 12 is a diagram (part 4) for explaining the process of obtaining an evaluation value indicating the amount of change in acceleration; FIG. 11 is a diagram (part 1) for explaining a process of obtaining an evaluation value indicating the amount of change in velocity; FIG. 11 is a diagram (part 2) for explaining the process of obtaining an evaluation value indicating the amount of change in speed; FIG. 13 is a diagram (part 3) for explaining the process of obtaining an evaluation value indicating the amount of change in speed; FIG. 12 is a diagram (part 4) for explaining the process of obtaining an evaluation value indicating the amount of change in acceleration; FIG. 5 is a diagram illustrating processing for obtaining an evaluation value that indicates the amount of change in steering angle; 4 is an operation flowchart of the vehicle control system including lane change determination processing;

The lane change determination device will be described below with reference to the drawings. This lane change determination device determines whether or not to change lanes within a predetermined section of the planned travel route. The lane change determination device indicates the amount of change in the operating state of the vehicle when the lane change is executed for each of the plurality of lane change consideration positions within the predetermined section when it is determined that the lane change is to be performed. Find the evaluation value. The lane change determination device determines the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change. As a result, the lane change determination device can reduce the user's discomfort caused by the motion of the vehicle when changing lanes, without imposing excessive restrictions on the conditions for determining lane changes.

FIG. 1 is a schematic configuration diagram of a vehicle control system in which a lane change determination device is installed. Moreover, FIG. 2 is a hardware block diagram of the electronic control unit which is one embodiment of the lane change determination device.

In this embodiment, a vehicle control system 1 mounted on a vehicle 10 and controlling the vehicle 10 includes a camera 2 that captures an image in front of the vehicle, and LiDAR sensors 3a to 3d that are arranged on the front, rear, left, and right of the vehicle 10. and The vehicle control system 1 also includes a positioning information receiver 4, a map information storage device 5, a user interface (UI) 6, a navigation device 7, and an electronic control unit (ECU) 8, which is an example of a lane change determination device. and

The camera 2, the LiDAR sensors 3a to 3d, the map information storage device 5, the UI 6, the navigation device 7, and the ECU 8 are communicably connected via an in-vehicle network conforming to a standard such as a controller area network.

The camera 2 is mounted, for example, in the vehicle interior of the vehicle 10 so as to face the front of the vehicle 10 . The camera 2 generates an image representing a predetermined area in front of the vehicle 10 at image information acquisition times set in a predetermined cycle. The generated image represents other vehicles around the vehicle 10 or features such as lane markings on the road surface included within a predetermined area in front of the vehicle 10 . The image produced by camera 2 may be a color image or a gray image. The camera 2 is an example of an imaging unit, and includes a two-dimensional detector composed of an array of photoelectric conversion elements sensitive to visible light, such as a CCD or C-MOS, and an object to be photographed on the two-dimensional detector. It has an imaging optical system that forms an image of the area.

Each time an image is generated, the camera 2 outputs the image and the image information acquisition time at which the image was generated to the ECU 8 via the in-vehicle network. The image is used in the ECU 8 for processing to estimate the position of the vehicle and for processing to detect other objects around the vehicle 10 .

The LiDAR sensors 3a to 3d are attached to the outer surface of the vehicle 10, for example, so as to face the front, left, rear, and right sides of the vehicle 10, respectively. Each of the LiDAR sensors 3a to 3d synchronously emits a pulsed laser toward the front, left side, rear, and right side of the vehicle 10 at the distance information acquisition time set in a predetermined cycle, and reflects it. Receive reflected waves reflected by objects. The time required for the reflected wave to return has information about the distance between the vehicle 10 and the feature located in the direction in which the laser was irradiated. Each of the LiDAR sensors 3a to 3d outputs reflected wave information, including the laser irradiation direction and the time required for the reflected wave to return, along with the reflected wave information acquisition time at which the laser was emitted to the ECU 8 via the in-vehicle network. do. The reflected wave information is used by the ECU 8 for processing to detect other objects around the vehicle 10 .

The positioning information receiver 4 outputs positioning information representing the current position of the vehicle 10 . For example, the positioning information receiver 4 can be a GPS receiver. The positioning information receiver 4 has a positioning information receiving section 4a that receives GPS radio waves, and a processor 4b that outputs positioning information representing the current position of the vehicle 10 based on the GPS radio waves received by the positioning information receiving section 4a. . The processor 4b outputs the positioning information and the positioning information acquisition time at which the positioning information is acquired to the map information storage device 5 every time the positioning information receiving unit 4a acquires the positioning information at a predetermined reception cycle.

The map information storage device 5 has a processor (not shown) and a storage device (not shown) such as a magnetic disk drive or nonvolatile semiconductor memory. It stores wide-area map information of a relatively wide range (for example, a range of 10 to 30 km square) including . This wide-area map information is preferably high-precision map information including features such as lane markings on roads, information representing types and positions of structures, legal speeds of roads, and the like. Note that the positions of features and structures on roads are represented, for example, by a world coordinate system with a predetermined reference position in real space as the origin. The processor receives wide area map information from an external server via a base station by wireless communication via a wireless communication device (not shown) included in the vehicle control system 1 according to the current position of the vehicle 10. Store in memory. Each time the positioning information is input from the positioning information receiver 4, the processor refers to the wide-area map information stored in the storage device to refer to a relatively narrow area (for example, 100 m to 10 km square) map information, positioning information, and positioning information acquisition time are output to the ECU 8 via the in-vehicle network. Further, the processor of the map information storage device transmits the positioning information and the positioning information acquisition time to the navigation device 7 via the in-vehicle network every time it receives the positioning information and the positioning information acquisition time from the positioning information receiver 4 .

The UI 6 is an example of a communication unit, and is controlled by the ECU 8 to notify the driver of driving information of the vehicle 10 and a control change notification to change the control of the vehicle 10 from automatic control to manual control, etc. generates an operation signal according to an operation on the The travel information of the vehicle 10 includes information regarding the current and future routes of the vehicle, such as the position of the vehicle, the planned travel route, and the plan to change lanes. The travel information of the vehicle 10 may include, for example, information related to the vehicle 10 making a lane change from the travel lane to an adjacent lane. The UI 6 has, for example, a liquid crystal display or a touch panel as a notification device for notifying the driver of travel information and the like. Moreover, UI6 has a touch panel or an operation button as an input device which inputs the operation information to the vehicle 10 from a driver, for example. The operation information includes, for example, the destination, the waypoint, the vehicle speed, other vehicle control information, and the driver's response to the control change notification. UI6 outputs the input operation information to ECU8 via an in-vehicle network.

The navigation device 7 generates a planned travel route from the current position of the vehicle 10 to the destination based on the navigation map information, the destination of the vehicle 10 and the current position of the vehicle 10 . The navigation device 7 has a memory (not shown) for storing navigation map information and a processor (not shown). The map information for navigation includes location information of links representing roads and location information of nodes connected by the links. The road layout of the planned travel route is represented by links representing roads and nodes connected by the links. The positions of links and nodes are represented, for example, by coordinates in the world coordinate system. The processor determines the current position of the vehicle 10 based on the map information for navigation stored in the memory, the destination of the vehicle 10 received from the UI 6, and the positioning information indicating the current position of the vehicle 10 received from the map information storage device 5. Generate a planned travel route from a position to a destination. The processor generates the planned travel route of the vehicle 10 using, for example, the Dijkstra method. The planned travel route includes information regarding positions such as right turns, left turns, merging, and branching. The processor newly generates a planned travel route for the vehicle 10 when a new destination is set, or when the current position of the vehicle 10 deviates from the planned travel route. Each time the processor generates a planned travel route, the processor outputs the planned travel route to the ECU 8 via the in-vehicle network.

The ECU 8 controls running of the vehicle 10 . In this embodiment, the ECU 8 determines whether or not to change lanes within a predetermined section of the planned travel route, and if it is determined to change lanes, the ECU 8 determines a plurality of lane change consideration positions within the predetermined section. For each of the above, an evaluation value indicating the amount of change in the operating state of the vehicle when the lane change is executed is obtained, and the lane change consideration position indicating the minimum evaluation value is determined as the change candidate position for lane change. Lane change determination processing is performed. Therefore, the ECU 8 has a communication interface 21 , a memory 22 and a processor 23 .

A communication interface (I/F) 21 is an example of a communication unit, and has an interface circuit for connecting the ECU 8 to an in-vehicle network. That is, the communication interface 21 is connected to the UI 6 and the like via the in-vehicle network. The communication interface 21 is connected to the camera 2, the map information storage device 5, and the like via an in-vehicle network. For example, every time an image and image information acquisition time are received from the camera 2 , the communication interface 21 passes the received image and image information acquisition time to the processor 23 . Further, the communication interface 21 passes the received map information, positioning information and positioning information acquisition time to the processor 23 every time it receives the map information, the positioning information and the positioning information acquisition time from the map information storage device 5 . The communication interface 21 also passes vehicle speed, acceleration and yaw rate received from a vehicle speed sensor, acceleration sensor and yaw rate sensor (not shown) to the processor 23 .

The memory 22 is an example of a storage unit, and has, for example, a volatile semiconductor memory and a nonvolatile semiconductor memory. The memory 22 stores various data used in the lane change determination process executed by the processor 23 of the ECU 8, installation position information such as the optical axis direction and installation position of the camera 2, and focal length and angle of view of the imaging optical system. Stores internal parameters, etc. In addition, the memory 22 stores internal parameters such as installation positions and operation ranges of the LiDAR sensors 3a to 3d. In addition, the memory 22 stores the planned travel route received from the navigation device 7, the image and the image information acquisition time received from the camera 2, etc., the map information received from the map information storage device 5, the positioning information, the positioning information acquisition time, and the like. do.

The processor 23 has one or more CPUs (Central Processing Units) and their peripheral circuits. Processor 23 may further comprise other arithmetic circuitry such as a logic arithmetic unit, a math unit or a graphics processing unit. If the processor 23 has multiple CPUs, each CPU may have a memory. Based on the image generated by the camera 2, the processor 23 executes position estimation processing for estimating the position of the vehicle 10 at the image information acquisition time when this image was generated. In addition, the processor 23 updates the position of the vehicle 10 using vehicle state information such as the estimated position and vehicle speed of the vehicle 10 at the most recent image information acquisition time at the position determination time set at a predetermined cycle. Processor 23 controls the traveling motion of vehicle 10 based on the estimated position of vehicle 10 , the destination of vehicle 10 , and the relative positional relationship with other objects around vehicle 10 . Further, the processor 23 determines whether or not to change lanes within a predetermined section of the planned travel route, and if it is determined that a lane change is to be performed, the processor 23 determines each of the plurality of lane change consideration positions within the predetermined section. , an evaluation value indicating the amount of change in the operating state of the vehicle when a lane change is executed is determined, and the lane change consideration position that indicates the minimum evaluation value is determined as a change candidate position for lane change Make a decision.

FIG. 3 is a functional block diagram of the processor 23 of the ECU 8 regarding vehicle control processing including lane change processing and control change notification processing. The processor 23 has a position estimation unit 31 , an object detection unit 32 , a travel lane planning unit 33 , a driving planning unit 34 and a vehicle control unit 35 . All or part of these units of the processor 23 are, for example, functional modules implemented by computer programs running on the processor 23 . Alternatively, all or part of these units included in the processor 23 may be dedicated arithmetic circuits provided in the processor 23 . The travel lane planning unit 33 is an example of the lane change determination unit 331 , the evaluation value calculation unit 332 and the lane change position determination unit 333 . In addition, among these units of the processor 23, the lane change determination unit 331 executes a travel lane planning process for determining whether or not to change lanes in a predetermined section of the planned travel route, and the evaluation value calculation unit 332, when it is determined to change lanes, for each of a plurality of lane change consideration positions within a predetermined section, an evaluation value indicating the amount of change in the operating state of the vehicle when the lane change is executed is calculated. A desired evaluation value calculation process is executed, and the lane change position determination unit 333 executes a lane change position determination process for determining the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change.

A position estimation unit 31 of the processor 23 estimates the position of the vehicle 10 based on the features around the vehicle 10 . The position estimating unit 31 is provided in the image of the camera 2 with a matching area for detecting lane markings, which is an example of a feature around the vehicle 10, and a classifier for identifying the lane markings in the image. to detect lane markings. As the discriminator, for example, a deep neural network (DNN) pre-trained to detect lane markings represented in an input image can be used. Then, assuming the position and orientation of the vehicle 10, the position estimation unit 31 calculates the lane markings represented in the map information received from the map information storage device 5 by the camera 2 generated at the current image information acquisition time. projected onto the image of For example, the position estimating unit 31 determines the position of the vehicle 10 represented by the positioning information received from the positioning information receiver 4 at the current image information acquisition time, and the traveling direction of the vehicle 10 obtained immediately before. The attitude of 10 is assumed to be the assumed position and assumed attitude of the vehicle 10 . The position estimator 31 obtains a conversion formula from the world coordinate system to the camera coordinate system having the position of the camera 2 as the origin and the optical axis direction of the camera 2 as one axis direction, according to the assumed position and assumed orientation. Such a conversion formula is represented by a combination of a rotation matrix representing rotation between coordinate systems and a translation vector representing translation between coordinate systems. Then, the position estimator 31 converts the coordinates of the lane markings on the road around the vehicle 10 represented in the world coordinate system, which are included in the map information, into the coordinates of the camera coordinate system according to the conversion formula. Then, the position estimating unit 31 calculates the lane markings around the vehicle 10 expressed in the camera coordinate system based on the internal parameters of the camera 2 such as the focal length of the camera 2 by the camera generated at the current image information acquisition time. 2 image. Then, the position estimation unit 31 calculates the degree of matching between the lane markings detected from the image of the camera 2 and the lane markings around the vehicle 10 shown on the map. The position estimating unit 31 changes the assumed positions and assumed orientations by a predetermined amount, and executes the same coordinate system conversion, projection, and degree-of-match calculation processes as described above, thereby obtaining a plurality of assumed positions and assumed orientations. , the degree of matching between the lane markings around the vehicle 10 represented in the map information and the lane markings detected from the image is calculated. Then, the position estimator 31 identifies the assumed position and the assumed posture when the degree of matching is maximized, sets the assumed position as the estimated position of the vehicle 10, and estimates the traveling direction of the vehicle 10 based on the assumed posture. Find the azimuth angle.

Further, the position estimating unit 31 detects the position of the vehicle estimated at the image information acquisition time immediately before the position determination time, which is set in a cycle shorter than the cycle of the image information acquisition time at which the camera 2 generates an image. Based on the estimated position and the estimated azimuth of the vehicle 10 and the movement amount and movement direction of the vehicle 10 between the image information acquisition time and the position determination time, the estimated position of the vehicle 10 at the position determination time and the estimation of the vehicle 10 Estimate azimuth. The position estimation unit 31 integrates the vehicle speed of the vehicle 10 to obtain the amount of movement of the vehicle 10 between the image information acquisition time and the position determination time, and integrates the yaw rate of the vehicle 10 to obtain the image information acquisition time and the position estimation unit 31 . The moving direction of the vehicle 10 between the position determination time is obtained. The position estimation unit 31 estimates the driving lane on the road on which the vehicle 10 is located based on the map information and the estimated position and azimuth angle of the vehicle 10 . For example, the position estimating unit 31 determines that the vehicle 10 is traveling in a lane specified by two adjacent lane markings that sandwich the center position of the vehicle 10 in the horizontal direction. Every time the position estimation unit 31 obtains the estimated position, the estimated azimuth angle, and the driving lane of the vehicle 10 at the position determination time, the position estimation unit 31 transmits these information to the object detection unit 32, the driving lane planning unit 33, the driving planning unit 34, and the vehicle. The controller 35 is notified. Note that, if there is no positioning information at the positioning reception time that matches the image information acquisition time described above, the position estimation unit 31 determines the movement amount and movement direction of the vehicle 10 between the image information acquisition time and the positioning reception time. Based on this, the estimated position of the vehicle 10 and the attitude of the vehicle 10 at the image information acquisition time may be estimated.

The object detection unit 32 of the processor 23 detects other objects around the vehicle 10 and their types based on the image generated by the camera 2 . Other objects include other vehicles driving around vehicle 10 . The object detection unit 32 detects an object represented in the image by, for example, inputting the image generated by the camera 2 into the classifier. As a discriminator, for example, a deep neural network (DNN) pre-trained to detect an object represented in an input image can be used. The object detection unit 32 may use a discriminator other than the DNN. For example, the object detection unit 32 receives, as an identifier, a feature amount (for example, Histograms of Oriented Gradients, HOG) calculated from a window set on an image, and the window represents an object to be detected. A pre-trained support vector machine (SVM) may be used to output the confidence that Alternatively, the object detection unit 32 may detect an object region by performing template matching between a template representing an object to be detected and an image. Also, the object detection unit 32 may detect other objects around the vehicle 10 based on reflected wave information output by the LiDAR sensors 3a to 3d. Further, the object detection unit 32 obtains the orientation of the other object with respect to the vehicle 10 based on the position of the other object in the image generated by the camera 2, and this orientation and the reflected waves output by the LiDAR sensors 3a to 3d Based on the information, the distance between this other object and the vehicle 10 may be determined. Based on the current position of the vehicle 10 and the distance and bearing of the other object with respect to the vehicle 10, the object detection unit 32 estimates the position of the other object expressed, for example, in the world coordinate system. In addition, the object detection unit 32 detects objects from the latest image by associating other objects detected from the latest image generated by the camera 2 with objects detected from past images according to tracking processing based on optical flow. It may track other objects that have been hit. Then, the object detection unit 32 may obtain the trajectory of another object being tracked based on the position represented by the world coordinate system of the object in the latest image from the past images. The object detection unit 32 can estimate the speed of another object relative to the vehicle 10 based on the change in the position of the other object over time. Also, the object detection unit 32 can estimate the acceleration of the other object based on the change in the speed of the other object over time. Furthermore, the object detection unit 32 identifies the lane in which the other object is traveling based on the lane markings represented by the map information and the position of the other object. For example, the object detection unit 32 determines that the other object is traveling in the lane specified by two adjacent lane markings that sandwich the horizontal center position of the other object. The object detection unit 32 notifies the driving planning unit 34 of information indicating the type of other detected object (for example, vehicle), information indicating its position, speed, acceleration, and driving lane.

The driving lane planning unit 33 of the processor 23 generates the map information and the purpose of the vehicle 10 in the most recent driving section (for example, 10 km) selected from the planned driving route at the driving lane plan generation time set at a predetermined cycle. Based on the planned traveling route to the ground and the current position of the vehicle 10, a lane in the road on which the vehicle 10 travels is selected, and a traveling lane plan representing the planned traveling lane along which the vehicle 10 travels is generated. Also, the driving lane planning unit 33 is an example of the lane change determining unit 331, and is based on the map information, the planned driving route, and the current position of the vehicle 10 in the most recent driving section selected from the planned driving route. , determines whether it is necessary to change lanes. In addition, the driving lane planning unit 33 may further use surrounding environment information or vehicle state information to determine whether a lane change is necessary. The surrounding environment information includes the positions and speeds of other vehicles traveling around the vehicle 10 . The vehicle state information includes the current position of the vehicle 10, vehicle speed, acceleration, traveling direction, and the like. Further, the driving lane planning unit 33 may decide to change the lane by receiving a lane change request from the driver via the UI 6 . The travel lane planning unit 33 determines whether or not a lane change is necessary within a predetermined section of the planned travel route, and includes the presence or absence of a lane change and, if the lane change is included, the lane before the change and the lane after the change. Generate driving lane plans. The driving lane planning unit 33 notifies the operation planning unit 34 of the driving lane plan each time it generates the driving lane plan. Specifically, the driving lane planning unit 33 selects the nearest driving section from the planned driving route notified from the navigation device 7 at the driving lane plan generation time set at a predetermined cycle, and select lanes in the road on which the vehicle 10 is traveling to generate a travel lane plan. In addition, based on the planned travel route and the current position of the vehicle 10, the travel lane planning unit 33 allows the vehicle 10 to move from the road on which the vehicle 10 is currently traveling to another road to which the vehicle 10 merges (merge). Presence or absence of an event position at which at least one of events such as turning right, turning left by the vehicle 10, and leaving the road on which the vehicle 10 is currently traveling to another road at a branch destination (fork) occurs. judge. The driving lane planning unit 33 determines whether or not it is necessary to change the lane when the driving section includes the event position. Specifically, the driving lane planning unit 33 determines whether or not the lane for executing the event at the event position is the same as the lane in which the vehicle 10 is currently traveling, and changes the lane if they are different. It determines that it is necessary, and generates a driving lane plan including the lane before the change and the lane after the change. In addition, if there is another vehicle traveling in the same lane as the lane in which the vehicle 10 is traveling, and the vehicle 10 continues to travel in the same lane, the traveling lane planning unit 33 determines that the vehicle 10 and the other vehicle are traveling in the same lane. When a collision with a vehicle is predicted, it is determined that it is necessary to change lanes, and a driving lane plan including the lanes before and after the change is generated.

An example of the operation of the lane planning unit 33 generating a lane plan will now be described with reference to FIG.

In the example shown in FIG. 4 , when the driving section includes a left turn position that is an event position, the driving lane planning unit 33 performs a left turn at the left turn position based on the map information, the planned driving route, and the current position of the vehicle 10. is the same as the lane in which the vehicle 10 is currently traveling. When the lane for executing the left turn at the left turn position is different from the lane in which the vehicle 10 is currently traveling, the traveling lane planning unit 33 determines that it is necessary to change the lane, and determines that the vehicle 10 is currently traveling. Generate a driving lane plan that includes moving from the lane for the event to the lane for executing the event.

In the example shown in FIG. 4, the planned travel route 403 of the vehicle 10 includes a route 403a on the road 401 and a route 403b on another road 402 extending from the road 401 toward the left. The current position 400 of the vehicle 10 is on the route 403a. A route 403b is a route along which the vehicle 10 will travel in the future. Current driving leg 405 includes a left turn position 404 from road 401 on which vehicle 10 is currently traveling to another road 402 . The travel lane planning unit 33 determines a position 404 where the vehicle 10 makes a left turn from the road 401 on which the vehicle 10 is currently traveling to another road 402 as an event position within the driving section 405 . The road 401 on which the vehicle 10 is currently traveling includes a right lane 401a and a left lane 402b. The travel lane planning unit 33 is notified from the position estimation unit 31 that the current position 400 of the vehicle 10 is on the right lane 401a. When making a left turn at event location 404 from the right lane 401a of the road 401 on which the vehicle 10 is currently traveling, the vehicle 10 must be moved to the left lane 402b of the road 401 . Driving lane planning unit 33 determines that left lane 402b for executing a left turn at event position 404 is not the same as right lane 401a in which vehicle 10 is currently traveling. Therefore, the driving lane planning unit 33 determines that it is necessary to change the lane from the current right lane 401a to the left lane 402b. Then, the driving lane planning unit 33 generates a driving lane plan including a lane change from the right lane 401 a to the left lane 402 b until the vehicle 10 reaches the event position 404 in the driving section 405 .

When it is determined that a lane change is to be performed, the driving lane planning unit 33 calculates the amount of change in the operating state of the vehicle when the lane change is executed for each of a plurality of lane change consideration positions within a predetermined section. Find the evaluation value shown. Specifically, first, the driving lane planning unit 33 determines a plurality of lane change examination sections 410 within the route 403 a of the driving section 405 . The travel lane planning unit 33 determines the length of the lane change examination section 410 to be longer than the average distance required for one lane change. The average distance required for one lane change may be a fixed value, or may be determined according to the current vehicle speed so that the faster the vehicle speed, the longer the average distance. The driving lane planning unit 33 may arrange a plurality of lane change examination sections 410 continuously within the driving section 405, or may arrange them at intervals. The travel lane planner 33 may determine at least one lane change consideration section 410 to include a curved portion within the driving section 405 . This is because the amount of change in the operating state of the vehicle is reduced when the vehicle changes lanes on a curved portion of the road, and there is a possibility that discomfort given to the user when changing lanes can be reduced. Because there is Then, the travel lane planning unit 33 determines a lane change consideration position at which the vehicle 10 starts changing lanes for each of the plurality of lane change consideration sections 410 . The travel lane planning unit 33 may, for example, use the lane change consideration position as the starting position of the lane change consideration section 410 .

Next, with reference to FIGS. 5 to 8, the travel lane planning unit 33 evaluates the amount of change in the operating state of the vehicle 10 when the lane change is executed for each of the plurality of lane change consideration positions. Calculation of an evaluation value indicating the amount of change in lateral acceleration, which is an example of a value, will be described below.

First, the driving lane planning unit 33 obtains the lateral acceleration when the vehicle 10 runs in the current lane without changing lanes for each of the plurality of lane change consideration sections. FIG. 5(A) shows a first virtual travel locus when the vehicle 10 travels in the current lane without changing lanes in one lane change study section. The road includes a right lane LR and a left lane LL. The vehicle 10 is on the right lane LR. The travel lane planning unit 33 generates a first virtual travel trajectory as a set of virtual positions of the vehicle 10 and virtual vehicle velocities at the virtual positions. The operation planning unit 34 may determine the virtual position such that the vehicle 10 runs in the center of the right lane LR. The operation planning unit 34 approaches the target speed determined based on the driving speed input by the driver or the legal speed of the lane in which the vehicle is traveling, and so that the operation of the vehicle 10 satisfies a predetermined constraint. Determine virtual position and virtual vehicle speed. Predetermined restrictions include that the amount of change in velocity per unit time, the amount of change in acceleration per unit time, or the amount of change in yaw rate per unit time is equal to or less than an upper limit value. Then, the driving lane planning unit 33 obtains the lateral acceleration of the vehicle 10 for each virtual position. At each virtual position, the travel lane planning unit 33 obtains the lateral acceleration as the centrifugal force when it is assumed that the vehicle 10 is moving on a circular orbit determined based on the first virtual travel locus. Specifically, the travel lane planning unit 33 calculates the curvature radius r of the first virtual travel trajectory of the vehicle 10 at the virtual position, the tangential direction component v of the first virtual travel trajectory at the vehicle speed, and the mass m of the vehicle 10. Lateral acceleration (mv ² /r) is obtained based on and. FIG. 5(B) shows the relationship between the lateral acceleration of the vehicle 10 and the virtual position. The vertical axis of FIG. 5(B) indicates the lateral acceleration of the vehicle 10 . When the lateral acceleration has a positive value, lateral acceleration is generated to the right with respect to the traveling direction of the vehicle 10, and when the lateral acceleration has a negative value, lateral acceleration is generated to the left with respect to the traveling direction of the vehicle 10. occurs, and when the lateral acceleration is zero, no lateral acceleration occurs. The horizontal axis of FIG. 5B indicates the virtual position. Note that the travel lane planning unit 33 may generate the first virtual travel trajectory as a set of the virtual time of the vehicle 10 and the virtual vehicle speed at this virtual time.

Next, the driving lane planning unit 33 determines the virtual position of the vehicle 10 when the vehicle 10 changes lanes on a straight road having a length corresponding to the lane change study section, and the virtual vehicle speed at this virtual position. As a set, a second virtual travel locus is generated. FIG. 6A shows a second virtual travel locus in which the vehicle 10 changes lanes on a straight road. The driving lane planning unit 33 may determine the virtual position such that the vehicle 10 changes lanes from the center of the right lane LR to the center of the left lane LL. Operation planner 34 determines the virtual position and virtual vehicle speed such that the same target speed used to determine the first virtual trajectory is approached and the motion of vehicle 10 satisfies predetermined constraints. The driving lane planning unit 33 obtains the lateral acceleration of the vehicle 10 for each virtual position. The traveling lane planning unit 33 obtains the lateral acceleration based on the radius of curvature of the second virtual traveling locus of the vehicle 10 at the virtual position and the tangential direction component of the second virtual traveling locus in the vehicle speed. FIG. 6B shows the relationship between the lateral acceleration of the vehicle 10 and the virtual position.

Next, the driving lane planning unit 33 adds the first virtual trajectory and the second virtual trajectory of each of the plurality of lane change considered positions to each of the plurality of lane change considered sections to obtain a third virtual trajectory. Ask for FIG. 7 shows two lane change consideration positions P1 and P2 determined for one lane change consideration section. The lane change consideration position P1 is arranged on the right lane LR that curves toward the right with respect to the traveling direction of the vehicle 10, and the lane change consideration position P2 is arranged on the substantially straight right lane LR. be done.

FIG. 8A shows a third virtual trajectory T1 generated by adding the first virtual trajectory of one lane change considered section and the second virtual trajectories of the two lane change considered positions P1 and P2. T2 is shown. FIG. 8B shows the relationship between the lateral acceleration of the vehicle 10 and the virtual position for each of the third virtual trajectories T1 and T2.

The driving lane planning unit 33 is an example of the evaluation value calculating unit 332, and lateral acceleration is an example of the amount of change in the operating state of the vehicle 10 when a lane change is executed for each of a plurality of lane change consideration positions. Obtain an evaluation value that indicates the amount of change in Specifically, the travel lane planning unit 33 obtains the maximum absolute value of the lateral acceleration on the third virtual trajectories T1 and T2 for each of the lane change consideration positions P1 and P2 as an evaluation value. In the example shown in FIG. 8B, the evaluation value of the third virtual trajectory T1 indicates a lower value than the evaluation value of the third virtual trajectory T2. The lane change consideration position P1 is arranged on the right lane LR that curves rightward with respect to the traveling direction of the vehicle 10 . When the vehicle 10 changes lanes, the trajectory becomes closer to a straight line than when the vehicle 10 turns along the road, so the lateral acceleration becomes smaller. On the other hand, since the lane change consideration position P2 is located on the right lane LR which is substantially linear, the vehicle 10 travels along the road more linearly than when changing lanes. Lateral acceleration becomes smaller.

The driving lane planning unit 33 is an example of the lane change position determination unit 333, obtains an evaluation value for each of a plurality of lane change consideration positions, and selects the lane change consideration position showing the minimum evaluation value in the driving section. It is determined as a change candidate position for lane change. In the example shown in FIG. 8B, if there are only two lane change consideration positions P1 and P2 placed in the driving section, the driving lane planning unit 33 selects the lane change that indicates the minimum evaluation value. The consideration position P1 is determined as a change candidate position for lane change in this driving section.

The driving lane planning unit 33 generates a driving lane plan so as to change the lane from the candidate point on the right lane 401a to the left lane 401b before the event position 404 in the driving section 405 . The driving lane planning unit 33 notifies the operation planning unit 34 of the driving lane plan each time it generates the driving lane plan.

The driving lane planning unit 33 may obtain the evaluation value described above as a value other than the maximum absolute value of the lateral acceleration. For example, the driving lane planning unit 33 may obtain an evaluation value indicating the amount of change in lateral acceleration as the maximum value of lateral acceleration. Also, the driving lane planning unit 33 may obtain an evaluation value indicating the amount of change in lateral acceleration as a value obtained by integrating the lateral acceleration along the third virtual trajectory. Also, the lane planning unit 33 determines the evaluation value indicating the amount of change in lateral acceleration as the time when the lateral acceleration is equal to or greater than a predetermined threshold value, or the time when the lateral acceleration is equal to or greater than a predetermined threshold value. You may obtain|require as a moving distance of the vehicle 10 shown. The lane planning unit 33 also obtains an evaluation value indicating the amount of change in lateral acceleration as the time during which the lateral acceleration is within a predetermined range or the time during which the lateral acceleration is out of the predetermined range. may Furthermore, the driving lane planning unit 33 determines the evaluation value indicating the amount of change in lateral acceleration as the distance traveled by the vehicle 10 when the lateral acceleration is within a predetermined range, or the distance traveled when the lateral acceleration is within a predetermined range. It may be determined as the distance traveled by the vehicle 10 when it is off.

In the above description, the lane planning unit 33 uses the amount of change in lateral acceleration as the amount of change in the operating state of the vehicle 10 when the lane is changed. The driving lane planning unit 33 may use another amount of change as the amount of change in the operating state of the vehicle 10 when the lane is changed.

Next, with reference to FIGS. 9 to 12, the travel lane planning unit 33 evaluates the amount of change in the operating state of the vehicle 10 when the lane change is executed for each of the plurality of lane change consideration positions. Calculation of the evaluation value indicating the amount of change in speed, which is an example of the value, will be described below.

First, the driving lane planning unit 33 obtains the speed when the vehicle 10 runs in the current lane without changing lanes for each of the plurality of lane change consideration sections. FIG. 9(A) shows a first virtual travel locus when the vehicle 10 travels in the current lane without changing lanes in one lane change study section. The road includes a right lane LR and a left lane LL. The vehicle 10 is on the left lane LL. The travel lane planning unit 33 generates a first virtual travel trajectory as a set of virtual positions of the vehicle 10 and virtual vehicle velocities at the virtual positions. The operation planning unit 34 may determine the virtual position such that the vehicle 10 runs in the center of the left lane LL. The operation planning unit 34 approaches the target speed determined based on the driving speed input by the driver or the legal speed of the lane in which the vehicle is traveling, and so that the operation of the vehicle 10 satisfies a predetermined constraint. Determine virtual position and virtual vehicle speed. Predetermined restrictions include that the amount of change in velocity per unit time, the amount of change in acceleration per unit time, or the amount of change in yaw rate per unit time is equal to or less than an upper limit value. FIG. 9B shows the relationship between the virtual vehicle speed of the vehicle 10 and the virtual position. The vertical axis of FIG. 9B indicates the virtual vehicle speed of the vehicle 10 . The horizontal axis of FIG. 9B indicates the virtual position. Note that the travel lane planning unit 33 may generate the first virtual travel trajectory as a set of the virtual time of the vehicle 10 and the virtual vehicle speed at this virtual time.

Next, the driving lane planning unit 33 determines the virtual position of the vehicle 10 when the vehicle 10 changes lanes on a straight road having a length corresponding to the lane change study section, and the virtual vehicle speed at this virtual position. As a set, a second virtual travel locus is generated. FIG. 10A shows a second virtual travel locus in which the vehicle 10 changes lanes on a straight road. The driving lane planning unit 33 may determine the virtual position such that the vehicle 10 changes lanes from the center of the right lane LR to the center of the left lane LL. Operation planner 34 determines the virtual position and virtual vehicle speed such that the same target speed used to determine the first virtual trajectory is approached and the motion of vehicle 10 satisfies predetermined constraints. The travel lane planning unit 33 obtains the vehicle speed of the vehicle 10 for each virtual position. FIG. 10B shows the relationship between the lateral acceleration of the vehicle 10 and the virtual position.

Next, the driving lane planning unit 33 adds the first virtual trajectory and the second virtual trajectory of each of the plurality of lane change considered positions to each of the plurality of lane change considered sections to obtain a third virtual trajectory. Ask for FIG. 11 shows two lane change consideration positions P3 and P4 determined for one lane change consideration section. The lane change consideration position P3 is arranged on the left lane LL that curves rightward with respect to the traveling direction of the vehicle 10, and the lane change consideration position P4 is arranged on the substantially linear left lane LL. be done.

FIG. 12A shows a third virtual trajectory T3 generated by adding the first virtual trajectory of one lane change considered section and the second virtual trajectories of the two lane change considered positions P3 and P4, T4 is shown. FIG. 12B shows the relationship between the vehicle speed of the vehicle 10 and the virtual position for each of the third virtual trajectories T3 and T4.

The driving lane planning unit 33 obtains an evaluation value indicating an amount of change in vehicle speed, which is an example of an amount of change in the operating state of the vehicle 10 when a lane change is performed, for each of the plurality of lane change consideration positions. Specifically, the driving lane planning unit 33 integrates the amount of change in vehicle speed along the third virtual trajectories T3 and T4 for each of the lane change consideration positions P3 and P4. , is obtained as an evaluation value. In the example shown in FIG. 12B, the evaluation value of the third virtual trajectory T3 indicates a lower value than the evaluation value of the third virtual trajectory T4. In the third virtual trajectory T3, there is one position where the vehicle 10 reduces the vehicle speed, but in the third virtual trajectory T4, there are two positions where the vehicle 10 reduces the vehicle speed. This is because, in the third virtual trajectory T3, the lane is changed on the curved portion of the road, while in the third virtual trajectory T4, the lane is changed after driving the curved portion of the road. It's for.

The driving lane planning unit 33 obtains an evaluation value for each of the plurality of lane change consideration positions, and determines the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change in the driving section. In the example shown in FIG. 12B, if there are only two lane change consideration positions P3 and P4 that are arranged in the driving section, the driving lane planning unit 33 determines the lane change that indicates the minimum evaluation value. The consideration position P3 is determined as a change candidate position for lane change in this driving section.

Next, referring to FIG. 13, an example of an evaluation value indicating the amount of change in the operating state of vehicle 10 when lane change planning unit 33 executes a lane change for each of a plurality of lane change consideration positions is shown. Determination of the evaluation value indicating the amount of change in a certain steering amount will be described below.

The driving lane planning unit 33 obtains an evaluation value indicating the amount of change in the steering amount, which is an example of the amount of change in the operating state of the vehicle 10 when the lane change is performed, for each of the plurality of lane change consideration positions. Specifically, the driving lane planning unit 33 determines the change in steering amount on the third virtual trajectories T5 and T6 for each of the lane change consideration positions P1 and P2 in the same manner as in obtaining the evaluation value of the lateral acceleration. The maximum absolute value of the amount is obtained as the evaluation value. FIG. 13A shows a third virtual trajectory T1 generated by adding the first virtual trajectory of one lane change consideration section and the second virtual trajectory of each of the two lane change consideration positions P1 and P2, T2 is shown. FIG. 13B shows the relationship between the steering amount of the vehicle 10 and the virtual position for each of the third virtual trajectories T1 and T2. The vertical axis of FIG. 13(B) indicates the steering amount of the vehicle 10 . When the steering amount is a positive value, the vehicle 10 is steered to the right with respect to the traveling direction, and when the steering amount is a negative value, the vehicle 10 is steered to the left with respect to the traveling direction. When the steering amount is zero, the vehicle 10 is steered so as to move straight ahead. In the example shown in FIG. 13B, the evaluation value of the third virtual trajectory T1 indicates a lower value than the evaluation value of the third virtual trajectory T2. The lane change consideration position P1 is arranged on the left lane LL that curves rightward with respect to the traveling direction of the vehicle 10 . When the vehicle 10 changes lanes, the trajectory becomes closer to a straight line than when the vehicle 10 turns along the road, so the absolute value of the steering amount becomes smaller. On the other hand, the lane change consideration position P2 is arranged on the substantially straight left lane LL. The absolute value of the steering amount becomes smaller when the vehicle 10 travels along the road than when it changes lanes, because the trajectory is closer to a straight line.

The driving lane planning unit 33 obtains an evaluation value for each of the plurality of lane change consideration positions, and determines the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change in the driving section. In the example shown in FIG. 13B, if there are only two lane change consideration positions P1 and P2 placed in the driving section, the driving lane planning unit 33 selects the lane change that indicates the minimum evaluation value. The consideration position P1 is determined as a change candidate position for lane change in this driving section.

The operation planning unit 34 generates a predetermined operation based on the map information, the driving lane plan, the current position of the vehicle 10, the surrounding environment information, and the vehicle state information at the operation plan generation time set at a predetermined cycle. A driving plan for the vehicle 10 is generated for the time ahead (for example, 5 seconds). The driving plan is expressed as a set of target positions of the vehicle 10 and target vehicle speeds at the target positions at each time from the current time to a predetermined time ahead. The cycle of the driving plan generation time is preferably shorter than the cycle of the driving lane plan generation time. The operation planning unit 34 may determine the target vehicle speed based on the vehicle speed input by the driver or the legal speed of the lane in which the vehicle is traveling. The operation planning unit 34 notifies the vehicle control unit 35 of the operation plan each time it generates the operation plan. The operation planning unit 34 uses a prediction filter such as a Kalman filter to estimate a future trajectory based on the detected recent trajectory of the other vehicle, and the lane in which the detected other vehicle is traveling and the estimated Based on the relative distance calculated from the trajectory, a driving plan for the vehicle 10 is made so that the relative distance from the vehicle 10 to another vehicle is equal to or greater than a predetermined distance and the operation of the vehicle 10 satisfies predetermined constraints. to generate Predetermined restrictions include that the amount of change in velocity per unit time, the amount of change in acceleration per unit time, or the amount of change in yaw rate per unit time is equal to or less than an upper limit value. The driving plan unit 34 may generate a plurality of driving plans based on the driving lane plan. In this case, the driving plan unit 34 may select the driving plan that minimizes the sum of the absolute values of the acceleration of the vehicle 10 from among the plurality of driving plans. The driving plan unit 34 notifies the vehicle control unit 35 of the driving plan.

When the driving lane plan includes a lane change in which the vehicle 10 moves between lanes, the operation planning unit 34 determines a destination after the lane change for moving from a change candidate position on the current lane to an adjacent lane. One or more target locations are determined on the destination lane. The operation planning unit 34 determines the target position of the vehicle 10 and the target position so that the change candidate position leads to one or more target positions, and the relative distance from the vehicle 10 to the other vehicle is equal to or greater than a predetermined distance. A drive plan is generated as a set of target vehicle velocities at the locations.

On the other hand, when the driving lane plan does not include a lane change, the driving plan unit 34 generates a driving plan for the vehicle 10 so that the vehicle 10 travels in the current lane.

The vehicle control unit 35 controls each part of the vehicle 10 so that the vehicle 10 travels along the planned travel route based on the position of the vehicle 10 at the position determination time, the vehicle speed and yaw rate, and the notified driving plan. Control. For example, the vehicle control unit 35 obtains the steering angle, acceleration, and angular acceleration of the vehicle 10 according to the notified driving plan and the current vehicle speed and yaw rate of the vehicle 10, and obtains the steering angle, acceleration, and angular acceleration. , steering amount, accelerator opening, or brake amount. The vehicle control unit 35 then outputs a control signal corresponding to the set steering amount to an actuator (not shown) that controls the steered wheels of the vehicle 10 . Further, the vehicle control unit 35 obtains the fuel injection amount according to the set accelerator opening, and outputs a control signal corresponding to the fuel injection amount to a driving device (not shown) such as the engine of the vehicle 10 . Alternatively, the vehicle control unit 35 outputs a control signal corresponding to the set brake amount to the brake (not shown) of the vehicle 10 .

The vehicle control unit 35 controls the traveling operation of the vehicle 10 to change lanes when the driving plan includes a set of target positions and target vehicle speeds for changing lanes.

FIG. 14 is an operation flowchart of vehicle control processing including lane change determination processing executed by the processor 23 . Note that in the operation flowchart shown below, the processing of steps S105 and S106 corresponds to the control change notification processing when it is determined that the automatic control cannot change the lane.

First, the navigation device 7 generates a planned travel route from the current position of the vehicle 10 to the destination based on the navigation map information, the destination of the vehicle 10, and the current position of the vehicle 10 (step S101). .

Next, the position estimator 31 of the processor 23 obtains the estimated position and the estimated azimuth angle of the vehicle 10 at each position determination time (step S102).

Next, the object detection unit 32 of the processor 23 detects other objects around the vehicle 10 based on the image generated by the camera 2 and the reflected wave information generated by the LiDAR sensors 3a to 3d (step S103 ).

Next, the driving lane planning unit 33 of the processor 23 changes lanes within a predetermined section of the planned traveling route based on the map information and the current position of the vehicle 10 in the driving section of the planned traveling route. is determined, and a lane in the road on which the vehicle 10 travels is selected (step S104).

Next, when it is determined that a lane change is to be made, the travel lane planning unit 33 of the processor 23 determines how the vehicle will travel when the lane change is executed for each of the plurality of lane change consideration positions within the predetermined section. An evaluation value indicating the amount of change in the operating state is obtained (step S105).

Next, the travel lane planning unit 33 of the processor 23 determines the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change (step S106).

Next, the vehicle control unit 35 of the processor 23 controls the vehicle 10 to change the lane from the change candidate position on the current lane to the adjacent lane (step S107).

As explained above, this lane change determination device determines whether or not to change lanes within a predetermined section of the planned travel route. The lane change determination device indicates the amount of change in the operating state of the vehicle when the lane change is executed for each of the plurality of lane change consideration positions within the predetermined section when it is determined that the lane change is to be performed. Find the evaluation value. The lane change determination device determines the lane change consideration position showing the minimum evaluation value as a change candidate position for lane change. As a result, the lane change determination device can reduce the user's discomfort caused by the motion of the vehicle when changing lanes, without imposing excessive restrictions on the conditions for determining lane changes.

Next, modified examples of the above-described embodiment will be described below.

In the first modified example of the vehicle control system 1 that controls the vehicle 10, the processor 23, based on the surrounding environment information, sets the evaluation value to a predetermined threshold when the number of other vehicles traveling around the vehicle 10 is large. A lane change consideration position that is equal to or less than a value (hereinafter also referred to as a congestion threshold) and that is closest to the current position of the vehicle 10 is determined as a change candidate position. As the surrounding environment information, the density of other vehicles traveling in the destination lane (the number of vehicles traveling per unit length) is received via a wireless communication device (not shown) included in the vehicle control system 1. Traffic information can be used. As a result, the vehicle control system 1 can change lanes even if the evaluation value is slightly larger when a plurality of other vehicles are traveling on the destination lane and the destination lane is congested. You can change lanes without missing an opportunity.

In the second modification of the vehicle control system 1 that controls the vehicle 10, when the evaluation value of the change candidate position is equal to or greater than a predetermined threshold value (hereinafter also referred to as the reference evaluation value), the lane planning unit 33 The determination of the change candidate position may be canceled. For example, even if the evaluation value is the smallest, if the value is large, the movement of the vehicle 10 that imparts lateral acceleration or the like may cause discomfort to the user. The travel lane planning unit 33 sets this predetermined threshold as the maximum absolute value of the lateral acceleration (reference maximum value). For example, the driving lane planning unit 33 may determine the predetermined threshold within the reference maximum value range of 1.1 to 2.0. Then, the driving lane planning unit 33 selects the lane change consideration position indicating the second smallest evaluation value among the evaluation values obtained for each of the plurality of lane change consideration positions, and selects the lane change consideration position indicating the second smallest evaluation value. You may determine as a candidate position.

Further, when the user inputs a request to change lanes via the UI 6, the driving lane planning unit 33 changes the above-described reference evaluation value to be smaller. Thus, when the user requests a lane change, priority can be given to executing the lane change according to the user's request even if the motion of the vehicle 10 imparting lateral acceleration to the user is slightly large.

In the present invention, the lane change determination device of the embodiment described above can be modified as appropriate without departing from the gist of the present invention. Moreover, the technical scope of the present invention is not limited to those embodiments, but extends to the invention described in the claims and equivalents thereof.

For example, in the above-described embodiment, the lane change planning unit determines the lane change candidate site on the lane in which the vehicle is currently traveling before movement, but the lane change candidate site is determined on the lane after movement. may decide.

Further, in the above-described embodiment, the navigation device generates the planned travel route, but the means for generating the planned travel route is not particularly limited. For example, the user may operate the UI to input the planned travel route to the vehicle control device. Alternatively, the user may generate the planned travel route using an information terminal or the like, and the information terminal or the like may transmit the planned travel route to the vehicle control device.

Also, the method of calculating the degree of expectation that the lane change will be successful is not limited to the above-described embodiment. For example, the degree-of-expectation calculation unit may further use an average inter-vehicle distance in the immediate vicinity (for example, several minutes) of the destination lane in order to calculate the degree of expectation. In addition, the expectation calculation unit may further use the relationship between the vehicle speed and the speed distribution of other vehicles traveling in the destination lane in the immediate vicinity (for example, several minutes) in order to calculate the expectation. .

1 Vehicle Control System 2 Cameras 3a to 3d LiDAR Sensor 4 Positioning Information Receiver 4a Positioning Information Receiver 4b Processor 5 Map Information Storage Device 6 User Interface (UI)
7 navigation device 8 electronic control unit (ECU)
REFERENCE SIGNS LIST 10 vehicle 21 communication interface 22 memory 23 processor 31 position estimation unit 32 object detection unit 33 traveling lane planning unit 34 operation planning unit 35 vehicle control unit

Claims (1)

a lane change determination unit that determines whether or not to change lanes in a section including curves on the planned travel route;
When it is decided to change lanes, a plurality of lane change examination positions are arranged at different positions along the traveling direction of the vehicle in the section including the curve, and the plurality of lane changes are arranged. an evaluation value calculation unit that obtains an evaluation value indicating the amount of change in the operating state of the vehicle when a lane change is performed for each of the considered positions;
a lane change position determination unit that determines the lane change consideration position indicating the minimum evaluation value as a candidate position for lane change;
A lane change determination device having a

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