JP6607826B2 - Travel control device - Google Patents

Description

  The present invention relates to a travel control device that controls automatic lane change (automatic lane change) of a vehicle.

  For example, in the autonomous driving vehicle disclosed in Patent Document 1, when the other vehicle existing in front of the vehicle is detected as an obstacle, the autonomous driving vehicle avoids the obstacle (the other vehicle in front). A plurality of target trajectories (target trajectories) are generated.

  At this time, the autonomous driving vehicle is configured to detect the obstacle of the autonomous driving vehicle based on at least one of a winker lever operation of a driver who drives the vehicle, a steering torque by a steering operation, and a steering angle by a steering operation. Determine the avoidance direction.

  Then, the automatic driving vehicle detects the determined avoidance direction as the driver's intention, and selects a target locus according to the intention from among the plurality of created target locus ([0084]-[0089 of Patent Document 1). ]).

JP2013-129328A

  As described above, Patent Document 1 describes that when an autonomous driving vehicle changes a lane, the intention of the driver is detected and a target locus corresponding to the intention is selected.

  However, for example, when the steering torque related to the steering operation by the driver is large, the change in the vehicle behavior becomes large, and there is a possibility that the vehicle cannot travel along the selected target locus (hereinafter referred to as the target track). Patent Document 1 does not disclose this point and has room for improvement.

  The present invention has been made in consideration of such problems, and when there is an intervention (operation intervention) related to the vehicle behavior by the operation of the driver's operator during the automatic lane change control, the operation is performed. An object of the present invention is to provide a travel control device that can suppress changes in vehicle behavior while adapting to intervention.

The travel control device according to the present invention includes a lane change control unit that performs automatic lane change control that automatically guides while performing automatic steering control and automatic speed control of a host vehicle from a running lane to a lane to which the lane is changed, The lane change control unit performs deceleration control of the own vehicle and detects acceleration by operating the driver's accelerator when detecting the intervention of increasing steering by the driver's steering operation during the automatic lane change control. When an intervention is detected, control is performed to reduce the amount of change in the automatic steering of the host vehicle .

According to the present invention, when the steering intervention by the driver is detected, deceleration control of the own vehicle is performed, and when the acceleration intervention by the driver is detected, the automatic steering change amount of the own vehicle is reduced. Therefore, the amount of change in the lateral G applied to the host vehicle is reduced before and after the additional intervention and before and after the acceleration intervention, and the change in the vehicle behavior can be suppressed.

  More specifically, when the lane change control unit detects the steering increase intervention during the automatic lane change control to the left lane, the lane change control unit decreases the driving force of the right wheel of the host vehicle, When the braking force of the right wheel is increased and the steering lane change intervention is detected during the automatic lane change control to the right lane, the driving force of the left wheel of the host vehicle is decreased or the braking force of the left wheel is controlled. By controlling to increase the power, the host vehicle can be brought into a running state along the lane to which the lane is changed at an early stage while adapting to the driver's increased intervention.

Alternatively, the lane change control unit moves the toe-out side of the right rear wheel of the host vehicle to the toe-out side when detecting an increase in steering by steering operation during the automatic lane change control to the left lane. Or at least one of bringing the toe-in side of the left rear wheel to the toe-in side, and detecting the steering additional intervention by the steering operation during the automatic lane change control to the right lane, By controlling the vehicle to move the toe-out side of the left rear wheel to the toe-out side or the toe-in side of the right rear wheel, while adapting to the driver's additional intervention The host vehicle can be brought into a traveling state along the lane to which the lane is changed at an early stage.

  In the case where there is a node on the road map from the lane to another road lane in front of the traveling direction of the lane to which the lane is changed on the automatic traveling track of the host vehicle, the driving is an exception. It is preferable to perform automatic lane change control that does not resist operation intervention by the operator. According to the present invention, it is possible to change the lane of the own vehicle so as not to deviate from the automatic traveling track to the destination by accepting the driver's operation intervention.

According to the present invention, when the steering intervention by the driver is detected, deceleration control of the own vehicle is performed, and when the acceleration intervention by the driver is detected, the automatic steering change amount of the own vehicle is reduced. Therefore, the amount of change in the lateral G applied to the host vehicle is reduced before and after the additional intervention and before and after the acceleration intervention, and the change in the vehicle behavior can be suppressed.

It is a block diagram which shows schematic structure of the vehicle carrying the traveling control apparatus which concerns on this embodiment. It is a flowchart with which operation | movement description of the traveling control apparatus which concerns on this embodiment is provided. It is explanatory drawing of the lane change orbit generated automatically. It is explanatory drawing of the table for lane change orbit correction. It is explanatory drawing of the lane change trajectory after a trajectory correction adapted to the automatic lane change trajectory and operation intervention.

  Hereinafter, a preferred embodiment of a travel control device according to the present invention will be described in detail with reference to the accompanying drawings.

[Constitution]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle (also referred to as own vehicle or own vehicle) 10 equipped with a travel control device 12 according to this embodiment.

  The vehicle 10 can be switched as an automatic driving (including automatic driving support) vehicle or a manual driving vehicle. The vehicle 10 in this embodiment functions as an automatic driving (including automatic driving support) vehicle.

  The travel control device 12 basically includes a surrounding information acquisition unit 14, a vehicle information acquisition unit 16, an operation unit 18, a navigation device 20, an operation unit 22 as a control target, a notification device 24, and an operation. A traveling electronic control device 26 (hereinafter referred to as “traveling control ECU (Electronic Control Unit) 26”) that controls the unit 22.

  The travel control ECU 26 is a computer including a microcomputer, and includes a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), other A / D converters, and D / A converters. Input / output devices such as timers, timers as timing units, and the like, and functions as various function realization units (function realization means) when the CPU reads and executes programs recorded in the ROM. Note that the various function implementation units can also be configured by a function implementer as hardware.

  In this embodiment, the travel control ECU 26 includes an automatic operation control unit 29 including a track generation unit 27 and a lane change control unit 28, and a notification control unit 30.

  The peripheral information acquisition unit 14 includes a plurality of cameras 32 (imaging means) and a plurality of radars 34. The camera 32 is a solid-state camera (may be an infrared camera) using a solid-state imaging device such as a CCD camera or a CMOS camera, and acquires a peripheral image around the vehicle 10 including at least the front of the vehicle 10. Then, a signal (image signal) corresponding to the peripheral image is output to the travel control ECU 26.

  Here, the peripheral images around the vehicle 10 include other vehicle (obstacle) images and the like in addition to the lane mark images forming the lanes.

  The plurality of cameras 32 include, for example, a front shooting camera, a side shooting camera, and a rear shooting camera.

  The radar 34 outputs a transmission wave, which is an electromagnetic wave (here, a millimeter wave), to the outside including at least the front of the vehicle 10 and reflects it from a detection object (for example, an object such as another vehicle or a pedestrian) in the transmission wave. Receives the reflected wave coming back. Then, a signal corresponding to the reflected wave (referred to as a radar signal or a reflected signal) is output to the travel control ECU 26.

  The plurality of radars 34 include, for example, a front detection radar, a side detection radar, and a rear detection radar.

  Here, the radar signal includes obstacle information (direction information, distance information, relative speed information) and the like for obstacles such as other vehicles.

  The vehicle information acquisition unit 16 includes various sensors and various devices that acquire vehicle operation information necessary for lane maintenance control, lane change control, and the like. Specifically, in addition to the vehicle speed sensor 35 that detects the vehicle speed Vs of the vehicle 10, the steering angle sensor 36 that detects the steering angle θs, and the accelerator opening sensor 37 that detects the accelerator opening θa, an acceleration sensor (not shown), And a yaw rate sensor. Each sensor and each device outputs the acquired vehicle information to the travel control ECU 26.

  The operation unit 18 includes a steering 38 (operator) connected to the steering angle sensor 36. The steering 38 is turned to the left or right by the driver, so that the steering angle θs is varied, and the traveling direction of the vehicle 10 is changed through the travel control ECU 26 and the steering device 46. Note that the steering 38 is automatically operated by the lane change control unit 28 during the automatic lane change. In this embodiment, the driver operates the steering 38 during the automatic operation by the lane change control unit 28 of the steering 38. It is configured to accept operation intervention by (adapt to operation intervention).

  The operation unit 18 also includes an accelerator pedal (an other operating element and an acceleration pedal) 39 connected to the accelerator opening sensor 37. The accelerator pedal 39 is operated with a foot by the driver, the accelerator opening degree θa is varied according to the depression amount, and the traveling speed of the vehicle 10 is adjusted through the traveling control ECU 26 and the driving device 42. During the automatic driving, the accelerator pedal 39 is automatically operated by the travel control ECU 26. During the automatic operation of the accelerator pedal 39 by the travel control ECU 26, an operation intervention by the operation of the accelerator pedal 39 by the driver is accepted (operation intervention). To adapt to).

  The navigation device 20 detects the current position of the vehicle 10 using a satellite device such as a GPS (Global Positioning System) device, and guides the route to the destination for the user (occupant). Moreover, the navigation apparatus 20 has the map information storage part 40 which memorize | stored map information. The navigation device 20 detects the current position of the vehicle 10 based on the position information from the GPS satellite and the map information stored in the map information storage unit 40.

  From the viewpoint of detecting the current position of the vehicle 10, the navigation device 20 can be regarded as one of the vehicle information acquisition units 16. Moreover, it can also be grasped as the surrounding information acquisition unit 14 that detects surrounding situation information that is information relating to surrounding conditions surrounding the vehicle 10 such as road traffic regulations and road regulations around the current position of the vehicle 10.

  In FIG. 1, a type in which the navigation device 20 is attached to the vehicle 10 is assumed. However, the present invention is not limited to this, and a portable information terminal such as a smartphone capable of mutual communication with the travel control ECU 26 may be used as the navigation device 20. . The map information may be stored in an external server (not shown) and provided to the navigation device 20 as necessary.

  The operation unit 22 includes a drive device 42, a brake device 44, a steering device 46, and a suspension device 47 as control targets that operate according to a control instruction (control output) output from the travel control ECU 26.

  The drive device 42 includes a drive source such as an engine and a motor and a drive source ECU (none of which is shown). The drive source ECU operates the drive source in response to an acceleration instruction or a vehicle speed maintenance instruction output from the travel control ECU 26.

  The braking device 44 includes a brake and a brake ECU (both not shown). The brake ECU operates the brake according to the deceleration instruction output from the travel control ECU 26.

  Note that when the driving device 42 is a motor, the driving device 42 functions as a braking device by performing a regenerative operation.

  The steering device 46 includes an electric power steering and a steering ECU (both not shown). The steering ECU operates the motor of the electric power steering in accordance with the steering instruction output from the travel control ECU 26.

  The suspension device 47 in this embodiment includes a rear wheel steering device and a rear wheel toe angle (referred to as RTC) ECU (both not shown). The RTC ECU operates the rear wheel steering device by independently controlling the toe angles of the left and right rear wheels through left and right toe angle actuators (not shown) in accordance with the toe angle instruction output from the travel control ECU 26.

  The notification device 24 includes a display 48, a speaker 50, and a notification ECU (not shown). The notification ECU operates the display 48 and the speaker 50 in response to a notification instruction output from the notification control unit 30 of the travel control ECU 26. The display 48 displays information related to automatic operation and the like. The indicator 48 may be configured as a part of a meter of an instrument panel (not shown), for example. The display device 48 may also be used as the display unit of the navigation device 20.

  The track generation unit 27 of the automatic operation control unit 29 refers to the high-precision road digital map data in the map information storage unit 40 based on the route information from the departure point to the destination generated using the navigation device 20. The coordinates (basically composed of nodes and links) of the automatic traveling trajectory (automatic traveling trajectory) to the destination are generated.

  The automatic operation control unit 29 refers to the coordinates of the automatic traveling trajectory, and maintains maximum speed maintenance control, lane maintenance control, collision prevention control with a front obstacle, traveling control at an intersection, and obstacles by the lane change control unit 28. Control necessary for traveling of the vehicle 10 by automatic driving is performed, such as outputting an operation signal (control output) related to automatic driving for performing collision avoidance control with an object, merge / divergence control at an interchange, and the like to the operating unit 22.

  The lane change control unit 28 outputs an operation signal for automatically guiding the host vehicle 10 from the running lane (lane change source lane) to the lane change destination lane to the operation unit 22. The necessary control for running is performed.

  The lane change control unit 28 includes, for example, vehicle information indicating the state of the vehicle 10 acquired by the vehicle information acquisition unit 16 or information obtained based on the vehicle information and information on the surrounding state of the vehicle 10 acquired by the peripheral information acquisition unit 14. Based on the generated lane change information, the lane change information including the lane change trajectory is generated, and the winker, the driving device 42, the braking device 44, the steering device 46, and the suspension device 47 as necessary are controlled based on the generated lane change information. Thus, automatic lane change control of the vehicle 10 is performed.

  Based on the lane change information generated by the lane change control unit 28, the notification control unit 30 performs a lane change guidance display on the display 48.

  For example, the notification control unit 30 causes the display 48 to display a real image acquired by the camera 32 or a CG (Computer Graphics) image generated by itself when performing guidance display for changing the lane.

[Operation]
Basically, with regard to the operation of the vehicle 10 equipped with the travel control device 12 configured as described above, steering intervention by the driver operating the steering 38 during lane change during automatic driving, that is, during automatic lane change control. The lane change control will be described with reference to the flowchart of FIG. 2 when there is an acceleration / deceleration intervention by the driver operating the accelerator pedal 39 during the automatic lane change control. The execution subject of the program according to the flowchart is the travel control ECU 26 (or its CPU), but it will be described as necessary because it will be complicated if the travel control ECU 26 is explained as the execution subject for each processing.

  In step S <b> 1, the traveling control ECU 26 receives an image signal having image information of the surrounding situation captured by the camera 32 through the surrounding information acquisition unit 14 and a reflected signal having obstacle information such as other vehicle information around the radar 34. get. At the same time, vehicle information (vehicle state) such as the vehicle speed Vs through the vehicle speed sensor 35 of the vehicle information acquisition unit 16, the steering angle θs through the steering angle sensor 36, and the accelerator opening θa through the accelerator opening sensor 37 is acquired. Further, the vehicle position is acquired by the navigation device 20.

  In step S2, the lane change control unit 28 recognizes peripheral information such as lane marks in front of the vehicle and peripheral information such as obstacles such as other vehicles in front, side, and rear of the vehicle from the image signal. The lane mark is a mark indicating a lane boundary (lane section), and the lane mark is a continuous line (also referred to as a deemed continuous line) made up of broken white lines (segments) provided at intervals. In addition to a continuous line such as a solid white line, a continuous mark composed of a bots dot, a cat's eye, or the like (also considered as a continuous continuous line) is included. Further, the lane change control unit 28 recognizes the position (azimuth and distance) of obstacles such as other vehicles in the vicinity, the relative speed, and the like from the image signal, the reflection signal, the vehicle speed Vs, and the like.

  The processing of steps S1 and S2 is collectively referred to as step Sa for performing information acquisition / recognition processing.

  Next, in step S3, the lane change control unit 28 determines whether or not there is a need to change the lane, which is a premise for executing the lane change, or whether or not the winker lever is operated.

  Whether or not the lane needs to be changed is determined to be necessary when, for example, the host vehicle 10 approaches a predetermined distance or more by a preceding vehicle traveling on the same lane (step S3: YES). Also, the determination in step S3 is affirmative when the driver operates a turn signal lever (not shown) and the turn signal blinks. If it is determined that there is no need to change the lane (step S3: NO), and if the operation of the winker lever is not detected (step S3: NO), the current process is terminated and the process returns to step Sa. .

  Here, the driver does not operate the blinker lever, but the automatic lane change control by the lane change control unit 28 when the lane change control unit 28 determines that the lane change is necessary (step S3: YES). explain.

  In this case, in step S4, the lane change control unit 28 determines whether or not the automatic lane change trajectory Tcom can be generated.

  In the determination in step S4, based on the image signal obtained by the camera 32 obtained in step S1, the reflection signal obtained by the radar 34, and the vehicle speed Vs obtained by the vehicle speed sensor 35, there is no other vehicle in a surrounding position that causes contact when the lane is changed. A lane change trajectory can be generated when there are a plurality of lanes and there is no obstacle such as a fallen object in the lane change destination lane based on the recognition result in step S2 and all these determinations are satisfied. (Step S4: YES) is determined.

  If it is determined that the lane change trajectory cannot be generated (step S4: NO) after the winker lever operation is detected in step S3 (step S3: YES), in step S11, It is determined whether or not the winker lever has been operated. If the winker lever has been operated (step S11: YES), the notification device 24 indicates that the lane change is impossible through the notification control unit 30 in step S12. Are displayed on the display 48 or notified by voice from the speaker 50, the current process is terminated, and the process returns to step S1 of step Sa.

  When it is determined in step S3 that a lane change is necessary (step S3: YES), and it is determined that a lane change trajectory cannot be generated (step S4: NO) (step S11: NO) Returns to step S1 without performing the process of step S12.

  Next, when it is determined that a lane change trajectory can be generated (step S4: YES), lane change information Frame including an automatic lane change trajectory Tcom as shown in FIG. 3 is generated in step S5.

  The automatic lane change trajectory Tcom takes into account the vehicle speed Vs detected by the vehicle speed sensor 35 so that the lateral G applied to the vehicle 10 at the time of lane change is less than an appropriate value. Further, the current position of the host vehicle 10 traveling in the lane 85 is set as the origin O, and the position coordinates (x, y) of the arrival position Ptar of the adjacent lane 87 to be finally reached across the lane mark (lane boundary line) 86. ) And a lane change functioning as a trajectory generator using a smooth automatic lane change trajectory Tcom along the arrival position Ptar defined by the position coordinates (x, y), for example, using a polynomial, a spline curve or the like. It is generated by the control unit 28.

  In FIG. 3, the X axis is the vehicle length direction of the vehicle 10, and the Y axis is the vehicle width direction of the vehicle 10.

  In addition to the automatic lane change trajectory Tcom, the lane change information Frame includes information on the position P0 at the time point t0 when the blinker in the direction to turn (here, the blinker on the left side) starts to blink automatically.

  In the lane change information Frame, the lane change start position Pstart at the time t1 after 3 seconds from the time t0 at the position P0, for example, the time specified by the law, that is, the steering start for automatic lane change. Contains location information.

  Further, in the lane change information Frame, the lane mark (lane boundary line) 86 is crossed, the blinker is automatically turned off at time t2, the light is turned off, and the lane change end position (arrival position) Ptar in which the steering is in the straight traveling direction is set. Contains information.

  Note that the time corresponding to the distance (lane maintenance distance) Da from the position P0 to the lane change start position Pstart is the lane maintenance time Ta defined in the laws and regulations before actually starting the steering (before the start of the lane change). The time corresponding to the distance (lane change distance) Db from the lane change start position Pstart to the lane change end position (arrival position) Ptar is referred to as a lane change time Tb.

As can be seen from FIG. 3, the lane 85 in which the vehicle 10 is currently traveling is divided into a lane mark (lane boundary line) 84 near the lane 83 on the median strip side and a lane mark (lane boundary near the lane 87 on the road side). The adjacent lane 87 that is a lane change destination lane is formed by the lane boundary line 86 and the lane mark 88. In this embodiment, it is described as an example to the left side passage of the vehicle 10.

  Next, in step Sb, a series of lane change control for operating the operation unit 22 based on the above lane change information Frame is executed.

  In the automatic lane change control in step Sb, typically, the steering device 46 starts turning the steering 38 at the lane change start position Pstart to change from the straight traveling state to the turning state, and immediately switches back to the lane boundary line 86. At the intersection position Pm, the vehicle is in a straight-ahead state, cut in the reverse direction slightly before the lane change end position Ptar, switched back in the vicinity of the lane change end position Ptar, and brought into a straight-ahead state from the lane change end position Ptar.

  During the execution of the lane change control in step Sb, in step Sa ′, an information acquisition / recognition process equivalent to the process in step Sa (the processes in steps S1 and S2) is executed. In the process of step Sa ′, first, an image signal having image information of the surrounding situation captured by the camera 32 and a reflection signal having other vehicle information and the like in the vicinity are acquired through the radar 34, and through the vehicle information acquisition unit 16. The vehicle state such as the vehicle speed Vs is acquired, and the vehicle position is acquired by the navigation device 20. Further, the lane change control unit 28 recognizes the lane marks 82, 84, 86, 88 and the positions, relative speeds, and the like of other vehicles in the vicinity.

  Next, in step S6, while executing lane change control, it is determined whether or not the vehicle 10 has reached the arrival position Ptar of the adjacent lane 87, or arrival positions Ptara and Ptar, which will be described later, and the lane change control has ended. However, until the lane change control is finished (step S6: YES), it is determined in step S7 whether or not there is an operation intervention by the driver (details will be described later).

  When there is no operation intervention (step S7: NO), the process of step Sa ′, step S6: NO, step S7: NO is repeated until the lane change control process is completed, and the lane change control process is completed ( Step S6: YES), that is, when the arrival position Ptar of the adjacent lane 87 is reached, the current automatic lane change control process is terminated.

  Next, the operation intervention by the driver in step S7 will be described.

  The operation intervention by the driver during the automatic lane change control is immediately after the start of the automatic turning steering by the steering device 46 at the lane change start position Pstart at the time t1, in FIG. ) It is assumed that it is performed near Pi.

  The operation intervention by the driver is assumed to be operation intervention by operation of the steering wheel 38 or operation intervention by operation of the accelerator pedal 39.

  The lane change control unit 28 performs an operation intervention by the driver such as an intervention operation for increasing the steering wheel 38 and an acceleration operation intervention by the accelerator pedal 39 from the predetermined value of the steering angle θs from the steering angle sensor 36 at the operation intervention position Pi. Or a change from a predetermined value of the accelerator opening θa from the accelerator opening sensor 37 is detected (step S7: YES), lane change trajectory correction control is performed in step S8.

  The lane change trajectory correction control is performed by the lane change control unit 28 with reference to the lane change trajectory correction table (map) 100 shown in FIG.

  When the driver's operation intervention is “additional intervention” through the steering device 46 (control target) by the operation of the steering wheel 38, the lane change trajectory correction control basically basically depresses the accelerator pedal 39. Deceleration control for reducing the driving force by the driving device 42 (control target) is performed.

  On the other hand, when the driver's operation intervention is “acceleration intervention” through the drive device 42 (control target) by stepping on the accelerator pedal 39, basically, the steering 38 is automatically switched back to the steering device 46. Steering change amount reduction control is performed to reduce the steering change amount (steering amount per unit time) according to (control target).

  After the lane change trajectory correction process in step S8, the processes in step Sa ′, step S6: NO, step S7: NO, and step Sa ′ are repeated until step S6: YES.

  By performing such lane change trajectory correction control, as shown in FIG. 5, the automatic lane change trajectory Tcom becomes the lane change trajectory Tcoma (arrival position Ptara) after the trajectory correction, and the lane change trajectory correction control is not performed. Compared with the lane change trajectory Tcomd (arrival position Ptard) in the case of following the driver's operation intervention, the change in the vehicle behavior due to the driver's operation intervention can be suppressed.

[Summary of Embodiment, Modification, and Exception Control]
As described above, according to the embodiment described above, the lane change control unit 28 performs automatic guidance while performing automatic steering control and automatic speed control from the lane 85 that is traveling on the host vehicle 10 to the lane 87 that is the lane change destination. To do.

  The lane change control unit 28 controls a control object that affects the vehicle behavior such as running, turning, and stopping during the automatic lane change control, for example, a predetermined operator by the driver to the drive device 42 or the steering device 46. When the operation intervention by the operation is detected, the operation intervention by the operation of the accelerator pedal 39 is detected for the driving device 42, or the operation intervention by the operation of the steering 38 is detected for the steering device 46 (step S7: YES), the operation of the driver Other control objects acting on the vehicle behavior different from the intervention are controlled.

  For example, if the operation intervention to the drive device 42 by the operation of the accelerator pedal 39, the steering device 46 is controlled, and if the operation intervention to the steering device 46 by the operation of the steering 38, the drive device 42 is controlled. ing.

  For this reason, if there is an operation intervention by the driver during the automatic lane change control, the operation intervention (intention) is partially permitted (partially permitted) (the automatic lane change trajectory Tcom is changed to the lane after the trajectory correction). While changing to the changed track Tcoma), the change in the vehicle behavior due to the driver's operation intervention can be suppressed (the track Tcom is not changed to the track Tcomd).

  More specifically, as described with reference to the lane change trajectory correction table 100 of FIG. 4, when the steering intervention by the driver operating the steering 38 is detected, the deceleration of the host vehicle 10 is detected. When the control is performed and acceleration intervention due to the driver's operation of the accelerator pedal 39 is detected, the control for reducing the automatic steering change amount of the host vehicle 10 is performed. As a result, the amount of change in lateral G (= vehicle speed Vs × vehicle speed Vs / rotational radius / 9.8 [G]) applied to the host vehicle is reduced, and changes in vehicle behavior can be suppressed.

[First Modification]
When the lane change control unit 28 detects a steering increase intervention (left steering increase intervention) by an operation of increasing the steering 38 during the automatic lane changing control from the lane 85 to the left lane 87 during traveling, From the automatic lane change trajectory Tcom to the trajectory Tcomd, the driving device 42 is controlled to decrease the driving force of the right wheel of the host vehicle 10 or the braking device 44 is controlled to increase the braking force of the right wheel. Instead, the lane change trajectory Tcoma may be changed after the trajectory correction.

  For example, in the case where the rear wheel is a vehicle 10 that is driven by an electric motor independently on the left and right sides, when the braking force of the right wheel is increased, the driving device 42 is controlled and the left wheel electric motor is driven by power running. The electric motor may be regeneratively operated.

  Although not shown in the figure, when automatic lane change control from the running lane 85 to the right lane 83 is performed, during the automatic lane change control, when steering additional steering is detected by the steering 38 additional operation, May control the driving device 42 to decrease the driving force of the left wheel of the host vehicle 10, or may control the braking device 44 to increase the braking force of the left wheel.

  Also in this case, for example, in the case where the rear wheel is the vehicle 10 that is driven independently by the left and right motors, when the braking force of the left wheel is increased, the driving device 42 is controlled to drive the right wheel motor. The left wheel motor may be regeneratively operated.

  By controlling in this way, the host vehicle 10 traveling on the lane 85 while adapting to the driver's additional intervention can be brought into a traveling state along the lanes 87 and 83 of the lane change destination at an early stage.

[Second Modification]
When the lane change control unit 28 detects the intervention of increasing steering by the operation of the steering 38 during the automatic lane change control from the lane 85 that is running to the left lane 87, the lane change control unit 28 The automatic lane change trajectory Tcom may be used as the lane change trajectory Tcoma after the trajectory correction by bringing the right wheel toe closer to the toe-out side and / or the left wheel toe closer to the toe-in side.

  Further, during the automatic lane change control from the running lane 85 to the right lane 83, if the steering additional intervention by the operation of the steering 38 is detected, the toe of the left wheel in the suspension device 47 of the own vehicle 10 is detected. The toe-out side and / or the right-wheel toe may be brought close to the toe-in side.

  By controlling in this way, the host vehicle 10 can be brought into a running state along the lane to which the lane is changed at an early stage while adapting to the driver's additional intervention.

[Exception control]
An exception occurs when a node on the road map from the lane 87 to a lane of another road (not shown) exists on the automatic lane change trajectory Tcom of the host vehicle 10 in front of the traveling direction of the lane 87 to which the lane is changed. As a result, automatic lane change control is performed to change the automatic lane change trajectory Tcom to the trajectory Tcomd without resisting the driver's steering intervention or acceleration / deceleration intervention. The lane change of the vehicle 10 can be performed.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle (own vehicle), own vehicle 12 ... Travel control device 16 ... Vehicle information acquisition part 22 ... Operation | movement part 26 ... Travel control ECU 27 ... Trajectory generation part 28 ... Lane change control part 29 ... Automatic driving control part 38 ... Steering 39 ... Accelerator pedal 42 ... Drive device 44 ... Braking device 46 ... Steering device 47 ... Suspension device 82, 84, 86, 88 ... Lane mark 83, 85, 87 ... Lane

Claims (4)

A lane change control unit that performs automatic lane change control that automatically guides while performing automatic steering control and automatic speed control of a host vehicle from a running lane to a lane that is a lane change destination,
The lane change control unit
During the automatic lane change control, when detecting an increase in steering steering due to the driver's steering operation, when performing deceleration control of the host vehicle and detecting acceleration intervention due to the driver's accelerator operation Performs a control for reducing the amount of change in the automatic steering of the host vehicle . The travel control device according to claim 1 ,
The lane change control unit
During the automatic lane change control to the left lane, if the steering increase intervention is detected, the driving force of the right wheel of the host vehicle is decreased or the braking force of the right wheel is increased,
During the automatic lane change control to the right lane, when the steering increase intervention is detected, the driving force of the left wheel of the host vehicle is decreased or the braking force of the left wheel is increased. Control device. A lane change control unit that performs automatic lane change control that automatically guides while performing automatic steering control and automatic speed control of a host vehicle from a running lane to a lane that is a lane change destination,
The lane change control unit
During the automatic lane change control to the left lane, if an increase in steering due to the steering operation of the driver is detected, the toe side of the right rear wheel of the host vehicle is moved to the toe-out side, or the left rear wheel Do at least one of bringing the toe to the toe-in side,
During the automatic lane change control to the right lane, when the steering additional intervention by the steering operation is detected, the toe side of the left rear wheel of the host vehicle is brought to the toe-out side, or the right rear wheel A travel control device that performs at least one of bringing the toe toward the toe-in side. In the traveling control device according to any one of claims 1 to 3 ,
If there is a node on the road map from the lane to the lane of another road ahead of the traveling direction of the lane to which the lane is changed on the automatic traveling track of the host vehicle, A travel control device that performs automatic lane change control that resists operator intervention.

Images