Vehicle control device, vehicle control method, and computer-readable storage medium

Abstract

Provided is a vehicle control device, a vehicle control method, and a computer-readable storage medium storing a program, which can suppress confusion of behavior of a vehicle due to a lateral slope of a road. A vehicle control device includes a behavior detection unit that detects behavior of a preceding traveling vehicle traveling in the same direction as a host vehicle ahead of the host vehicle, and a driving control unit that performs at least steering control of the host vehicle independently of an operation of a driver of the host vehicle, the behavior detection unit detects a peak value of a lateral velocity of the preceding traveling vehicle, and the driving control unit executes first steering control in a case where the host vehicle is traveling in a straight traveling section, that is, outputs a steering force toward a side opposite to a lateral position change of the preceding traveling vehicle at a point of occurrence of the lateral position change of the preceding traveling vehicle at which the detected peak value is generated, or amplifies a steering force output based on a prescribed reference.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device, a vehicle control method, and a computer-readable storage medium storing a program. BACKGROUND

[0002] In the past, an invention of a device has been disclosed which, in automatic driving that travels without a driver's driving operation, issues an alarm in a case where strong wind around a traffic sign is inferred by a strong wind inference section (Patent Literature 1). In the device, in a case where a surrounding vehicle has a sway of a prescribed amount or more in a vehicle width direction, or in a case where an offset amount between an inferred position of the surrounding vehicle after a prescribed time and a detected position of the surrounding vehicle calculated from a detection behavior amount of the surrounding vehicle exceeds an offset amount threshold value, it is inferred that strong wind is generated around the traffic sign.

[0003] [Related Art Literature]

[0004] [Patent Literature]

[0005] [Patent Literature 1] Japanese Patent Application Laid-Open No. 2018-091794 SUMMARY

[0006] [Problems to be Solved by the Invention]

[0007] There are causes other than strong wind for the sway of the preceding vehicle, and countermeasures differ depending on the cause, but in the related art, only control to specifically guard against strong wind is performed.

[0008] The present application was completed in consideration of such a situation, and one of the objects thereof is to provide a vehicle control device, a vehicle control method, and a computer-readable storage medium storing a program, which can suppress confusion of behavior of a vehicle due to a lateral slope of a road.

[0009] [Technical Means to Solve the Problems]

[0010] The vehicle control device, the vehicle control method, and the computer-readable storage medium of the present application adopt the following structure.

[0011] (1): The vehicle control device of one embodiment of the present application includes a behavior detection section that detects a behavior of a preceding traveling vehicle that travels in the same direction as a host vehicle ahead of the host vehicle, and a driving control section that performs at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle, the behavior detection section detects a peak value of a lateral velocity of the preceding traveling vehicle, and the driving control section performs a first steering control in which a steering force is output toward a side opposite to a lateral position change of the preceding traveling vehicle or a steering force output based on a prescribed reference is amplified at a location where the lateral position change of the preceding traveling vehicle occurs when the host vehicle travels in a straight traveling section.

[0012] (2): In the embodiment of (1), the driving control section performs the first steering control when a condition including that a roll amount of the preceding traveling vehicle is equal to or less than a second threshold value is satisfied.

[0013] (3): In the embodiment of (1), the driving control section performs the first steering control when a condition including that a lateral movement direction of the preceding traveling vehicle is different from a roll direction is satisfied.

[0014] (4): In the embodiment of (1), the driving control section performs the first steering control when a condition including that a change condition of the lateral velocity of the preceding traveling vehicle satisfies a prescribed reference is satisfied.

[0015] (5): In the embodiment of (4), the prescribed reference refers to a value of a peak value of the lateral velocity of the preceding traveling vehicle being equal to or less than a third threshold value.

[0016] (6): In the embodiment of (4), the prescribed reference refers to a value of a peak value of a lateral acceleration of the preceding traveling vehicle being equal to or less than a fourth threshold value.

[0017] (7): In the embodiment of (1), the driving control section performs the first steering control when a condition including that a time difference between a timing at which a lateral position of the preceding traveling vehicle starts to change and a timing at which a roll is generated is equal to or less than a fifth threshold value is satisfied.

[0018] (8): In the embodiment of (1), the driving control section performs the first steering control when any of a plurality of conditions including that a roll amount of the preceding traveling vehicle is equal to or less than a second threshold value, that a lateral movement direction of the preceding traveling vehicle is different from a roll direction, that a change condition of the lateral velocity of the preceding traveling vehicle satisfies a prescribed condition, and that a time difference between a timing at which a lateral position of the preceding traveling vehicle starts to change and a timing at which a roll is generated is equal to or less than a fifth threshold value is satisfied.

[0019] (9) In the embodiment of (1), the steering control section determines the steering force of the first steering control based on a value of the peak of the lateral velocity of the preceding vehicle.

[0020] (10) In any one of the embodiments of (2) to (8), the steering control section executes a second steering control different from the first steering control in a case where the condition is not satisfied.

[0021] (11) Another embodiment of the vehicle control method of the present application is a vehicle control method in which a computer mounted on a vehicle: detects a behavior of a preceding vehicle traveling in the same direction as the host vehicle in front of the host vehicle, the behavior of the preceding vehicle including a peak of a lateral velocity of the preceding vehicle; performs at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle; and executes a first steering control in a case where the host vehicle travels in a straight-ahead section, that is, at a point of occurrence of a lateral position change of the preceding vehicle in which the detected peak is generated, outputs a steering force toward a side opposite to the lateral position change of the preceding vehicle, or amplifies a steering force output based on a prescribed reference.

[0022] (12) Still another embodiment of the computer-readable storage medium of the present application stores a program to cause a computer mounted on a vehicle to: detect a behavior of a preceding vehicle traveling in the same direction as the host vehicle in front of the host vehicle, the behavior of the preceding vehicle including a peak of a lateral velocity of the preceding vehicle; perform at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle; and execute a first steering control in a case where the host vehicle travels in a straight-ahead section, that is, at a point of occurrence of a lateral position change of the preceding vehicle in which the detected peak is generated, outputs a steering force toward a side opposite to the lateral position change of the preceding vehicle, or amplifies a steering force output based on a prescribed reference.

[0023] [Effects of the Invention]

[0024] According to the embodiments of (1) to (12), confusion of the behavior of the vehicle due to the lateral slope of the road can be suppressed.

[0025] According to the embodiments of (2) to (8), the presence of the lateral slope of the road can be determined with good accuracy.

[0026] According to the embodiment of (9), an appropriate steering force corresponding to the degree of the lateral slope of the road can be output. This is because it can be considered that the value of the peak of the lateral velocity of the preceding vehicle indicates the degree of the lateral slope of the road. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the embodiment.

[0028] Figure 2 This is a functional structure diagram of the first control unit 120 and the second control unit 160.

[0029] Figure 3 This is a diagram that conceptually represents the structure of the steering device 220.

[0030] Figure 4 This diagram illustrates an example of a scenario involving the first steering control action.

[0031] Figure 5 It means Figure 4 The graph shows the time changes in the lateral position, lateral speed, and driver correction of the vehicle FM traveling ahead in the scenario shown.

[0032] Figure 6 This is a flowchart illustrating an example of the processing flow executed by the automatic driving control device 100.

[0033] Figure 7 This is a diagram used to illustrate the tilt amount θr.

[0034] Figure 8 This diagram illustrates the rules for inferring the lateral slope φ of a road surface.

[0035] [Explanation of Symbols]

[0036] 10: Camera

[0037] 100: Automatic driving control device

[0038] 120: First Control Unit

[0039] 130: Identification Department

[0040] 132: Behavioral Detection Department

[0041] 140: Action Plan Generation Department

[0042] 160: Second Control Unit

[0043] 162: Acquisition Department

[0044] 164: Speed ​​Control Department

[0045] 166: Steering and Control Department

[0046] 168: Stability Control Unit

[0047] 220: Steering mechanism Detailed Implementation

[0048] Embodiments of a vehicle control device, a vehicle control method, and a computer-readable storage medium will be described below with reference to the accompanying drawings.

[0049] [Overall configuration]

[0050] Figure 1 is a configuration diagram of a vehicle system 1 that utilizes the vehicle control device of the embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled or three-wheeled, four-wheeled, or the like vehicle, and its drive 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 generated electric power from a generator coupled to the internal combustion engine, or discharge electric power from a secondary battery or a fuel cell.

[0051] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a laser radar (LIDAR) 14, an object recognition device 16, a communication device 20, a human machine interface (HMI) 30, a vehicle sensor 40, a navigation device 50, a map positioning unit (MPU) 60, a driving operation 80, an automatic driving control device 100, a travel drive power output device 200, a brake device 210, and a steering device 220. These devices or machines are connected to each other through a plurality of communication lines such as Controller Area Network (CAN) communication lines or serial communication lines, a wireless communication network, or the like. In addition, the vehicle system 1 includes a vehicle control device 1 10 that controls the entire vehicle system 1. Figure 1 The illustrated configuration is merely an example, and a part of the configuration can be omitted, or further other configurations can be added.

[0052] The camera 10 is, for example, a digital camera that utilizes a solid-state imaging element such as a Charge Coupled Device (CCD) or a Complementary Metal Oxide Semiconductor (CMOS). The camera 10 is installed at an arbitrary position of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle system 1 is mounted. In the case of photographing the front, the camera 10 is installed on the upper portion of a front window shield or the back of a rearview mirror, or the like. The camera 10 repeatedly photographs the periphery of the host vehicle M, for example, periodically. The camera 10 can also be a stereo camera.

[0053] The radar device 12 emits an electric wave such as a millimeter wave to the periphery of the host vehicle M, and detects an electric wave (reflected wave) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 12 is installed at an arbitrary position of the host vehicle M. The radar device 12 can also detect the position and speed of the object by a frequency modulated continuous wave (FM-CW) method.

[0054] The LIDAR 14 irradiates light (or an electromagnetic wave having a wavelength close to light) to the periphery of the host vehicle M, and measures scattered light. The LIDAR 14 detects the distance to the object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is installed at an arbitrary position of the host vehicle M.

[0055] The object recognition device 16 performs sensor fusion processing on the detection results obtained by some or all of the camera 10, the radar device 12, and the LIDAR 14, to recognize the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automated driving control device 100. The object recognition device 16 can directly output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the automated driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0056] The communication device 20 communicates with other vehicles located in the periphery of the host vehicle M, or communicates with various server devices via a wireless base station, using, for example, a cellular network or a wireless fidelity (Wi-Fi) network, Bluetooth (registered trademark), dedicated short range communication (DSRC), or the like.

[0057] The HMI 30 prompts various information to the occupant of the host vehicle M, and accepts an input operation performed by the occupant. The HMI 30 includes various display devices, a speaker, a buzzer, a touch screen, switches, keys, and the like.

[0058] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, a direction sensor that detects the orientation of the host vehicle M, and the like.

[0059] The navigation device 50 includes, for example, a Global Navigation Satellite System (GNSS) receiver 51, a navigation HMI 52, and a route decision section 53. The navigation device 50 holds first map information 54 in a storage device such as a Hard Disk Drive (HDD) or a flash memory. The GNSS receiver 51 determines the position of the host vehicle M based on signals received from GNSS satellites. The position of the host vehicle M can also be determined or supplemented by an Inertial Navigation System (INS) that utilizes the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch screen, keys, and the like. The navigation HMI 52 can also be partially or wholly shared with the aforementioned HMI 30. The route decision section 53 determines, for example, a route (hereinafter referred to as an on-map route) from the position of the host vehicle M determined by the GNSS receiver 51 (or an arbitrary position input) to a destination input by a passenger using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is, for example, information that expresses the shape of a road using links that represent roads and nodes that are connected by the links. The first map information 54 can also include curvature of roads or Point Of Interest (POI) information, and the like. The on-map route is output to the MPU 60. The navigation device 50 can also perform route guidance using the navigation HMI 52 based on the on-map route. The navigation device 50 can also be implemented by the functions of a terminal device such as a smartphone or a tablet terminal held by a passenger. The navigation device 50 can also transmit the current position and the destination to a navigation server via the communication device 20, and acquire a route equivalent to the on-map route from the navigation server.

[0060] The MPU 60 includes, for example, a recommended lane decision section 61 that holds second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane decision section 61 divides the on-map route provided from the navigation device 50 into a plurality of blocks (for example, divided every 100 [m] with respect to the direction of travel of the vehicle), and determines a recommended lane for each block with reference to the second map information 62. The recommended lane decision section 61 performs determination of the lane on which to travel, counting from the left. The recommended lane decision section 61 determines the recommended lane in such a manner that the host vehicle M is able to travel on a reasonable route to a branching target in the case where there is a branching site in the on-map route.

[0061] The second map information 62 is map information having higher precision than the first map information 54. The second map information 62, for example, contains information of a center of a lane or information of a boundary of a lane, and the like. In addition, in the second map information 62, road information, traffic restriction information, dwelling information (dwellings, postal codes), facility information, telephone number information, and the like can be contained. The second map information 62 can be updated at any time by causing the communication device 20 to communicate with other devices.

[0062] The driving operation member 80 contains, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a joy stick, a lever, and other operation members. In the driving operation member 80, a sensor that detects an operation amount or presence / absence of an operation is installed, and a detection result thereof is output to the automatic driving control device 100, or to some or all of the travel driving force output device 200, the brake device 210, and the steering device 220.

[0063] The automatic driving control device 100 includes, for example, a first control section 120 and a second control section 160. The first control section 120 and the second control section 160 are each realized by, for example, a hardware processor such as a Central Processing Unit (CPU) executing a program (software). In addition, some or all of these constituent elements can be realized by a hardware (including circuitry) such as a Large Scale Integration (LSI) or an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), a Graphics Processing Unit (GPU), or can be realized by a cooperation of software and hardware. The program can be stored in advance in a storage device (including a storage device of a non-volatile storage medium) such as a HDD or a flash memory of the automatic driving control device 100, or can be stored in advance in a removable storage medium such as a Digital Versatile Disk (DVD) or a Compact Disc-Read Only Memory (CD-ROM), and installed to the HDD or the flash memory of the automatic driving control device 100 by mounting the storage medium (non-volatile storage medium) to a drive device. The automatic driving control device 100 is an example of a "vehicle control device", and a portion in which the action plan generation section 140 and the second control section 160 are combined is an example of a "driving control section".

[0064] Figure 2Fig. 1 is a functional configuration diagram of the first control section 120 and the second control section 160. The first control section 120 includes, for example, the recognition section 130 and the action plan generation section 140. The first control section 120 implements, for example, functions by artificial intelligence (AI) and functions by a model given in advance in parallel. For example, the "recognize intersection" function can be implemented by executing recognition of an intersection by deep learning or the like and recognition based on a condition given in advance (a signal that pattern matching is possible, a road sign, or the like) in parallel, and comprehensively evaluating by scoring both. Thus, the reliability of automated driving is ensured.

[0065] The recognition section 130 recognizes the position of an object located in the vicinity of the host vehicle M and the state of the speed, acceleration, or the like, based on information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of the object is, for example, a position recognized as an absolute coordinate with a representative point (center of gravity or center of the drive shaft, or the like) of the host vehicle M as the origin, and is used for control. The position of the object can be represented by a representative point such as the center of gravity or a corner of the object, or can be represented by a region expressed. The "state" of the object can also include acceleration or jerk of the object, or an "action state" (for example, whether or not a lane change is being performed, or whether or not a lane change is intended to be performed).

[0066] In addition, the recognition section 130 recognizes, for example, a lane (travel lane) in which the host vehicle M is traveling. For example, the recognition section 130 recognizes the travel lane by comparing a pattern of road division lines (for example, an arrangement of solid lines and broken lines) obtained from the second map information 62 with a pattern of road division lines in the vicinity of the host vehicle M recognized from an image captured by the camera 10. Furthermore, the recognition section 130 can recognize the travel lane by recognizing a runway boundary (road boundary) including road division lines or a shoulder, a curb, a median, a guardrail, or the like, without being limited to road division lines. In the recognition, the position of the host vehicle M obtained from the navigation device 50 or a processing result obtained by the INS can be taken into account. In addition, the recognition section 130 recognizes a temporary stop line, an obstacle, a red light signal, a toll booth, and other road things / events.

[0067] The recognition unit 130, when recognizing the travel lane, recognizes the position or posture of the host vehicle M with respect to the travel lane. The recognition unit 130, for example, can also recognize the position of the reference point of the host vehicle M from the center of the lane, and the angle of the travel direction of the host vehicle M with respect to the line connecting the center of the lane, as the relative position and posture of the host vehicle M with respect to the travel lane. Instead, the recognition unit 130 can also recognize the position of the reference point of the host vehicle M with respect to either side end portion (road division line or road boundary) of the travel lane, or the like, as the relative position of the host vehicle M with respect to the travel lane.

[0068] The recognition unit 130 further includes a behavior detection unit 132 that detects the behavior of a preceding travel vehicle among the objects located in the periphery of the host vehicle M. The preceding travel vehicle refers to a vehicle that travels in the same direction as the host vehicle M in front of the host vehicle M (may specifically refer to the front within the same lane, or the front including the adjacent lane as well). Details of the function of the behavior detection unit 132 will be described later.

[0069] The action plan generation unit 140 generates a target track along which the host vehicle M is to travel automatically (independently of the operation of the driver) in the future, so as to travel on the recommended lane decided by the recommended lane decision unit 61 in principle, and further to be able to cope with the situation in the periphery of the host vehicle M. The target track, for example, includes a speed element. For example, the target track is expressed as a sequence of track points at which the host vehicle M is to arrive. Unlike the track points, the target speed and the target acceleration at every predetermined sampling time (e.g., around several tenths of a [sec]) are generated as part of the target track. In addition, the track points can also be the positions at which the host vehicle M is to arrive at every predetermined sampling time at the sampling time. At this time, the information of the target speed or the target acceleration is expressed at the interval of the track points.

[0070] The action plan generation unit 140 can set an automatic driving event every time the target track is generated. The automatic driving event is a constant speed travel event, a low speed follow travel event, a lane change event, a branch event, a merging event, a takeover event, and the like. The action plan generation unit 140 generates a target track corresponding to the event that is activated.

[0071] The second control unit 160 controls the travel driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes through the target track generated by the action plan generation unit 140 at a predetermined time.

[0072] Back Figure 2The second control portion 160 includes, for example, an acquisition portion 162, a speed control portion 164, and a steering control portion 166. The acquisition portion 162 acquires information of the target trajectory (trajectory point) generated by the action plan generation portion 140 and stores it in a memory (not shown). The speed control portion 164 controls the travel drive force output device 200 or the brake device 210 on the basis of a speed element attached to the target trajectory stored in the memory. The steering control portion 166 controls the steering device 220 so that the host vehicle M travels along the target trajectory stored in the memory. The steering control portion 166 includes a stable travel control portion 168 that functions when a constant speed travel event or a low speed follow travel event or the like is executed. Details of the function of the stable travel control portion 168 will be described later.

[0073] The travel drive force output device 200 outputs a travel drive force (torque) for travel of the vehicle to the drive wheels. The travel drive force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an electronic control unit (ECU) that controls them. The ECU controls the structure on the basis of information input from the second control portion 160 or information input from the driving operation member 80.

[0074] 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 on the basis of information input from the second control portion 160 or information input from the driving operation member 80 to output a brake torque corresponding to a brake operation to each wheel. The brake device 210 can include a mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in the driving operation member 80 to the cylinder via a master cylinder as a backup. In addition, the brake device 210 is not limited to the structure described above, and can be an electronically controlled hydraulic brake device that controls an actuator on the basis of information input from the second control portion 160 to transmit hydraulic pressure of a master cylinder to the cylinder.

[0075] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, changes the orientation of a steered wheel by applying force to a rack-and-pinion mechanism. The steering ECU drives the electric motor on the basis of information input from the second control portion 160 or information input from the driving operation member 80 to change the orientation of the steered wheel.

[0076] The steering device 220 is an example of a "steering device". Figure 3FIG. 19 is a diagram conceptually showing the structure of a steering device 220. The steering device 220 is coupled to a steering wheel 82. The steering device 220 includes a steering torque sensor 222 mounted on a steering shaft SS coupled to the steering wheel 82, an assist motor 224, a steering angle sensor 226, a gear mechanism 228, and a steering ECU 230. The steering torque sensor 222 detects the direction and magnitude of a force (hereinafter referred to as a steering torque) applied to the steering wheel 82 by an occupant. The assist motor 224 outputs a torque T to the steering shaft SS. The assist motor 224 can also be a linear motor that outputs a straight running force to a drive shaft DS, or the like. The steering angle sensor 226 detects the rotational angle of the steering shaft SS. The gear mechanism 228 converts the rotation of the steering shaft SS to reciprocating motion of the drive shaft DS, and changes the angle of a wheel 240 coupled to the drive shaft DS. The steering ECU 230 drives the assist motor 224 to change the direction of the steered wheels, based on information input from the second control portion 160, or information input from the driving operation member 80. Figure 3 The structure or configuration, mechanism, or the like of the steering device 220 shown is merely an example, and the steering device 220 can include any structure.

[0077] [Control for suppressing lateral movement]

[0078] The following describes a control for suppressing lateral movement (hereinafter referred to as first steering control) executed by the behavior detection portion 132 and the stable travel control portion 168. The first steering control is executed, for example, at least when the host vehicle M is traveling on a straightaway. The first steering control can also be executed, or can not be executed, when the host vehicle M is traveling on a curve rather than a straightaway. The subject that determines whether the host vehicle M is traveling on a straightaway can be the behavior detection portion 132, the action plan generation portion 140, or the stable travel control portion 168. In the case where the behavior detection portion 132 is the subject, the behavior detection portion 132 determines whether the host vehicle M is traveling on a straightaway, and performs a peak value detection process described later in the case where it is determined that the host vehicle M is traveling on a straightaway. In the case where the action plan generation portion 140 or the stable travel control portion 168 is the subject, the behavior detection portion 132 continues the peak value detection process, and the action plan generation portion 140 or the stable travel control portion 168 determines whether the host vehicle M is traveling on a straightaway, and executes the first steering control in the case where it is determined that the host vehicle M is traveling on a straightaway. These subjects determine whether the host vehicle M is traveling on a straightaway by analyzing the shape of a road stripe in an image captured by the camera 10, or by collating the position information of the host vehicle M with the second map information 62. A straightaway is defined, for example, as a road having a curvature that does not satisfy a prescribed value, or a road to which a mark indicating that it is a straightaway (or not a curve) is assigned in the second map information 62, or the like.

[0079] Figure 4 This diagram illustrates an example of a scenario involving the first steering control maneuver. In the diagram, vehicle M and the preceding vehicle FM are traveling in the same lane L1 and in the same direction. M This is the direction of travel of vehicle M. When the preceding vehicle FM reaches point P1 (strictly speaking, at point R, the representative point of the preceding vehicle FM). FM Upon reaching point P1 (as described herein), the lateral slope of the road surface changes, causing the preceding vehicle FM, which was previously traveling straight near the center of the lane, to begin moving laterally to the left. Then, upon reaching point P2, the lateral velocity of the preceding vehicle FM reaches its peak, which is detected by the behavior detection unit 132. During the movement of the preceding vehicle FM towards points P3 and P4, the driver (or automatic driving control device) of the preceding vehicle FM returns it to the center of the lane by steering to the right. This series of actions by the preceding vehicle FM is detected by the behavior detection unit 132. The behavior detection unit 132 detects the representative point R of the preceding vehicle FM in each control cycle. FM Lateral position (position in the direction of road width) Figure 4 (position in the Y direction), and calculate the representative point R. FM The lateral movement speed is taken as the lateral speed Vy of the preceding vehicle FM. FM .

[0080] In this situation, when the vehicle M reaches the location P1 where the lateral position change of the preceding vehicle FM that generated the detected peak value occurred (strictly speaking, the representative point R of the vehicle M), the stability control unit 168 will... M Upon reaching point P1 (as described herein), the steering device 220 outputs a steering force from point P1 in the direction opposite to the lateral position change of the preceding vehicle FM, or amplifies the steering force output based on a predetermined reference. The stability control unit 168, for example, uses a point where the deviation from the average lateral position relative to a predetermined number of past cycles is taken as the location where the lateral position change of the preceding vehicle FM occurs. The representative points of the preceding vehicle FM and the vehicle M are arbitrarily defined points such as the front end, rear end, center of gravity, and rear axle center. The steering force additionally determined by the stability control unit 168 operates in such a way that it is added to the basic steering force used for traveling along the target track, or amplifies a portion of the feedback control used to determine the basic steering force. The basic steering force is determined, for example, by reducing the deviation from the target track through feedback control.

[0081] Figure 5 It means Figure 4The diagram shows the temporal changes of the lateral position, lateral velocity, and driver correction (direction and amount of steering by the driver of the FM) of the preceding vehicle in the scenario shown. The lateral position is relative to the center of the lane, and the lateral velocity and driver correction are represented as positive on either side and negative on the other. Time t1 is the moment when the preceding vehicle FM passes point P1. Afterwards, the location where the preceding vehicle FM exists at time t1 is determined as the location where the lateral position change of the preceding vehicle FM caused by the change in the lateral slope of the road surface occurs. Time t2 is the moment when the preceding vehicle FM passes point P2. If time elapses until time t3, the lateral velocity Vy of the preceding vehicle FM at time t2 is calculated within a window period (observation period) WT of a predetermined number of control cycles traced back from the aforementioned time point. FM It is determined to be the maximum value occurring within the window period excluding the start and end points, therefore the lateral velocity Vy of the preceding vehicle FM at time t2 is... FM The peak value was detected. Subsequently, assuming the driver of the preceding vehicle FM makes steering maneuvers to counteract the lateral slope of the road surface, the lateral position of the preceding vehicle FM will return to near the center of the lane.

[0082] Figure 6 This is a flowchart illustrating an example of the processing flow executed by the automatic driving control unit 100. The processing in this flowchart is, for example, repeatedly executed at a predetermined cycle. First, the automatic driving control unit 100 determines whether the vehicle M is traveling in a straight lane (step S100). If it is determined that the vehicle M is traveling in a straight lane, the behavior detection unit 132 detects the lateral speed Vy of the preceding vehicle FM. FM The peak value is determined (step S102), and the lateral velocity Vy of the preceding vehicle FM involved in the peak value is determined. FM Is the (peak value) above the first threshold Th1 (step S104)?

[0083] If it is determined in step S100 that the vehicle is not traveling in a straight lane, and if it is determined in step S104 that the lateral speed is less than the first threshold Th1, then one routine of this flowchart ends.

[0084] When it is determined that the lateral velocity involved in the peak is equal to or higher than the first threshold Thl, the stable travel control section 168 determines whether or not the lateral slope determination condition is satisfied (step S106). The lateral slope determination condition is an example of the "condition" in the claims. The lateral slope determination condition includes some or all of the first condition to the fourth condition shown below. That is, the stable travel control section 168 can determine that the lateral slope determination condition is satisfied when only the first condition is satisfied, can determine that the lateral slope determination condition is satisfied when only the second condition is satisfied, can determine that the lateral slope determination condition is satisfied when only the third condition is satisfied, and can determine that the lateral slope determination condition is satisfied when only the fourth condition is satisfied. In addition, the lateral slope determination condition can combine any number of the conditions with an "and" condition, or can combine them with an "or" condition.

[0085] (First Condition)

[0086] The first condition is that the roll amount θr of the preceding travel vehicle FM is equal to or lower than a second threshold Th2. The roll amount θr of the preceding travel vehicle FM is detected as a relative value with respect to a period of time in which variation is small, for example. The behavior detection section 132 continuously detects the roll amount at a feature such as the right upper corner, the left upper corner, or the like of the preceding travel vehicle FM. Figure 7 is a diagram for describing the roll amount θr. In the diagram, IM is the captured image of the camera 10, Cl is the right upper corner, and C2 is the left upper corner. The behavior detection section 132 sets a virtual roll center G FM In a stable state (a state in which the roll amount θr does not vary), the vector Vrefl from the virtual roll center G FM to the reference right upper corner C1ref, and the vector Vref2 from the virtual roll center G FM to the reference left upper corner C2ref are calculated in advance, and the angle θl of the vector from the virtual roll center G FM to the right upper corner Cl and the vector Vrefl, and the angle θ2 of the vector from the virtual roll center G FMThe angle θ2 of the vector to the upper left corner C2 and the vector Vref2, and the average of the angle θ1 and the angle θ2 is taken as the roll amount θr. The second threshold Th2 is set to a value larger than the general roll amount due to the lateral slope of the road and smaller than the general roll amount due to the lateral wind. Therefore, in the case where the first condition is satisfied, it is considered that the probability of the roll in the preceding vehicle FM due to the lateral slope of the road is higher than the probability of the roll in the preceding vehicle FM due to the lateral wind. Further, the recognition unit 130 can be able to recognize the vehicle type (large vehicle, medium vehicle, small vehicle, sports car, truck, bus, etc.) of the preceding vehicle FM. At this time, the second threshold Th2 can also be made different depending on the vehicle type. The reason for this is that the roll amount due to the lateral wind differs depending on the performance of the suspension, etc. of the vehicle.

[0087] (Second Condition)

[0088] The second condition is that the lateral movement direction of the preceding vehicle FM and the roll direction are different. Generally, in the case where the roll in the preceding vehicle FM due to the lateral wind, the direction thereof is the same as the lateral movement direction of the preceding vehicle FM. On the contrary, in the case where the roll in the preceding vehicle FM due to the lateral slope of the road, the direction thereof is not necessarily the same as the lateral movement direction of the preceding vehicle FM. Therefore, in the case where the second condition is satisfied, it is considered that the probability of the roll in the preceding vehicle FM due to the lateral slope of the road is higher than the probability of the roll in the preceding vehicle FM due to the lateral wind.

[0089] (Third Condition)

[0090] The third condition is that the change in the lateral velocity Vy FM of the preceding vehicle FM satisfies a prescribed criterion. The prescribed criterion is, for example, that the peak value of the lateral velocity Vy FM of the preceding vehicle FM is below a third threshold Th3. The third threshold Th3 is set to a value between the peak value of the lateral velocity Vy FM due to the lateral slope of the road and the peak value of the lateral velocity Vy FM due to the lateral wind. Further, the third condition can also be that the peak value of the lateral acceleration d(Vy FM ) / dt is below a fourth threshold Th4. The fourth threshold Th4 is set to a value between the peak value of the lateral acceleration due to the lateral slope of the road and the peak value of the lateral acceleration due to the lateral wind. Therefore, in the case where the third condition is satisfied, it is considered that the probability of the lateral velocity Vy FM in the preceding vehicle FM due to the lateral slope of the road is higher than the probability of the lateral velocity Vy FMThe probability is high. Regarding the determination related to the third condition, it is not necessary to determine the peak value of the lateral velocity or lateral acceleration initially generated in the first direction, but rather the lateral velocity or lateral acceleration generated in the second direction opposite to the first direction after the peak value is generated. That is, the lateral velocity or lateral acceleration of the vehicle FM when it moves to one side due to crosswinds or the lateral slope of the road surface, and the driver of the vehicle FM attempts to restore the lateral position of the vehicle FM through a steering operation, can also be determined in the same way as described above. The reason is that the change in the lateral position of the vehicle FM caused by crosswinds occurs more rapidly than the change caused by the lateral slope of the road surface; therefore, it is assumed that the driver of the vehicle FM will reflexively perform a sharp steering return operation.

[0091] (Fourth condition)

[0092] The fourth condition is that the time difference between the moment when the lateral position of the preceding vehicle FM begins to change (e.g., the moment it changes to above a predetermined value during the observation period) and the moment when roll occurs (e.g., the moment the roll amount θr changes to above a predetermined value during the observation period) is less than or equal to the fifth threshold Th5. This is because, in cases where lateral position changes and roll occur due to the lateral slope of the road surface, they occur almost simultaneously. In contrast, in cases where lateral position changes and roll occur due to crosswinds, roll precedes, and the change in lateral position is delayed and follows. Therefore, when the fourth condition is met, it is considered that the probability of lateral position changes and roll occurring due to the lateral slope of the road surface is higher than the probability of lateral position changes and roll occurring due to crosswinds.

[0093] In step S106, if the lateral slope determination condition is met, the stability driving control unit 168 infers the lateral slope φ of the road surface (step S108). The stability driving control unit 168, for example, bases its calculations on the lateral velocity Vy of the preceding vehicle FM. FM The peak value is used to infer the lateral slope φ of the road surface. Figure 8 This diagram illustrates the rules for inferring the lateral slope φ of the road surface. The lateral slope φ can be expressed in percentage units or in angle units. The stability control unit 168 infers the lateral velocity Vy. FM The larger the peak value, the greater the lateral slope φ. However, the stability control unit 168 can control the lateral speed Vy. FM The peak value from zero to the first reference value A1 is taken as the dead zone, and the lateral slope φ is inferred to be zero at the lateral velocity Vy. FM If the peak value exceeds the second reference value A2, the lateral slope φ can be fixed at its upper limit. This prevents over-control due to false detection.

[0094] Stability control unit 168 can also be configured according to vehicle model.Figure 7 The peak value of the lateral velocity Vy generated with respect to the lateral slope φ of the road surface FM The peak value depends on the performance of the suspension of the preceding vehicle FM, etc.

[0095] Next, the stable travel control section 168 waits until the host vehicle M reaches the point of occurrence of the lateral position change of the preceding vehicle FM that generated the peak value detected in step S102 (step S110), and executes first steering control when the host vehicle M reaches the point (step S112). The first steering control is control that causes the steering device 220 to output a steering force toward the side opposite to the lateral position change of the preceding vehicle FM from the point of occurrence of the lateral position change of the preceding vehicle FM, or control that amplifies the steering force based on a prescribed reference output.

[0096] The basic steering force St is determined, for example, by proportional-integral-differential (PID) control indicated by formula (1), for example.

[0097] Δy is the divergence of the position of the host vehicle M from the target track in the road width direction, Kp is the gain of the proportional term, Kd is the gain of the differential term, and Ki is the gain of the integral term.

[0098] St = Kp · Δy + Kd · Δy / dt + Ki · ∫Δy dt... (1)

[0099] At this time, the so-called first steering control is control that adds a feedforward term Kc to the basic steering force St, as indicated by formula (2), for example, to determine the steering force St# that should be output.

[0100] St# = Kc + Kp · Δy + Kd · Δy / dt + Ki · ∫Δy dt... (2)

[0101] In addition, the so-called first steering control is control that replaces the gain Ki of the integral term in the basic steering force St with a larger value Ki#, as indicated by formula (3), for example. As a result, Δy, which is generated by the lateral movement of the host vehicle M in the downward direction of the slope due to the lateral slope of the road surface, is stably increased, and a steering force in the opposite direction is output in correspondence therewith. That is, the steering force toward the side opposite to the lateral position change of the preceding vehicle FM is amplified. Furthermore, the original gain Ki of the integral term can be set to zero, and the gain Ki# of the integral term has a value as the first steering control is executed. In addition, the first steering control can change the gain Kp of the proportional term to a larger value, or can change the gain Ki of the integral term and the gain Kp of the proportional term to larger values.

[0102] St# = Kc + Kp · Δy + Kd · Δy / dt + Ki# · ∫Δy dt... (3)

[0103] Here, it is also conceivable that the host vehicle M has reached the "occurrence point" at the time point of reaching step S110, in which case the first steering control can be started from the time point of reaching step S110.

[0104] In the case where it is determined in step S106 that the lateral slope determination condition is not satisfied, the stable travel control section 168 executes second steering control different from the first steering control (step S114). The second steering control is steering control for suppressing the host vehicle M from swaying due to the crosswind, and is, for example, control that causes the assist motor 224 to output a steering reaction force (refers to a force that acts in a direction opposite to a torque generated in the steering shaft SS by the operation of the driver or by a force from the road surface) or causes a gain of the steering reaction force to increase. The influence of the crosswind is generated sharply in a short time, and thus by outputting the steering reaction force, the swaying of the host vehicle M can be suppressed effectively. Unlike the structure of the first steering control, the steering device 220 can also include a motor dedicated to output of the reaction force. Figure 3

[0105] Thus, in the embodiment, by making the content of the control different between the control corresponding to the lateral slope of the road surface and the control corresponding to the crosswind, it is possible to suppress the swaying of the host vehicle M in various scenes.

[0106] In the described processing, the lateral position change of the preceding travel vehicle FM is classified into any one of a change due to the lateral slope of the road surface and a change due to the crosswind, and steering control is performed, but as the lateral position change of the preceding travel vehicle FM, there are a change generated in the process of a lane change, a change caused by intentional deviation travel with respect to the lane due to poor visibility caused by a large vehicle ahead, and the like. Therefore, the stable travel control section 168 can also cancel at least the first steering control in the case where it is inferred that a lane change is to be performed in (A) the preceding travel vehicle activates a direction indicator, moves laterally across a road division line (or is thus predicted from a history of the lateral position change), and the like, and in the case where it is inferred that deviation travel is being performed in (B) the deviation is stable from the center of the lane and continues for a long period, and the like.

[0107] According to the above-described embodiment, there are included a behavior detection section (132) that detects a behavior of a preceding travel vehicle FM traveling in the same direction as the host vehicle M in front of the host vehicle M, and a driving control section (140, 160) that performs at least steering control of the host vehicle M independently of an operation of a driver of the host vehicle M, the behavior detection section detects a lateral velocity Vy FM ​In the case where the host vehicle M is traveling in the straight-ahead section, the driving control section executes the first steering control, that is, outputs a steering force toward the side opposite to the lateral position change of the preceding vehicle FM at the occurrence point Pl of the lateral position change of the preceding vehicle FM where the detected peak value is generated, or amplifies the steering force output based on a prescribed reference, so that it is possible to suppress the confusion of the behavior of the vehicle due to the lateral slope of the road.

[0108] In the embodiment, the vehicle control device is adapted to an automatic driving control device, but the vehicle control device can also be adapted to a driving assistance device that is executed with the steering control as the center, such as a Lane Keeping Assist System (LKAS). At this time, the driving assistance device only needs to extract a peak value of the lateral velocity of the preceding vehicle in the process of outputting a steering force so that the vehicle can travel while maintaining the center of the lane, and execute the first steering control that outputs a steering force toward the side opposite to the lateral position change of the preceding vehicle at the occurrence point of the lateral position change of the preceding vehicle where the peak value is generated, or amplifies the steering force output based on a prescribed reference.

[0109] The embodiment described above can be expressed as follows.

[0110] A vehicle control device is configured to include:

[0111] a storage device that stores a program; and

[0112] a hardware processor,

[0113] the program stored in the storage device is executed by the hardware processor, so that

[0114] a behavior of a preceding vehicle that travels in the same direction as the host vehicle ahead of the host vehicle is detected, the behavior of the preceding vehicle including a peak value of a lateral velocity of the preceding vehicle;

[0115] steering control of the host vehicle is performed at least independently of an operation of a driver of the host vehicle; and

[0116] the first steering control is executed in the case where the host vehicle travels in the straight-ahead section, that is, a steering force is output toward the side opposite to the lateral position change of the preceding vehicle at the occurrence point of the lateral position change of the preceding vehicle where the detected peak value is generated, or the steering force output based on a prescribed reference is amplified.

[0117] The above describes an embodiment for implementing the present application using the embodiment, but the present application is not limited to this embodiment, and various modifications and substitutions can be made within the scope of the gist of the present application.

Claims

1. A vehicle control device comprising: behavior detection section that detects a behavior of a preceding traveling vehicle that travels in the same direction as a host vehicle ahead of the host vehicle; and driving control section that performs at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle, the behavior detection section detects a peak value of a lateral velocity of the preceding traveling vehicle, in a case where it is determined that the lateral velocity involved in the peak value is equal to or higher than a first threshold value, the driving control section stands by until the host vehicle reaches a point of occurrence of a change in a lateral position of the preceding traveling vehicle that has generated the detected peak value, in a case where it is determined that a lateral slope determination condition is satisfied while the host vehicle is traveling on a straight traveling section, and executes a first steering control that is a control that outputs a steering force toward a side opposite to the change in the lateral position of the preceding traveling vehicle or amplifies a steering force based on a prescribed reference, at the point of occurrence of the change in the lateral position of the preceding traveling vehicle that has generated the detected peak value.

2. The vehicle control device according to claim 1, wherein the driving control section executes the first steering control in a case where a condition including that a roll amount of the preceding traveling vehicle is equal to or lower than a second threshold value is satisfied.

3. The vehicle control device according to claim 1, wherein the driving control section executes the first steering control in a case where a condition including that a lateral movement direction of the preceding traveling vehicle is different from a roll direction is satisfied.

4. The vehicle control device according to claim 1, wherein the driving control section executes the first steering control in a case where a condition including that a change condition of the lateral velocity of the preceding traveling vehicle satisfies a prescribed reference is satisfied.

5. The vehicle control device according to claim 4, wherein the prescribed reference refers to a value of the peak value of the lateral velocity of the preceding traveling vehicle being equal to or lower than a third threshold value.

6. The vehicle control device according to claim 4, wherein the prescribed reference refers to a value of a peak value of a lateral acceleration of the preceding traveling vehicle being equal to or lower than a fourth threshold value.

7. The vehicle control device according to claim 1, wherein the driving control section executes the first steering control in a case where a condition including that a time difference between a timing at which a lateral position of the preceding traveling vehicle starts to change and a timing at which a roll is generated is equal to or lower than a fifth threshold value is satisfied.

8. The vehicle control device according to claim 1, wherein the driving control section executes the first steering control in a case where any of a plurality of conditions including that a roll amount of the preceding traveling vehicle is equal to or lower than a second threshold value, that a lateral movement direction of the preceding traveling vehicle is different from a roll direction, that a change condition of the lateral velocity of the preceding traveling vehicle satisfies a prescribed condition, and that a time difference between a timing at which a lateral position of the preceding traveling vehicle starts to change and a timing at which a roll is generated is equal to or lower than a fifth threshold value is satisfied.

9. The vehicle control device according to claim 1, wherein the driving control section determines a steering force of the first steering control based on a value of the peak value of the lateral velocity of the preceding traveling vehicle.

10. The vehicle control device according to any one of claims 2 to 8, wherein the driving control section executes a second steering control different from the first steering control in a case where the condition is not satisfied.

11. A vehicle control method, wherein a computer mounted on a vehicle: detects a behavior of a preceding traveling vehicle traveling in the same direction as the host vehicle ahead of the host vehicle, the behavior of the preceding traveling vehicle including a peak value of lateral velocity of the preceding traveling vehicle; performs at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle; and in a case where it is determined that the lateral velocity involved in the peak value is equal to or higher than a first threshold value, determines that a lateral slope determination condition is satisfied, stands by until the host vehicle reaches a point of occurrence of a lateral position change of the preceding traveling vehicle that has generated the detected peak value in a case where the host vehicle is traveling in a straight running section, and performs a first steering control for a lateral slope of a road surface that changes in a case where the host vehicle reaches the point of occurrence of the lateral position change of the preceding traveling vehicle that has generated the detected peak value, the first steering control being a control that outputs a steering force toward a side opposite to the lateral position change of the preceding traveling vehicle or amplifies a steering force based on a prescribed reference output.

12. A computer-readable storage medium storing a program, which causes a computer mounted on a vehicle to: detect a behavior of a preceding traveling vehicle traveling in the same direction as the host vehicle ahead of the host vehicle, the behavior of the preceding traveling vehicle including a peak value of lateral velocity of the preceding traveling vehicle; perform at least a steering control of the host vehicle independently of an operation of a driver of the host vehicle; and in a case where it is determined that the lateral velocity involved in the peak value is equal to or higher than a first threshold value, determines that a lateral slope determination condition is satisfied, stands by until the host vehicle reaches a point of occurrence of a lateral position change of the preceding traveling vehicle that has generated the detected peak value in a case where the host vehicle is traveling in a straight running section, and performs a first steering control for a lateral slope of a road surface that changes in a case where the host vehicle reaches the point of occurrence of the lateral position change of the preceding traveling vehicle that has generated the detected peak value, the first steering control being a control that outputs a steering force toward a side opposite to the lateral position change of the preceding traveling vehicle or amplifies a steering force based on a prescribed reference output.

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