WO2017010349A1 - 車両制御装置、車両制御方法、および車両制御プログラム - Google Patents
車両制御装置、車両制御方法、および車両制御プログラム Download PDFInfo
- Publication number
- WO2017010349A1 WO2017010349A1 PCT/JP2016/069874 JP2016069874W WO2017010349A1 WO 2017010349 A1 WO2017010349 A1 WO 2017010349A1 JP 2016069874 W JP2016069874 W JP 2016069874W WO 2017010349 A1 WO2017010349 A1 WO 2017010349A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- lane
- unit
- target position
- surrounding
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 44
- 230000008859 change Effects 0.000 claims abstract description 286
- 238000001514 detection method Methods 0.000 claims description 47
- 230000001133 acceleration Effects 0.000 claims description 19
- 230000002093 peripheral effect Effects 0.000 claims description 19
- 238000011156 evaluation Methods 0.000 claims description 15
- 238000009826 distribution Methods 0.000 claims description 10
- 238000006073 displacement reaction Methods 0.000 claims description 9
- 238000012544 monitoring process Methods 0.000 description 49
- 230000008569 process Effects 0.000 description 32
- 238000010586 diagram Methods 0.000 description 31
- 230000009471 action Effects 0.000 description 28
- 238000012545 processing Methods 0.000 description 25
- 238000009795 derivation Methods 0.000 description 10
- 230000006870 function Effects 0.000 description 10
- 238000003860 storage Methods 0.000 description 8
- 230000004048 modification Effects 0.000 description 7
- 238000012986 modification Methods 0.000 description 7
- 230000005484 gravity Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000006399 behavior Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000003384 imaging method Methods 0.000 description 2
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 1
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 239000013256 coordination polymer Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229910044991 metal oxide Inorganic materials 0.000 description 1
- 150000004706 metal oxides Chemical class 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/10—Path keeping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/801—Lateral distance
Definitions
- the present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program.
- This application claims priority based on Japanese Patent Application No. 2015-141574 filed on July 15, 2015 and Japanese Patent Application No. 2016-051135 filed on March 15, 2016, and the contents thereof. Is hereby incorporated by reference.
- a support start unit that starts lane change support
- a detection unit that detects the relative distance and relative speed between the host vehicle and another vehicle, and a collision when the host vehicle changes lanes based on the relative distance and relative speed
- a calculation unit for calculating the degree of danger with respect to other vehicles, a first determination unit for determining whether the lane can be changed based on the relative distance, the relative speed, and the collision risk, and a relative distance and a relative speed when the lane cannot be changed.
- a determination unit for determining a target space for changing lanes based on the second determination unit for determining whether there is a space in the target space where the lane can be changed, and a target toward the lane change standby position when there is no space.
- a driving support device that includes a setting unit that sets a target speed toward a lane changeable position and a control unit that controls the speed of the host vehicle to be the target speed when the speed is set and there is a space.
- the determination is made whether or not the lane can be changed, and no consideration is given to the period in which the lane can be changed. For this reason, smooth lane change control may not be performed.
- the aspect according to the present invention has been made in consideration of such circumstances, and a vehicle control device, a vehicle control method, and vehicle control that can be used for various processes by deriving a lane changeable period.
- One of the purposes is to provide a program.
- a vehicle control device includes a detection unit that detects a surrounding vehicle that travels around the host vehicle, and an estimation unit that estimates a positional change of the surrounding vehicle detected by the detection unit.
- the lane changeable period in which the lane can be changed to the lane change target position set as the relative position with respect to the surrounding vehicle traveling in the adjacent lane adjacent to the own lane is the position change of the surrounding vehicle estimated by the estimation unit.
- a narrowing-down unit that narrows the already set lane change target position to a lane change target position in which the lane changeable period derived by the period deriving unit is longer than a preset period May be further provided.
- a predetermined number of lane change target positions are set in order from the lane changeable period derived from the lane changeable period derived by the period deriving unit in the lane changeable period. You may further provide the narrowing-down part narrowed down to the lane change target position corresponding to a possible period.
- the lane change target position that has already been set corresponds to the lane changeable period with the longest lane changeable period among the lane changeable periods derived by the period deriving unit. You may further provide the narrowing-down part narrowed down to a lane change target position.
- a control plan including a track for changing lanes within a lane changeable period corresponding to the lane change target position narrowed down by the narrowing-down unit And a traveling control unit that performs traveling control of the host vehicle based on the control plan generated by the generating unit.
- the lane is based on the control plan and the planability for evaluating the elements including the safety of evaluating the distance between the host vehicle and the surrounding object and the followability to the track. You may further provide the target position determination part which determines a change target position.
- a position corresponding to a control plan in which the acceleration / deceleration of the host vehicle required for the lane change is small in the control plan You may further provide the target position determination part determined as a lane change target position.
- a generation unit that generates a control plan including a track for changing lanes within a lane changeable period derived by the period deriving unit, and the generation unit that generates the control plan
- a travel control unit that performs travel control of the host vehicle based on a control plan.
- the generation unit derives a speed restriction for changing the lane to the lane change target position within the lane changeable period derived by the period deriving unit, and the derivation
- the control plan may be generated under the limited speed.
- the period deriving unit includes the own vehicle and a surrounding vehicle to be monitored among the surrounding vehicles detected by the detecting unit.
- the lane changeable period may be derived by a different method depending on the position distribution.
- the surrounding vehicles to be monitored are the surrounding vehicles detected by the detection unit and traveling immediately before the own vehicle, and immediately before the lane change target position. And surrounding vehicles that run immediately after the vehicle may be included.
- the period deriving unit is a timing derived based on a position change of the surrounding vehicle estimated by the estimating unit, You may derive
- the period deriving unit determines a period until a surrounding vehicle traveling immediately after the lane change target position catches up with a surrounding vehicle traveling immediately before the lane change target position. You may derive
- the period deriving unit is a period until a surrounding vehicle traveling immediately after the lane change target position catches up with a surrounding vehicle traveling immediately before the host vehicle. May be derived as the lane changeable period.
- the period deriving unit when the host vehicle needs to overtake a surrounding vehicle traveling immediately after the lane change target position, The period after overtaking may be derived as the lane changeable period.
- the period deriving unit may require the host vehicle to be overtaken by a surrounding vehicle traveling immediately before the lane change target position.
- the period after the overtaking may be derived as the lane changeable period.
- a vehicle control device includes a detection unit that detects a surrounding vehicle that travels around the host vehicle, and an estimation unit that estimates a change in position of the surrounding vehicle detected by the detection unit.
- a surrounding vehicle that travels immediately after the lane change target position that is set as a relative position with respect to the surrounding vehicle that travels in the adjacent lane adjacent to the own lane is another peripheral vehicle.
- a determination unit that determines whether or not to catch up and determines whether or not to change lanes based on a result of the determination.
- the determination unit is configured such that a surrounding vehicle traveling immediately after a lane change target position set as a relative position with respect to a surrounding vehicle traveling in an adjacent lane adjacent to the own lane is other If it is determined that the vehicle catches up with a surrounding vehicle, a trajectory of the displacement of the host vehicle with the catching point as an end point is generated, and when the generated trajectory satisfies at least a restriction on speed, it is determined that a lane change is possible. Also good.
- a vehicle control method includes detecting a surrounding vehicle that travels around the host vehicle, estimating a position change of the detected surrounding vehicle, and adjacent to the host lane. Deriving a lane changeable period in which a lane change is possible to a lane change target position set as a relative position with respect to the surrounding vehicle traveling in the adjacent lane based on the estimated position change of the surrounding vehicle. .
- a vehicle control program causes an in-vehicle computer to detect a surrounding vehicle that travels around the host vehicle, and to estimate a position change of the detected surrounding vehicle; Deriving a lane changeable period in which a lane can be changed to a lane change target position set as a relative position with respect to the surrounding vehicle traveling in an adjacent lane adjacent to the own lane based on the estimated position change of the surrounding vehicle. And including.
- the position of the surrounding vehicle is detected, the position change of the surrounding vehicle detected by the detection unit is estimated, and the vehicle travels in the adjacent lane adjacent to the own lane.
- Various processes by deriving a lane changeable period in which a lane change can be made to a lane change target position set as a relative position with respect to the surrounding vehicle based on the position change of the surrounding vehicle estimated by the estimation unit. Can be useful.
- the narrowing-down unit uses the lane change target position that has already been set, and the lane changeable period derived by the period derivation unit is longer than the preset period. By narrowing down to the target position, it is possible to more easily determine the lane change target position.
- the target position determination unit evaluates the distance between the host vehicle and the surrounding object and the trackability with respect to the track related to the control plan for changing the lane generated by the generation unit. By determining the lane change target position based on the planability for evaluating the elements including the lane change target position, the lane change target position having high safety and planability can be determined.
- the target position determination unit has a wide interval between the track for the host vehicle to change the lane and the surrounding object in the control plan for changing the lane generated by the generation unit.
- the target position determination unit corresponds to a control plan in which the acceleration / deceleration of the host vehicle necessary for the lane change is small among the control plans for the lane change generated by the generation unit.
- the generation unit that generates the control plan for changing the lane within the lane changeable period, and the traveling that performs the traveling control of the host vehicle based on the control plan generated by the generation unit
- the derived lane changeable period can be used for traveling control of the host vehicle.
- the speed constraint for deriving the lane change target position is derived within the lane changeable period derived by the period deriving unit, and the control plan is determined under the derived speed constraint.
- the lane changeable period is set in a different manner depending on the position distribution between the host vehicle and the surrounding vehicles detected by the detection unit.
- the lane changeable period can be derived by an appropriate method according to the position distribution between the host vehicle and the surrounding vehicles.
- the position of the surrounding vehicle is detected, the change in the position of the detected surrounding vehicle is estimated, and the detected adjacent vehicle travels in the adjacent lane adjacent to the own lane. It is determined whether or not a peripheral vehicle traveling immediately after the lane change target position set as a relative position with respect to the surrounding vehicle catches up with other peripheral vehicles, and whether or not lane change is possible is determined based on the determination result Thus, it is possible to more appropriately determine whether the lane can be changed.
- FIG. 1 It is a figure which shows the component which the vehicle (own vehicle) with which the vehicle control apparatus which concerns on 1st Embodiment is mounted. It is a functional block diagram of the own vehicle centering on the vehicle control apparatus which concerns on 1st Embodiment. It is a figure which shows a mode that the relative position of the own vehicle with respect to a driving
- FIG. 1 is a diagram illustrating components included in a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle control device 100 according to the first embodiment is mounted.
- the vehicle on which the vehicle control device 100 is mounted is, for example, a motor vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a vehicle using an internal combustion engine such as a diesel engine or a gasoline engine as a power source, or an electric vehicle using a motor as a power source.
- a hybrid vehicle having an internal combustion engine and an electric motor.
- the electric vehicle mentioned above drives using the electric power discharged by batteries, such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, and an alcohol fuel cell, for example.
- the vehicle includes sensors such as viewfinders 20-1 to 20-7, radars 30-1 to 30-6, and a camera 40, a navigation device 50, and the vehicle control device 100 described above. Installed.
- the finders 20-1 to 20-7 are, for example, LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures scattered light with respect to irradiation light and measures the distance to the target.
- LIDAR Light Detection and Ranging or Laser Imaging Detection and Ranging
- the finder 20-1 is attached to a front grill or the like
- the finders 20-2 and 20-3 are attached to a side surface of a vehicle body, a door mirror, the inside of a headlamp, a side lamp, and the like.
- the finder 20-4 is attached to a trunk lid or the like, and the finders 20-5 and 20-6 are attached to the side surface of the vehicle body, the interior of the taillight, or the like.
- the above-described finders 20-1 to 20-6 have a detection range of about 150 degrees in the horizontal direction, for example.
- the finder 20-7 is attached to a roof or the like.
- the finder 20-7 has a detection range of 360 degrees in the horizontal direction, for example.
- the above-described radars 30-1 and 30-4 are, for example, long-range millimeter wave radars that have a wider detection range in the depth direction than other radars.
- Radars 30-2, 30-3, 30-5, and 30-6 are medium-range millimeter-wave radars that have a narrower detection range in the depth direction than radars 30-1 and 30-4.
- finders 20-1 to 20-7 are not particularly distinguished, they are simply referred to as “finder 20”
- radars 30-1 to 30-6 are not particularly distinguished, they are simply referred to as “radar 30”.
- the radar 30 detects an object by, for example, FM-CW (Frequency Modulated Continuous Wave) method.
- FM-CW Frequency Modulated Continuous Wave
- the camera 40 is a digital camera using a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor).
- the camera 40 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 40 periodically images the front of the host vehicle M repeatedly.
- FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.
- FIG. 2 is a functional configuration diagram of the host vehicle M around the vehicle control device 100 according to the first embodiment.
- the host vehicle M includes a navigation device 50, a vehicle sensor 60, an operation device 70, an operation detection sensor 72, a changeover switch 80, and a travel driving force output device 90.
- the steering device 92, the brake device 94, and the vehicle control device 100 are mounted.
- the navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like.
- the navigation device 50 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user.
- the route derived by the navigation device 50 is stored in the storage unit 130 as route information 134.
- the position of the host vehicle M may be specified or supplemented by INS (Inertial Navigation System) using the output of the vehicle sensor 60.
- the navigation device 50 guides the route to the destination by voice or navigation display when the vehicle control device 100 is executing the manual operation mode.
- the configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50.
- the navigation apparatus 50 may be implement
- the vehicle sensor 60 includes a vehicle speed sensor that detects the speed (vehicle speed) of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity around the vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like. .
- the operation device 70 includes, for example, an accelerator pedal, a steering wheel, a brake pedal, a shift lever, and the like.
- the operation device 70 is provided with an operation detection sensor 72 that detects the presence / absence and amount of operation by the driver.
- the operation detection sensor 72 includes, for example, an accelerator opening sensor, a steering torque sensor, a brake sensor, a shift position sensor, and the like.
- the operation detection sensor 72 outputs the accelerator opening, the steering torque, the brake depression amount, the shift position, and the like as detection results to the travel control unit 120. Instead of this, the detection result of the operation detection sensor 72 may be directly output to the travel driving force output device 90, the steering device 92, or the brake device 94.
- the changeover switch 80 is a switch operated by a driver or the like.
- the changeover switch 80 may be a mechanical switch or a GUI (Graphical User Interface) switch provided in the touch panel display device of the navigation device 50.
- the change-over switch 80 is operated in a manual operation mode in which the driver manually operates and in an automatic operation in which the driver does not perform an operation (or the operation amount is smaller or the operation frequency is lower than that in the manual operation mode).
- a switching instruction with the mode is received, and a control mode designation signal for designating the control mode by the traveling control unit 120 as either the automatic operation mode or the manual operation mode is generated.
- the driving force output device 90 includes, for example, one or both of an engine and a driving motor.
- traveling driving force output device 90 includes only an engine
- traveling driving force output device 90 further includes an engine ECU (Electronic Control Unit) that controls the engine.
- the engine ECU controls the driving force (torque) for the vehicle to travel by adjusting the throttle opening, the shift stage, and the like according to information input from the travel control unit 120.
- travel drive force output device 90 has only a travel motor
- travel drive force output device 90 includes a motor ECU that drives the travel motor.
- the motor ECU controls the driving force for driving the vehicle by adjusting the duty ratio of the PWM signal applied to the driving motor.
- both the traveling driving force output device 90 includes both the engine and the traveling motor, both the engine ECU and the motor ECU cooperate to control the traveling driving force.
- the steering device 92 includes, for example, an electric motor that can change the direction of the steered wheels by applying a force to a rack and pinion function and the like, a steering angle sensor that detects a steering steering angle (or actual steering angle), and the like.
- the steering device 92 drives the electric motor in accordance with information input from the travel control unit 120.
- the brake device 94 includes a master cylinder that transmits the brake operation performed on the brake pedal as hydraulic pressure, a reservoir tank that stores brake fluid, a brake actuator that adjusts the braking force output to each wheel, and the like.
- the brake device 94 controls the brake actuator and the like so that a desired magnitude of brake torque is output to each wheel in accordance with information input from the travel control unit 120.
- the brake device 94 is not limited to the electronically controlled brake device that operates by the hydraulic pressure described above, but may be an electronically controlled brake device that operates by an electric actuator.
- the vehicle control apparatus 100 includes, for example, an external environment recognition unit 102, a vehicle position recognition unit 104, an action plan generation unit 106, a lane change control unit 110, a travel control unit 120, a control switching unit 122, and a storage unit. 130.
- Some or all of the external world recognition unit 102, the vehicle position recognition unit 104, the action plan generation unit 106, the lane change control unit 110, the travel control unit 120, and the control switching unit 122 may be a CPU (Central Processing Unit) or the like. It is a software function unit that functions when a processor executes a program.
- CPU Central Processing Unit
- the storage unit 130 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like.
- the program may be stored in the storage unit 130 in advance, or may be downloaded from an external device via an in-vehicle internet facility or the like. Further, the portable storage medium storing the program may be installed in the storage unit 130 by being mounted on a drive device (not shown).
- the external environment recognition unit 102 recognizes the position and speed of surrounding vehicles based on the outputs of the finder 20, the radar 30, the camera 40, and the like.
- the peripheral vehicle in the present embodiment is a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M.
- the position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the other vehicle, or may be represented by a region expressed by the contour of the other vehicle.
- the “state” of the surrounding vehicle may include the acceleration of the surrounding vehicle and whether or not the lane is changed (or whether or not to change) based on the information of the various devices.
- the outside recognition unit 102 recognizes whether or not the lane is changed (or whether or not it is going to be changed) based on the history of the positions of the surrounding vehicles, the operating state of the direction indicator, and the like.
- the external environment recognition unit 102 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.
- the combination of the finder 20, the radar 30, the camera 40, and the external recognition unit 102 is referred to as a “detection unit DT” that detects surrounding vehicles.
- the detection unit DT may further recognize the state such as the position and speed of the surrounding vehicle through communication with the surrounding vehicle.
- the own vehicle position recognition unit 104 is based on the map information 132 stored in the storage unit 130 and information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. Recognizes the lane (own lane) in which the vehicle is traveling and the relative position of the host vehicle M with respect to the traveling lane.
- the map information 132 is, for example, map information with higher accuracy than the navigation map included in the navigation device 50, and includes information on the center of the lane or information on the boundary of the lane.
- FIG. 3 is a diagram illustrating how the vehicle position recognition unit 104 recognizes the relative position of the vehicle M with respect to the travel lane.
- the own vehicle position recognition unit 104 makes a deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and a line connecting the travel lane center CL in the traveling direction of the own vehicle M.
- the angle ⁇ is recognized as the relative position of the host vehicle M with respect to the traveling lane.
- the host vehicle position recognition unit 104 recognizes the position of the reference point of the host vehicle M with respect to any side end of the host lane L1 as the relative position of the host vehicle M with respect to the traveling lane. Also good.
- the action plan generation unit 106 generates an action plan in a predetermined section.
- the predetermined section is, for example, a section that passes through a toll road such as an expressway among the routes derived by the navigation device 50. Not only this but the action plan production
- the action plan is composed of a plurality of events that are executed sequentially, for example.
- Examples of the event include a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keeping event for driving the host vehicle M so as not to deviate from the traveling lane, and a lane change event for changing the traveling lane.
- a deceleration event for decelerating the host vehicle M an acceleration event for accelerating the host vehicle M
- a lane keeping event for driving the host vehicle M so as not to deviate from the traveling lane
- a lane change event for changing the traveling lane.
- the vehicle control device 100 changes the lane so that the host vehicle M travels in the direction of the destination in the automatic driving mode. Need to maintain lanes. Therefore, when it is determined that the junction exists on the route with reference to the map information 132, the action plan generation unit 106 from the current position (coordinates) of the host vehicle M to the position (coordinates) of the junction. In the meantime, a lane change event is set for changing the lane to a desired lane that can proceed in the direction of the destination.
- a lane change event is set for changing the lane to a desired lane that can proceed in the direction of the destination.
- FIG. 4 is a diagram showing an example of an action plan generated for a certain section.
- the action plan generation unit 106 classifies scenes that occur when traveling according to a route to a destination, and generates an action plan so that an event corresponding to each scene is executed.
- generation part 106 may change an action plan dynamically according to the condition change of the own vehicle M.
- the lane change control unit 110 performs control when the lane change event included in the action plan is performed by the action plan generation unit 106.
- the lane change control unit 110 includes, for example, a target position candidate setting unit 111, another vehicle position change estimation unit 112, a lane changeable period derivation unit 113, a control plan generation unit 114, and a target position determination unit 115. .
- the target position candidate setting unit 111 refers to the position of the surrounding vehicle detected by the detection unit DT, first sets a large target area to be a lane change target, and the host vehicle M travels within the target area.
- a lane change target position candidate is set as a relative position with respect to a surrounding vehicle traveling in an adjacent lane adjacent to a traveling lane (own lane).
- FIG. 5 is a diagram illustrating how the target position candidate setting unit 111 sets lane change target position candidates.
- m1 to m7 are surrounding vehicles
- d is the traveling direction of each vehicle
- L1 is its own lane
- L2 is an adjacent lane
- Ar is a target area
- T1 to T3 are lane change target position candidates.
- the action plan instructs the lane change to the adjacent lane L2 extending to the right side of the own lane L1.
- the target position candidate setting unit 111 travels in front of the surrounding vehicle m1 (previous vehicle) traveling immediately before the host vehicle M in the host lane L1 among the surrounding vehicles traveling in the adjacent lane L2.
- a region that travels behind the vehicle) and is in front of the surrounding vehicle m7 (rear reference vehicle) closest to the host vehicle M is set as the target region Ar.
- the “peripheral vehicle traveling in front of the preceding vehicle” may mean a peripheral vehicle having a front end portion in front of the front end portion of the preceding vehicle, and a rear end portion in the preceding vehicle. It may mean a surrounding vehicle in front of the rear end portion of the vehicle. Moreover, you may mean the surrounding vehicle in which reference points, such as a gravity center, are ahead of the reference point, front end part, or rear end part of a preceding vehicle.
- the “peripheral vehicle traveling behind the following vehicle” may mean a surrounding vehicle whose front end portion is behind the front end portion of the following vehicle, and the rear end portion is the rear end portion of the following vehicle. It may mean a surrounding vehicle at the rear. Further, it may mean a surrounding vehicle in which a reference point such as the center of gravity is behind the reference point, front end portion, or rear end portion of the following vehicle.
- the target position candidate setting unit 111 lanes at a position where it is considered difficult to change lanes, such as before a surrounding vehicle that travels before the preceding vehicle or after a surrounding vehicle that travels behind the following vehicle. It is possible to prevent the change target position candidate T from being set. This is because, at these positions, the behavior of the host vehicle M for changing the lane is greatly limited by the behavior of the preceding vehicle or the following vehicle. As a result, the target position candidate setting unit 111 can prevent the host vehicle M from being forced to behave when the lane is changed.
- the target position candidate setting unit 111 among the surrounding vehicles m4 to m7 that travel in the target area Ar, the two surrounding vehicles (m4 and m4) that travel in a relationship immediately before and after (with no relationship between the surrounding vehicles) Lane change target position candidates T1, T2, and T3 are set between m5, m5 and m6, and m6 and m7), respectively. Therefore, the number of lane change target position candidates T varies depending on the number of surrounding vehicles traveling in the target area Ar in the adjacent lane L2. When the number of surrounding vehicles traveling in the target area Ar is n, n ⁇ 1 lane change target position candidates T are set.
- the target position candidate setting unit 111 sets a plurality of candidates for lane change depending on the distribution of surrounding vehicles, and can increase the degree of freedom of lane change control. As a result, the optimum lane change target position T # can be set later.
- FIG. 6 is a diagram for describing processing executed by the target position candidate setting unit 111 when a forward reference vehicle is not detected.
- the target position candidate setting unit 111 is predetermined from the front end of the host vehicle M forward, for example.
- the point of the distance X1 is determined as the front boundary Arf of the target area Ar.
- the predetermined distance X1 is set to a distance at which a surrounding vehicle in front of the host vehicle M can be detected by the finder 20, the radar 30, the camera 40, and the like, for example.
- the target position candidate setting unit 111 is not only between two neighboring vehicles that run in the immediately before and after relationship, but also in the front boundary Arf of the target area Ar and the neighboring vehicle that runs the most in the target area Ar.
- a lane change target position candidate T1 may also be set between m5 and m5.
- FIG. 7 is a diagram for explaining processing executed by the target position candidate setting unit 111 when the rear reference vehicle is not detected.
- the target position candidate setting unit 111 is predetermined from the rear end of the host vehicle M toward the rear, for example.
- the point of the distance X2 is determined as the rear boundary Arr of the target area Ar.
- the predetermined distance X2 is set to a distance at which a surrounding vehicle behind the host vehicle M can be detected by the finder 20, the radar 30, the camera 40, and the like, for example.
- the target position candidate setting unit 111 is not only between the two neighboring vehicles that run in the immediately before and after relationship, but also in the rear boundary Arr of the target area Ar and the peripheral vehicle that runs the farthest in the target area Ar.
- a lane change target position candidate T3 may also be set between m6 and m6.
- FIG. 8 is a diagram for explaining processing executed by the target position candidate setting unit 111 when no preceding vehicle is detected.
- the target position candidate setting unit 111 is, for example, the front end of the host vehicle M A point at a predetermined distance X1 from the front to the front is determined as the front boundary Arf of the target area Ar.
- FIG. 9 is a diagram for explaining a process executed by the target position candidate setting unit 111 when a subsequent vehicle is not detected.
- the target position candidate setting unit 111 is, for example, the rear end portion of the host vehicle M.
- a point at a predetermined distance X2 from the rear to the rear is determined as the rear boundary Arr of the target area Ar.
- the front reference vehicle and the rear reference vehicle are defined as being included in the target area Ar. However, it is defined that these are not included in the target area Ar. Also good.
- the target position candidate setting unit 111 not only between the two neighboring vehicles traveling in a relationship immediately before and after (with no relationship between neighboring vehicles), but also on the front boundary Arf of the target area Ar,
- the lane change target position candidate T may be set between the immediately following neighboring vehicles and between the rear boundary Arr of the target area Ar and the immediately preceding neighboring vehicles.
- FIG. 10 is a diagram for describing processing executed by the target position candidate setting unit 111 when it is defined that the front reference vehicle and the rear reference vehicle are not included in the target area Ar.
- the other vehicle position change estimation unit 112 selects a peripheral vehicle (three peripheral vehicles in the following example) that is highly likely to interfere with the lane change from the peripheral vehicles detected by the detection unit DT, and selects the selected vehicle. Estimate future position changes for.
- surrounding vehicles that are likely to interfere with the lane change are referred to as monitoring target vehicles mA, mB, and mC.
- FIG. 11 is a diagram illustrating a positional relationship between the monitoring target vehicle, the host vehicle, and the lane change target position candidate T.
- the monitoring target vehicle mA is a preceding vehicle of the host vehicle M.
- the monitoring target vehicle mB is a peripheral vehicle that runs immediately before the lane change target position candidate T, and the monitoring target vehicle mC is a peripheral vehicle that runs immediately after the lane change target position candidate T.
- the lane changeable period derivation unit 113 derives a lane changeable period P for the lane change target position candidate T based on the position changes of the monitoring target vehicles mA, mB, and mC estimated by the other vehicle position change estimation unit 112. To do. Details of the processing by the lane changeable period deriving unit 113 will be described later.
- the control plan generation unit 114 For each lane change target position candidate T set by the target position candidate setting unit 111, the control plan generation unit 114 changes the position of the monitoring target vehicles mA, mB, and mC estimated by the other vehicle position change estimation unit 112. Based on this, a control plan for lane change is generated.
- the target position determination unit 115 determines the lane change target position T # based on the control plan generated by the control plan generation unit 114 for each lane change target position candidate T set by the target position candidate setting unit 111.
- FIG. 12 is a flowchart illustrating an example of a process flow for determining the lane change target position.
- the target position candidate setting unit 111 selects one lane change target position candidate T (step S200).
- the other vehicle position change estimation unit 112 identifies the monitoring target vehicles mA, mB, and mC corresponding to the lane change target position candidate T (step S202; see FIG. 11).
- the other vehicle position change estimation unit 112 estimates future position changes of the monitoring target vehicles mA, mB, and mC (step S204).
- Future position changes can be estimated based on, for example, a constant speed model that is assumed to run while maintaining the current speed, a constant acceleration model that is assumed to run while maintaining the current acceleration, and various other models. it can.
- the other vehicle position change estimation unit 112 may consider the steering angle of the monitored vehicle, or estimates the position change on the assumption that the vehicle travels while maintaining the current traveling lane without considering the steering angle. May be. In the following description, it is assumed that the monitoring target vehicle estimates a change in position on the assumption that the vehicle is traveling while maintaining the traveling lane while maintaining the current speed.
- the lane changeable period deriving unit 113 derives a lane changeable period P (step S206).
- the details of these processes will be described later with reference to another flowchart, and the principle of the processes executed by the lane changeable period deriving unit 113 will be described first.
- the relationship (position distribution) between the host vehicle M and the monitoring target vehicles mA, mB, and mC is classified into, for example, six patterns as shown below.
- the vehicle shown on the left side represents traveling ahead.
- Patterns (a) and (b) show an example of changing the lane without changing the relative position with the surrounding vehicle.
- Pattern (c) lowers the relative position with the surrounding vehicle (relatively decelerates).
- patterns (d), (e), and (f) are examples of changing the lane by raising the relative position with the surrounding vehicle (relatively accelerating). Show.
- FIG. 13 is a diagram illustrating patterns in which the positional relationship between the host vehicle and the monitoring target vehicle is typified. Note that the pattern (f) is based on the lane change target position candidate T that is not set by the target position candidate setting unit 111 in the first embodiment, and thus is used here as a reference example.
- FIGS. 14 to 19 are diagrams showing patterns obtained by typifying the change in position of the monitored vehicle for each of the patterns (a) to (f).
- the vertical axis in FIGS. 14 to 19 represents the displacement in the traveling direction based on the host vehicle M, and the horizontal axis represents the elapsed time.
- the possible existence area after the lane change in FIGS. 14 to 19 indicates an area of displacement in which the own vehicle M can exist when the monitored vehicle continues traveling with the same tendency after the lane change. Yes.
- the lane changeable region is below the displacement of the monitoring target vehicle mA, that is, the host vehicle M is to be monitored before the lane change is performed.
- the vehicle mA the displacement of the monitoring target vehicle mA
- it indicates that there is no problem even if it comes before the monitoring target vehicle mA after the lane change.
- This possible area after the lane change is used for the processing of the control plan generation unit 114.
- FIG. 14 is a diagram illustrating each pattern in which a change in the position of the monitoring target vehicle in the pattern (a) is typified.
- FIG. 15 is a diagram showing each pattern in which the change in position of the monitored vehicle in the pattern (b) is typified.
- the lane changeable period P in the patterns (a) and (b) is defined as follows (hereinafter, “monitored vehicle” is omitted). Start: Anytime. End point: When mC catches up with mA or when mC catches up with mB, whichever comes first.
- FIG. 16 is a diagram illustrating each pattern in which the change in position of the monitoring target vehicle in the pattern (c) is categorized.
- the lane changeable period P in the pattern (c) is defined as follows. Starting point: The point in time when the mB overtakes the host vehicle M. End point: When mC catches up with mA or when mC catches up with mB, whichever comes first.
- FIG. 17 is a diagram illustrating each pattern in which the change in position of the monitoring target vehicle in the pattern (d) is typified.
- FIG. 18 is a figure which shows each pattern which classified the position change of the monitoring object vehicle in the pattern (e).
- the lane changeable period P in the patterns (d) and (e) is defined as follows (hereinafter, “monitored vehicle” is omitted). Start time: Time when the vehicle M overtakes the mC. End point: When mC catches up with mA or when mC catches up with mB, whichever comes first.
- FIG. 19 is a diagram showing each pattern in which the change in position of the monitoring target vehicle in the pattern (f) is typified.
- the lane changeable period P in the pattern (f) is defined as follows. Starting point: The point in time when mA overtakes mC. End time: The time when mC catches up with mB (the fact that mC catches up with mA is not considered due to restrictions at the start time).
- the speed is mC>mB> mA, mB>mC> mA, and mC>mA> mB, the lane change is impossible.
- FIG. 20 is a flowchart showing an example of the flow of processing executed by the lane changeable period deriving unit 113. The process of this flowchart corresponds to the process of step S206 in FIG.
- the lane changeable period deriving unit 113 types the position distribution of the host vehicle M and the monitoring target vehicles mA, mB, and mC (step S300).
- the lane changeable period deriving unit 113 determines the start time of the lane changeable period based on the position changes of the monitoring target vehicles mA, mB, and mC estimated by the other vehicle position change estimation unit 112 ( Step S302).
- the lane changeable period deriving unit 113 decelerates by a predetermined amount (for example, about 20%) from the current speed of the host vehicle M if the vehicle decelerates, and changes the speed within a range that does not cause sudden deceleration.
- a curve is derived, and together with a change in the position of the monitoring target vehicle mB, a “time point when the monitoring target vehicle mB overtakes the host vehicle M” is determined.
- the lane changeable period deriving unit 113 derives a speed change curve with the legal speed as an upper limit within a range in which rapid acceleration is not performed from the current speed of the host vehicle M, if the vehicle is to be accelerated. Together with the position change, “the time point when the host vehicle M overtakes the monitoring target vehicle mC” is determined.
- the lane changeable period derivation unit 113 determines the end point of the lane changeable period based on the position changes of the monitoring target vehicles mA, mB, and mC estimated by the other vehicle position change estimation unit 112 (Ste S304).
- the lane changeable period deriving unit 113 derives a lane changeable period based on the start time determined in step S302 and the end time determined in step S304 (step S306).
- the control plan generation unit 114 generates a control plan for the lane change target position candidate T from which the lane changeable period P is derived (step S208). And the lane change control part 110 determines whether the process of step S200 to S208 was performed about all the lane change target position candidates T (step S210). When the processes of steps S200 to S208 are not performed for all lane change target position candidates T, the process returns to step S200, the next lane change target position candidate T is selected, and the subsequent processes are performed.
- FIG. 21 is a diagram illustrating an example of a control plan for changing lanes generated by the control plan generation unit 114.
- the control plan is expressed by, for example, a displacement trajectory related to the traveling direction of the host vehicle M.
- the control plan generation unit 114 obtains a restriction on the speed of the host vehicle M that can enter the lane changeable region.
- the restriction of the speed of the host vehicle M includes being able to enter the lane changeable area within the lane changeable period P.
- the restriction on the speed of the host vehicle M may include following the monitored vehicle mB that is the preceding vehicle after the lane change. In this case, when the follow-up running is started, the host vehicle M may depart from the lane changeable area and enter the lane changeable area.
- the displacement of the own vehicle M is sufficiently larger than the displacement of the monitoring target vehicle mC.
- a control plan is generated so that a lane change is started at a point (CP in the figure).
- the lane change control unit 110 can realize smooth lane change control.
- the target position determination unit 115 determines the lane change target position T # by evaluating the corresponding control plan (step S212). .
- the target position determination unit 115 determines the lane change target position T # from the viewpoint of safety and efficiency, for example.
- the target position determination unit 115 refers to the control plan corresponding to each of the lane change target position candidates T, and has a wide interval with the preceding and following vehicles at the time of lane change, a speed close to the legal speed, or a lane change
- the one that requires a small acceleration / deceleration is preferentially selected as the lane change target position T #.
- one lane change target position T # and a control plan are determined.
- the traveling control unit 120 sets the control mode to the automatic operation mode or the manual operation mode under the control of the control switching unit 122, and controls the control target according to the set control mode.
- the traveling control unit 120 reads the action plan information 136 generated by the action plan generation unit 106 in the automatic driving mode, and controls a control target based on an event included in the read action plan information 136.
- this event is a lane change event
- the travel control unit 120 follows the control plan generated by the control plan generation unit 114, the control amount (for example, the rotation speed) of the electric motor in the steering device 92, and the travel driving force output device.
- the control amount of the ECU at 90 (for example, the throttle opening of the engine, the shift stage, etc.) is determined.
- the traveling control unit 120 outputs information indicating the control amount determined for each event to the corresponding control target. Accordingly, each device (90, 92, 94) to be controlled can control its own device according to the information indicating the control amount input from the travel control unit 120. In addition, the traveling control unit 120 appropriately adjusts the determined control amount based on the detection result of the vehicle sensor 60.
- the traveling control unit 120 controls the control target based on the operation detection signal output from the operation detection sensor 72 in the manual operation mode. For example, the traveling control unit 120 outputs the operation detection signal output by the operation detection sensor 72 to each device to be controlled as it is.
- the control switching unit 122 Based on the action plan information 136 generated by the action plan generation unit 106, the control switching unit 122 automatically changes the control mode of the host vehicle M by the travel control unit 120 from the automatic operation mode to the manual operation mode or from the manual operation mode. Switch to operation mode. Further, the control switching unit 122 automatically changes the control mode of the host vehicle M by the travel control unit 120 from the automatic driving mode to the manual driving mode or automatically from the manual driving mode based on the control mode designation signal input from the changeover switch 80. Switch to operation mode. That is, the control mode of the traveling control unit 120 can be arbitrarily changed during traveling or stopping by an operation of a driver or the like.
- control switching unit 122 switches the control mode of the vehicle M by the travel control unit 120 from the automatic operation mode to the manual operation mode based on the operation detection signal input from the operation detection sensor 72. For example, when the operation amount included in the operation detection signal exceeds a threshold value, that is, when the operation device 70 receives an operation with an operation amount exceeding the threshold value, the control switching unit 122 automatically sets the control mode of the travel control unit 120. Switch from operation mode to manual operation mode. For example, when the host vehicle M is automatically traveling by the traveling control unit 120 set to the automatic driving mode, when the driver operates the steering hole, the accelerator pedal, or the brake pedal with an operation amount exceeding a threshold value, The control switching unit 122 switches the control mode of the travel control unit 120 from the automatic operation mode to the manual operation mode.
- the vehicle control device 100 allows the driver or the like to jump out of the roadway, or when the vehicle in front of the vehicle suddenly stops, without the operation of the changeover switch 80 being performed by the driver. You can immediately switch to manual operation mode. As a result, the vehicle control device 100 can cope with an emergency operation by the driver, and can improve safety during traveling.
- the target position candidate setting unit 111 is located in front of a surrounding vehicle that runs in front of the preceding vehicle or after a surrounding vehicle that runs behind the following vehicle.
- the target position candidate setting unit 111 can prevent the host vehicle M from being forced to behave when the lane is changed.
- the target position candidate setting unit 111 sets a plurality of candidates to change lanes depending on the distribution of surrounding vehicles, and increases the degree of freedom of lane change control. be able to. As a result, the optimum lane change target position T # can be set later.
- the lane changeable period deriving unit 113 is set as a lane change target position candidate T set as a relative position with respect to a surrounding vehicle traveling in the adjacent lane L2 adjacent to the own lane L1. Further, by deriving the lane changeable period P in which the lane can be changed based on the position change of the surrounding vehicle (monitored vehicle), it can be used for various processes such as generation of a control plan for lane change.
- control plan generation unit 114 changes the lane to the lane change target position T # within the lane changeable period P derived by the lane changeable period derivation unit 113. It is possible to suppress the occurrence of an unrealizable control plan by deriving the speed constraint and generating a control plan under the derived speed constraint.
- the lane changeable period deriving unit 113 derives the lane changeable period P by a different method according to the position distribution between the host vehicle M and the monitored vehicle.
- the lane changeable period P can be derived by an appropriate method according to the position distribution between the host vehicle M and the monitoring target vehicle.
- the vehicle control apparatus 100 determines whether or not the lane change target position candidate is the target of the lane change target position based on the derived lane change possible period, and the lane change target position.
- the second embodiment is different from the first embodiment in that the lane change target position is determined from the lane change target position candidates determined as the target.
- the difference will be mainly described.
- FIG. 22 is a functional configuration diagram of the host vehicle M centering on the vehicle control device 100 according to a modification of the first embodiment.
- the vehicle control device 100 according to the modified example of the first embodiment further includes a narrowing unit 117 in addition to the functional configuration of the vehicle control device 100 of the first embodiment.
- the narrowing-down unit 117 determines whether or not the lane change target position candidate is to be determined as the lane change target position based on the lane changeable period derived by the lane changeable period derivation unit 113. Details of the processing of the narrowing-down unit 117 according to the modification of the first embodiment will be described later.
- FIG. 23 is a flowchart showing a flow of processing executed by the vehicle control device 100 according to the modification of the first embodiment.
- the target position candidate setting unit 111 selects one lane change target position candidate T (step S250).
- the other vehicle position change estimation unit 112 identifies the monitoring target vehicles mA, mB, and mC corresponding to the lane change target position candidate T (step S252; see FIG. 11).
- the other vehicle position change estimation unit 112 estimates future position changes of the monitoring target vehicles mA, mB, and mC (step S254).
- the lane changeable period deriving unit 113 derives a lane changeable period P (step S256).
- the narrowing-down unit 117 determines whether or not the lane changeable period P derived in step S256 is longer than a predetermined period set in advance (step S258).
- the narrowing-down unit 117 determines the lane change target position candidate selected in step S250 as the lane change target position target (step S260). ). In this way, the narrowing-down unit 117 narrows down the already set lane change target position candidates.
- the narrowing unit 117 determines to exclude the lane change target position candidate selected in step S250 from the lane change target position ( Step S262).
- the narrowing-down unit 117 determines whether or not the processing of steps S250 to S262 has been performed for all lane change target position candidates T (step S264). When the processes of steps S250 to S262 are not performed for all lane change target position candidates T, the process returns to step S250, the next lane change target position candidate T is selected, and the subsequent processes are performed.
- control plan generation unit 114 sets a control plan for the lane change target position candidates T determined as the lane change target position targets in step S260. Generate (step S266).
- the target position determination unit 115 evaluates the corresponding control plan based on safety and efficiency (step S268). For example, the target position determination unit 115 derives an evaluation value for the control plan, and determines the lane change target position T # based on the derived evaluation value.
- the evaluation value is derived from the viewpoint of safety and planning, for example.
- the target position determination unit 115 selects an optimal control plan based on the evaluation function f shown in the following formula (1).
- e 1 is a safety index
- e 2 is a planning index.
- the safety index is, for example, the distance between the own vehicle M and the preceding and following vehicles when the lane is changed to the lane change target position candidate, and the trajectory (the trajectory on which the own vehicle is assumed to travel) when the lane is changed.
- the evaluation value is determined based on the distance between each track point to be formed and the surrounding vehicle (object) of the vehicle M.
- the safety index may be an evaluation value determined based on acceleration / deceleration, steering angle, assumed yaw rate, and the like at each track point of a track traveling when changing lanes. For example, it is evaluated that the safety index is higher as the distance between the host vehicle M and the front and rear vehicles (or the surrounding vehicles) is longer, and the amount of change in acceleration / deceleration and steering angle is smaller. Further, the safety index may be evaluated as a higher safety index as the speed of the host vehicle M when changing lanes is closer to the legal speed.
- the planability index is an evaluation value based on the followability to the plan generated by the action plan generation unit 106 and / or the shortness of the trajectory.
- the action plan generation unit 106 determines that “run the central lane, change the lane to the right, and turn right at the intersection several tens of meters ahead”, the action plan generation unit 106 sets the lane change target position candidate located in front of the host vehicle M.
- the target position determining unit 115 determines a track that accelerates the host vehicle M and changes lanes when the planability index is low. This is because, when such a track is selected, the host vehicle M suddenly decelerates in front of the intersection, making it difficult to turn right.
- the planability index is evaluated to be lower as the possibility of realizing the plan generated by the action plan generation unit 106 becomes lower.
- FIG. 24 is a diagram illustrating an example of a criterion for trajectory determination based on the safety index and the planning index.
- the vertical axis shows planning, and the horizontal axis shows the safety index.
- the evaluation function f has a gradient in which the evaluation increases in the direction of the arrow ar in the figure.
- the target position determination unit 115 determines the lane change target position T # from the lane change target position candidates that are targets of the lane change target position determined in step S260 based on the evaluation result in step S268. (Step S270). Thereby, the process of this flowchart is complete
- the target position determination unit 115 determines the lane change target position based on the safety and planning of the track included in the control plan for lane change. As a result, the target position determination unit 115 can select the lane change target position that takes into consideration the planability after sufficiently considering safety.
- the target position determination unit 115 determines that the lane change is not possible when there is no lane change target position candidate that is the target of the lane change target position. Further, the target position determination unit 115 may determine that the lane change is not possible when the evaluation result of the lane change target position candidate in step S268 is less than the threshold value. In this case, the target position determination unit 115 may perform processing such as resetting the standby state or the target position.
- the narrowing-down unit 117 corresponds to a predetermined number (for example, three) of lane changeable periods in descending order of the lane changeable period among the lane changeable periods P derived by the lane changeable period derivation unit 113.
- the lane change target position candidate may be determined as a target of the lane change target position.
- the predetermined number described above or the predetermined period set in step S258 may be arbitrarily set. For example, it is set by the processing capacity per unit time of the processor including the lane change control unit 110. For example, when the processing capacity per unit time of the processor including the lane change control unit 110 is low, the vehicle control device 100 decreases the predetermined number described above and sets the predetermined period set in advance in step S258 to be longer. As a result, the processing to be executed within a predetermined time can be reduced. On the other hand, when the processing capacity per unit time of the processor including the lane change control unit 110 is high, the vehicle control device 100 increases the above-mentioned predetermined number and sets the predetermined period set in advance in step S258 to be short.
- the vehicle control apparatus 100 can derive an evaluation value for more lane change target position candidates, and can determine the lane change target position T # based on the derived score, so that a more optimal lane change target can be obtained.
- the position can be selected.
- the narrowing-down unit 117 selects the lane change target position corresponding to the lane changeable period P having the longest period among the lane changeable period P derived by the lane changeable period derivation unit 113 as the target of the lane change target position. May be determined as In this case, in the processing of the flowchart described above, the processing from step S258 to step S262 is omitted, and after the processing of step S264, the narrowing-down unit 117 sets the longest lane changeable period among all the lane changeable periods. To derive.
- the lane change target position for the lane changeable period longer than the preset period is determined as the target of the lane change target position.
- the processing load can be reduced because the processing is excluded from the processing target.
- FIG. 25 is a functional configuration diagram of the host vehicle M around the vehicle control device 100A according to the second embodiment.
- the vehicle control device 100A according to the second embodiment is different from the first embodiment in that the lane change control unit 110 includes a lane change enable / disable determination unit 116.
- the difference will be mainly described.
- FIG. 26 is a flowchart illustrating an example of a flow of processing executed by the lane change permission determination unit 116 according to the second embodiment.
- the lane change possibility determination unit 116 determines whether or not the monitoring target vehicle mC catches up with mB (step S400).
- the lane change possibility determination unit 116 When the monitoring target vehicle mC catches up with mB, the lane change possibility determination unit 116 generates a displacement trajectory of the own vehicle M with the point where the monitoring target vehicle mC catches up with mB as an end point (step S402). Next, the lane change possibility determination unit 116 determines whether the monitoring target vehicle mC catches up with mA before the monitoring target vehicle mC catches up with mB (step S404).
- the lane change possibility determination unit 116 automatically detects when the monitored vehicle mC catches up with mA. It is determined whether or not the vehicle M is ahead of the monitoring target vehicle mC (step S406).
- the lane change possibility determination unit 116 determines whether or not the trajectory of the own vehicle M satisfies the speed and acceleration constraints. Is determined (step S408).
- the speed and acceleration constraints are defined, for example, as being within a speed range where the legal speed is the upper limit and about 60% of the legal speed is the lower limit, and the acceleration / deceleration is less than the threshold value provided for each.
- the lane change permission determination unit 116 determines that the lane change is possible (step S410). On the other hand, if the trajectory of the host vehicle M does not satisfy the speed and acceleration constraints, the lane change permission determination unit 116 determines that the lane change is not possible (step S412).
- step S414 determines whether or not the monitoring target vehicle mC catches up with the mA (step S414).
- the lane change possibility determination unit 116 generates a trajectory of the own vehicle M with the point where the monitored vehicle mC catches up with mA as an end point (step) S416), the process proceeds to step S408.
- the lane change permission determination unit 116 determines that the lane change is possible (step S410).
- FIG. 27 is a functional configuration diagram of the host vehicle M around the vehicle control device 100B according to the third embodiment.
- the vehicle control device 100B according to the third embodiment does not include a configuration for generating an action plan in cooperation with the navigation device 50, and performs lane change control when an arbitrary lane change trigger is input. In other cases, control is performed in the manual operation mode.
- the vehicle position recognition unit 104 recognizes the vehicle position with reference to a GNSS receiver, map information, and the like (not necessarily belonging to the navigation device).
- the lane change trigger is generated when, for example, a switch operation for changing the lane is performed by the driver.
- the lane change trigger may be automatically generated according to the state of the vehicle.
- one lane change target position T # may be automatically set without setting a plurality of lane change target position candidates T.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
本願は、2015年7月15日に出願された日本国特願2015-141574号および2016年3月15日に出願された日本国特願2016-051135号に基づき優先権を主張し、その内容をここに援用する。
[車両構成]
図1は、第1の実施形態に係る車両制御装置100が搭載された車両(以下、自車両Mと称する)の有する構成要素を示す図である。車両制御装置100が搭載される車両は、例えば、二輪や三輪、四輪等の自動車であり、ディーゼルエンジンやガソリンエンジン等の内燃機関を動力源とした自動車や、電動機を動力源とした電気自動車、内燃機関および電動機を兼ね備えたハイブリッド自動車等を含む。また、上述した電気自動車は、例えば、二次電池、水素燃料電池、金属燃料電池、アルコール燃料電池等の電池により放電される電力を使用して駆動する。
以下、車両制御装置100について説明する。車両制御装置100は、例えば、外界認識部102と、自車位置認識部104と、行動計画生成部106と、車線変更制御部110と、走行制御部120と、制御切替部122と、記憶部130とを備える。外界認識部102、自車位置認識部104、行動計画生成部106、車線変更制御部110、走行制御部120、および制御切替部122のうち一部または全部は、CPU(Central Processing Unit)等のプロセッサがプログラムを実行することにより機能するソフトウェア機能部である。また、これらのうち一部または全部は、LSI(Large Scale Integration)やASIC(Application Specific Integrated Circuit)等のハードウェア機能部であってもよい。また、記憶部130は、ROM(Read Only Memory)やRAM(Random Access Memory)、HDD(Hard Disk Drive)、フラッシュメモリ等で実現される。プログラムは、予め記憶部130に格納されていてもよいし、車載インターネット設備等を介して外部装置からダウンロードされてもよい。また、プログラムを格納した可搬型記憶媒体が図示しないドライブ装置に装着されることで記憶部130にインストールされてもよい。
車線変更制御部110は、行動計画生成部106により行動計画に含まれる車線変更イベントが実施される際の制御を行う。車線変更制御部110は、例えば、ターゲット位置候補設定部111と、他車位置変化推定部112と、車線変更可能期間導出部113と、制御計画生成部114と、ターゲット位置決定部115とを備える。
ターゲット位置候補設定部111は、検出部DTにより検出された周辺車両の位置を参照し、まず車線変更の対象となる大枠の対象領域を設定し、対象領域内において、自車両Mが走行している走行車線(自車線)に隣接する隣接車線を走行する周辺車両に対する相対位置として、車線変更ターゲット位置候補を設定する。
図10は、前方基準車両および後方基準車両が対象領域Arに含まれないと定義した場合に、ターゲット位置候補設定部111が実行する処理を説明するための図である。なお、図5に示す場合とは、車線変更ターゲット位置候補Tを設定するに至る処理の過程が異なるが、結果としては同じであり、これらの処理は等価の関係にある。
パターン(a):mA-mB-M-mC
パターン(b):mB-mA-M-mC
パターン(c):mA-M-mB-mC
パターン(d):mA-mB-mC-M
パターン(e):mB-mA-mC-M
パターン(f):mB-mC-mA-M
なお、パターン(f)については、第1の実施形態におけるターゲット位置候補設定部111によっては設定されない車線変更ターゲット位置候補Tに基づいているため、ここでは参考例とする。
開始時点:いつでも。
終了時点:mCがmAに追いつく時点、またはmCがmBに追いつく時点のいずれか早い方。
開始時点:mBが自車両Mを追い抜く時点。
終了時点:mCがmAに追いつく時点、またはmCがmBに追いつく時点のいずれか早い方。
開始時点:自車両MがmCを追い抜く時点。
終了時点:mCがmAに追いつく時点、またはmCがmBに追いつく時点のいずれか早い方。
開始時点:mAがmCを追い抜く時点。
終了時点:mCがmBに追いつく時点(mCがmAに追いつくことは、開始時点の制約から考慮しない)。
なお、パターン(f)において、速度がmC>mB>mAの場合、mB>mC>mAの場合、およびmC>mA>mBの場合、車線変更は不可である。
走行制御部120は、制御切替部122による制御によって、制御モードを自動運転モードあるいは手動運転モードに設定し、設定した制御モードに従って制御対象を制御する。走行制御部120は、自動運転モード時において、行動計画生成部106によって生成された行動計画情報136を読み込み、読み込んだ行動計画情報136に含まれるイベントに基づいて制御対象を制御する。このイベントが車線変更イベントである場合、走行制御部120は、制御計画生成部114により生成された制御計画に従い、ステアリング装置92における電動モータの制御量(例えば回転数)と、走行駆動力出力装置90におけるECUの制御量(例えばエンジンのスロットル開度やシフト段等)とを決定する。走行制御部120は、イベントごとに決定した制御量を示す情報を、対応する制御対象に出力する。これによって、制御対象の各装置(90、92、94)は、走行制御部120から入力された制御量を示す情報に従って、自装置を制御することができる。また、走行制御部120は、車両センサ60の検出結果に基づいて、決定した制御量を適宜調整する。
以下、第1の実施形態の変形例について説明する。第1の実施形態の変形例の車両制御装置100は、導出した車線変更可能期間に基づいて、車線変更ターゲット位置候補を車線変更ターゲット位置の対象とするか否かを決定し、車線変更ターゲット位置の対象として決定された車線変更ターゲット位置候補のうちから車線変更ターゲット位置を決定する点で、第1の実施形態と相違する。以下、係る相違点を中心に説明する。
このような軌道を選択すると、自車両Mは交差点の手前で急減速して右折しにくくなるためである。計画性指数は、行動計画生成部106により生成された計画の実現の可能性が低くなる程低く評価される。
f=w1e1(w2e2+1)・・・(1)
以下、第2の実施形態について説明する。図25は、第2の実施形態に係る車両制御装置100Aを中心とした自車両Mの機能構成図である。第2の実施形態に係る車両制御装置100Aは、車線変更制御部110が車線変更可否判定部116を備える点で、第1の実施形態と相違する。以下、係る相違点を中心に説明する。
以下、第3の実施形態について説明する。図27は、第3の実施形態に係る車両制御装置100Bを中心とした自車両Mの機能構成図である。第3の実施形態に係る車両制御装置100Bは、ナビゲーション装置50との連携で行動計画を生成する構成を備えておらず、任意の車線変更トリガが入力されたときに車線変更制御を行い、それ以外の場合に手動運転モードで制御を行う。なお、自車位置認識部104は、GNSS受信機や地図情報等(ナビゲーション装置に属するものとは限らない)を参照して自車位置を認識する。
Claims (21)
- 自車両の周辺を走行する周辺車両を検出する検出部と、
前記検出部により検出された前記周辺車両の位置変化を推定する推定部と、
自車線に隣接する隣接車線を走行する前記周辺車両に対する相対位置として設定される車線変更ターゲット位置に車線変更可能な車線変更可能期間を、前記推定部により推定された前記周辺車両の位置変化に基づいて導出する期間導出部と、
を備える車両制御装置。 - 既に設定された車線変更ターゲット位置を、前記期間導出部により導出された車線変更可能期間が、予め設定された期間より長い車線変更ターゲット位置に絞り込む絞り込み部を、更に備える、
請求項1記載の車両制御装置。 - 既に設定された車線変更ターゲット位置を、前記期間導出部により導出された車線変更可能期間のうち、車線変更可能期間が長いものから順に所定数の車線変更可能期間に対応する車線変更ターゲット位置に絞り込む絞り込み部を、更に備える、
請求項1記載の車両制御装置。 - 既に設定された車線変更ターゲット位置を、前記期間導出部により導出された車線変更可能期間のうち、最も車線変更可能期間の長い車線変更可能期間に対応する車線変更ターゲット位置に絞り込む絞り込み部を、更に備える、
請求項1記載の車両制御装置。 - 前記絞り込み部により絞り込まれた車線変更ターゲット位置に対応する車線変更可能期間内に車線変更するための軌道を含む制御計画を生成する生成部と、
前記生成部により生成された前記制御計画に基づいて、前記自車両の走行制御を行う走行制御部と、を更に備える、
請求項2から4のうちいずれか1項記載の車両制御装置。 - 前記制御計画に関する、前記自車両と周辺物体との間隔を評価する安全性および前記軌道への追従性を含む要素を評価する計画性に基づいて、車線変更ターゲット位置を決定するターゲット位置決定部を、更に備える、
請求項5記載の車両制御装置。 - 前記制御計画のうち、前記自車両が車線変更するための前記軌道と周辺の物体との間隔が広い制御計画に対応する位置を、車線変更ターゲット位置として決定するターゲット位置決定部を、更に備える、
請求項5または6記載の車両制御装置。 - 前記制御計画のうち、前記車線変更の際に必要な前記自車両の加減速が小さい制御計画に対応する位置を、車線変更ターゲット位置として決定するターゲット位置決定部を、更に備える、
請求項5から7のうちいずれか1項記載の車両制御装置。 - 前記期間導出部により導出された車線変更可能期間内に車線変更するための軌道を含む制御計画を生成する生成部と、
前記生成部により生成された前記制御計画に基づいて、前記自車両の走行制御を行う走行制御部と、を更に備える、
請求項1記載の車両制御装置。 - 前記生成部は、前記期間導出部により導出された車線変更可能期間内に前記車線変更ターゲット位置に車線変更するための速度の制約を導出し、前記導出した速度の制約下で前記制御計画を生成する、
請求項9記載の車両制御装置。 - 前記期間導出部は、前記自車両と、前記検出部により検出された周辺車両のうち監視対象となる周辺車両との位置分布に応じて、異なる手法で前記車線変更可能期間を導出する、
請求項1から10のうちいずれか1項記載の車両制御装置。 - 前記監視対象となる周辺車両は、前記検出部により検出された周辺車両のうち前記自車両の直前を走行する周辺車両と、前記車線変更ターゲット位置の直前と直後を走行する周辺車両とを含む、
請求項11記載の車両制御装置。 - 前記期間導出部は、前記推定部により推定された前記周辺車両の位置変化に基づいて導出されるタイミングであって、前記検出部により検出された周辺車両のうち監視対象となる周辺車両が他の周辺車両に追いつくタイミングを基準として、前記車線変更可能期間を導出する、
請求項1から12のうちいずれか1項記載の車両制御装置。 - 前記期間導出部は、前記車線変更ターゲット位置の直後を走行する周辺車両が、前記車線変更ターゲット位置の直前を走行する周辺車両に追いつくまでの期間を、前記車線変更可能期間として導出する、
請求項13記載の車両制御装置。 - 前記期間導出部は、前記車線変更ターゲット位置の直後を走行する周辺車両が、前記自車両の直前を走行する周辺車両に追いつくまでの期間を、前記車線変更可能期間として導出する、
請求項13または14記載の車両制御装置。 - 前記期間導出部は、前記自車両が前記車線変更ターゲット位置の直後を走行する周辺車両を追い抜く必要がある場合、前記追い抜いた後の期間を、前記車線変更可能期間として導出する、
請求項13から15のうちいずれか1項記載の車両制御装置。 - 前記期間導出部は、前記自車両が前記車線変更ターゲット位置の直前を走行する周辺車両に追い抜かれる必要がある場合、前記追い抜かれた後の期間を、前記車線変更可能期間として導出する、
請求項13から16のうちいずれか1項記載の車両制御装置。 - 自車両の周辺を走行する周辺車両を検出する検出部と、
前記検出部により検出された前記周辺車両の位置変化を推定する推定部と、
前記検出部により検出された周辺車両のうち、自車線に隣接する隣接車線を走行する周辺車両に対する相対位置として設定される車線変更ターゲット位置の直後を走行する周辺車両が、他の周辺車両に追いつくか否かを判定し、前記判定の結果に基づいて、車線変更の可否を判定する判定部と、
を備える車両制御装置。 - 前記判定部は、自車線に隣接する隣接車線を走行する周辺車両に対する相対位置として設定される車線変更ターゲット位置の直後を走行する周辺車両が、他の周辺車両に追いつくと判定した場合、追いつく点を終点とした前記自車両の変位の軌跡を生成し、前記生成した軌跡が少なくとも速度に関する制約を満たす場合に、車線変更が可能であると判定する、
請求項18記載の車両制御装置。 - 自車両の周辺を走行する周辺車両を検出することと、
前記検出された前記周辺車両の位置変化を推定することと、
自車線に隣接する隣接車線を走行する前記周辺車両に対する相対位置として設定される車線変更ターゲット位置に車線変更可能な車線変更可能期間を、前記推定された周辺車両の位置変化に基づいて導出することと、
を含む車両制御方法。 - 車載コンピュータに、
自車両の周辺を走行する周辺車両を検出させることと、
前記検出された前記周辺車両の位置変化を推定させることと、
自車線に隣接する隣接車線を走行する前記周辺車両に対する相対位置として設定される車線変更ターゲット位置に車線変更可能な車線変更可能期間を、前記推定された周辺車両の位置変化に基づいて導出させることと、
を含む車両制御プログラム。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112016003174.2T DE112016003174T5 (de) | 2015-07-15 | 2016-07-05 | Fahrzeug-Regel-/Steuervorrichtung, Fahrzeug-Regel-/Steuerverfahren und Fahrzeug-Regel-/Steuerprogramm |
CN201680040134.3A CN107848531B (zh) | 2015-07-15 | 2016-07-05 | 车辆控制装置、车辆控制方法及存储车辆控制程序的介质 |
US15/742,603 US10759432B2 (en) | 2015-07-15 | 2016-07-05 | Vehicle control apparatus, vehicle control method, and vehicle control program |
JP2017528610A JP6421391B2 (ja) | 2015-07-15 | 2016-07-05 | 車両制御装置、車両制御方法、および車両制御プログラム |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2015-141574 | 2015-07-15 | ||
JP2015141574 | 2015-07-15 | ||
JP2016051135 | 2016-03-15 | ||
JP2016-051135 | 2016-03-15 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017010349A1 true WO2017010349A1 (ja) | 2017-01-19 |
Family
ID=57756938
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2016/069874 WO2017010349A1 (ja) | 2015-07-15 | 2016-07-05 | 車両制御装置、車両制御方法、および車両制御プログラム |
Country Status (5)
Country | Link |
---|---|
US (1) | US10759432B2 (ja) |
JP (1) | JP6421391B2 (ja) |
CN (1) | CN107848531B (ja) |
DE (1) | DE112016003174T5 (ja) |
WO (1) | WO2017010349A1 (ja) |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2018147040A (ja) * | 2017-03-01 | 2018-09-20 | 本田技研工業株式会社 | 車線変更推定装置、車線変更推定方法、およびプログラム |
WO2019155880A1 (ja) * | 2018-02-07 | 2019-08-15 | 日立オートモティブシステムズ株式会社 | 車両制御装置 |
JP2019217828A (ja) * | 2018-06-15 | 2019-12-26 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
JP2020035100A (ja) * | 2018-08-28 | 2020-03-05 | トヨタ自動車株式会社 | 自動運転システム |
JP2020157830A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JP2020157829A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JP2020157831A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JPWO2020201801A1 (ja) * | 2019-03-29 | 2020-10-08 | ||
JP2020175821A (ja) * | 2019-04-19 | 2020-10-29 | 日産自動車株式会社 | 走行支援方法及び走行支援装置 |
JP2021126991A (ja) * | 2020-02-13 | 2021-09-02 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
JP2021126990A (ja) * | 2020-02-13 | 2021-09-02 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
Families Citing this family (25)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9678506B2 (en) | 2014-06-19 | 2017-06-13 | Skydio, Inc. | Magic wand interface and other user interaction paradigms for a flying digital assistant |
US9798322B2 (en) | 2014-06-19 | 2017-10-24 | Skydio, Inc. | Virtual camera interface and other user interaction paradigms for a flying digital assistant |
EP3208786B1 (en) * | 2016-02-22 | 2023-06-07 | Volvo Car Corporation | Method and system for evaluating inter-vehicle traffic gaps and time instances to perform a lane change manoeuvre |
JP6604356B2 (ja) * | 2016-05-16 | 2019-11-13 | 株式会社デンソー | 支援装置、支援方法 |
US10435176B2 (en) | 2016-05-25 | 2019-10-08 | Skydio, Inc. | Perimeter structure for unmanned aerial vehicle |
US10520943B2 (en) * | 2016-08-12 | 2019-12-31 | Skydio, Inc. | Unmanned aerial image capture platform |
WO2018057455A1 (en) * | 2016-09-21 | 2018-03-29 | Apple Inc. | Vehicle control system |
US11295458B2 (en) | 2016-12-01 | 2022-04-05 | Skydio, Inc. | Object tracking by an unmanned aerial vehicle using visual sensors |
US10549759B1 (en) | 2017-01-19 | 2020-02-04 | State Farm Mutual Automobile Insurance Company | Apparatuses, systems and methods for improving operation of autonomous vehicles |
WO2018147207A1 (ja) * | 2017-02-13 | 2018-08-16 | 日立オートモティブシステムズ株式会社 | 自動車の走行制御装置、及び自動車の走行制御システム |
US10591920B2 (en) * | 2017-05-24 | 2020-03-17 | Qualcomm Incorporated | Holistic planning with multiple intentions for self-driving cars |
JP6800914B2 (ja) * | 2018-06-15 | 2020-12-16 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
CN108827331B (zh) * | 2018-06-27 | 2021-05-18 | 西南交通大学 | 一种基于邻域系统的智能车辆轨迹规划方法 |
CN109035863B (zh) * | 2018-08-09 | 2021-11-23 | 北京智行者科技有限公司 | 车辆强制换道行驶方法 |
JP2020113128A (ja) * | 2019-01-15 | 2020-07-27 | 本田技研工業株式会社 | 走行制御装置、走行制御方法およびプログラム |
JP2020131883A (ja) * | 2019-02-19 | 2020-08-31 | 本田技研工業株式会社 | 車両制御装置、車両および車両制御方法 |
CN113727895B (zh) * | 2019-03-29 | 2022-10-28 | 日产自动车株式会社 | 车辆控制方法以及车辆控制装置 |
KR20210035523A (ko) * | 2019-09-24 | 2021-04-01 | 현대자동차주식회사 | 차량 주행제어 방법 및 장치 |
EP4077083A1 (en) | 2019-12-18 | 2022-10-26 | Volvo Truck Corporation | A method for providing a positive decision signal for a vehicle |
US11292470B2 (en) * | 2020-01-06 | 2022-04-05 | GM Global Technology Operations LLC | System method to establish a lane-change maneuver |
JP7393260B2 (ja) * | 2020-03-16 | 2023-12-06 | 本田技研工業株式会社 | 推定装置 |
US11904890B2 (en) * | 2020-06-17 | 2024-02-20 | Baidu Usa Llc | Lane change system for lanes with different speed limits |
CN112124313B (zh) * | 2020-09-29 | 2022-07-08 | 重庆长安汽车股份有限公司 | 基于自动驾驶换道的目标车辆选择方法、车辆及存储介质 |
CN116653964B (zh) * | 2023-07-31 | 2023-09-29 | 福思(杭州)智能科技有限公司 | 变道纵向速度规划方法、装置和车载设备 |
CN117681879A (zh) * | 2024-02-04 | 2024-03-12 | 上海鉴智其迹科技有限公司 | 一种车辆变道方法、装置、电子设备及存储介质 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005038325A (ja) * | 2003-07-18 | 2005-02-10 | Nissan Motor Co Ltd | 車線変更支援装置 |
JP2009078735A (ja) * | 2007-09-27 | 2009-04-16 | Hitachi Ltd | 走行支援装置 |
JP2014019387A (ja) * | 2012-07-23 | 2014-02-03 | Nissan Motor Co Ltd | 走行制御装置及び走行制御方法 |
JP2014076689A (ja) * | 2012-10-09 | 2014-05-01 | Toyota Motor Corp | 車両制御装置 |
Family Cites Families (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5166681A (en) * | 1990-07-30 | 1992-11-24 | Bottesch H Werner | Passive vehicle presence detection system |
DE4313568C1 (de) | 1993-04-26 | 1994-06-16 | Daimler Benz Ag | Verfahren zur Leithilfe für einen Fahrspurwechsel durch ein Kraftfahrzeug |
DE69535394T2 (de) * | 1994-12-28 | 2007-10-31 | Omron Corp. | Verkehrsinformationssystem |
US7720580B2 (en) * | 2004-12-23 | 2010-05-18 | Donnelly Corporation | Object detection system for vehicle |
EP1858745B1 (de) * | 2005-03-03 | 2013-05-08 | Continental Teves AG & Co. oHG | Verfahren und vorrichtung zum vermeiden einer kollision bei einem spurwechsel eines fahrzeugs |
EP2119617A1 (en) | 2008-05-12 | 2009-11-18 | IVECO S.p.A. | Vehicle driving aid system for lane changing assistance |
US8170739B2 (en) | 2008-06-20 | 2012-05-01 | GM Global Technology Operations LLC | Path generation algorithm for automated lane centering and lane changing control system |
US8428843B2 (en) * | 2008-06-20 | 2013-04-23 | GM Global Technology Operations LLC | Method to adaptively control vehicle operation using an autonomic vehicle control system |
JP4656456B2 (ja) * | 2008-10-22 | 2011-03-23 | 日本電気株式会社 | 車線区画線検出装置、車線区画線検出方法、及び車線区画線検出プログラム |
US8265850B2 (en) * | 2009-02-02 | 2012-09-11 | GM Global Technology Operations LLC | Method and apparatus for target vehicle following control for adaptive cruise control |
KR101345209B1 (ko) | 2009-03-02 | 2013-12-27 | 주식회사 만도 | 적응 순항 제어시스템 및 그 차선 변경방법 |
US8244408B2 (en) * | 2009-03-09 | 2012-08-14 | GM Global Technology Operations LLC | Method to assess risk associated with operating an autonomic vehicle control system |
US8384531B2 (en) * | 2009-04-02 | 2013-02-26 | GM Global Technology Operations LLC | Recommended following distance on full-windshield head-up display |
JP5407952B2 (ja) * | 2009-06-18 | 2014-02-05 | 日産自動車株式会社 | 車両運転支援装置及び車両運転支援方法 |
US20110190972A1 (en) * | 2010-02-02 | 2011-08-04 | Gm Global Technology Operations, Inc. | Grid unlock |
JP2012226392A (ja) * | 2011-04-14 | 2012-11-15 | Honda Elesys Co Ltd | 運転支援システム |
US10023230B2 (en) * | 2012-11-29 | 2018-07-17 | Toyota Jidosha Kabushiki Kaisha | Drive assist device, and drive assist method |
JP6170704B2 (ja) * | 2013-03-29 | 2017-07-26 | 富士通テン株式会社 | レーダ装置、および、信号処理方法 |
JP6294594B2 (ja) * | 2013-04-19 | 2018-03-14 | 株式会社デンソーテン | レーダ装置、及び、信号処理方法 |
JP5821917B2 (ja) * | 2013-09-20 | 2015-11-24 | トヨタ自動車株式会社 | 運転支援装置 |
JP5939224B2 (ja) * | 2013-10-03 | 2016-06-22 | 株式会社デンソー | 先行車選択装置 |
US9174672B2 (en) * | 2013-10-28 | 2015-11-03 | GM Global Technology Operations LLC | Path planning for evasive steering maneuver in presence of target vehicle and surrounding objects |
KR101480652B1 (ko) * | 2013-12-11 | 2015-01-09 | 현대자동차주식회사 | 차선 변경 제어 장치 및 그 변경 제어 방법 |
CN103942960B (zh) | 2014-04-22 | 2016-09-21 | 深圳市宏电技术股份有限公司 | 一种车辆变道检测方法及装置 |
KR101610544B1 (ko) * | 2014-11-21 | 2016-04-07 | 현대자동차주식회사 | 차량의 자율 주행 시스템 및 방법 |
CN104648399B (zh) | 2014-12-10 | 2017-02-22 | 北京信息科技大学 | 一种车辆自动并线的方法和装置 |
-
2016
- 2016-07-05 WO PCT/JP2016/069874 patent/WO2017010349A1/ja active Application Filing
- 2016-07-05 JP JP2017528610A patent/JP6421391B2/ja active Active
- 2016-07-05 DE DE112016003174.2T patent/DE112016003174T5/de active Pending
- 2016-07-05 CN CN201680040134.3A patent/CN107848531B/zh active Active
- 2016-07-05 US US15/742,603 patent/US10759432B2/en active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005038325A (ja) * | 2003-07-18 | 2005-02-10 | Nissan Motor Co Ltd | 車線変更支援装置 |
JP2009078735A (ja) * | 2007-09-27 | 2009-04-16 | Hitachi Ltd | 走行支援装置 |
JP2014019387A (ja) * | 2012-07-23 | 2014-02-03 | Nissan Motor Co Ltd | 走行制御装置及び走行制御方法 |
JP2014076689A (ja) * | 2012-10-09 | 2014-05-01 | Toyota Motor Corp | 車両制御装置 |
Cited By (25)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10783789B2 (en) | 2017-03-01 | 2020-09-22 | Honda Motor Co., Ltd. | Lane change estimation device, lane change estimation method, and storage medium |
JP2018147040A (ja) * | 2017-03-01 | 2018-09-20 | 本田技研工業株式会社 | 車線変更推定装置、車線変更推定方法、およびプログラム |
WO2019155880A1 (ja) * | 2018-02-07 | 2019-08-15 | 日立オートモティブシステムズ株式会社 | 車両制御装置 |
JP2019137139A (ja) * | 2018-02-07 | 2019-08-22 | 日立オートモティブシステムズ株式会社 | 車両制御装置 |
JP2019217828A (ja) * | 2018-06-15 | 2019-12-26 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
JP7077870B2 (ja) | 2018-08-28 | 2022-05-31 | トヨタ自動車株式会社 | 自動運転システム |
JP2020035100A (ja) * | 2018-08-28 | 2020-03-05 | トヨタ自動車株式会社 | 自動運転システム |
JP7156989B2 (ja) | 2019-03-25 | 2022-10-19 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JP7156988B2 (ja) | 2019-03-25 | 2022-10-19 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
CN111731294A (zh) * | 2019-03-25 | 2020-10-02 | 本田技研工业株式会社 | 行驶控制装置、行驶控制方法以及存储程序的存储介质 |
CN111731296A (zh) * | 2019-03-25 | 2020-10-02 | 本田技研工业株式会社 | 行驶控制装置、行驶控制方法以及存储程序的存储介质 |
JP2020157831A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
CN111731294B (zh) * | 2019-03-25 | 2023-08-01 | 本田技研工业株式会社 | 行驶控制装置、行驶控制方法以及存储程序的存储介质 |
CN111731296B (zh) * | 2019-03-25 | 2023-06-20 | 本田技研工业株式会社 | 行驶控制装置、行驶控制方法以及存储程序的存储介质 |
JP2020157829A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JP7152339B2 (ja) | 2019-03-25 | 2022-10-12 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JP2020157830A (ja) * | 2019-03-25 | 2020-10-01 | 本田技研工業株式会社 | 走行制御装置、走行制御方法、およびプログラム |
JPWO2020201801A1 (ja) * | 2019-03-29 | 2020-10-08 | ||
JP7143939B2 (ja) | 2019-03-29 | 2022-09-29 | 日産自動車株式会社 | 車両制御方法及び車両制御装置 |
JP2020175821A (ja) * | 2019-04-19 | 2020-10-29 | 日産自動車株式会社 | 走行支援方法及び走行支援装置 |
JP7284623B2 (ja) | 2019-04-19 | 2023-05-31 | 日産自動車株式会社 | 走行支援方法及び走行支援装置 |
JP2021126990A (ja) * | 2020-02-13 | 2021-09-02 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
JP2021126991A (ja) * | 2020-02-13 | 2021-09-02 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
JP7373118B2 (ja) | 2020-02-13 | 2023-11-02 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
JP7375596B2 (ja) | 2020-02-13 | 2023-11-08 | マツダ株式会社 | 走行経路生成システム及び車両運転支援システム |
Also Published As
Publication number | Publication date |
---|---|
US10759432B2 (en) | 2020-09-01 |
JP6421391B2 (ja) | 2018-11-14 |
JPWO2017010349A1 (ja) | 2018-04-05 |
CN107848531A (zh) | 2018-03-27 |
DE112016003174T5 (de) | 2018-03-29 |
US20180201272A1 (en) | 2018-07-19 |
CN107848531B (zh) | 2020-12-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6421391B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6446731B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6446732B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6569186B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6344695B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6288590B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6270227B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6304894B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
WO2017159539A1 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6582319B2 (ja) | 車両制御システム、車両制御方法、および車両制御プログラム | |
JP6600892B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6303217B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
WO2017138513A1 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JPWO2017158731A1 (ja) | 車両制御システム、車両制御方法、および車両制御プログラム | |
JPWO2017199751A1 (ja) | 車両制御システム、車両制御方法、および車両制御プログラム | |
JP2017165153A (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP2017165156A (ja) | 車両制御システム、車両制御方法、および車両制御プログラム | |
JP6442771B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6429219B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP6304504B2 (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP2017144886A (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP2017081421A (ja) | 車両制御装置、車両制御方法、および車両制御プログラム | |
JP2017213936A (ja) | 車両制御システム、車両制御方法、および車両制御プログラム | |
JP2017081432A (ja) | 車両制御装置、車両制御方法、および車両制御プログラム |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16824329 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2017528610 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 15742603 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112016003174 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16824329 Country of ref document: EP Kind code of ref document: A1 |