WO2016027349A1 - Travel control device and travel control method - Google Patents

Abstract

A travel control device provided with an acquisition means 10 that acquires information including the positions of an object to be avoided that is present around a host vehicle and a preceding vehicle traveling in the lane of the host vehicle, and a control means 10 for causing the host vehicle, when passing the side of the object to be avoided, to move to a control direction side on the opposite side from the side on which the object to be avoided is present with reference to the direction in which the host vehicle is travelling, characterized in that the control means 10 decreases the amount of movement of the host vehicle to the control direction side as the vehicle-to-vehicle distance between the host vehicle and the preceding vehicle when the host vehicle passes the side of the object to be avoided becomes shorter.

Description

Travel control device and travel control method

The present invention relates to a travel control device and a travel control method for controlling travel of a vehicle.

Conventionally, when there is an approaching vehicle approaching the host vehicle on the left side or the right side of the host vehicle, it is opposite to the side where the approaching vehicle exists based on the traveling direction of the host vehicle so as to leave the approaching vehicle. A technique for moving the host vehicle to the side is known (for example, Patent Document 1).

JP 2013-91401 A

However, in the prior art, every time the own vehicle overtakes the approaching vehicle, or every time the own vehicle is overtaken by the approaching vehicle, the own vehicle is placed on the side opposite to the side where the approaching vehicle exists on the basis of the traveling direction of the own vehicle. It will be moved. Therefore, when there are a plurality of approaching vehicles on the left and right sides of the own vehicle and there is a preceding vehicle in front of the own vehicle, the driver of the preceding vehicle frequently changes the traveling position to the left and right. In some cases, the driver of the preceding vehicle may feel uncomfortable with respect to the behavior of the host vehicle.

The problem to be solved by the present invention is to provide a travel control device that can reduce the uncomfortable feeling given to the driver of the preceding vehicle when the preceding vehicle exists.

The present invention relates to a travel control device that moves a host vehicle in a control direction side opposite to a side where the avoidance target exists when the host vehicle passes by a side of the avoidance target. When the host vehicle passes by the side to be avoided, the amount of movement in the control direction is reduced as the distance between the host vehicle and the preceding vehicle is shorter.

According to the present invention, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the smaller the amount of movement in the control direction when the host vehicle passes the side of the avoidance target. It is possible to reduce the driver's uncomfortable feeling with respect to the behavior of the own vehicle when passing the side.

It is a block block diagram of the traveling control system concerning this embodiment. It is a figure for demonstrating the setting method of an object area | region. It is a figure which shows an example of the target path | route set when a some approaching vehicle exists. It is a figure for demonstrating the relationship between the distance between the own vehicle and a preceding vehicle, and the moving amount | distance to the vehicle width direction of the own vehicle in 1st Embodiment. It is a flowchart which shows the traveling control process which concerns on this embodiment. It is a flowchart which shows the target coordinate calculation process of step S105 in 1st Embodiment. It is a figure for demonstrating the relationship between the distance between the own vehicle and the preceding vehicle, and the moving amount | distance to the vehicle width direction of the own vehicle in 2nd Embodiment. It is a flowchart which shows the target coordinate calculation process of step S105 in 2nd Embodiment. It is a figure for demonstrating the identification method of the inter-vehicle distance of the own vehicle and a preceding vehicle in 3rd Embodiment. It is a flowchart which shows the target coordinate calculation process of step S105 in 3rd Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the vehicle travel control apparatus according to the present invention is applied to a travel control system mounted on a vehicle will be described as an example. The embodiment of the travel control device of the present invention is not limited, and can be applied to a mobile terminal device capable of exchanging information with the vehicle side. The travel control device, the travel control system, and the mobile terminal device are all computers that execute arithmetic processing.

<< First Embodiment >>
FIG. 1 is a diagram showing a block configuration of the travel control system 1. The travel control system 1 of this embodiment is mounted on a vehicle and includes a travel control device 100 and an in-vehicle device 200.

The travel control device 100 according to the present embodiment recognizes the lane in which the host vehicle is traveling, and controls the movement of the host vehicle so that the position of the lane mark on the lane and the position of the host vehicle maintain a predetermined relationship. Lane departure prevention function (lane keep support function). The travel control device 100 of this embodiment controls the movement of the host vehicle so that the host vehicle travels in the center of the lane. The travel control device 100 may control the movement of the host vehicle so that the distance along the road width direction from the lane mark of the lane to the host vehicle falls within a predetermined value range.
The lane marker in the present embodiment is not limited as long as it has a function of defining a lane, and may be a diagram drawn on a road surface or planting existing between roads. Further, it may be a road structure such as a guardrail, a curb, a sidewalk, or a motorcycle-only road existing on the shoulder side of the road. Further, it may be a stationary object such as a signboard, a sign, a store, a roadside tree, etc. existing on the shoulder side of the road. The detection method of these lane markers is not limited, and various methods such as pattern matching known at the time of filing this application can be used.
The travel control device 100 has a communication device 20, the in-vehicle device 200 has a communication device 40, and both devices exchange information with each other by wired communication or wireless communication.

First, the in-vehicle device 200 will be described.
The in-vehicle device 200 of the present embodiment includes a detection device 50, a sensor 60, a vehicle controller 70, a drive device 80, a steering device 90, an output device 110, and a navigation device 120. The devices constituting the in-vehicle device 200 are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other.

Hereinafter, each device constituting the in-vehicle device 200 will be described.
The detection device 50 detects the presence of an avoidance target that should be avoided by the host vehicle and the location of the avoidance target. Although not particularly limited, the detection device 50 of the present embodiment includes a camera 51. The camera 51 of the present embodiment is a camera including an image sensor such as a CCD. The camera 51 of this embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the avoidance target existing around the own vehicle. A specific example of “avoidance target” described in this embodiment will be described later.

The detection device 50 processes the acquired image data and calculates the distance from the own vehicle to the avoidance target based on the position of the avoidance target with respect to the own vehicle. The detection device 50 calculates, as target information, the relative speed between the host vehicle and the avoidance target and the relative acceleration between the host vehicle and the avoidance target from the temporal change in the position of the avoidance target. For the process of deriving the positional relationship between the host vehicle and the other vehicle based on the image data and the process of deriving the speed information based on the change over time, the method known at the time of filing this application can be used as appropriate.

Further, the detection device 50 may analyze the image data and identify the type of the avoidance target based on the analysis result. The detection device 50 can identify whether the avoidance target included in the image data is a vehicle, a pedestrian, or a sign using a pattern matching technique or the like. Further, the detection device 50 extracts an image of the object from the image data, and based on the size and shape of the image, the specific type of the object (four-wheeled vehicle, two-wheeled vehicle, bus, truck, construction vehicle, etc.), vehicle type ( Small cars and large cars). Furthermore, the detection device 50 can identify the type and model of the vehicle from the identifiers written on the license plate included in the image data. This identification information can be used in the target area setting process.

Note that the radar apparatus 52 may be used as the detection apparatus 50 of the present embodiment. As the radar device 52, a system known at the time of filing such as a millimeter wave radar, a laser radar, and an ultrasonic radar can be used.

The target information including at least the position of the avoidance target detected in this way is sent to the traveling control device 100 side. The detection device 50 targets information such as relative speed information, relative acceleration information, type information of the avoidance target, and type of vehicle when the avoidance target is a vehicle, which is obtained from a change in the position of the avoidance target. It may be included in the information and sent to the travel control device 100 side.

It should be noted that the “avoidance target” in the present embodiment is an object on which the host vehicle should travel avoiding itself (so as not to approach too much). The detection device 50 detects an object having a predetermined positional relationship with the host vehicle as an avoidance object. For example, the detection device 50 can detect an object or the like existing around the host vehicle that is within a predetermined distance from the host vehicle as an avoidance target.

The avoidance target of this embodiment includes a stationary object and a moving object. The stationary avoidance targets include other parked vehicles, other parked vehicles, road structures such as sidewalks, median strips, guardrails, road installations such as signs and utility poles, fallen objects and snow removed. An object that obstructs driving of the vehicle, such as an object placed on the road, is included. Other vehicles and pedestrians are included as moving avoidance targets. Other vehicles include vehicles behind the host vehicle and oncoming vehicles. Examples of vehicles include motorcycles such as bicycles and motorcycles, large vehicles such as buses and trucks, and special vehicles such as trailers and crane vehicles. Further, the avoidance targets include objects that the host vehicle should avoid, such as a construction site, a damaged area of a road surface, and a puddle, although there is no object. In addition, the avoidance target includes an end portion of a lane in which the host vehicle travels such as a road shoulder or a white line.

The sensor 60 of this embodiment includes a steering angle sensor 61 and a vehicle speed sensor 62. The steering angle sensor 61 detects steering information related to the steering of the host vehicle such as the steering amount, the steering speed, and the steering acceleration of the host vehicle, and sends it to the vehicle controller 70 and the travel control device 100. The vehicle speed sensor 62 detects the vehicle speed and acceleration of the host vehicle and sends them to the vehicle controller 70 and the travel control device 100.

The vehicle controller 70 of the present embodiment is an in-vehicle computer such as an engine control unit (Engine Control Unit, ECU), and electronically controls the driving state of the vehicle. Examples of the vehicle of the present embodiment include an electric vehicle including an electric motor as a travel drive source, an engine vehicle including an internal combustion engine as a travel drive source, and a hybrid vehicle including both the electric motor and the internal combustion engine as a travel drive source. it can. Note that electric vehicles and hybrid vehicles using an electric motor as a driving source include a type using a secondary battery as a power source for the electric motor and a type using a fuel cell as a power source for the electric motor.

The drive device 80 of this embodiment includes a drive mechanism for the host vehicle V1. The drive mechanism includes an electric motor and / or an internal combustion engine that are the above-described travel drive sources, a power transmission device including a drive shaft and an automatic transmission that transmits output from these travel drive sources to the drive wheels, and brakes the wheels. A braking device is included. The drive device 80 generates control signals for these drive mechanisms based on input signals from the driver's accelerator operation and brake operation, and control signals acquired from the vehicle controller 70 or the travel control device 100, and includes acceleration and deceleration of the vehicle. Run control. By sending the command information to the driving device 80, it is possible to automatically perform traveling control including acceleration / deceleration of the vehicle. In the case of a hybrid vehicle, torque distribution output to each of the electric motor and the internal combustion engine corresponding to the traveling state of the vehicle is also sent to the drive device 80.

The steering device 90 of this embodiment includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device 90 executes turning control of the vehicle based on the control signal acquired from the vehicle controller 70 or the input signal by the driver's steering operation. The vehicle controller 70 executes turn control by sending command information including the steering amount to the steering device 90. Moreover, the traveling control apparatus 100 may execute the turn control by controlling the braking amount of each wheel of the vehicle. In this case, the vehicle controller 70 executes turn control of the vehicle by sending command information including the braking amount of each wheel to the braking device 81.

The navigation device 120 according to the present embodiment calculates a route from the current position of the host vehicle to the destination, and outputs route guidance information via the output device 110 described later. The navigation device 120 includes a position detection device 121, road type, road width, road shape, and other road information 122, and map information 123 in which the road information 122 is associated with each point. The position detection device 121 of this embodiment includes a global positioning system (Global Positioning System, GPS), and detects a traveling position (latitude / longitude) of a traveling vehicle. The navigation device 120 specifies a road link on which the host vehicle travels based on the current position of the host vehicle detected by the position detection device 121. The road information 122 of the present embodiment stores the road type, road width, road shape, passability (possibility of entry into adjacent lanes), and other road-related information for each road link identification information. . And the navigation apparatus 120 acquires the information regarding the road to which the road link where the own vehicle drive | works refers with reference to the road information 122, and sends it out to the traveling control apparatus 100. The road type, road width, and road shape on which the host vehicle travels are used for calculating a target route on which the host vehicle travels in the travel control process.

Further, the navigation device 120 according to the present embodiment includes an input device 124 for a driver to input information. As such an input device 124, for example, a device that can be input by a user's manual operation such as a touch panel or a joystick arranged on a display screen, or a device that can be input by a user's spoken voice such as a microphone. Can be mentioned.

The output device 110 according to the present embodiment outputs various types of information related to driving support to the user or a passenger in the surrounding vehicle. In the present embodiment, the output device 110 includes information according to target information, information according to the position of the target area, information according to the position of the target route, and information according to command information that causes the host vehicle to travel on the target route. Any one or more of them are output. The output device 110 according to the present embodiment includes a display 111, a speaker 112, a vehicle exterior lamp 113, and a vehicle interior lamp 114. The vehicle exterior lamp 113 includes a headlight, a blinker lamp, and a brake lamp. The vehicle interior lamp 114 includes an indicator lighting display, a display 111 lighting indication, other lamps provided on the steering wheel, and lamps provided around the steering wheel. Further, the output device 110 according to the present embodiment may output various types of information related to driving support to an external device such as an intelligent transportation system (ITS) via the communication device 40. An external device such as an intelligent road traffic system uses information related to travel support including vehicle speed, steering information, travel route, and the like for traffic management of a plurality of vehicles.

A specific information output mode will be described by taking as an example a case where there is a parked vehicle to be avoided in front of the left side of the host vehicle.
The output device 110 provides the occupant of the own vehicle with the direction and position where the parked vehicle exists as information corresponding to the target information. The display 111 displays the direction and position where the parked vehicle exists in a visible manner. The speaker 112 utters and outputs a text indicating the direction and position of the parked vehicle, such as “There is a parked vehicle in front of the left side”. Of the lamps provided on the left and right door mirrors that are the vehicle exterior lamps 113, only the left lamp may be blinked to notify the occupant of the host vehicle that a parked vehicle is present in front of the left side. Of the lamps provided on the left and right in the vicinity of the steering wheel, which is the vehicle interior lamp 114, only the left lamp may blink to notify the occupant that there is a parked vehicle in front of the left side.

Further, the setting direction and the setting position of the target area may be output via the output device 110 as information corresponding to the position of the target area. As described above, the display 111, the speaker 112, the vehicle exterior lamp 113, and the vehicle interior lamp 114 can inform the occupant that the target area is set to the left front.

In the present embodiment, the setting direction and setting position of the target area are output to the outside using the outside lamp 113 from the viewpoint of informing the passengers of other vehicles of the movement of the host vehicle in advance. When the target area is set, the traveling direction of the host vehicle is changed to pass the side of the target area (turning is performed). By notifying the outside that the target area has been set, it is possible to notify the driver of another vehicle that the traveling direction of the host vehicle changes in order to pass the side of the target area. For example, when the target area is set to the front left side, the right turn signal lamp (outside cabin lamp 113) is turned on so that the host vehicle moves to the right side to pass the side of the target area set on the left side. It is possible to notify an external vehicle or the like that the vehicle is moving.

Further, as information corresponding to the position of the target route, the shape of the target route and the position of the curved point can be notified to the occupant by the display 111 and the speaker 112. The display 111 displays the shape of the target route and the like as a visible diagram. The speaker 112 outputs an announcement such as “turn to the right to pass the side of the parked vehicle ahead”.

Furthermore, through the display 111, the speaker 112, the vehicle exterior lamp 113, and the vehicle interior lamp 114, information indicating that the turning operation and acceleration / deceleration are executed as information corresponding to the command information for causing the vehicle to travel on the target route. Inform the passenger of the own vehicle or the passenger of another vehicle in advance.

As described above, by outputting the information related to the traveling control when passing the side of the target area, it is possible to notify the occupant of the host vehicle and / or another vehicle of the behavior of the host vehicle in advance. The output device 110 may output the above-described information to an external device of the intelligent transportation system via the communication device 20. Thereby, the passenger | crew of the own vehicle and / or the passenger | crew of another vehicle can respond | correspond according to the behavior of the own vehicle by which traveling control is carried out.

Next, the travel control device 100 of this embodiment will be described.

As shown in FIG. 1, the travel control device 100 of this embodiment includes a control device 10, a communication device 20, and an output device 30. The communication device 20 exchanges information with the in-vehicle device 200. The output device 30 has the same function as the output device 110 of the in-vehicle device 200 described above. When the traveling control device 100 is a computer that can be carried by an occupant, the traveling control device 100 outputs command information for controlling blinking of the exterior lamp 113 and the interior lamp 114 of the in-vehicle device 200 to each device. May be.

The control device 10 of the travel control device 100 executes a ROM (Read Only Memory) 12 in which a program for presenting travel control information for controlling the travel of the host vehicle is stored, and a program stored in the ROM 12. The computer includes a CPU (Central Processing Unit) 11 as an operation circuit that functions as the travel control device 100 and a RAM (Random Access Memory) 13 that functions as an accessible storage device.

The control device 10 of the travel control device 100 according to the present embodiment includes a host vehicle information acquisition function, a target information acquisition function, a preceding vehicle following function, an inter-vehicle distance setting function, a target area setting function, and a target route setting function. And a control function and a presentation function. The control apparatus 10 of this embodiment performs each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

Hereinafter, each function of the traveling control apparatus 100 according to the present embodiment will be described.
First, the own vehicle information acquisition function of the control device 10 will be described. The automatic information acquisition function acquires own vehicle information including the position of the own vehicle. The position of the host vehicle can be acquired by the position detection device 121 of the navigation device 120. The own vehicle information includes the vehicle speed and acceleration of the own vehicle. The control device 10 acquires the speed of the host vehicle from the vehicle speed sensor 62. The speed of the host vehicle can also be acquired based on the change over time of the position of the host vehicle. The acceleration of the host vehicle can be obtained from the speed of the host vehicle.

The target information acquisition function of the control device 10 will be described. The target information acquisition function acquires target information including a position to be avoided that the host vehicle should avoid. The target information acquisition function acquires target information including the position of the avoidance target detected by the detection device 50. The target information includes the relative position of the avoidance target, the relative speed and the relative acceleration of the host vehicle V1 with respect to the avoidance target.

If the avoidance target is another vehicle, and the other vehicle and the host vehicle are capable of inter-vehicle communication, the control device 10 of the host vehicle detects the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle as target information. You may get as Of course, the control device 10 can also acquire target information including the position, speed, and acceleration of other vehicles from an external device of the intelligent transportation system.

The preceding vehicle follow-up function of the control device 10 detects the preceding vehicle that travels in the lane in which the host vehicle travels and travels ahead of the host vehicle, and maintains the constant inter-vehicle distance from the preceding vehicle. Control the running of the vehicle. For example, the preceding vehicle following function detects the preceding vehicle by acquiring information including the position and relative speed of the preceding vehicle from the captured image captured by the camera 51 and the detection result by the radar device 52. The preceding vehicle follow-up function controls the vehicle controller 70 based on the relative position and relative speed between the own vehicle and the preceding vehicle so that the preceding vehicle and the own vehicle maintain a constant inter-vehicle distance. Controls the vehicle speed and acceleration / deceleration of the vehicle.

The inter-vehicle distance setting function of the control device 10 sets the inter-vehicle distance between the host vehicle and the preceding vehicle when the preceding vehicle is followed by the preceding vehicle following function. In the present embodiment, the inter-vehicle distance between the host vehicle and the preceding vehicle desired by the driver can be input as the set inter-vehicle distance via the input device 124 of the navigation device 120. When the driver inputs the set inter-vehicle distance via the input device 124, the inter-vehicle distance setting function acquires the input set inter-vehicle distance, and the acquired set inter-vehicle distance is determined by the preceding vehicle following function. Set as the inter-vehicle distance when following. For example, the driver can select one of “short distance”, “medium distance”, and “long distance” as the set inter-vehicle distance, and the inter-vehicle distance setting function has one of the set inter-vehicle distances. When selected, the distance corresponding to the selected set inter-vehicle distance is set as the inter-vehicle distance when following the preceding vehicle. Thereby, the preceding vehicle follow-up function controls the traveling of the host vehicle so as to maintain the set inter-vehicle distance set by the inter-vehicle distance setting function.

The target area setting function of the control device 10 sets the target area R based on the relationship between the position of the host vehicle and the position to be avoided. FIG. 2 is a diagram illustrating an example of a method for setting the target region R. In FIG. 2, the traveling direction Vd1 of the host vehicle is the + y direction in the figure, and the extending direction of the traveling lane Ln1 on which the host vehicle travels is also the + y direction in the figure. Moreover, in FIG. 2, the scene where the parked vehicle V2 parked on the left shoulder of the lane Ln1 where the host vehicle travels is detected is viewed from above. In the scene shown in FIG. 2, the host vehicle V1 approaches the parked vehicle V2 from behind, passes through the side of the parked vehicle V2, and travels on the lane Ln1 in the travel direction Vd1.

For example, in the example shown in FIG. 2, the detected parked vehicle V2 exists in the lane Ln1 of the host vehicle V1 and prevents the host vehicle V1 from going straight. Therefore, the target area setting function sets a range including the parked vehicle V2 as the target area R when the host vehicle V1 approaches the parked vehicle V2 along the traveling direction Vd1. Note that the target area setting function is a target from the viewpoint of avoiding that the own vehicle V1 and the parked vehicle V2 approach or come into contact with each other when the distance between the host vehicle V1 and the parked vehicle V2 to be avoided is less than a predetermined value. The region R may be set, or the target region R may be set from the viewpoint of keeping an appropriate distance between the host vehicle V1 and the parked vehicle V2.

Further, the target region R may have a shape that follows the outer shape of the parked vehicle V2, or may have a shape that includes the parked vehicle V2. The target region R may be a circle, an ellipse, a rectangle, or a polygon that includes the parked vehicle V2. Furthermore, the target area setting function may set the target area R to be narrower by setting the boundary of the target area R to be less than a predetermined distance (A) from the surface (outer edge) of the parked vehicle V2, and the boundary of the target area R may be The target area R may be set wider than a predetermined distance B (B> A) separated from the parked vehicle V2.

As shown in FIG. 2, in the case where the traveling direction Vd1 of the host vehicle is defined as the front and the opposite direction is defined as the rear, the target region R has front and rear end portions RL1 and RL2. The front and rear end portions RL1 and RL2 are end lines that define the length of the target region R along the extending direction (+ y) of the lane Ln1 on which the host vehicle travels. The length along the extending direction (+ y) of the lane Ln1 of the target region R shown in FIG. 2 is L0 which is the distance between (y1) of the front and rear end portion RL1 and the front and rear end portion RL2 (y2). Of the front and rear end portions RL1 and RL2, a front and rear end portion positioned on the near side (upstream side) when viewed from the host vehicle V1 approaching the target region R is defined as a first end portion RL1. On the other hand, of the front and rear end portions RL1 and RL2, a front and rear end portion located on the far side (downstream side) when viewed from the own vehicle V1 approaching or passing through the target region R is defined as a second end portion RL2. The first end RL1 and the second end RL2 are located on the boundary of the target region R.

As shown in FIG. 2, when the vehicle width direction of the host vehicle is defined as Vw1 (X direction in the figure), the target region R has left and right end portions RW1 and RW2 on the left and right sides thereof. The left and right end portions RW1 and RW2 are end lines (end portions) that define a distance along the vehicle width direction from the host vehicle V1. The left and right end portions RW1 and RW2 are end lines that define the length (width) of the target area along the road width direction (X) of the lane Ln1 on which the host vehicle travels. The length along (X) in the road width direction of the target region R shown in FIG. 2 is W0 which is the distance between the left and right end portions RW1 (x1) and the left and right end portions RW2 (x2). When the host vehicle approaches the avoidance target V2 along the vehicle width direction among the left and right end portions RW1 and RW2, the host vehicle V1 when viewed from the host vehicle V1 among the left and right end portions RW1 and RW2 of the target region R. The left and right end portions located on the side of the first horizontal end portion RW1. On the other hand, of the left and right end portions RW1 and RW2, the left and right end portions located on the side (road shoulder side) opposite to the side of the own vehicle V1 when viewed from the own vehicle V1 are defined as the second lateral end portion RW2. The first horizontal end RW1 and the second horizontal end RW2 are located on the boundary of the target region R.

In addition, as shown in FIG. 2, when there is another vehicle V3 that faces the opposite lane Ln2 of the lane Ln1 on which the host vehicle V1 travels, the other vehicle V3 is detected as an avoidance target. Although not shown in the figure, when the other vehicle V3 is detected as an avoidance target, a range including the other vehicle V3 is set as the target region R by the same method. The target region R is set at a timing when the avoidance target is detected, that is, at a timing before the turning operation of the host vehicle V1 is performed.

The target route setting function of the control device 10 calculates the target route RT based on the set boundary position of the target region R. Here, “calculating the target route RT based on the position of the target region R” may calculate the target route RT so that the host vehicle V1 does not enter the target region R. The target route RT may be calculated so that the area where the own vehicle V1 exists is less than a predetermined value, or a position separated from the boundary line of the target region R by a predetermined distance is calculated as the target route RT. Alternatively, the boundary line of the target region R may be calculated as the target route RT. As described above, the target region R is set such that the distance between the host vehicle V1 and the avoidance target is not less than a predetermined value, or the distance between the host vehicle V1 and the avoidance target is maintained at a predetermined threshold. Therefore, as a result, the target route RT is also set at a position where the distance between the host vehicle V1 and the avoidance target is not less than a predetermined value, or at a position where the distance between the host vehicle V1 and the avoidance target is maintained at a predetermined threshold. Is done.

Furthermore, as shown in FIG. 3, the target route setting function corrects the target route RT set based on the position of the boundary of the target region R when a preceding vehicle exists in front of the host vehicle. Here, as shown in FIG. 3, when there are a plurality of approaching vehicles V5 to V7 approaching the host vehicle in adjacent lanes Ln2 and Ln3 adjacent to the traveling lane Ln1 of the host vehicle, these approaching vehicles V5 to Vn V7 is an avoidance target. Therefore, every time the host vehicle V1 approaches the approaching vehicles V5 to V7, the target route RT is set so that the travel position of the host vehicle V1 is displaced left and right (vehicle width direction). FIG. 3 is a diagram showing an example of the target route RT set when there are a plurality of approaching vehicles, and shows the positions of the vehicles V1, V4 to V7 at each time shown in parentheses.

That is, in the example shown in FIG. 3, the approaching vehicles V5, V7 traveling on the adjacent lane Ln3 on the left side of the host vehicle V1 have a slower vehicle speed than the host vehicle V1, so the host vehicle V1 overtakes the approaching vehicles V5, V7, Since the approaching vehicle V6 traveling on the adjacent lane Ln2 on the right side of the host vehicle V1 has a higher vehicle speed than the host vehicle V1, the scene where the host vehicle V1 is overtaken by the approaching vehicle V6 is illustrated. Therefore, in the example shown in FIG. 3, when the own vehicle V1 passes the approaching vehicle V5 at the time t1, the own vehicle V1 and the approaching vehicle V5 pass through the side of the approaching vehicle V5. Sets the target route RT so as to move to the right side (−x side) in the vehicle width direction on the opposite side. Further, the target route setting function is such that when the host vehicle V1 is overtaken by the approaching vehicle V6 at time 2, the vehicle width of the host vehicle V1 on the side opposite to the approaching vehicle V6 is exceeded. The target route RT is set so as to move to the left side (+ x side) in the direction. Further, when the host vehicle V1 passes the approaching vehicle V7 at time t3, the host vehicle V1 passes by the side of the approaching vehicle V7, so that the host vehicle V1 is on the left side in the vehicle width direction (−x side) opposite to the approaching vehicle V7. ) To set the target route RT. Similarly, the target route setting function sets the target route RT so that the host vehicle V1 moves left and right (vehicle width direction) when approaching an approaching vehicle traveling in an adjacent lane.

Thus, in the present embodiment, every time the host vehicle V1 approaches the approaching vehicle, the traveling position of the host vehicle V1 is displaced to the left and right (vehicle width direction). On the other hand, when the travel position of the host vehicle V1 is displaced to the left and right in this way, the driver of the preceding vehicle V4 is suspicious of the behavior of the host vehicle V1, and the driver of the preceding vehicle V4 is asked to May cause extra attention. When the host vehicle V1 and the preceding vehicle V4 are relatively close to each other, the traveling position of the host vehicle V1 repeatedly moves left and right (vehicle width direction), so that the driver of the preceding vehicle V4 can In some cases, the vehicle V1 may make the preceding vehicle V4 feel like a so-called “whispering”.

Therefore, in the present embodiment, as shown in FIG. 3, when the preceding vehicle V4 exists, the target route setting function is an approach to be avoided as the inter-vehicle distance between the host vehicle V1 and the preceding vehicle V4 is shorter. The target route RT is corrected so that the amount of movement in the vehicle width direction when passing the sides of the vehicles V5 to V7 is small. In addition, the detail of the method of the traveling control based on the distance between the own vehicle V1 and the preceding vehicle V4 is mentioned later.

The control function of the control device 10 outputs command information for causing the host vehicle V1 to travel on the target route RT to the vehicle controller 70, the drive device 80, and the steering device 90 on the vehicle side. The vehicle controller 70 that has acquired the command information from the control device 10 controls the drive device 80 and the steering device 90 to drive the host vehicle V1 along the target route RT. The vehicle controller 70 uses the road shape detected by the detection device 50 and the lane marker model stored in the road information 122 and the map information 123 of the navigation device 120 to maintain the vehicle in a predetermined lateral position with respect to the lane. The steering device 90 is controlled to travel while traveling. The vehicle controller 70 calculates the turning control amount based on the steering angle acquired from the steering angle sensor 61, the vehicle speed acquired from the vehicle speed sensor 62, and the current of the steering actuator, and sends a current command to the steering actuator. Then, control is performed so that the host vehicle travels in the target lateral position.
In addition, as a method for controlling the lateral position of the host vehicle V1, in addition to using the steering device 90 described above, the driving direction of the host vehicle V1 is determined by the difference in rotational speed between the left and right drive wheels using the driving device 80 and / or the braking device 81. (That is, the lateral position) may be controlled. In that sense, the “turning” of the vehicle includes not only the case of using the steering device 90 but also the case of using the driving device 80 and / or the braking device 81.

Thus, for example, in the example shown in FIG. 2, the host vehicle V1 travels along the target route RT, so that it is possible to appropriately pass through the side of the parked vehicle V2 to be avoided. On the other hand, as shown in FIG. 3, when there are a plurality of approaching vehicles V5 to V7 approaching the host vehicle in adjacent lanes L2 and L3 adjacent to the traveling lane L1 of the host vehicle, these approaching vehicles V5 to V7 Are to be avoided. Therefore, in this case, every time the approaching vehicles V5 to V7 and the host vehicle V1 approach each other, the target route RT is set so that the host vehicle V1 moves to the opposite side of the approaching vehicles V5 to V7. The travel position is frequently displaced left and right (in the vehicle width direction). However, as described above, when the preceding vehicle V4 exists in front of the host vehicle V1, as the inter-vehicle distance between the host vehicle V1 and the preceding vehicle V4 becomes shorter, the side of the approaching vehicles V5 to V7 to be avoided The target route RT is corrected so that the amount of movement when the host vehicle V1 moves in the vehicle width direction when passing the vehicle is reduced. Therefore, the control function controls the traveling of the host vehicle V1 based on the corrected target route RT so that the amount of movement of the host vehicle V1 in the vehicle width direction becomes small.

Here, FIG. 4A is a graph showing an example of the distance in the traveling direction between the host vehicle and the approaching vehicle. When the distance is “0”, the host vehicle and the approaching vehicle are in the vehicle width direction. The state that can be lined up. As shown in FIG. 4A, in the example shown in FIG. 4, the approaching vehicle is approaching the host vehicle from behind the host vehicle, and at time t11, the host vehicle and the approaching vehicle are aligned in the vehicle width direction. Then, the scene where an approaching vehicle overtakes the own vehicle is illustrated.

FIG. 4B is a graph showing on / off of the travel control processing by the control device 10 in the scene shown in FIG. In the example illustrated in FIG. 4, as illustrated in FIG. 4A, when the distance in the traveling direction between the host vehicle and the approaching vehicle is greater than the predetermined distance ST, the traveling control process by the control device 10 is set to off. Thus, control for moving the host vehicle in the vehicle width direction in order for the host vehicle to pass the side of the approaching vehicle is not performed. On the other hand, when the distance in the traveling direction between the host vehicle and the approaching vehicle becomes equal to or less than the predetermined distance ST at time t10, the traveling control process by the control device 10 is set to ON, as shown in FIG. In order for the own vehicle to pass the side of the approaching vehicle, control is performed to move the own vehicle in the vehicle width direction opposite to the approaching vehicle.

FIG. 4 (C) is a graph showing the amount of movement of the host vehicle V1 in the vehicle width direction in the scenes shown in FIGS. 4 (A) and 4 (B). In FIG. 4C, D1 represents the amount of movement when the set inter-vehicle distance between the host vehicle and the preceding vehicle is set to “short distance”, and D2 represents the set inter-vehicle distance between the host vehicle and the preceding vehicle. Indicates the amount of movement when “middle distance” is set, and D3 indicates the amount of movement when the set inter-vehicle distance between the host vehicle and the preceding vehicle is set to “long distance”.

As shown in FIG. 4 (B), the control function starts the travel control process at time t10. As shown in FIG. 4 (C), the control function sets the own vehicle according to the relative position between the own vehicle and the approaching vehicle. The vehicle is moved in the vehicle width direction opposite to the approaching vehicle. In the present embodiment, as shown in D1 of FIG. 4C, when the set inter-vehicle distance is set to “short distance”, the control function determines the inter-vehicle distance between the host vehicle and the preceding vehicle. Since it is the shortest, the travel of the host vehicle is controlled so that the maximum movement amount when moving the host vehicle in the vehicle width direction is the smallest X11. In addition, as shown in D2 of FIG. 4C, the control function has a medium distance between the host vehicle and the preceding vehicle when the set inter-vehicle distance is set to “medium distance”. The travel of the host vehicle is controlled so that the maximum movement amount when the host vehicle is moved in the vehicle width direction is the second largest X12. Furthermore, as shown by D3 in FIG. 4C, when the set inter-vehicle distance is set to “long distance”, the control function has the longest inter-vehicle distance between the host vehicle and the preceding vehicle. The travel of the host vehicle is controlled so that the maximum amount of movement when moving the vehicle in the vehicle width direction is X13 which is the largest.

Further, in the present embodiment, as shown in FIG. 4, the control device 10 performs control so that the turning angle or turning angular velocity when changing the traveling position of the host vehicle becomes smaller as the set inter-vehicle distance is shorter. That is, as shown in D1 of FIG. 4C, when the set inter-vehicle distance is set to “short distance”, the control device 10 has the shortest inter-vehicle distance between the host vehicle and the preceding vehicle. The turning angle or turning angular velocity when moving the host vehicle in the vehicle width direction is minimized. Accordingly, as shown in D1 of FIG. 4C, when the set inter-vehicle distance is set to “short distance”, the vehicle moves in the vehicle width direction as compared with other set inter-vehicle distances. The speed can be slowed down (the gradient of the movement amount indicated by D1 in FIG. 4C can be minimized). Similarly, as indicated by D2 in FIG. 4C, when the set inter-vehicle distance is set to “medium distance”, the control device 10 determines that the inter-vehicle distance between the host vehicle and the preceding vehicle is medium. For this reason, the turning angle or turning angular velocity when moving the host vehicle in the vehicle width direction is made the second smallest. Furthermore, as shown in D3 of FIG. 4C, when the set inter-vehicle distance is set to “long distance”, the control device 10 has the longest inter-vehicle distance between the host vehicle and the preceding vehicle. The turning angle or turning angular speed when moving the host vehicle in the vehicle width direction is maximized. Thereby, the own vehicle can be moved slowly in the vehicle width direction as the inter-vehicle distance between the own vehicle and the preceding vehicle is shorter.

Finally, the presentation function of the control device 10 of this embodiment will be described. The presenting function includes calculated information according to the target information, information according to the position of the target region R, information according to the position of the target route, and information according to command information that causes the host vehicle to travel on the target route. The data is sent to the output device 110 and output to the outside in the manner described above.

Subsequently, the traveling control process according to the present embodiment will be described based on the flowcharts shown in FIGS. 5 and 6.

First, the overall procedure of travel control will be described with reference to FIG.

In step S101, the control device 10 acquires host vehicle information including at least the position of the host vehicle V1. The own vehicle information may include the vehicle speed and acceleration of the own vehicle V1. In step S102, the control device 10 acquires target information including a position to be avoided that the host vehicle V1 should avoid. The target information may include speed / acceleration to be avoided.

In step S102, the control device 10 also acquires information including the position and relative speed of the preceding vehicle that travels in the traveling lane of the host vehicle and travels in front of the host vehicle. For example, the control device 10 can acquire information including the position and relative speed of the preceding vehicle from the captured image captured by the camera 51 and the detection result of the radar device 52.

In step S103, the control device 10 acquires the detection result of the avoidance target from the detection device 50. The detection result of the avoidance target includes information on the position of the avoidance target. In step S104, the control device 10 sets the target region R according to the position to be avoided.

In step S105, the control device 10 calculates a target route RT that avoids the target region R. The target route RT includes one or a plurality of target coordinates on which the host vehicle V1 travels. Each target coordinate includes a target horizontal position (target X coordinate) and a target vertical position (target Y coordinate). The target route RT is obtained by connecting the calculated one or more target coordinates and the current position of the host vehicle V1. The method for calculating the target coordinates shown in step S105 will be described later.

In step S106, the control device 10 acquires the target lateral position of the target coordinates calculated in step S105. In step S107, the control device 10 calculates a feedback gain related to the lateral position based on the comparison result between the current lateral position of the host vehicle V1 and the target lateral position acquired in step S106.

In step S108, the control device 10 brings the host vehicle V1 onto the target lateral position based on the actual lateral position of the host vehicle V1, the target lateral position corresponding to the current position, and the feedback gain in step S107. A target control value related to the turning angle, turning angular velocity, etc. of the host vehicle V1 necessary for the movement is calculated. In step S <b> 112, the control device 10 outputs the calculated target control value to the in-vehicle device 200. Accordingly, the host vehicle V1 can travel on the target route RT defined by the target lateral position. When a plurality of target coordinates are calculated in step S105, the processing of steps S106 to S112 is repeated each time the target lateral position is acquired, and the target control value for each of the acquired target lateral positions is obtained as the in-vehicle device 200. Output to.

In step S109, the control device 10 acquires a target vertical position for one or a plurality of target coordinates calculated in step S105. In step S110, the control device 10 determines the current vertical position of the host vehicle V1, the vehicle speed and acceleration / deceleration at the current position, the target vertical position corresponding to the current vertical position, and the vehicle speed and acceleration / deceleration at the target vertical position. Based on the comparison result, a feedback gain related to the vertical position is calculated. In step S111, the control device 10 calculates a target control value related to the vertical position based on the vehicle speed and acceleration / deceleration according to the target vertical position and the feedback gain of the vertical position calculated in step S110. The processing in steps S109 to S112 is repeated each time the target vertical position is acquired, similarly to steps S106 to S108 and S112 described above, and the target control value for each of the acquired target vertical positions is output to the in-vehicle device 200.

Here, the target control value in the vertical direction means the operation of a drive mechanism for realizing acceleration / deceleration and vehicle speed according to the target vertical position (in the case of an engine vehicle, the operation of an internal combustion engine, in the case of an electric vehicle system). This includes the electric motor operation, and in the case of a hybrid vehicle, also includes torque distribution between the internal combustion engine and the electric motor) and the brake operation control values. For example, in an engine vehicle, the control function calculates a target intake air amount (target opening of the throttle valve) and a target fuel injection amount based on the calculated values of the current and target acceleration / deceleration and vehicle speed. Then, this is sent to the driving device 80. The control function calculates the acceleration / deceleration and the vehicle speed, and sends them to the vehicle controller 70. The vehicle controller 70 operates the drive mechanism for realizing the acceleration / deceleration and the vehicle speed (in the case of an engine vehicle, an internal combustion engine). Control values for engine operation, electric motor operation in an electric vehicle system, and torque distribution between an internal combustion engine and an electric motor in a hybrid vehicle) and brake operation may be calculated.

And it progresses to step S112 and the control apparatus 10 outputs the target control value of the vertical direction calculated by step S111 to the vehicle-mounted apparatus 200. FIG. The vehicle controller 70 executes turn control and drive control, and causes the host vehicle to travel on the target route RT defined by the target lateral position and the target vertical position.

In step S113, the control device 10 causes the output device 110 to present information. The information to be presented to the output device 110 may be the position / velocity of the target area calculated in step S104, the shape of the target route calculated in step S105, or the in-vehicle device in step S112. The target control value output to 200 may be used.

In step S114, it is determined whether or not the driver has performed a steering operation or the like, and whether or not the driver has intervened. If no driver operation is detected, the process returns to step S101 to repeat the setting of a new target area, calculation of the target route, and travel control. On the other hand, when the driver performs an operation, the process proceeds to step S115, and the traveling control is interrupted. In the next step S116, information indicating that the traveling control has been interrupted is presented.

Subsequently, the target coordinate calculation process of step S105 in the first embodiment will be described based on the flowchart shown in FIG.

First, in step S201, the target vertical position is calculated by the target route setting function of the control device 10. For example, the target route setting function sets the target vertical position at regular distance intervals on the front side in the traveling direction of the host vehicle V1.

In step S202, the target route setting function determines whether or not an avoidance target has been detected based on the detection result of the avoidance target acquired in step S103. When the avoidance target is detected, the process proceeds to step S203, and when the avoidance target is not detected, the process proceeds to step S207.

In step S207, since it is determined that the avoidance target is not detected, the control function corresponds to each target vertical position calculated in step S201 so that the host vehicle V1 goes straight through the center position of the traveling lane. Each target lateral position is calculated.

On the other hand, if it is determined in step S202 that an avoidance target has been detected, the process proceeds to step S203. In step S203, the target horizontal position for passing the side to be avoided is set for each target vertical position set in step S201 by the target route setting function.

In step S204, the target route setting function determines whether or not a preceding vehicle has been detected based on the detection result of the preceding vehicle acquired in step S103. If a preceding vehicle is detected, the process proceeds to step S205. On the other hand, if a preceding vehicle is not detected, the target coordinate calculation process in step S105 is terminated.

In step S205, the set inter-vehicle distance between the host vehicle and the preceding vehicle is acquired by the target route setting function. For example, the target route setting function acquires the input set inter-vehicle distance from the input device 124 when the driver inputs the set inter-vehicle distance via the input device 124.

In step S206, the target lateral position calculated in step S203 is corrected based on the set inter-vehicle distance acquired in step S205 by the target route setting function. Specifically, the target route setting function calculates a target lateral position taking into account the set inter-vehicle distance based on the following formula (1), and each target lateral position calculated in step S203 is expressed by the following formula (1). It changes to each target lateral position calculated based on it.
Target lateral position = Yset + f (ΔY) (1)
In the above equation (1), Yset represents the center position of the lane in which the host vehicle travels, and f (ΔY) is a function representing a predetermined inclination. Specifically, f (ΔY) is a value corresponding to the position of each target lateral position in the traveling direction of the host vehicle. As shown in FIG. 4C, the position of the target lateral position is the traveling direction of the host vehicle. As it goes from the near side to the far side, after increasing from 0 to ΔY, it changes as ΔY, and changes from ΔY to 0. Further, ΔY has a larger value in the order of “short distance”, “medium distance”, and “long distance”. Thus, by calculating each target lateral position based on the above formula (1), each target lateral position corresponding to the movement amount in the vehicle width direction indicated by D1 to D3 in FIG. 4C can be calculated. Can do.

Thus, in the present embodiment, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the smaller the amount of movement in the vehicle width direction when passing the side of the approaching vehicle that is the avoidance target, so that the target route is reduced. RT can be corrected. As a result, when there is a preceding vehicle, the shorter the distance between the host vehicle V1 and the preceding vehicle V4, the smaller the amount of movement in the vehicle width direction when passing the side of the approaching vehicle. The traveling of the host vehicle is controlled.

As described above, according to the first embodiment, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the longer the host vehicle moves in the vehicle width direction when passing the side of the approaching vehicle. Make it smaller. Here, if the travel position of the host vehicle is frequently displaced to the left and right, the driver of the preceding vehicle is given a sense of incongruity with the behavior of the host vehicle, and extra attention is paid to the behavior of the host vehicle V1. May be paid. In particular, the tendency becomes stronger as the distance between the host vehicle and the preceding vehicle is shorter. In contrast, in the present embodiment, according to the first embodiment, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the more the host vehicle moves in the vehicle width direction when passing the side of the approaching vehicle. By reducing the amount of movement of the vehicle, it is possible to effectively prevent the driver of the preceding vehicle from feeling uncomfortable with the behavior of the host vehicle. In addition, when the host vehicle and the preceding vehicle are relatively close to each other, it can be effectively prevented that the driver of the preceding vehicle feels being beaten by the host vehicle.

<< Second Embodiment >>
In the second embodiment, the traveling control system 1 shown in FIG. 1 is the same as the first embodiment except that the traveling control system 1 operates as described below. Below, the traveling control system 1 which concerns on 2nd Embodiment is demonstrated.

FIG. 7 is a diagram for explaining the relationship between the inter-vehicle distance between the host vehicle and the preceding vehicle and the amount of movement of the host vehicle in the vehicle width direction in the second embodiment. In 2nd Embodiment, since the own vehicle passes the side of an approaching vehicle, so that the distance between the own vehicle and a preceding vehicle is long, the control apparatus 10 is a vehicle width of the opposite direction to an approaching vehicle. Speed up the movement in the direction. Specifically, as in the first embodiment, the control device 10 moves the host vehicle to the side opposite to the approaching vehicle when the distance in the traveling direction between the host vehicle and the approaching vehicle is equal to or less than a predetermined distance. In the second embodiment, the predetermined distance for setting the traveling control process to ON is made different according to the inter-vehicle distance between the host vehicle and the preceding vehicle.

More specifically, when the inter-vehicle distance between the host vehicle and the preceding vehicle is set to “long distance”, the control device 10 sets the longest predetermined distance for setting the travel control process to ON. Set to ST1. As a result, as shown in FIG. 7A, when the inter-vehicle distance in the traveling direction between the host vehicle and the approaching vehicle becomes equal to or less than ST1 at time t21, as shown in FIG. Set to Thereby, as shown to D3 of FIG.7 (C), the control apparatus 10 starts the movement to the vehicle width direction of the own vehicle in order to pass the side of an approaching vehicle in time t21.

In addition, when the inter-vehicle distance between the host vehicle and the preceding vehicle is set to “medium distance”, the control device 10 sets the predetermined distance for setting the traveling control process to ON to the second longest ST2. Set. As a result, as shown in FIG. 7A, at time t22 later than time t21, the inter-vehicle distance in the traveling direction between the host vehicle and the approaching vehicle becomes ST2 or less, and as shown in FIG. Control processing is set on. Thereby, as shown to D2 of FIG.7 (C), the control apparatus 10 starts the movement to the vehicle width direction of the own vehicle in order to pass the side of an approaching vehicle in time t22.

Furthermore, when the inter-vehicle distance between the host vehicle and the preceding vehicle is set to “short distance”, the control device 10 sets the predetermined distance for setting the traveling control process to ON to the shortest ST3. . As a result, as shown in FIG. 7A, the inter-vehicle distance in the traveling direction between the host vehicle and the approaching vehicle becomes ST3 or less at time t21 and t23 later than time t22, as shown in FIG. 7B. The traveling control process is set to ON. Thereby, as shown to D1 of FIG.7 (C), the control apparatus 10 starts the movement to the vehicle width direction of the own vehicle in order to pass the side of an approaching vehicle at the time t23.

Also in the second embodiment, as in the first embodiment, as shown in FIG. 7C, the control device 10 turns when the travel position of the host vehicle is changed as the set inter-vehicle distance is shorter. Control is performed so that the angular or turning angular velocity is reduced.

Subsequently, the target coordinate calculation process of step S105 in the second embodiment will be described based on the flowchart shown in FIG.

First, in steps S301 to S305 and S308, as in steps S201 to S205 and S207 of the first embodiment, a target vertical position is set (step S301), and when an avoidance target is detected (step S302 = Yes). Then, a target lateral position for passing the side to be avoided is set (step S303). Further, when the avoidance target is not detected (step S302 = No), the target lateral position is calculated so that the host vehicle travels straight through the center position of the traveling lane (step S308). On the other hand, when the avoidance target is detected (step S302 = Yes), when the preceding vehicle is detected (step S305 = Yes), the set inter-vehicle distance between the host vehicle and the preceding vehicle is acquired (step S308). ). In step S301, along with the setting of the target vertical position, the turning start position at which the host vehicle V1 starts turning in the vehicle width direction is also set based on the position of the boundary of the target region R.

In step S306, the turning start position is corrected based on the set inter-vehicle distance acquired in step S305 by the target route setting function. Specifically, the target route setting function corrects the turning start position as shown in the following equation (2).
Turning start position = Xset−ΔX (2)
In the above equation (2), Xset represents the turning start position set in step S301, ΔX is a correction value of the turning start position, and the set inter-vehicle distance is “short distance”, “medium distance”, “ It becomes larger in the order of “long distance”. Accordingly, as shown in FIG. 7C, as the set inter-vehicle distance is longer, the turning start position of the own vehicle is set so that the timing for moving the own vehicle in the vehicle width direction opposite to the approaching vehicle is earlier. The position can be corrected to the nearer side.

In step S307, as in step S206 of the first embodiment, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the vehicle width direction of the host vehicle when passing the side of the approaching vehicle that is the avoidance target. The target lateral position is corrected so that the amount of movement to is small.

As described above, in the second embodiment, the longer the inter-vehicle distance between the host vehicle and the preceding vehicle, the earlier the timing for moving the host vehicle in the vehicle width direction on the side opposite to the approaching vehicle. Here, on a road where the host vehicle can travel at high speed, such as an expressway, the inter-vehicle distance between the host vehicle and the preceding vehicle tends to be longer than that of a general road. And if the traveling position of the host vehicle is frequently changed to the left and right on a high speed road such as an expressway, it makes the driver of the preceding vehicle feel more strongly that the host vehicle is hitting the preceding vehicle. It tends to end up. Therefore, in the second embodiment, the longer the inter-vehicle distance between the host vehicle and the preceding vehicle, the earlier the timing of moving the host vehicle in the vehicle width direction on the side opposite to the approaching vehicle, thereby allowing the driver of the preceding vehicle to move. The vehicle can feel as if it is moving slowly in the vehicle width direction. As a result, even when the host vehicle is traveling on a high-speed road such as an expressway, the driver of the preceding vehicle can be reduced from feeling that the host vehicle is scolding the preceding vehicle. It becomes possible.

In addition to the configuration of the second embodiment described above, the longer the distance between the host vehicle and the preceding vehicle, the more the host vehicle passes the side of the approaching vehicle and then returns the host vehicle to the center position of the traveling lane. It can be configured to delay the timing. That is, in the second embodiment, as shown in FIG. 7C, after the host vehicle passes the side of the approaching vehicle, control is performed to return the host vehicle to the center position of the traveling lane. In addition, the longer the inter-vehicle distance between the host vehicle and the preceding vehicle, the slower the timing of moving the host vehicle to the center position side of the traveling lane. For example, when the control device 10 performs control to return the host vehicle to the center position of the traveling lane when the distance between the host vehicle and the approaching vehicle is equal to or greater than a predetermined distance, the controller 10 determines the distance between the host vehicle and the preceding vehicle. The longer the distance is, the longer the predetermined distance is set. Thereby, the timing which moves the own vehicle to the center position side of a driving lane can be delayed, so that the distance between the own vehicle and a preceding vehicle is long. As a result, when the distance between the host vehicle and the preceding vehicle becomes long, such as when the host vehicle is traveling on an expressway, the host vehicle will move more slowly in the vehicle width direction. It can be reduced that the driver of the vehicle feels that the host vehicle is scolding the preceding vehicle. The predetermined distance (second distance) when moving the host vehicle to the center position side of the traveling lane is the predetermined distance (first distance) when moving the host vehicle in the vehicle width direction opposite to the approaching vehicle. The same distance may be sufficient, or the distance longer than a 1st distance may be sufficient.

<< Third Embodiment >>
In the third embodiment, the traveling control system 1 shown in FIG. 1 is the same as the first embodiment except that the traveling control system 1 operates as described below. Below, the traveling control system 1 which concerns on 3rd Embodiment is demonstrated.

FIG. 9 is a diagram for explaining a method for specifying the inter-vehicle distance between the host vehicle and the preceding vehicle in the third embodiment. In the third embodiment, the control device 10 measures the actual inter-vehicle distance between the host vehicle and the preceding vehicle, and moves when moving the host vehicle to the side opposite to the approaching vehicle based on the measured actual inter-vehicle distance. Determine the amount. A known method can be used to calculate the actual inter-vehicle distance.

Specifically, in the third embodiment, as illustrated in FIG. 9, when the measured actual inter-vehicle distance is within the short distance range, the control device 10 determines that the inter-vehicle distance between the host vehicle and the preceding vehicle is “ It is determined that the distance is “short distance”, and the maximum amount of movement when moving the host vehicle to the opposite side of the approaching vehicle is set to X11 as indicated by D1 in FIG.

Further, as shown in FIG. 9, when the measured actual inter-vehicle distance is within the intermediate distance range, the control device 10 determines that the inter-vehicle distance between the host vehicle and the preceding vehicle is “medium distance”, As indicated by D2 in FIG. 4C, the maximum amount of movement when moving the host vehicle to the side opposite to the approaching vehicle is set to X12. Although not shown in FIG. 9, the long distance range is also set in advance, and when the measured actual inter-vehicle distance is within the long distance range, the inter-vehicle distance between the host vehicle and the preceding vehicle is “long distance”. And the maximum amount of movement when moving the host vehicle to the side opposite to the approaching vehicle is set to X13, as indicated by D3 in FIG.

In the third embodiment, as shown in FIG. 9, hysteresis is provided in the intermediate distance range and the short distance range by overlapping a part of the intermediate distance range and the short distance range. As a result, the actual inter-vehicle distance between the host vehicle and the preceding vehicle goes back and forth between the middle distance range and the short distance range, so that the amount of movement of the host vehicle in the vehicle width direction repeatedly fluctuates, and the behavior of the host vehicle is It is possible to effectively prevent instability. Although not shown in FIG. 9, the middle distance range and the long distance range also partially overlap, and hysteresis is provided also in the middle distance range and the long distance range.

Subsequently, the target coordinate calculation process of step S105 in the third embodiment will be described based on the flowchart shown in FIG.

First, in steps S401 to S404 and S408, similarly to steps S201 to S204 and S207 of the first embodiment, a target vertical position is set (step S401), and when an avoidance target is detected (step S402 = Yes). Then, a target lateral position for passing the side to be avoided is set (step S403). Further, when the avoidance target is not detected (step S402 = No), the target lateral position is calculated so that the host vehicle goes straight through the center position of the traveling lane (step S408). When the avoidance target is detected (step S402 = Yes), when the preceding vehicle is detected (step S404 = Yes), the process proceeds to step S405.

In step S405, the target distance setting function calculates the actual inter-vehicle distance between the host vehicle and the preceding vehicle based on the information related to the preceding vehicle acquired in step S102. In step S406, as shown in FIG. 9, a corresponding inter-vehicle distance range is acquired by the target route setting function based on the actual inter-vehicle distance calculated in step S405. For example, when the actual inter-vehicle distance between the host vehicle and the preceding vehicle is within the short distance range shown in FIG. 9, the target route setting function is the inter-vehicle distance range corresponding to the actual inter-vehicle distance between the host vehicle and the preceding vehicle. Is acquired as a “short distance range”.

In step S407, the target lateral position is corrected by the target route setting function based on the inter-vehicle distance range acquired in step S406. Specifically, in the target route setting function, the shorter the inter-vehicle distance corresponding to the inter-vehicle distance range acquired in step S406 is, in the vehicle width direction of the own vehicle when passing the side of the approaching vehicle to be avoided. The target lateral position is corrected so that the amount of movement is small. For example, in the target route setting function, when the inter-vehicle distance range acquired in step S406 is “short distance range”, the corresponding inter-vehicle distance is the shortest, so that the own vehicle when passing the side of the approaching vehicle The target lateral position is corrected so that the amount of movement in the vehicle width direction becomes the smallest.

As described above, in the third embodiment, the actual inter-vehicle distance between the host vehicle and the preceding vehicle is calculated, and based on the actual inter-vehicle distance, in the vehicle width direction of the host vehicle when passing the side of the approaching vehicle. Set the amount of movement. Thus, in addition to the effects of the first embodiment, even when the driver does not set the set inter-vehicle distance, the travel of the own vehicle is appropriately controlled according to the actual inter-vehicle distance between the own vehicle and the preceding vehicle. be able to.

The embodiment described above is described for easy understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

That is, in the present specification, as an example of the travel control device according to the present invention, the travel control device 100 that constitutes the travel control system 1 together with the in-vehicle device 200 will be described as an example, but the present invention is limited to this. It is not a thing.

Further, in the above-described embodiment, the configuration in which the inter-vehicle distance between the host vehicle and the preceding vehicle is specified by any one of “short distance”, “medium distance”, and “long distance” is illustrated, but the configuration is limited to this configuration. For example, the inter-vehicle distance may be classified into two or four or more. In addition, by using a function that calculates a correction value for the target lateral position or turning start position from the actual inter-vehicle distance value, the target lateral position or turning start position is corrected according to the actual inter-vehicle distance value. Also good.

Furthermore, in 2nd Embodiment mentioned above, it was set as the structure which speeds up the timing which moves the own vehicle to the vehicle width direction on the opposite side to an approaching vehicle, so that the inter-vehicle distance of the own vehicle and a preceding vehicle is long. Instead of this, the shorter the inter-vehicle distance between the host vehicle and the preceding vehicle, the faster the timing of moving the host vehicle in the vehicle width direction opposite to the approaching vehicle. Moreover, in 2nd Embodiment, although the structure which delays the timing which returns the own vehicle to the center position of a driving | running | working lane so that the inter-vehicle distance of the own vehicle and a preceding vehicle was long was replaced with this structure, It is good also as a structure which delays the timing which returns the own vehicle to the center position of a driving lane, so that the inter-vehicle distance with a preceding vehicle is short. As a result, the shorter the distance between the host vehicle and the preceding vehicle, the more slowly the host vehicle moves in the vehicle width direction. Therefore, when the host vehicle and the preceding vehicle are approaching, The uncomfortable feeling of the driver of the vehicle can be reduced.

Further, when the control device 10 performs control to move the host vehicle in the vehicle width direction opposite to the approaching vehicle when the distance between the host vehicle and the approaching vehicle is less than a predetermined distance, By setting the predetermined distance longer as the inter-vehicle distance with the preceding vehicle is shorter, the timing for moving the own vehicle in the vehicle width direction opposite to the approaching vehicle as the inter-vehicle distance between the own vehicle and the preceding vehicle is shorter. Can be fast. Further, when the control device 10 performs control to return the host vehicle to the center position of the traveling lane when the distance between the host vehicle and the approaching vehicle is equal to or greater than a predetermined distance, the distance between the host vehicle and the preceding vehicle is determined. By setting the predetermined distance longer as the distance is shorter, the timing of moving the host vehicle to the center position side of the traveling lane can be delayed as the inter-vehicle distance between the host vehicle and the preceding vehicle is shorter.

In the present specification, as an example of a travel control device including target information acquisition means and control means, a travel control device 100 including a control device 10 that executes a target information acquisition function and a control function will be described as an example. However, the present invention is not limited to this. In the present specification, as an example of the travel control device further including the output unit, the travel control device 100 further including the output devices 30 and 110 will be described as an example. However, the present invention is not limited to this.

DESCRIPTION OF SYMBOLS 1 ... Travel control system 100 ... Travel control apparatus 10 ... Control apparatus 20 ... Communication apparatus 30 ... Output apparatus 200 ... In-vehicle apparatus 40 ... Communication apparatus 50 ... Detection apparatus 60 ... Sensor 70 ... Vehicle controller 80 ... Drive apparatus 90 ... Steering apparatus 110 ... Output device 120 ... Navigation device

Claims (10)

1. An acquisition means for acquiring information including a position to be avoided existing around the host vehicle and a position of a preceding vehicle traveling in the lane of the host vehicle;
   Control means for moving the host vehicle in a control direction side opposite to the side on which the avoidance target exists when the host vehicle passes by the side of the avoidance target. ,
   The control means reduces the amount of movement of the host vehicle in the control direction side as the distance between the host vehicle and the preceding vehicle is shorter when the host vehicle passes the side of the avoidance target. A travel control device.
2. The travel control device according to claim 1,
   Further comprising setting means for setting the inter-vehicle distance;
   The travel control device characterized in that the control means reduces the amount of movement of the host vehicle in the control direction side as the inter-vehicle distance set by the setting means is shorter.
3. The travel control device according to claim 1 or 2,
   The control means moves the host vehicle to the control direction side when the distance between the host vehicle and the avoidance target is less than a predetermined first distance,
   The travel control device characterized in that the control means increases the first distance as the inter-vehicle distance increases.
4. The travel control device according to claim 3,
   After the distance between the host vehicle and the avoidance target is less than the first distance, the control means is configured such that the distance between the host vehicle and the avoidance target is equal to or longer than the first distance or longer than the first distance. When the distance is greater than or equal to the distance, the host vehicle is moved from the control direction side to the center position side of the host lane,
   The travel control device characterized in that the control means increases the second distance as the inter-vehicle distance increases.
5. The travel control device according to claim 1 or 2,
   The control means moves the host vehicle to the control direction side when the distance between the host vehicle and the avoidance target is less than a predetermined first distance,
   The travel control device characterized in that the control means increases the first distance as the inter-vehicle distance is shorter.
6. The travel control device according to claim 5,
   After the distance between the host vehicle and the avoidance target is less than the first distance, the control means is configured such that the distance between the host vehicle and the avoidance target is equal to or longer than the first distance or longer than the first distance. When the distance is greater than or equal to the distance, the host vehicle is moved from the control direction side to the center position side of the host lane,
   The travel control device characterized in that the control means increases the second distance as the inter-vehicle distance is shorter.
7. The travel control device according to any one of claims 1 to 6,
   The travel control device characterized in that the control means slows down the moving speed when moving the host vehicle in the control direction side as the inter-vehicle distance is shorter.
8. The travel control device according to any one of claims 1 to 7,
   The travel control device characterized in that the control means decreases a turning angle or turning angular velocity when moving the host vehicle in the control direction side as the inter-vehicle distance is shorter.
9. The travel control device according to any one of claims 1 to 8,
   Information according to the target information, information according to the position of the target area set based on the avoidance target, information according to the position of the target route, and information according to command information for causing the host vehicle to travel the target route The travel control device further comprising output means for outputting any one or more information to the outside.
10. A vehicle running control method executed by a computer that outputs command information for controlling the running of the host vehicle,
    A first step of acquiring target information including an avoidance target existing around the host vehicle and a position of a preceding vehicle traveling in the lane of the host vehicle;
    A second step of moving the host vehicle in a control direction side opposite to the side on which the avoidance target exists, based on the traveling direction of the host vehicle when the host vehicle passes by the side of the avoidance target; Have
    In the second step, when the avoidance target is avoided, the travel control method is characterized in that the amount of movement in the control direction is reduced as the inter-vehicle distance between the host vehicle and the preceding vehicle is shorter.

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