JP7396906B2 - Vehicle control device, vehicle control method, and program - Google Patents

Description

The present invention relates to a vehicle control device, a vehicle control method, and a program.

Conventionally, vehicle control systems that accelerate or decelerate when a vehicle merges into a merging destination lane, and driving support devices that perform side-to-side shifting when a vehicle changes lanes have been disclosed (for example, Patent Documents 1 and 2). reference).

JP2018-62300A JP 2019-117494 Publication

However, the above system or device may not be able to perform appropriate behavior when changing lanes. For example, there have been cases in which a vehicle cannot smoothly merge into a lane to which it is changing lanes, or it may cause discomfort to the occupants of the vehicle traveling in the lane to which it is changing lanes.

The present invention has been made in consideration of such circumstances, and one of its objects is to provide a vehicle control device, a vehicle control method, and a program that can realize more suitable lane changes.

A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration.
(1): A vehicle control device according to one aspect of the present invention includes a recognition unit that recognizes the position and speed of another vehicle traveling in a destination lane when the own vehicle plans to change lanes; a determining unit that determines a driving pattern that includes acceleration, deceleration, and swerving of the host vehicle related to the lane change based on information regarding the position and speed of the other vehicle recognized by the recognition unit; and a control unit that controls acceleration, deceleration, and width closing of the own vehicle based on the determined driving pattern.

(2): In the aspect of (1) above, the traveling pattern defines one or both of a degree of change in jerk in the traveling direction of the own vehicle and a degree of change in the width direction of the own vehicle. This is the driving pattern.

(3): In the aspect of (1) or (2) above, the traveling pattern is a pattern in which the own vehicle operates in the order of deceleration, first width closing, acceleration, and second width closing.

(4): In any of the aspects (1) to (3) above, the running pattern includes at least a first running pattern, a second running pattern, and a third running pattern, and the determining unit Determining one of a first travel pattern, a second travel pattern, and a third travel pattern based on the speed of the vehicle or the relative speed of another vehicle with respect to the speed of the host vehicle, and the control unit , controls acceleration, deceleration, and width closing of the own vehicle based on the driving pattern determined by the determining section.

(5): In the aspect of (4) above, the change in the behavior of the own vehicle is large in the order of the first driving pattern, the second driving pattern, and the third driving pattern, and the determining unit or the relative speed is in a first speed band, the driving pattern is determined to be the first driving pattern, and the speed of the other vehicle or the relative speed is in a second speed band slower than the first speed band. If so, the driving pattern is determined to be the second driving pattern, and if the speed of the other vehicle or the relative speed is in a third speed band slower than the second speed band, the driving pattern is determined to be the third driving pattern. Decide on the driving pattern.

(6): In the aspect of (5) above, each of the first travel pattern, the second travel pattern, and the third travel pattern includes a travel pattern that decelerates, and when the first travel pattern decelerates, The deceleration or jerk related to deceleration is larger than the deceleration or jerk related to deceleration during deceleration in the second travel pattern or the third travel pattern.

(7): In the aspect of (6) above, each of the first travel pattern, the second travel pattern, and the third travel pattern includes a travel pattern in which a first width adjustment is performed after the deceleration, and the The lateral jerk or lateral acceleration of the own vehicle during the first width closing of the first driving pattern is the lateral jerk or lateral acceleration of the own vehicle during the first width closing of the second driving pattern or the third driving pattern. Less than lateral jerk or lateral acceleration.

(8): In the aspect of (7) above, the first running pattern, the second running pattern, and the third running pattern include a running pattern in which acceleration is performed after the first width closing, and The jerk or acceleration related to the acceleration of the host vehicle during acceleration in the first running pattern is greater than the jerk or acceleration related to the acceleration of the host vehicle during the acceleration in the second drive pattern or the third drive pattern. .

(9): In the aspect of (8) above, the first running pattern, the second running pattern, and the third running pattern include a running pattern in which a second width closing is performed after the acceleration; The acceleration related to the lateral jerk or acceleration of the host vehicle during the second width closing of the driving pattern is the lateral jerk or acceleration of the host vehicle during the second width closing of the second driving pattern or the third driving pattern. greater than the jerk or acceleration associated with the acceleration.

(10): The vehicle control method according to one aspect of the present invention recognizes the position and speed of another vehicle traveling in the destination lane when the own vehicle plans to change lanes, and Based on the information regarding the position and speed of the other vehicle, a driving pattern including acceleration, deceleration, and closing of the own vehicle related to the lane change is determined, and the own vehicle is accelerated based on the determined driving pattern. This is a vehicle control method that controls , deceleration, and width closing.

(11): A program according to one aspect of the present invention includes a process for causing a computer to recognize the position and speed of another vehicle traveling in a destination lane when the own vehicle plans to change lanes; Based on the recognized information regarding the position and speed of the other vehicle, a process of determining a driving pattern including acceleration, deceleration, and width closing of the own vehicle related to the lane change; This is a program that executes processing for controlling acceleration, deceleration, and width closing of the host vehicle.

According to (1) to (11), the vehicle control device can realize a more suitable lane change by controlling acceleration, deceleration, and closing of the own vehicle based on the driving pattern. For example, when the own vehicle changes lanes, the vehicle control device can suppress giving discomfort to a following vehicle traveling in the lane to which the vehicle is changing lanes.

According to (2), the vehicle control device controls the vehicle more precisely by controlling the acceleration, deceleration, and closing of the own vehicle based on the driving pattern in which the degree of change in jerk is specified. be able to.

According to (3), the vehicle control device changes lanes of the vehicle so as not to cause discomfort to the following vehicle by causing the own vehicle to decelerate, move to the first width, accelerate, and then move to the second width. It can be performed.

According to (4) or (5), the vehicle control device determines the driving pattern based on the speed of the other vehicle or the relative speed of the other vehicle with respect to the speed of the own vehicle, thereby performing control appropriate to the traffic situation. It can be realized.

According to (6), the deceleration or jerk associated with deceleration during deceleration in the first travel pattern is greater than the deceleration or jerk associated with deceleration during deceleration in the second or third travel pattern. Even if the speed of the other vehicle is relatively high, the vehicle can be sufficiently decelerated in preparation for later acceleration. As a result, control suitable for traffic information is realized.

According to (7), the lateral jerk or acceleration of the host vehicle during the first width pull-up in the first travel pattern is Since it is smaller than the jerk or acceleration in the direction, the own vehicle is controlled so as not to approach other vehicles. As a result, even if the speed of other vehicles is high, control suitable for the traffic situation can be achieved.

According to (8), the jerk or acceleration related to the acceleration of the own vehicle during acceleration in the first driving pattern is the jerk or acceleration related to the acceleration of the own vehicle during acceleration in the second driving pattern or the third driving pattern. Even in a traffic situation where other vehicles are moving at high speeds, appropriate control can be achieved for this traffic situation.

According to (9), the lateral jerk or acceleration of the own vehicle during the second width closing of the first driving pattern is Since it is larger than the jerk or acceleration in the direction, appropriate control for this traffic situation is achieved even after the first width closing is performed.

1 is a configuration diagram of a vehicle system 1 using a vehicle control device according to an embodiment. 2 is a functional configuration diagram of a first control section 120 and a second control section 160. FIG. It is a flow chart which shows an example of the flow of processing performed by automatic operation control device 100. 5 is a diagram showing an example of a driving pattern included in driving pattern information 182. FIG. FIG. 3 is a diagram for explaining a first situation. It is a figure for explaining the 1st action of the 1st running pattern. It is a figure for explaining the 2nd action of the 1st running pattern. It is a figure for explaining the 3rd action of the 1st running pattern. It is a figure for explaining the 4th action of the 1st running pattern. It is a figure which shows an example of the jerk of a 1st running pattern. FIG. 7 is a diagram for explaining a third situation. It is a figure for explaining the 1st action of the 3rd running pattern. It is a figure for explaining the 2nd action of the 3rd running pattern. It is a figure for explaining the 3rd action of the 3rd running pattern. It is a figure for explaining the 4th action of the 3rd running pattern. It is a figure which shows an example of the jerk of a 3rd running pattern. FIG. 7 is a diagram for explaining a second situation. It is a figure for explaining the 1st action of the 2nd running pattern. It is a figure for explaining the 2nd action of the 2nd running pattern. It is a figure for explaining the 3rd action of the 2nd running pattern. It is a figure for explaining the 4th action of the 2nd running pattern. It is a figure which shows an example of the jerk of a 3rd running pattern. It is a figure which shows the magnitude|size of the jerk of each running pattern, and the period of an action. It is a diagram showing an example of a hardware configuration of an automatic driving control device 100 according to an embodiment.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program of the present invention will be described with reference to the drawings.

[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 using a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to an internal combustion engine, or electric power discharged from a secondary battery or a fuel cell.

The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, and a vehicle sensor 40. , a navigation device 50, an MPU (Map Positioning Unit) 60, a driving operator 80, an automatic driving control device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and devices are connected to each other via multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. Note that the configuration shown in FIG. 1 is just an example, and a part of the configuration may be omitted, or another configuration may be added.

The camera 10 is, for example, a digital camera that uses a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to an arbitrary location of a vehicle (hereinafter referred to as own vehicle M) in which the vehicle system 1 is mounted. When photographing the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the room mirror, or the like. For example, the camera 10 periodically and repeatedly images the surroundings of the host vehicle M. Camera 10 may be a stereo camera.

The radar device 12 emits radio waves such as millimeter waves around the own vehicle M, and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to an arbitrary location on the own vehicle M. The radar device 12 may detect the position and velocity of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the host vehicle M and measures scattered light. The LIDAR 14 detects the distance to the target based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. LIDAR 14 is attached to any location of own vehicle M.

The object recognition device 16 performs sensor fusion processing on detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the automatic driving control device 100. The object recognition device 16 may output the detection results of the camera 10, radar device 12, and LIDAR 14 as they are to the automatic driving control device 100. The object recognition device 16 may be omitted from the vehicle system 1.

The communication device 20 uses, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc. to communicate with other vehicles existing around the own vehicle M, or wirelessly. Communicate with various server devices via a base station.

The HMI 30 presents various information to the occupant of the own vehicle M, and also accepts input operations from the occupant. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

Vehicle sensor 40 includes a vehicle speed sensor that detects the speed of own vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity around a vertical axis, a direction sensor that detects the direction of own vehicle M, and the like.

The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 holds first map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or completely shared with the aforementioned HMI 30. The route determination unit 53 determines, for example, a route (hereinafter referred to as A map route) is determined with reference to the first map information 54. The first map information 54 is, for example, information in which a road shape is expressed by links indicating roads and nodes connected by the links. The first map information 54 may include road curvature, POI (Point Of Interest) information, and the like. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or a tablet terminal owned by a passenger. The navigation device 50 may transmit the current position and destination to the navigation server via the communication device 20, and obtain a route equivalent to the route on the map from the navigation server.

The MPU 60 includes, for example, a recommended lane determining section 61, and holds second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, divided into blocks of 100 [m] in the direction of vehicle travel), and refers to the second map information 62. Determine recommended lanes for each block. The recommended lane determining unit 61 determines which lane from the left the vehicle should drive. When there is a branch point in the route on the map, the recommended lane determining unit 61 determines a recommended lane so that the own vehicle M can travel on a reasonable route to the branch destination.

The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary between the lanes. Further, the second map information 62 may include road information, traffic regulation information, address information (address/zip code), facility information, telephone number information, and the like. The second map information 62 may be updated at any time by the communication device 20 communicating with other devices.

The driving controls 80 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a modified steering wheel, a joystick, and other controls. A sensor is attached to the driving operator 80 to detect the amount of operation or the presence or absence of the operation, and the detection result is sent to the automatic driving control device 100, the driving force output device 200, the brake device 210, and the steering device. 220 is output to some or all of them.

The automatic driving control device 100 includes, for example, a first control section 120, a second control section 160, and a storage section 180. The first control unit 120 and the second control unit 160 are each realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components are hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). (including circuitry), or may be realized by collaboration between software and hardware. The program may be stored in advance in a storage device such as the HDD or flash memory (a storage device equipped with a non-transitory storage medium) of the automatic driving control device 100, or may be stored in a removable device such as a DVD or CD-ROM. The information may be stored in a storage medium, and may be installed in the HDD or flash memory of the automatic driving control device 100 by attaching the storage medium (non-transitory storage medium) to a drive device. The automatic driving control device 100 is an example of a "vehicle control device."

The storage unit 180 is realized by an HDD, flash memory, RAM (Random Access Memory), ROM (Read Only Memory), or the like. The storage unit 180 stores driving pattern information 182 (details will be described later).

FIG. 2 is a functional configuration diagram of the first control section 120 and the second control section 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 realizes, for example, a function based on AI (Artificial Intelligence) and a function based on a model given in advance in parallel. For example, in the "recognize intersections" function, intersection recognition using deep learning, etc., and recognition based on pre-given conditions (pattern-matchable signals, road markings, etc.) are executed in parallel. This may be achieved by scoring and comprehensively evaluating. This ensures the reliability of automated driving.

The recognition unit 130 recognizes the position, speed, acceleration, etc. of objects around the own vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. do. The position of the object is recognized, for example, as a position on absolute coordinates with the origin at a representative point (such as the center of gravity or the center of the drive shaft) of the own vehicle M, and is used for control. The position of an object may be expressed by a representative point such as the center of gravity or a corner of the object, or may be expressed by an area expressed. The "state" of an object may include the acceleration or jerk of the object, or the "behavioral state" (eg, whether it is changing lanes or is about to change lanes).

Further, the recognition unit 130 recognizes, for example, the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 130 uses the road marking line pattern (for example, an array of solid lines and broken lines) obtained from the second map information 62 and the road marking lines around the own vehicle M recognized from the image captured by the camera 10. It recognizes the driving lane by comparing it with the pattern of Note that the recognition unit 130 may recognize driving lanes by recognizing not only road division lines but also road boundaries (road boundaries) including road division lines, road shoulders, curbs, median strips, guardrails, etc. . In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing results by the INS may be taken into consideration. The recognition unit 130 also recognizes stop lines, obstacles, red lights, toll booths, and other road events.

When recognizing the driving lane, the recognition unit 130 recognizes the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 130 calculates the relative position of the vehicle M with respect to the driving lane based on the deviation of the reference point of the vehicle M from the center of the lane and the angle made with respect to a line connecting the center of the lane in the traveling direction of the vehicle M. It may also be recognized as a posture. Instead, the recognition unit 130 recognizes the position of the reference point of the own vehicle M with respect to any side edge of the driving lane (road division line or road boundary) as the relative position of the own vehicle M with respect to the driving lane. You may.

In principle, the action plan generation unit 140 drives the vehicle M in the recommended lane determined by the recommended lane determination unit 61, and furthermore, the behavior plan generation unit 140 automatically (driver Generates a target trajectory to be traveled in the future (without relying on any operation). The target trajectory includes, for example, a velocity element. For example, the target trajectory is expressed as a sequence of points (trajectory points) that the vehicle M should reach. A trajectory point is a point that the own vehicle M should reach every predetermined travel distance (for example, about several [m]) along the road, and apart from that, it is a point that the own vehicle M should reach every predetermined distance traveled along the road (for example, about a few [m]). ) are generated as part of the target trajectory. Alternatively, the trajectory point may be a position to be reached by the host vehicle M at each predetermined sampling time. In this case, information on target speed and target acceleration is expressed by intervals between trajectory points.

The action plan generation unit 140 may set automatic driving events when generating the target trajectory. Autonomous driving events include constant-speed driving events, low-speed following driving events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 140 generates a target trajectory according to the activated event.

The action plan generation unit 140 includes, for example, a processing unit 142 and a determination unit 144. The processing unit 142 acquires information regarding the position and speed of another vehicle traveling in the destination lane recognized by the recognition unit 130 when the host vehicle plans to change lanes. The processing unit 142 is a vehicle in which there is a possibility that the other vehicle may influence the running of the own vehicle M at a predetermined position based on the position of the other vehicle, the speed of the other vehicle, and the speed of the own vehicle M. Determine whether or not. For example, there is a possibility that an influence exists on another vehicle that has the possibility of decelerating, accelerating, or moving in the lateral direction of the other vehicle due to the behavior of the own vehicle M.

For example, in an area where the own vehicle M changes lanes to the lane to which the vehicle M changes lanes, other vehicles existing within a predetermined distance behind the vehicle M in the lane to which the vehicle M changes lanes may affect the running of the vehicle M. This is a vehicle that has The predetermined distance is determined, for example, based on the relative speed of the other vehicle with respect to the speed of the own vehicle M. For example, the faster the speed of the other vehicle is relative to the speed of the own vehicle M, the longer the predetermined distance becomes.

The determining unit 144 determines a driving pattern that includes acceleration, deceleration, and closing when the own vehicle M enters the destination lane based on information regarding the position and speed of the other vehicle recognized by the recognition unit 130. do. For example, the determining unit 144 refers to the driving pattern information 182 and determines the driving pattern. The action plan generation unit 140 causes the own vehicle M to travel based on the travel pattern determined by the determination unit 144. Details of the processing with the determining unit 144 will be described later. The combination of the above-mentioned action plan generation section 140 and second control section 160 is an example of a "control section."

The second control unit 160 controls the driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes the target trajectory generated by the action plan generation unit 140 at the scheduled time. Control.

Returning to FIG. 2, the second control section 160 includes, for example, an acquisition section 162, a speed control section 164, and a steering control section 166. The acquisition unit 162 acquires information on the target trajectory (trajectory point) generated by the action plan generation unit 140, and stores it in a memory (not shown). The speed control unit 164 controls the travel driving force output device 200 or the brake device 210 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the degree of curvature of the target trajectory stored in the memory. The processing of the speed control section 164 and the steering control section 166 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control according to the curvature of the road in front of the host vehicle M and feedback control based on the deviation from the target trajectory.

The driving force output device 200 outputs driving force (torque) for driving the vehicle to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls these. The ECU controls the above configuration according to information input from the second control unit 160 or information input from the driving operator 80.

The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the second control unit 160 or information input from the driving operator 80 so that brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup mechanism, a mechanism that transmits hydraulic pressure generated by operating a brake pedal included in the driving operator 80 to a cylinder via a master cylinder. Note that the brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls an actuator according to information input from the second control unit 160 and transmits the hydraulic pressure of the master cylinder to the cylinder. Good too.

Steering device 220 includes, for example, a steering ECU and an electric motor. For example, the electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor in accordance with information input from the second control unit 160 or information input from the driving operator 80 to change the direction of the steered wheels.

[flowchart]
FIG. 3 is a flowchart showing an example of the flow of processing executed by the automatic driving control device 100. This process is executed when the own vehicle M changes lanes (when a lane change plan is generated).

First, the processing unit 142 determines whether there is another target vehicle within a predetermined distance behind the own vehicle M in the lane to which the lane is to be changed (step S100). The target other vehicle is a vehicle that may affect the lane change of the host vehicle M.

If there is no target other vehicle behind the own vehicle M within a predetermined distance, the action plan generation unit 140 changes the lane to the lane to which the lane is to be changed (target lane) without performing the first action to the fourth action, which will be described later. change (step S102).

If there is another target vehicle behind the host vehicle M within a predetermined distance, the determining unit 144 determines a driving pattern (step S104). The running pattern will be explained with reference to FIG. 4, which will be described later.

The action plan generation unit 140 executes the first action (step S106), the second action (step S108), and the third action based on the action specified in the driving pattern determined in step S104. (Step S110), executes the fourth action (Step S112), and changes lanes (Step S114). This completes the processing of one routine in this flowchart.

FIG. 4 is a diagram showing an example of a running pattern included in the running pattern information 182. The running pattern information 182 is a pattern in which the degree of change in the jerk in the traveling direction of the own vehicle M and the degree of change in the width direction of the own vehicle M is defined (or the degree of change in the jerk in the traveling direction of the own vehicle M or the This is a pattern in which the degree of change in the width direction of the vehicle M is defined. The running pattern includes, for example, a first running pattern, a second running pattern, and a third running pattern. In the following description, an example will be described in which the host vehicle M is controlled based on jerk, but the host vehicle M may also be controlled based on acceleration (deceleration). In this case, the jerk in FIG. 10, FIG. 16, FIG. 22, FIG. 23, etc., which will be described later, may be changed to acceleration.

Furthermore, in this embodiment, the explanation will be given assuming that the actions are executed in the order of the first action - the fourth action, but if the first action - the fourth action are executed in the series of actions for changing lanes, Often, other actions may be performed between the first action and the fourth action.

The action plan generation unit 140 generates a first driving pattern and a second driving pattern based on one or both of the speed of another vehicle, the relative speed of the other vehicle with respect to the speed of the own vehicle, or the distance from the own vehicle to the other vehicle. , and the third driving pattern, and controls the acceleration, deceleration, and narrowing of the own vehicle based on the determined driving pattern.

The first driving pattern is a first situation in which another vehicle traveling in the lane to which the vehicle is changing lanes is traveling at a high speed (for example, 80 km/h to 100 km/h). For example, the speed of own vehicle M is 60 km/h. The first driving pattern is, when the road situation is the first situation, first deceleration (first action), 1A width closing (second action), first acceleration (third action), 1B width closing. This is a driving pattern in which (fourth action) is executed. The first situation is a situation in which the relative speed of the other vehicle with respect to the speed of the own vehicle M is in a first speed band, and the other vehicle exists behind the own vehicle M in a first predetermined distance zone.

The second driving pattern is a second situation in which another vehicle traveling in the lane to which the vehicle is changing lanes is traveling at a medium speed (for example, 60 km/h). The second driving pattern is, when the road situation is the second situation, second deceleration (first action), second A width closing (second action), second acceleration (third action), second B width closing. This is a driving pattern in which (fourth action) is executed. The second situation is a situation in which the relative speed of the other vehicle with respect to the speed of the own vehicle M is in the second speed band, and the other vehicle exists behind the own vehicle M in a second predetermined distance zone.

The third driving pattern is a third situation in which another vehicle traveling in the lane to which the lane is to be changed is traveling at a low speed (for example, 30 km/h to 40 km/h). The third driving pattern is, when the road situation is the third situation, third deceleration (first action), third A width closing (second action), third acceleration (third action), third B width closing. This is a driving pattern in which (fourth action) is executed. The third situation is a situation in which the relative speed of the other vehicle with respect to the speed of the own vehicle M is in a third speed band, and the other vehicle exists behind the own vehicle M in a third predetermined distance zone.

For example, the first speed zone (for example, 40 km/h), the second speed zone (for example, minus 20 km/h to 30 km/h), and the third speed zone (for example, minus 20 km/h to 30 km/h) are faster in that order. It is an obi. For example, the distance zones are long in the order of the first predetermined distance zone, the second predetermined distance zone, and the third predetermined distance zone.

Hereinafter, details of each action of the first running pattern, the second running pattern, and the third running pattern will be explained in the order of the first running pattern, the third running pattern, and the second running pattern. More specific contents of the driving pattern information 182 are shown in FIGS. 10, 16, and 22, which will be described later.

(First situation)
FIG. 5 is a diagram for explaining the first situation. Hereinafter, the traveling direction of the vehicle may be referred to as the "plus X direction," and the lateral direction of the vehicle may be referred to as the "minus Y direction." FIG. 5 shows a road including lanes L1 to L6. A merging area AR is provided between lane L3 and lane L4. In the merging area AR, the vehicle can change lanes from lane L3 to lane L4 or from lane L4 to lane L3. A zebra zone S1, a branch zone OB1, and a branch zone OB2 are provided on the minus X direction side of the confluence area AR. Branching band OB2 is higher than branching band OB1. A zebra zone S2, a branch zone OB3, and a branch zone OB4 are provided on the plus X direction side of the confluence area AR. Branch band OB4 is higher than branch band OB3.

In FIG. 5, for example, the speed of the other vehicle relative to the speed of the own vehicle M is a first speed band, and the distance from the own vehicle M to the other vehicle is a first predetermined distance D1. In this case, the host vehicle M travels in the first travel pattern.

The first action to the fourth action of the first running pattern will be explained with reference to FIGS. 6 to 9. As shown in FIG. 6, the own vehicle M performs deceleration (first action) immediately after entering the merging area AR. The first action is an action for suppressing acceleration exceeding a predetermined degree or more or driving at a speed exceeding the legal speed in the third action.

Next, as shown in FIG. 7, after decelerating, the host vehicle M performs a width-to-width approach (second action) to approach the lane L4 side. The second action is to move the own vehicle M closer to the width of the vehicle to the extent that it does not protrude into the lane L4, and is an action that indicates an intention to merge with another vehicle.

Next, as shown in FIG. 8, the own vehicle M performs acceleration (third action) after widthwise closing. The third action is an action that indicates a stronger intention to merge than the second action.

Next, as shown in FIG. 9, after accelerating, the host vehicle M performs a widthwise approach (fourth action) so as to enter the lane L4 side, and enters the lane L4. The fourth action is an action for changing lanes.

In this way, the own vehicle M can execute the first action to the fourth action to indicate the intention to merge to another vehicle, and change lanes in front of the other vehicle so as not to cause discomfort to the other vehicle. .

FIG. 10 is a diagram showing an example of the jerk of the first running pattern. For example, the jerks of the first action (1), the second action (2), the third action (3), and the fourth action (4) have a distribution as shown in FIG.

(Third situation)
FIG. 11 is a diagram for explaining the third situation. In FIG. 11, for example, the speed of the other vehicle relative to the speed of the own vehicle M is in the third speed band, and the distance from the own vehicle M to the other vehicle is the third predetermined distance D3. In this case, the host vehicle M travels in the third travel pattern.

The first action to the fourth action of the third running pattern will be described with reference to FIGS. 12 to 15. As shown in FIG. 12, the own vehicle M performs deceleration (first action) immediately after entering the merging area AR. The first action is an action for suppressing acceleration exceeding a predetermined degree or more or driving at a speed exceeding the legal speed in the third action.

Next, as shown in FIG. 13, after decelerating, the own vehicle M moves toward the lane L4 (second action) in order to secure an area for the own vehicle M to merge in the lane L4. )I do. For example, the own vehicle M moves to a position where it does not overlap with other vehicles in the Y direction. As a result, the own vehicle M can secure an area for changing lanes while conveying the intention to change lanes to other vehicles, and furthermore, even if the other vehicle accelerates, the other vehicle will not approach the own vehicle. This can be suppressed.

Next, as shown in FIG. 14, the own vehicle M performs acceleration (third action) after widthwise closing. The third action is an action that indicates a stronger intention to merge than the second action.

Next, as shown in FIG. 15, after accelerating, the own vehicle M performs a width shift (fourth action) to change lanes to lane L4 and enters lane L4. The fourth action is an action for changing lanes.

In this way, the own vehicle M can execute the first action to the fourth action to indicate the intention to merge to another vehicle, and change lanes in front of the other vehicle so as not to cause discomfort to the other vehicle. .

FIG. 16 is a diagram showing an example of the jerk of the third running pattern. For example, the jerks of the first action (1), the second action (2), the third action (3), and the fourth action (4) have a distribution as shown in FIG. 16.

(Second situation)
FIG. 17 is a diagram for explaining the second situation. In FIG. 17, for example, the speed of the other vehicle relative to the speed of the own vehicle M is in the second speed band, and the distance from the own vehicle M to the other vehicle is the second predetermined distance D2. In this case, the host vehicle M travels in the second travel pattern.

The first action to the fourth action of the second travel pattern will be described with reference to FIGS. 18 to 21. As shown in FIG. 18, the host vehicle M decelerates (first action) immediately after entering the merging area AR. The first action is an action for restraining the vehicle from exceeding the legal speed in the third action.

Next, as shown in FIG. 19, after decelerating, the own vehicle M moves towards the lane L4 (second action) in order to secure an area for the own vehicle M to merge in the lane L4. )I do. For example, the own vehicle M moves to a position where it does not overlap with other vehicles in the Y direction. For example, the width shifting amount of the second running pattern is smaller than the width shifting amount of the third running pattern. As a result, the own vehicle M can secure an area for changing lanes while conveying the intention to change lanes to other vehicles, and furthermore, even if the other vehicle accelerates, the other vehicle will not approach the own vehicle. This can be suppressed.

Next, as shown in FIG. 20, the own vehicle M performs acceleration (third action) after widthwise closing. The third action is an action that indicates a stronger intention to merge than the second action.

Next, as shown in FIG. 21, after accelerating, the host vehicle M performs a width shift (fourth action) to change lanes to lane L4 and enters lane L4. The fourth action is an action for changing lanes.

In this way, the own vehicle M can execute the first action to the fourth action to indicate the intention to merge to another vehicle, and change lanes in front of the other vehicle so as not to cause discomfort to the other vehicle. . For example, the amount of lateral movement of the second action and the amount of lateral movement of the fourth action are equivalent.

FIG. 22 is a diagram showing an example of the jerk of the third running pattern. For example, the jerks of the first action (1), the second action (2), the third action (3), and the fourth action (4) have a distribution as shown in FIG. 22.

[Comparison of the magnitude of jerk and action period of each running pattern]
FIG. 23 is a diagram showing the magnitude of the jerk and the action period of each running pattern. For example, the period during which actions are performed in each driving pattern is as follows. The length of the period is period T1<period T2<period T3...<period T6.
First running pattern:
Period of first action (1); period T3
Period of second action (2); period T4
Period of third action (3); period T5
Period of fourth action (4); period T6

Second running pattern:
Period of first action (1); period T1
Period of second action (2); period T4
Period of third action (3); period T3
Period of fourth action (4); period T4

Third running pattern:
Period of first action (1); period T1
Period of second action (2); period T4
Period of third action (3); period T3
Period of fourth action (4); period T2

For example, since the period of the first action of the first driving pattern is longer than the period of the first action of the other driving patterns, even if the speed of the own vehicle M is relatively high, it can be sufficiently decelerated. For example, the period of the third action of the first driving pattern is longer than the period of the third action of other driving patterns, so even if the speed of the other vehicle is relatively fast, the other vehicle and the own vehicle can be sufficiently accelerated. It is possible to increase the distance between vehicles.

For example, the jerks when an action is executed in each running pattern are as follows. The magnitude of the jerk is as follows: jerk In1 < jerk In2 < jerk In3...< jerk In7.
First running pattern:
Period of first action (1); jerk minus In7
Second action (2) period; jump plus In2
3rd action (3) period; jump plus In7
4th action (4) period; jump plus In7

Second running pattern:
Period of first action (1); jerk minus In6
Second action (2) period; jump plus In3
Period of 3rd action (3); jump plus In5
4th action (4) period; jump plus In4

Third running pattern:
Period of first action (1); jerk minus In6
Second action (2) period; jump plus In6
Period of 3rd action (3); jump plus In5
4th action (4) period; jump plus In1

The deceleration or jerk during deceleration in the first travel pattern is greater than the deceleration or jerk during deceleration in the second travel pattern or the third travel pattern. The acceleration or jerk of the host vehicle during acceleration in the first travel pattern is greater than the acceleration or jerk of the host vehicle during acceleration in the second travel pattern or the third travel pattern. In the first driving pattern, even if the other vehicle's speed is relatively high, the first action decelerates sufficiently, and the fourth action allows the own vehicle to sufficiently accelerate, achieving a more suitable lane change. be able to.

For example, the amount of movement or the jerk of the second action of the first running pattern is smaller than the amount of movement or the jerk of the second action of the other running patterns. Since the degree to which the own vehicle enters a lane in which other vehicles are traveling is small, when another vehicle approaches the own vehicle, the own vehicle can quickly move away from the other vehicle.

For example, since the jerk or amount of movement in the width direction of the third action of the first driving pattern is larger than the jerk or amount of movement of the third action of other driving patterns, the second action moves the vehicle in the width direction. Even if the amount is relatively small, the own vehicle M can change lanes more reliably. Furthermore, for example, since the jerk of the second action in the third driving pattern is greater than the jerk of the second action of the other driving patterns, the own vehicle can more reliably notify the lane change position to other vehicles.

As mentioned above, for each driving pattern, the period of each action and the jerk when each action is executed are specified so that the own vehicle can change lanes appropriately. By executing the action based on the period and jerk, it is possible to realize a more suitable lane change.

According to the embodiment described above, the automatic driving control device 100 accelerates, decelerates, and By controlling the width closing, it is possible to realize a more suitable lane change.

[Hardware configuration]
FIG. 24 is a diagram showing an example of the hardware configuration of the automatic driving control device 100 according to the embodiment. As shown in the figure, the automatic driving control device 100 includes a communication controller 100-1, a CPU 100-2, a RAM (Random Access Memory) 100-3 used as a working memory, and a ROM (Read Only Memory) that stores a boot program and the like. 100-4, a storage device 100-5 such as a flash memory or an HDD (Hard Disk Drive), a drive device 100-6, and the like are interconnected by an internal bus or a dedicated communication line. The communication controller 100-1 communicates with components other than the automatic operation control device 100. A program 100-5a executed by the CPU 100-2 is stored in the storage device 100-5. This program is expanded into the RAM 100-3 by a DMA (Direct Memory Access) controller (not shown) or the like, and executed by the CPU 100-2. As a result, part or all of the first control unit 120, the second control unit, and the functional units included therein are realized.

The embodiment described above can be expressed as follows.
a storage device that stores the program;
comprising a hardware processor;
By the hardware processor executing a program stored in the storage device,
When your vehicle plans to change lanes, it recognizes the position and speed of other vehicles traveling in the destination lane.
Determining a driving pattern including acceleration, deceleration, and swerving of the host vehicle related to the lane change based on information regarding the recognized position and speed of the other vehicle;
A vehicle control device configured to control acceleration, deceleration, and narrowing of the own vehicle based on the determined driving pattern.

Although the mode for implementing the present invention has been described above using embodiments, the present invention is not limited to these embodiments in any way, and various modifications and substitutions can be made without departing from the gist of the present invention. can be added.

1. Vehicle system, 100. Automatic driving control device, 120. First control section, 130. Recognition section, 140. Action plan generation section, 142. Processing section, 144. Determination section, 160. Second control section.

Claims (14)

a recognition unit that recognizes the position and speed of another vehicle traveling in the destination lane when the own vehicle plans to change lanes;
a determining unit that determines a driving pattern including acceleration, deceleration, and width-shifting of the host vehicle related to the lane change based on information regarding the position and speed of the other vehicle recognized by the recognition unit;
a control unit that controls acceleration, deceleration, and width closing of the host vehicle based on the driving pattern determined by the determination unit ,
The traveling pattern is a traveling pattern in which one or both of the degree of change in jerk in the traveling direction of the own vehicle and the degree of change in the width direction of the own vehicle are defined.
Vehicle control device. a recognition unit that recognizes the position and speed of another vehicle traveling in the destination lane when the own vehicle plans to change lanes;
a determining unit that determines a driving pattern including acceleration, deceleration, and width-shifting of the host vehicle related to the lane change based on information regarding the position and speed of the other vehicle recognized by the recognition unit;
a control unit that controls acceleration, deceleration, and width closing of the host vehicle based on the driving pattern determined by the determination unit,
The driving pattern is a pattern in which the own vehicle operates in the order of deceleration, first width closing, acceleration, and second width closing,
Vehicle control device. a recognition unit that recognizes the position and speed of another vehicle traveling in the destination lane when the own vehicle plans to change lanes;
a determining unit that determines a driving pattern including acceleration, deceleration, and width-shifting of the host vehicle related to the lane change based on information regarding the position and speed of the other vehicle recognized by the recognition unit;
a control unit that controls acceleration, deceleration, and width closing of the host vehicle based on the driving pattern determined by the determination unit,
The running pattern includes at least a first running pattern, a second running pattern, and a third running pattern.
Vehicle control device. The change in the behavior of the own vehicle is large in the order of the first driving pattern, the second driving pattern, and the third driving pattern,
The determining unit is
when the speed or relative speed of the other vehicle is in a first speed band, determining the driving pattern to be the first driving pattern;
when the speed of the other vehicle or the relative speed is in a second speed band slower than the first speed band, determining the driving pattern to be the second driving pattern;
determining the driving pattern to be the third driving pattern when the speed of the other vehicle or the relative speed is in a third speed band slower than the second speed band;
The vehicle control device according to claim 3 . Each of the first travel pattern, the second travel pattern, and the third travel pattern includes a travel pattern that performs deceleration,
According to claim 4 , the deceleration or jerk related to deceleration during deceleration in the first travel pattern is larger than the deceleration or jerk related to deceleration during deceleration in the second travel pattern or the third travel pattern. Vehicle control device described. Each of the first travel pattern, the second travel pattern, and the third travel pattern includes a travel pattern in which a first width adjustment is performed after the deceleration,
The lateral jerk or lateral acceleration of the own vehicle during the first width closing of the first running pattern is the same as the lateral jerk or lateral acceleration of the own vehicle during the first width closing of the second running pattern or the third running pattern. less than the lateral jerk or lateral acceleration of
The vehicle control device according to claim 5 . The first running pattern, the second running pattern, and the third running pattern include a running pattern in which acceleration is performed after the first width closing,
The jerk or acceleration of the host vehicle during acceleration in the first travel pattern is greater than the jerk or acceleration of the host vehicle during acceleration in the second travel pattern or the third travel pattern. Also big,
The vehicle control device according to claim 6 . The first running pattern, the second running pattern, and the third running pattern include a running pattern that performs a second width closing after acceleration,
The acceleration related to the lateral jerk or acceleration of the own vehicle during the second width closing of the first running pattern is the same as the acceleration related to the lateral jerk or acceleration of the own vehicle during the second width closing of the second running pattern or the third running pattern. greater than the lateral jerk or acceleration of
The vehicle control device according to claim 7 . The computer is
When your vehicle plans to change lanes, it recognizes the position and speed of other vehicles traveling in the destination lane.
Determining a driving pattern including acceleration, deceleration, and swerving of the host vehicle related to the lane change based on information regarding the recognized position and speed of the other vehicle;
controlling acceleration, deceleration, and side-alignment of the host vehicle based on the determined driving pattern;
The traveling pattern is a traveling pattern in which one or both of the degree of change in jerk in the traveling direction of the own vehicle and the degree of change in the width direction of the own vehicle are defined.
Vehicle control method. The computer is
When your vehicle plans to change lanes, it recognizes the position and speed of other vehicles traveling in the destination lane.
Determining a driving pattern including acceleration, deceleration, and swerving of the host vehicle related to the lane change based on information regarding the recognized position and speed of the other vehicle;
controlling acceleration, deceleration, and side-alignment of the host vehicle based on the determined driving pattern;
The driving pattern is a pattern in which the own vehicle operates in the order of deceleration, first width closing, acceleration, and second width closing,
Vehicle control method. The computer is
When your vehicle plans to change lanes, it recognizes the position and speed of other vehicles traveling in the destination lane.
Determining a driving pattern including acceleration, deceleration, and swerving of the host vehicle related to the lane change based on information regarding the recognized position and speed of the other vehicle;
controlling acceleration, deceleration, and side-alignment of the host vehicle based on the determined driving pattern;
The running pattern includes at least a first running pattern, a second running pattern, and a third running pattern.
Vehicle control method. to the computer,
A process for recognizing the position and speed of other vehicles traveling in the destination lane when the own vehicle plans to change lanes;
Based on the recognized information regarding the position and speed of the other vehicle, a process of determining a driving pattern including acceleration, deceleration, and closing of the own vehicle related to the lane change;
A program that executes a process of controlling acceleration, deceleration, and width closing of the host vehicle based on the determined driving pattern,
The traveling pattern is a traveling pattern in which one or both of the degree of change in jerk in the traveling direction of the own vehicle and the degree of change in the width direction of the own vehicle are defined.
program. to the computer,
A process for recognizing the position and speed of other vehicles traveling in the destination lane when the own vehicle plans to change lanes;
Based on the recognized information regarding the position and speed of the other vehicle, a process of determining a driving pattern including acceleration, deceleration, and closing of the own vehicle related to the lane change;
A program that executes a process of controlling acceleration, deceleration, and width closing of the host vehicle based on the determined driving pattern,
The driving pattern is a pattern in which the host vehicle operates in the order of deceleration, first width closing, acceleration, and second width closing,
program. to the computer,
A process for recognizing the position and speed of other vehicles traveling in the destination lane when the own vehicle plans to change lanes;
Based on the recognized information regarding the position and speed of the other vehicle, a process of determining a driving pattern including acceleration, deceleration, and closing of the own vehicle related to the lane change;
A program that executes a process of controlling acceleration, deceleration, and width closing of the host vehicle based on the determined driving pattern,
The running pattern includes at least a first running pattern, a second running pattern, and a third running pattern.
program.

Images