JP2021142902A - Control device and vehicle - Google Patents

Abstract

To provide a new technique for controlling acceleration of an own vehicle with respect to another vehicle existing laterally to the own vehicle.SOLUTION: A control device for controlling travel of a vehicle has: a recognition part which recognizes another vehicle existing on an adjacent lane adjacent to a travel lane of an own vehicle; and a control part which controls travel of the own vehicle according to relative positions of the other vehicle recognized by the recognition part and the own vehicle. The control part performs deceleration control for decelerating the own vehicle when the other vehicle is positioned in the front of the own vehicle in the state that at least a part of the other vehicle overlaps with the own vehicle when viewed from the front.SELECTED DRAWING: Figure 4

Description

The present invention relates to a control device and a vehicle that control the traveling of the vehicle.

In vehicles such as four-wheeled vehicles, as a driving support technology that reduces the driving load of the driver, adaptive cruise that follows the preceding vehicle while maintaining an appropriate inter-vehicle distance between the own vehicle and the preceding vehicle. A function called control (ACC) is known. In ACC, when the own vehicle approaches the preceding vehicle, the distance and speed difference between the own vehicle and the preceding vehicle are measured, and the acceleration / deceleration of the own vehicle is automatically controlled. Further, in ACC, when another vehicle interrupts (changes lane) between the own vehicle and the preceding vehicle, the following vehicle automatically follows the other vehicle so that the own vehicle follows the other vehicle. Switch.

In recent years, the development and research of such ACC-related technologies have been enthusiastically promoted (see Patent Document 1). For example, in Patent Document 1, it is determined whether or not another vehicle changes lanes (interrupts) according to the behavior of another vehicle traveling in an adjacent lane adjacent to the traveling lane of the own vehicle, and the own vehicle is determined according to the determination. A technology for preventing unnecessary acceleration / deceleration of the own vehicle by controlling the traveling of the vehicle is disclosed. In such a technology, whether or not another vehicle changes lanes is determined by the running posture of the other vehicle, the temporal change of the running posture, the presence or absence of the point deduction of the direction indicator, the relative position of the other vehicle with respect to the own vehicle, and the relative position. It is judged from the amount of change of.

Japanese Unexamined Patent Publication No. 2019-55675

However, in the technique disclosed in Patent Document 1, the other vehicle traveling in the adjacent lane is intended to be a vehicle traveling diagonally in front of the own vehicle or a vehicle traveling diagonally behind the own vehicle. It is not intended for vehicles that are next to (just beside) the vehicle. In other words, in the technique disclosed in Patent Document 1, how to control the acceleration / deceleration (running) of the own vehicle with respect to the vehicle existing next to the own vehicle, for example, traveling in an adjacent lane. No consideration is given to the case where the other vehicle changes lane to the driving lane of the own vehicle (interrupts in front of the own vehicle) from the state where the other vehicle overlaps with the own vehicle to the side.

An object of the present invention is to provide a new technique for controlling acceleration / deceleration of the own vehicle with respect to another vehicle existing next to the own vehicle.

The control device as one aspect of the present invention is a control device that controls the running of a vehicle, and is recognized by a recognition unit that recognizes another vehicle existing in an adjacent lane adjacent to the traveling lane of the own vehicle, and a recognition unit. It has a control unit that controls the running of the own vehicle according to the relative position between the other vehicle and the own vehicle, and the control unit sees the other vehicle from the side and the other vehicle. It is characterized in that deceleration control for decelerating the own vehicle is performed when the other vehicle is located in front of the own vehicle in a state where at least a part of the above is overlapped with the own vehicle.

The vehicle as another aspect of the present invention is a recognition unit that recognizes another vehicle existing in an adjacent lane adjacent to the traveling lane of the own vehicle, and a relative relationship between the other vehicle recognized by the recognition unit and the own vehicle. It has a control unit that controls the traveling of the own vehicle according to the position, and the control unit has at least a part of the other vehicle overlapping the own vehicle when the other vehicle is viewed from the side. In the state, when the other vehicle is located in front of the own vehicle, deceleration control for decelerating the speed of the own vehicle is performed.

Further objects or other aspects of the invention will be manifested in embodiments described below with reference to the accompanying drawings.

According to the present invention, for example, it is possible to provide a new technique for controlling acceleration / deceleration of the own vehicle with respect to another vehicle existing next to the own vehicle.

It is a block diagram which shows the structure of the control device as one aspect of this invention. It is a figure for demonstrating an example of the problem in the technique concerning ACC. It is a flowchart for demonstrating ACC in this Embodiment. It is a figure for demonstrating ACC in this embodiment. It is a figure for demonstrating ACC in this embodiment.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. The following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configuration will be given the same reference number, and duplicated explanations will be omitted.

FIG. 1 is a block diagram showing a configuration of a control device as one aspect of the present invention. The control device shown in FIG. 1 is a device that controls the running of the vehicle 1, and in the present embodiment, controls the automatic driving of the vehicle 1. In FIG. 1, the outline of the vehicle 1 is shown in a plan view and a side view. The vehicle 1 is, for example, a sedan-type four-wheeled passenger car (four-wheeled vehicle).

The control device shown in FIG. 1 includes a control unit 2 (control unit). The control unit 2 includes a plurality of ECUs 20 to 29 that are communicably connected by an in-vehicle network. Each of the ECUs 20 to 29 includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor and data used by the processor for processing. Each of the ECUs 20 to 29 may include a plurality of processors, storage devices, interfaces, and the like.

Hereinafter, the functions and the like in charge of each of the ECUs 20 to 29 will be described. The number of ECUs and the functions in charge can be appropriately designed, and can be subdivided or integrated from the present embodiment.

The ECU 20 executes control related to the automatic driving of the vehicle 1. In automatic driving, at least one of steering and acceleration / deceleration of the vehicle 1 is automatically controlled. As will be described later, in the present embodiment, the ECU 20 automatically controls the acceleration / deceleration of the vehicle 1.

The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism for steering the front wheels in response to a driver's driving operation (steering operation) with respect to the steering wheel 31. Further, the electric power steering device 3 includes a motor that exerts a driving force for assisting the steering operation or automatically steering the front wheels, a sensor that detects the steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to an instruction from the ECU 20 to control the traveling direction of the vehicle 1.

The ECUs 22 and 23 control the detection units 41 to 43 that detect the surrounding situation of the vehicle 1 and process the information processing of the detection result. The detection unit 41 is a camera that photographs the front of the vehicle 1 (hereinafter, may be referred to as a camera 41). In this embodiment, two cameras 41 are provided on the front portion of the roof of the vehicle 1. By analyzing the image taken by the camera 41, it is possible to extract the outline of the target, the lane marking line (for example, the white line) on the road, and the like. As a result, the ECUs 22 and 23 can detect pedestrians and other vehicles, and more specifically, the pedestrian in front, the type of other vehicle (front vehicle) (large vehicle, ordinary vehicle, etc.), and the road. Information (sidewalks, shoulders, roads, etc.) and obstacles on the road can be recognized.

The detection unit 42 is a lidar (LIDER: Light Detection and Ranger (for example, laser radar), hereinafter may be referred to as a lidar 42). The rider 42 detects a target around the vehicle 1 and measures the distance to the target. In the present embodiment, five riders 42 are provided, one at each corner of the front portion of the vehicle 1, one at the center of the rear portion, and one at each side of the rear portion. The detection unit 43 is a millimeter-wave radar (hereinafter, may be referred to as a radar 43). The radar 43 detects a target around the vehicle 1 and measures the distance to the target. In the present embodiment, five radars 43 are provided, one in the center of the front part of the vehicle 1, one in each corner of the front part, and one in each corner of the rear part. There is.

The ECU 22 controls one of the cameras 41 and each rider 42 and processes the detection result. The ECU 23 controls the other camera 41 and each radar 43 and processes the information processing of the detection result. In this way, by providing two sets of devices for detecting the surrounding conditions of the vehicle 1, the reliability of the detection result is improved, and by providing different types of detection units such as a camera, a rider, and a radar, the vehicle It is possible to perform multifaceted analysis of the surrounding environment. Further, the ECUs 22 and 23 detect the relative speed between the vehicle 1 and the target based on the distances to the target around the vehicle 1 measured by the rider 42 and the radar 43, respectively, or the absolute speed of the vehicle 1 is detected. It is also possible to detect the absolute speed of the target around the vehicle 1 based on the speed information.

The ECU 24 processes control and detection results of the gyro sensor 5, GPS sensor 24b, and communication device 24c, or information processing of the communication result. The gyro sensor 5 detects the rotational movement of the vehicle 1. The course of the vehicle 1 can be determined from the detection result of the gyro sensor 5 and the wheel speed. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c wirelessly communicates with a server that provides map information and traffic information, and acquires such information. The ECU 24 can access the map information database 24a built in the storage device, and searches for a route from the current location to the destination. Further, the ECU 24 includes a communication device 24d for vehicle-to-vehicle communication. The communication device 24d wirelessly communicates with other vehicles in the vicinity and exchanges information between the vehicles.

The ECU 25 controls the power plant 6. The power plant 6 is a mechanism that outputs a driving force for rotating the driving wheels of the vehicle 1, and includes, for example, an engine and a transmission. The ECU 25 controls the engine output in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, or the vehicle speed detected by the vehicle speed sensor 7c. The shift stage of the transmission is switched based on the information such as. When the operating state of the vehicle 1 is automatic operation, the ECU 25 automatically controls the power plant 6 in response to an instruction from the ECU 20 to control acceleration / deceleration of the vehicle 1.

The ECU 26 controls a light device (headlight, tail light, etc.) including a direction indicator 8a (winker). In the present embodiment, the direction indicator 8a is provided on the front portion, the door mirror, and the rear portion of the vehicle 1.

The ECU 27 controls the detection unit 9 that detects the situation inside the vehicle and processes the detection result. As the detection unit 9, in the present embodiment, a camera 9a for photographing the inside of the vehicle and an input device 9b for receiving information input from the occupants in the vehicle are provided. In the present embodiment, the camera 9a is provided on the front portion of the roof of the vehicle 1 and photographs the occupants (for example, the driver) in the vehicle. The input device 9b is a group of switches that are arranged at a position that can be operated by an occupant in the vehicle and give an instruction to the vehicle 1.

The ECU 28 controls the output device 10. The output device 10 outputs information to the driver and accepts input of information from the driver. The voice output device 10a notifies the driver of information by voice. The display device 10b notifies the driver of information by displaying an image. The display device 10b is arranged in front of the driver's seat, for example, and constitutes an instrument panel or the like. In this embodiment, the voice and the display are illustrated, but the information may be notified by vibration or light. In addition, information may be transmitted by combining a plurality of voices, displays, vibrations, and lights.

The ECU 29 controls the braking device 11 and the parking brake (not shown). The brake device 11 is, for example, a disc brake device, which is provided on each wheel of the vehicle 1 and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. The ECU 29 controls the operation of the brake device 11 in response to the driver's driving operation (brake operation) detected by the operation detection sensor 7b provided on the brake pedal 7B, for example. When the driving state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the braking device 11 in response to an instruction from the ECU 20 to control deceleration and stopping of the vehicle 1. The braking device 11 and the parking brake can also be operated to maintain the stopped state of the vehicle 1. Further, when the transmission of the power plant 6 has a parking lock function, it is also possible to operate the parking lock function in order to maintain the stopped state of the vehicle 1.

In the vehicle 1 configured in this way, automatic driving is provided as a driving support technique for reducing the driving load of the driver. In the present embodiment, as automatic driving, adaptive cruise control (ACC) is provided in which the vehicle follows the preceding vehicle while maintaining an appropriate inter-vehicle distance between the own vehicle (vehicle 1) and the preceding vehicle. In the ACC, when the own vehicle approaches the preceding vehicle, the ECU 20 automatically controls the acceleration / deceleration of the own vehicle so that the own vehicle follows the preceding vehicle. Here, the preceding vehicle is a vehicle existing in front of the traveling lane of the own vehicle, that is, a vehicle traveling in front of the own vehicle in the same lane.

However, there are issues to be improved in the technology related to ACC. For example, in reality, not only the own vehicle and the preceding vehicle, but also a vehicle existing in an adjacent lane adjacent to the traveling lane of the own vehicle, that is, a vehicle traveling in the adjacent lane (hereinafter referred to as another vehicle) also exists. .. Therefore, in ACC, how to control the running (acceleration / deceleration) of the own vehicle with respect to other vehicles, particularly other vehicles (vehicles running side by side with the own vehicle) existing next to (immediately beside) the own vehicle. It becomes an issue. For example, as shown in FIG. 2, ACC is provided, in the case of running on a first lane L _{1 (driving} lane) As the vehicle 1 is to follow the preceding vehicle V1, is adjacent to the first lane L1 Traveling in the second lane L ₂ (adjacent lane), another vehicle V2 existing next to the _{own vehicle 1 has changed lanes from the second lane L 2} to the first lane L ₁ (own vehicle 1 and the preceding vehicle V1). It is necessary to appropriately perform acceleration / deceleration of the own vehicle 1, particularly deceleration control for decelerating the own vehicle 1 in the case of (interrupting in between). The other vehicle existing next to the own vehicle also includes a vehicle in which at least a part of the other vehicle is overlapped with the own vehicle when the other vehicle is viewed from the side.

Therefore, in the present embodiment, in the situation shown in FIG. 2, the ECU 20 uses the own vehicle according to the relative position between the other vehicle V2 and the own vehicle 1 detected (recognized) by the detection units 41, 42, and 43. Control the running of 1. At this time, the ECU 20 performs deceleration control for decelerating the own vehicle 1 when the other vehicle V2 is located in front of the own vehicle 1 in a state where the other vehicle V2 exists next to the own vehicle 1. conduct. This is based on the idea that the own vehicle 1 gives way in order to prevent sudden deceleration in response to a lane change (interruption) of another vehicle V2. The relative position between the other vehicle V2 and the own vehicle 1 means the positional relationship between the other vehicle V2 and the own vehicle 1 in the traveling direction of the own vehicle 1.

Hereinafter, with reference to FIG. 3, the ACC in the present embodiment, in particular, the process related to the deceleration control of the own vehicle 1 will be described. The process shown in FIG. 3 is performed by the ECU 20 centrally controlling each part of the vehicle 1 and the control device (FIG. 1). Here, it is assumed that the vehicle 1 is ACC is performed so as to follow the running to the preceding vehicle V1, the travel lane in which the vehicle 1 is traveling with the first lane L _1, adjacent to the first lane L ₁ the adjacent lane to the second lane L _2.

_{In S11, the ECU 20} determines whether or not the detection units 41 to 43 have detected (recognized) another vehicle V2 traveling in the second lane L2. As described above, the detection units 41 to 43 function as a recognition unit that recognizes the other vehicle V2, as described above. If the other vehicle V2 is not detected, the determination (S11) of whether or not the other vehicle V2 is detected is repeated at regular intervals until the ACC is completed (released). On the other hand, when another vehicle V2 is detected, the process proceeds to S12.

In S12, the ECU 20 determines whether or not the other vehicle V2 detected in S11 exists next to the own vehicle 1, specifically, as described above, at least the other vehicle V2 when viewed from the side. It is determined whether or not a part of the vehicle overlaps with the own vehicle 1. When the other vehicle V2 does not exist next to the own vehicle 1, the process proceeds to S11 to determine whether or not the other vehicle V2 is detected by the detection units 41 to 43 (S11), and the other vehicle V2. Repeats the determination (S12) as to whether or not is present next to the own vehicle 1. On the other hand, when the other vehicle V2 exists next to the own vehicle 1, the process proceeds to S13.

In S13, the ECU 20 determines whether or not the other vehicle V2 is located ahead of the own vehicle 1. The determination of whether or not the other vehicle V2 is located ahead of the own vehicle 1 is determined by, for example, as shown in FIGS. 4A and 4B, the reference position RP1 set in the own vehicle 1 is set. And other vehicle V2. Then, as shown in FIG. 4A, if at least a part of the other vehicle V2 is present in front of the reference position RP1 in the traveling direction of the own vehicle 1, the other vehicle V2 is more than the own vehicle 1. Judge that it exists in front. On the other hand, as shown in FIG. 4B, if the other vehicle V2 does not exist in front of the reference position RP1 in the traveling direction of the own vehicle 1, the other vehicle V2 exists in front of the own vehicle 1. It is determined that the vehicle does not exist, that is, it exists behind the own vehicle 1. The reference position RP1 represents the position of the own vehicle 1 when performing various processes related to the position of the own vehicle 1, and is a representative position of the own vehicle 1, specifically, the own vehicle. It is preset at the center of gravity (center) of 1, the front end of the own vehicle 1, the rear end of the own vehicle 1, and the like.

Further, in the present embodiment, it is determined whether or not the other vehicle V2 is located in front of the own vehicle 1 by comparing the reference position RP1 of the own vehicle 1 with the other vehicle V2. By setting a reference position for the vehicle V2 and comparing the reference position RP1 of the own vehicle 1 with the reference position of the other vehicle V2, it is determined whether or not the other vehicle V2 is located ahead of the own vehicle 1. You may. At this time, the reference position of the other vehicle V2 may be set corresponding to the reference position RP1 of the own vehicle 1. For example, when the reference position RP1 of the own vehicle 1 is set to the center of gravity, the reference position may be set to the center of gravity of the other vehicle V2.

When the other vehicle V2 is not located in front of the own vehicle 1, it shifts to S11 and determines whether or not the other vehicle V2 is detected by the detection units 41 to 43 (S11), and the other vehicle V2 The determination of whether or not the vehicle exists next to the own vehicle 1 (S12) and the determination of whether or not the other vehicle V2 is located in front of the own vehicle 1 (S13) are repeated. On the other hand, when the other vehicle V2 is located ahead of the own vehicle 1, the process proceeds to S14.

In S14, the ECU 20 performs deceleration control for decelerating the own vehicle 1. Specifically, as described above, the ECU 20 automatically controls the brake device 11 via the ECU 29 to decelerate the own vehicle 1. At this time, as described above, the ECU 20 may control the acceleration / deceleration of the own vehicle 1 by automatically controlling the power plant 6 via the ECU 25. In other words, if the own vehicle 1 is eventually decelerated, the deceleration and acceleration of the own vehicle 1 may be combined and controlled.

In S15, the ECU 20 determines whether or not to terminate (release) the ACC. If the ACC is not terminated, the process proceeds to S11, and if the ACC is terminated, the process is terminated. The determination as to whether or not to end the ACC may be performed as follows. For example, the ECU 20 receives an instruction to end the ACC from the driver (occupant) via the input device 9b, arrives at the destination, or stops the power plant 6 (engine). Is determined to end. Further, the ECU 20 may determine that the ACC is terminated when the ACC exits a predetermined area (ACC compatible area) such as an expressway.

According to the present embodiment, a new technique for controlling acceleration / deceleration of the own vehicle 1 is provided for the other vehicle V2 existing next to the own vehicle 1, and the other vehicle V2 exists next to the own vehicle 1. In this case, deceleration control can be appropriately performed. Such deceleration control is particularly useful when the other vehicle V2 present on the side of the vehicle 1, such as coming to a lane change from the second lane L ₂ to the first lane L ₁ (preferred).

Further, in the present embodiment, the other vehicle V2 is the own vehicle on the premise that the follow-up running control for following the running of the own vehicle 1 to the running of the preceding vehicle V1 is performed, that is, ACC is performed. An example of performing deceleration control for decelerating the own vehicle 1 when the vehicle is located ahead of 1 has been described, but the present invention is not limited to this. For example, the present invention is applicable as long as the other vehicle V2 exists next to the own vehicle 1 even if the ACC is not performed.

Further, it is determined whether or not the other vehicle V2 is located in front of the own vehicle 1 (S13), that is, whether or not the other vehicle V2 is located in front of or behind the own vehicle 1. Then, it is advisable to change the judgment criteria according to the total length and type of the other vehicle V2.

For example, when the total length of the other vehicle V2 is long, the other vehicle V2 is not located in front of the own vehicle 1, that is, is located behind, as compared with the case where the total length of the other vehicle V2 is short. In order to make the determination easier, it is advisable to tighten the criteria for determining that the other vehicle V2 is located ahead of the own vehicle 1. Specifically, the reference position RP1 set in the own vehicle 1 is moved (changed) forward, for example, as shown in FIG. 5, the reference position RP1 set in the center of gravity of the own vehicle 1 is changed. Move (change) to the front end of the vehicle 1. With reference to FIG. 5, when the reference position RP1 is set to the center of gravity of the own vehicle 1, another vehicle V2 determined to be located in front of the own vehicle 1 sets the reference position RP1 to the own vehicle. By moving to the front end portion of 1, it is determined that the vehicle is not located in front of the own vehicle 1, that is, is located behind the own vehicle 1. When the overall length of the other vehicle V2 is long, it generally takes time for the other vehicle V2 to overtake the own vehicle 1, so if the timing for decelerating the own vehicle 1 is early, the driver of the own vehicle 1 feels uncomfortable. I have something to remember. Therefore, as described above, by making it easier to determine that the other vehicle V2 is located behind the own vehicle 1, it is possible to suppress (prevent) the timing of decelerating the own vehicle 1 from becoming too early. ..

Similarly, when the other vehicle V2 is a large vehicle, the other vehicle V2 is not located in front of the own vehicle 1, that is, is located behind, as compared with the case where the other vehicle V2 is not a large vehicle. It is advisable to tighten the criteria for determining that the other vehicle V2 is located in front of the own vehicle 1 so that it can be easily determined that the vehicle is present. Specifically, as shown in FIG. 5, the reference position RP1 set in the own vehicle 1 may be moved (changed) forward. When the other vehicle V2 is a large vehicle, it generally takes time for the other vehicle V2 to overtake the own vehicle 1. Therefore, as described above, the other vehicle V2 is located behind the own vehicle 1. By making it easier to determine that the vehicle 1 is present, it is possible to prevent (prevent) the timing of decelerating the own vehicle 1 from becoming too early.

Further, it is determined whether or not the other vehicle V2 is located in front of the own vehicle 1 (S13), that is, whether or not the other vehicle V2 is located in front of or behind the own vehicle 1. Then, the criterion for determination may be changed according to the traveling speed of the other vehicle V2 and the traveling speed of the own vehicle 1. For example, when the traveling speed of the other vehicle V2 is faster than the traveling speed of the own vehicle 1, and the speed difference (relative speed) between the traveling speed of the own vehicle 1 and the traveling speed of the other vehicle V2 is large, the speed is applied. The other vehicle V2 is ahead of the own vehicle 1 so that it is easier to determine that the other vehicle V2 is not located in front of the own vehicle 1, that is, is located behind the own vehicle 1 as compared with the case where the difference is small. It is advisable to tighten the criteria for determining that the vehicle is located in. Specifically, as shown in FIG. 5, the reference position RP1 set in the own vehicle 1 may be moved (changed) forward. When the traveling speed of the other vehicle V2 is high and the speed difference from the traveling speed of the own vehicle 1 is large, the other vehicle 1 overtakes the own vehicle 1 in the second lane even if the own vehicle 1 does not decelerate. It is presumed that the lane will change from L ₂ to the first lane L ₁ (in front of the own vehicle 1). In such a case, as described above, it is possible to suppress (prevent) unnecessary deceleration of the own vehicle 1 by making it easier to determine that the other vehicle V2 is located behind the own vehicle 1. ..

Further, when the traveling speed of the other vehicle V2 is faster than the traveling speed of the own vehicle 1 and the speed difference between the traveling speed of the own vehicle 1 and the traveling speed of the other vehicle V2 is equal to or more than a predetermined speed difference. As described above, even if the own vehicle 1 does not decelerate, the other vehicle 1 overtakes the own vehicle 1 and _{changes lanes from the second lane L 2} to the first lane L ₁ (in front of the own vehicle 1). It is speculated that it will come. Therefore, it is not necessary to perform deceleration control for decelerating the own vehicle 1 regardless of the positional relationship between the own vehicle 1 and the other vehicle V2. As a result, unnecessary deceleration of the own vehicle 1 can be suppressed (prevented).

<Summary of Embodiment>
1. 1. The control device of the above-described embodiment is
A control device (for example, 2) that controls the running of a vehicle (for example, 1).
Vehicle (e.g., 1) travel lane (for example, _{L 1)} adjacent lane adjacent to (e.g., _{L 2)} other vehicles existing (e.g., V2) recognizing unit (e.g., 41, 42, 43 )When,
A control unit (for example, 20) that controls the running of the own vehicle according to the relative position between the other vehicle and the own vehicle recognized by the recognition unit.
Have,
The control unit is in a state where at least a part of the other vehicle is overlapped with the own vehicle when the other vehicle is viewed from the side, and the other vehicle is located in front of the own vehicle. It is characterized in that deceleration control for decelerating the own vehicle is performed.

According to this embodiment, a new technology for controlling acceleration / deceleration of the own vehicle is provided to another vehicle existing next to the own vehicle, which is appropriate when the other vehicle is next to the own vehicle. Deceleration control can be performed.

2. In the control device (for example, 2) of the above-described embodiment,
The control unit (for example, 20) causes the traveling of the own vehicle (for example, 1) to follow the traveling of the preceding vehicle (for example, V1) existing in front of _{the traveling lane (for example, L 1) of the own vehicle (for example, 1).} It is characterized in that the deceleration control is performed when the other vehicle (for example, V2) is located in front of the own vehicle in a state where the follow-up travel control is performed.

According to this embodiment, it can be applied to ACC.

3. 3. In the control device (for example, 2) of the above-described embodiment,
In the control unit (for example, 20), the other vehicle (for example, V1) recognized by the recognition unit (for example, 41, 42, 43) is located in front of the own vehicle (for example, 1). It is characterized by determining whether it is located behind or behind.

According to this embodiment, it is possible to perform deceleration control for decelerating the own vehicle according to the relative position (positional relationship) between the own vehicle and another vehicle.

4. In the control device (for example, 2) of the above-described embodiment,
When the total length of the other vehicle (for example, V2) is long, the control unit (for example, 20) has the other vehicle (for example, 1) as compared with the case where the total length of the other vehicle is short. It is characterized in that it is configured so that it can be easily determined that it is located behind.

According to this embodiment, it is possible to prevent (prevent) the timing of decelerating the own vehicle from becoming too early.

5. In the control device (for example, 2) of the above-described embodiment,
When the other vehicle (for example, V2) is a large vehicle, the control unit (for example, 20) has the other vehicle as the own vehicle (for example, 1) as compared with the case where the other vehicle is not a large vehicle. ), It is characterized in that it is configured so that it can be easily determined that it is located behind.

According to this embodiment, it is possible to prevent (prevent) the timing of decelerating the own vehicle from becoming too early.

6. In the control device (for example, 2) of the above-described embodiment,
In a state where the traveling speed of the other vehicle (for example, V2) is faster than the traveling speed of the own vehicle (for example, 1).
In the control unit (for example, 20), when the speed difference between the traveling speed of the own vehicle and the traveling speed of the other vehicle is large, the other vehicle is the own vehicle as compared with the case where the speed difference is small. It is characterized in that it is configured so that it can be easily determined that the vehicle is located behind the vehicle.

According to this embodiment, it is possible to suppress (prevent) unnecessary deceleration of the own vehicle.

7. In the control device (for example, 2) of the above-described embodiment,
The control unit (for example, 20) has a traveling speed of the other vehicle (for example, V2) faster than the traveling speed of the own vehicle (for example, 1), and the traveling speed of the own vehicle and the traveling speed of the other vehicle. When the speed difference from the traveling speed is equal to or greater than a predetermined speed difference, the deceleration control is not performed.

According to this embodiment, it is possible to suppress (prevent) unnecessary deceleration of the own vehicle.

8. The vehicle of the above-described embodiment (for example, 1)
With a recognition unit (for example, 41, 42, 43) that recognizes another vehicle (for example, V2) existing in an adjacent lane (for example, L2) adjacent to the traveling lane (for example, L1) of the own vehicle (for example, 1). ,
A control unit (for example, 20) that controls the running of the own vehicle according to the relative position between the other vehicle and the own vehicle recognized by the recognition unit.
Have,
The control unit is in a state where at least a part of the other vehicle is overlapped with the own vehicle when the other vehicle is viewed from the side, and the other vehicle is located in front of the own vehicle. It is characterized in that deceleration control for decelerating the speed of the own vehicle is performed.

According to this embodiment, a new technology for controlling acceleration / deceleration of the own vehicle is provided to another vehicle existing next to the own vehicle, which is appropriate when the other vehicle is next to the own vehicle. Deceleration control can be performed.

The invention is not limited to the above-described embodiment, and various modifications and changes can be made within the scope of the gist of the invention.

1: Vehicle (own vehicle) 2: Control unit 20: ECU 41: Detection unit (camera) 42: Detection unit (rider) 43: Detection unit (radar)

Claims (8)

A control device that controls the running of a vehicle
A recognition unit that recognizes other vehicles in the adjacent lane adjacent to the driving lane of the own vehicle,
A control unit that controls the running of the own vehicle according to the relative position between the other vehicle and the own vehicle recognized by the recognition unit.
Have,
The control unit is in a state where at least a part of the other vehicle is overlapped with the own vehicle when the other vehicle is viewed from the side, and the other vehicle is located in front of the own vehicle. A control device characterized by performing deceleration control for decelerating the own vehicle. The control unit is in a state where the follow-up travel control is performed so that the traveling of the own vehicle follows the traveling of the preceding vehicle existing in front of the traveling lane of the own vehicle, and the other vehicle is ahead of the own vehicle. The control device according to claim 1, wherein the deceleration control is performed when the vehicle is located in. The control according to claim 1 or 2, wherein the control unit determines whether the other vehicle recognized by the recognition unit is located in front of or behind the own vehicle. Device. When the total length of the other vehicle is long, the control unit makes it easier to determine that the other vehicle is located behind the own vehicle as compared with the case where the total length of the other vehicle is short. The control device according to claim 3, wherein the control device is configured. When the other vehicle is a large vehicle, the control unit makes it easier to determine that the other vehicle is located behind the own vehicle as compared with the case where the other vehicle is not a large vehicle. The control device according to claim 3 or 4, wherein the control device is configured in. In a state where the traveling speed of the other vehicle is faster than the traveling speed of the own vehicle
When the speed difference between the traveling speed of the own vehicle and the traveling speed of the other vehicle is large, the control unit positions the other vehicle behind the own vehicle as compared with the case where the speed difference is small. The control device according to any one of claims 3 to 5, wherein the control device is configured so as to be easily determined to be used. When the traveling speed of the other vehicle is faster than the traveling speed of the own vehicle and the speed difference between the traveling speed of the own vehicle and the traveling speed of the other vehicle is equal to or more than a predetermined speed difference. The control device according to any one of claims 1 to 5, wherein the deceleration control is not performed. It ’s a vehicle
A recognition unit that recognizes other vehicles in the adjacent lane adjacent to the driving lane of the own vehicle,
A control unit that controls the running of the own vehicle according to the relative position between the other vehicle and the own vehicle recognized by the recognition unit.
Have,
The control unit is in a state where at least a part of the other vehicle is overlapped with the own vehicle when the other vehicle is viewed from the side, and the other vehicle is located in front of the own vehicle. A vehicle characterized by performing deceleration control for decelerating the speed of the own vehicle.

Images