Vehicle control device, method of operation of vehicle control device, and storage medium

Abstract

The present application inhibits the case where an automatic lane change operation is stopped halfway. A vehicle control device that controls a host vehicle includes an acquisition unit that acquires surrounding information of the host vehicle, and a control unit that controls travel of the host vehicle based on the surrounding information. The control unit estimates whether or not a travel speed of the host vehicle becomes a predetermined speed or less based on a relative speed between the travel speed of the host vehicle and a travel speed of another vehicle that travels on a merging lane merging with a travel lane in which the host vehicle travels, and a relative distance between the host vehicle and the other vehicle. In a case where it is estimated that the travel speed of the host vehicle becomes the predetermined speed or less, the control unit prohibits an automatic lane change operation of the host vehicle to an adjacent lane adjacent to the travel lane.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device, a method of operation of a vehicle control device, and a storage medium, and particularly relates to vehicle control technology for an automated driving vehicle. BACKGROUND

[0002] As a technology for automated driving, a technology of performing automatic lane change for overtaking a preceding vehicle and moving to an adjacent lane is known. On the other hand, Patent Literature 1 discloses a content of adjusting the speed of a merging vehicle according to the speed of the merging vehicle.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent Application Publication No. 2017-117186 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] However, in order to perform automatic lane change for overtaking, it is necessary to travel at a certain degree of vehicle speed. In the related art, there is a technical problem that the automatic lane change action for overtaking is stopped halfway due to the vehicle speed of the host vehicle becoming low because of deceleration for yielding to an oncoming vehicle at the time of merging.

[0008] The present application has been achieved in view of the above-described problem, and provides a technology for suppressing the automatic lane change action from being stopped halfway.

[0009] MEANS FOR SOLVING THE PROBLEM

[0010] One aspect of the present application to achieve the above object relates to a vehicle control device that controls a host vehicle, wherein

[0011] The vehicle control device includes:

[0012] an acquisition unit that acquires surrounding information of the host vehicle; and

[0013] a control unit that controls travel of the host vehicle based on the surrounding information,

[0014] the control unit infers whether or not the travel speed of the host vehicle becomes a predetermined speed or less, based on a relative speed between the travel speed of the host vehicle and a travel speed of another vehicle traveling in a merging lane that merges with a travel lane in which the host vehicle travels, and a relative distance between the host vehicle and the another vehicle,

[0015] The control unit prohibits an automatic lane change operation of the host vehicle to an adjacent lane adjacent to the travel lane, in a case where it is inferred that the travel speed of the host vehicle becomes lower than the predetermined speed.

[0016] One aspect of the application described above relates to a method for operating a vehicle control device that controls a host vehicle, in which

[0017] The method for operating the vehicle control device includes the steps of:

[0018] an acquisition step in which surrounding information of the host vehicle is acquired; and

[0019] a control step in which travel of the host vehicle is controlled on the basis of the surrounding information,

[0020] in the control step,

[0021] whether the travel speed of the host vehicle becomes lower than a predetermined speed is inferred on the basis of a relative speed between the travel speed of the host vehicle and a travel speed of another vehicle traveling on a merging lane that merges into a travel lane in which the host vehicle travels, and a relative distance between the host vehicle and the other vehicle,

[0022] the automatic lane change operation of the host vehicle to an adjacent lane adjacent to the travel lane is prohibited, in a case where it is inferred that the travel speed of the host vehicle becomes lower than the predetermined speed.

[0023] Effects of the Invention

[0024] According to the present application, it is possible to suppress a case where the automatic lane change operation is stopped halfway. Therefore, it is possible to achieve more comfortable automatic driving. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which are incorporated herein by reference, serve to further explain the application and, together with the description given below, to explain the application.

[0026] Figure 1 is a diagram for explaining a configuration example of a vehicle to which the embodiment relates.

[0027] Figure 2 is a block diagram for explaining a configuration example of a vehicle to which the embodiment relates.

[0028] Figure 3 is a flowchart for explaining one example of the order of processes performed by the vehicle control device to which the embodiment relates.

[0029] Figure 4 is a schematic view showing one example of a vicinity of a merging lane to which the embodiment relates.

[0030] Figure 5 This is a diagram illustrating an example of the distribution of vehicle speed variations corresponding to relative speed and inter-vehicle distance at 75-80 km / h, as well as the relative threshold distance that should be set, according to the implementation method.

[0031] Figure 6 This is a diagram illustrating an example of the distribution of vehicle speed variations corresponding to relative speed and inter-vehicle distance at speeds of 80–85 km / h, as well as the relative threshold distance that should be set, according to the implementation method.

[0032] Figure 7 This is a diagram illustrating an example of the distribution of vehicle speed variations corresponding to relative speed and inter-vehicle distance at speeds of 85–90 km / h, as well as the relative threshold distance that should be set, according to the implementation method.

[0033] Figure 8 This is a diagram illustrating an example of the distribution of vehicle speed variations corresponding to relative speed and inter-vehicle distance at 90-95 km / h, as well as the relative threshold distance that should be set, according to the implementation method.

[0034] Figure 9 This is a diagram illustrating an example of the distribution of vehicle speed variations corresponding to relative speed and inter-vehicle distance at speeds of 95–100 km / h, as well as the relative threshold distance that should be set, according to the implementation method. Detailed Implementation

[0035] The embodiments will now be described in detail with reference to the accompanying drawings. It should be noted that the embodiments described below are not limited to the invention described in the technical solution, and that not all combinations of features described in the embodiments are required by the invention. Among the multiple features described in the embodiments, two or more features can be arbitrarily combined. Furthermore, identical or identical components are labeled with the same reference numerals, and repeated descriptions are omitted.

[0036] <Vehicle Composition>

[0037] Figure 1 as well as Figure 2 This is a diagram used to explain the configuration of the vehicle 1 according to the first embodiment. Figure 1 The top and side views of vehicle 1 are used to illustrate the placement of the components described below and the connection relationships between them. Figure 2 This is a system block diagram of vehicle 1.

[0038] Note that, in the following description, front / rear, up / down, side (left / right), and the like are used as expressions indicating relative directions shown with the vehicle body of the vehicle 1 as a reference. For example, "front" indicates the front in the front-rear direction of the vehicle body, and "up" indicates the height direction of the vehicle body.

[0039] The vehicle 1 is provided with an operation mechanism 11, a surrounding monitoring device 12, a vehicle control device 13, a drive mechanism 14, a brake mechanism 15, and a steering mechanism 16. Note that, in the present embodiment, the vehicle 1 is assumed to be a four-wheeled vehicle, but the number of wheels is not limited to four.

[0040] The operation mechanism 11 includes an acceleration control 111, a brake control 112, and a steering control 113. Typically, the acceleration control 111 is a gas pedal, the brake control 112 is a brake pedal, and the steering control 113 is a steering wheel. However, these controls 111 to 113 can also be in other forms such as lever type or button type.

[0041] The surrounding monitoring device 12 includes a camera 121, a radar 122, and a light detection and ranging (LiDAR) 123, which function as sensors for monitoring or detecting the surrounding environment of the vehicle (host vehicle) 1. The camera 121 is, for example, an imaging device using a CCD image sensor, a CMOS image sensor, or the like. The radar 122 is, for example, a distance measuring device such as a millimeter wave radar. In addition, the LiDAR 123 is, for example, a distance measuring device such as a laser radar. As illustrated, these are respectively arranged at positions capable of detecting the surrounding environment of the vehicle 1, such as the front side, the rear side, the upper side, and the side side of the vehicle body. Figure 1

[0042] As examples of the surrounding environment of the vehicle 1 described above, the driving environment of the vehicle 1 and the environment related thereto (the extension direction of the lane, the drivable area, the color of the traffic light, and the like), the object information (the presence or absence of other vehicles, pedestrians, obstacles, and the like, the attributes, positions, moving directions, speeds, and the like of the objects) in the surroundings of the vehicle 1, and the like are given. In this regard, the surrounding monitoring device 12 can also be expressed as a detection device or the like for detecting and acquiring the surrounding information of the vehicle 1.

[0043] ​The vehicle control device 13 is configured to be able to control the vehicle 1, for example, based on signals from the operation mechanism 11 and / or the surrounding monitoring device 12 to control each mechanism 14 to 16. The vehicle control device 13 includes a plurality of ECUs (Electronic Control Units) 131 to 134. Each ECU includes a CPU, a memory, and a communication interface. Each ECU performs predetermined processing by the CPU based on information (data or electronic signals) received via the communication interface, stores the processing result in the memory, or outputs to other components via the communication interface.

[0044] The ECU 131 is an acceleration ECU that controls the drive mechanism 14 described later, for example, based on an operation amount of the acceleration control 111 by the driver. The ECU 132 is a brake ECU that controls the brake mechanism 15, for example, based on an operation amount of the brake control 112 by the driver. The brake mechanism 15 is a disc brake provided to each wheel, for example. The ECU 133 is a steering ECU that controls the steering mechanism 16, for example, based on an operation amount of the steering control 113 by the driver. The steering mechanism 16 includes a power steering, for example.

[0045] The ECU 134 is an analysis ECU provided corresponding to the surrounding monitoring device 12. The ECU 134 performs predetermined analysis / processing based on the surrounding environment of the vehicle 1 obtained by the surrounding monitoring device 12, and outputs the result to the ECUs 131 to 133.

[0046] That is, the ECUs 131 to 133 are able to control each mechanism 14 to 16 based on signals from the ECU 134. According to such a configuration, the vehicle control device 13 performs travel control of the vehicle 1 corresponding to the surrounding environment, and is able to perform automatic driving, for example.

[0047] In this specification, automatic driving means that a part or all of driving operations (acceleration, braking, and steering) are performed on the vehicle control device 13 side, not on the driver side. That is, in the concept of automatic driving, in addition to a method in which all driving operations are performed on the vehicle control device 13 side (so-called full automatic driving), a method in which only a part of driving operations is performed on the vehicle control device 13 side (so-called driving assistance) is also included. As examples of driving assistance, a vehicle speed control (automatic cruise control) function, a vehicle-to-vehicle distance control (adaptive cruise control) function, a lane departure prevention assistance (lane keeping assistance) function, a collision avoidance assistance function, and the like are exemplified.

[0048] Note that the vehicle control device 13 is not limited to the present configuration. For example, a semiconductor device such as an ASIC (Application Specific Integrated Circuit) can be used in each of the ECUs 131 to 134. That is, the functions of each of the ECUs 131 to 134 can be realized by either of hardware and software. In addition, part or all of the ECUs 131 to 134 can be configured by a single ECU.

[0049] <Travel Control>

[0050] The vehicle control device 13 can execute a plurality of travel controls. The plurality of travel controls are classified into a plurality of stages (levels) according to the degree of automation (automation rate) in the vehicle control and the degree of requested task (the degree of participation in the vehicle operation by the vehicle passenger) requested to the vehicle passenger (driver).

[0051] The plurality of travel controls are respectively provided with vehicle controls related to the steering and the braking of the vehicle including the acceleration, the deceleration, and the lane change of the vehicle, and the task requested to the vehicle passenger (driver). The requested task to the vehicle passenger includes an action requested to the vehicle passenger in order to correspond to the monitoring request of the vehicle surroundings, such as the steering wheel holding (hand release, hand up), the surrounding monitoring (eye closing, eye opening), the driving alternation, and the like.

[0052] The vehicle control device 13 can execute the automated driving travel of the vehicle 1 by any one of a plurality of travel controls including a first travel control and a second travel control, based on the information (external information) of the surroundings of the vehicle 1 acquired by the surrounding monitoring device 12.

[0053] The first travel control is a travel control in which the degree of automation is relatively low or the degree of participation in the vehicle operation requested to the driver is relatively increased. In the state of the first travel control, the driving subject of the vehicle 1 is the driver (the driver), and the surrounding monitoring by the driver and the steering wheel holding by the driver are required. The first travel control is, for example, a control that can be executed on a general road or the like away from an expressway. In the first travel control, a driving assist such as a vehicle speed control (automatic cruise control) function, a vehicle-to-vehicle distance control (adaptive cruise control) function, a lane departure prevention assist (lane keeping assist) function, a collision avoidance assist function, and the like can be performed.

[0054] The second travel control is a travel control in which the degree of automation is relatively high or the degree of participation in the vehicle operation requested to the driver is relatively decreased. In the state of the second travel control, the driving subject of the vehicle 1 is the vehicle control device 13 (the vehicle system), and the surrounding monitoring by the driver is required but the steering wheel holding by the driver is not required. However, in the second travel control, in order to respond to the holding request notification of the steering wheel from the vehicle control device 13 (the vehicle system), the driver needs to be prepared so as to be able to hold.

[0055] In addition, it is preferable that the automation rates of the multiple driving controls are relatively different, or that the degree of participation in the vehicle operation requested by the driver is relatively different, without limiting the specific content of the driving control.

[0056] Lane Change Control

[0057] Furthermore, the vehicle control unit 13 is capable of performing multiple lane change controls, including a first lane change control and a second lane change control. The first lane change control is, for example, an automatic lane change control initiated by the system, where the vehicle control unit 13 performs lane changes based on its own judgment. The second lane change control is, for example, an automatic driving control initiated by a vehicle passenger (driver), where the vehicle control unit 13 performs automatic lane changes based on instructions from the vehicle passenger (driver). The second lane change control has a lower automation rate than the first lane change control, or a higher degree of driver-requested vehicle operation. For the lane change controls described later in this embodiment, the system-initiated automatic lane change control is the primary focus.

[0058] <Processing>

[0059] Next, refer to Figures 3 to 9 The details of the processing in this embodiment will be explained. Figure 3 This is a flowchart illustrating an example of the control sequence of a vehicle involved in this embodiment. Figure 4 This is a schematic diagram illustrating an example of a merging lane where vehicles traveling towards this vehicle merge, according to this embodiment. Figures 5 to 9 This is a diagram showing an example of a map used to make the inferences involved in this embodiment.

[0060] First of all, Figure 3 In step S101 (hereinafter simply referred to as "S101", and other steps are also referred to as such), the vehicle control device 13 determines whether the vehicle 1's operating mode is automatic driving mode. If automatic driving mode is enabled, proceed to S102; otherwise, in non-automatic driving mode (the normal mode where all driving operations are performed by the driver), end the process. It should be noted that the switching between normal mode and automatic driving mode for the vehicle 1 can be performed by the driver (or someone who can become the driver when automatic driving is disengaged) pressing a predetermined switch inside the vehicle.

[0061] In S102, the vehicle control unit 13 acquires the surrounding information of the vehicle 1. This step is performed by the ECU 134 of the vehicle control unit 13 acquiring the surrounding information of the vehicle 1 detected by the surrounding monitoring device 12. The vehicle control unit 13 controls the actions of the vehicle 1 (acceleration, braking, and / or steering, etc.) based on the surrounding information.

[0062] In S103, the vehicle control device 13 detects, based on surrounding information, whether other vehicles are merging into the merging lane of vehicle 1. It should be noted that in this embodiment, a dedicated motor vehicle road such as a highway is used as an example. Figure 4 As shown, there is a merging lane 402 where the vehicle 1 merges into the driving lane 401, and another vehicle 2 traveling in that merging lane 402 is detected. The overtaking lane 403 is a driving lane adjacent to the driving lane 401. The presence of the merging lane 402 can also be detected based on surrounding information. Alternatively, the presence of the merging lane 402 can be detected by using information about the vehicle's own position obtained by a GPS sensor (not shown) equipped by the vehicle 1, and by comparing it with pre-stored map information and the vehicle's own position. Then, if the presence of the merging lane 402 is detected, it is checked whether another vehicle 2 traveling in the merging lane 402 is present. If another vehicle traveling in the merging lane is detected ("Yes" in S103), proceed to S104. On the other hand, if no other vehicle traveling in the merging lane is detected, return to S101.

[0063] In S104, the vehicle control device 13 obtains information on the relative distance (inter-vehicle distance) between vehicle 1 and other vehicles 2 based on surrounding information.

[0064] In S105, the vehicle control device 13 acquires information about the relative speed between the travel speed of vehicle 1 and the travel speed of other vehicles 2. The travel speed information of vehicle 1 can be obtained from the speedometer of vehicle 1. The travel speed information of other vehicles 2 can be obtained from other vehicles 2, for example, by utilizing vehicle-to-vehicle communication using a communication unit (not shown). Then, the relative speed can be calculated based on the difference between the travel speed of vehicle 1 and the travel speed of other vehicles 2. Alternatively, the relative speed can also be calculated directly based on the time change of relative distance acquired in S104 and the travel speed information of vehicle 1.

[0065] In S106, the vehicle control device 13 infers whether the driving speed of the vehicle 1 has become below a predetermined speed (e.g., 60 km / h) based on the relative speed information obtained in S105 and the relative distance information obtained in S104. Figure 4In the example of FIG. 6, since the other vehicle 2 traveling in the merging lane will merge into the travel lane 401 of the vehicle 1 in a short while, the other vehicle 2 becomes to make a travel route change in front of the vehicle 1. In a case where the speed of the other vehicle 2 is slower than that of the vehicle 1, in order to avoid a collision, the vehicle 1 automatically performs a braking action. At this time, the present step is a process of inferring whether or not the travel speed of the vehicle 1 becomes below the predetermined speed by deceleration.

[0066] Here, with reference to FIG. 5, the details of the inference process will be described. Figures 5 to 9 The details of the inference process will be described. Figures 5 to 9 FIG. 7 is a graph showing one example of a distribution of a change in speed of a vehicle corresponding to a relative speed and an inter-vehicle distance, and a relative threshold distance that should be set. The horizontal axis represents a relative speed obtained by subtracting the travel speed of the other vehicle from the travel speed of the host vehicle, and the vertical axis represents a relative distance between the host vehicle traveling in the travel lane and the other vehicle traveling in the merging lane. In a case where the relative speed is positive, it is a situation in which the travel speed of the host vehicle is faster than that of the other vehicle, and the host vehicle is easy to approach the other vehicle after merging into the travel lane of the host vehicle. On the contrary, in a case where the relative speed is negative, it is a situation in which the travel speed of the other vehicle is faster than that of the host vehicle, and the host vehicle is difficult to approach the other vehicle after merging into the travel lane of the host vehicle.

[0067] Figure 5 Each point of the point distribution of FIG. 6 represents a measurement result of a change in speed of a vehicle corresponding to a relative speed and an inter-vehicle distance in a case where the travel speed of the vehicle 1 (host vehicle) is 75 to 80 km / h. The point A is a case where the travel speed exceeding 70 km / h can be maintained at the time of the relative speed and the relative distance obtained. The point B is a case where the travel speed of 70 km / h or less (exceeding 65 km / h) becomes at the time of the relative speed and the relative distance obtained. The point C is a case where the travel speed of 65 km / h or less (exceeding 60 km / h) becomes at the time of the relative speed and the relative distance obtained. The point D is a case where the travel speed of 60 km / h or less becomes at the time of the relative speed and the relative distance obtained. The travel data at various relative speeds and relative distances is measured in advance, and each measurement result is plotted as a plurality of points A, B, C, and D.

[0068] In automatic driving, in a case where a large deceleration to become the predetermined speed (for example, 60 km / h) or less occurs, even if the automatic lane change action of the vehicle 1 (host vehicle) starts in the automatic driving, the action is stopped halfway and a process of staying in the travel lane is performed. This is to prevent the occurrence of a situation in which the vehicle 1 traveling at a low speed makes a lane change to the overtaking lane in which the other vehicle can travel at a high speed, and the other vehicle can suddenly decelerate.

[0069] However, when the automatic lane change action that has been started is frequently stopped halfway due to the presence of other vehicles traveling in the merging lane, it can have an impact on the ride comfort. In this regard, when it is inferred that the host vehicle becomes below the predetermined speed due to other vehicles merging from the merging lane into the travel lane of the host vehicle, control is performed to prohibit the automatic lane change action that was originally to be performed. Thus, it is possible to suppress the start and unintentional occurrence of the stop of the automatic lane change action, and thus it is possible to achieve automatic driving that is more comfortable for the passenger.

[0070] Specifically, a relative threshold distance corresponding to the relative speed is defined in advance, and when information of a certain relative speed and a certain relative distance is acquired, it is determined whether the relative distance becomes below the relative threshold distance corresponding to the relative speed. Then, in the case where the relative distance at a certain relative speed becomes below the relative threshold distance, it is inferred that a large deceleration to become below the predetermined speed (for example, 60 km / h) occurs.

[0071] In Figure 5 , it is known that the point D is distributed in a wide range, and even at various relative speeds and relative distances, it is possible to become a travel speed of 60 km / h or less. That is, as in Figure 5 , when the travel speed of the host vehicle is 75 to 80 km / h, it is considered that the travel speed can become 60 km / h or less regardless of the relative speed and the relative distance. Therefore, in this case, for example, as shown by the straight line of 501, a straight line that becomes a certain relative threshold distance is defined regardless of the relative speed. In the example shown in the drawing, the relative threshold distance is 200 m. This is only an example, and it can also be other values. Since the detection limit distance of the relative distance is about 100 m, a value (for example, 120 m, 150 m, 250 m) exceeding 100 m is set as the relative threshold distance, so that the relative distance becomes below the relative threshold distance regardless of the relative speed. Therefore, when the travel speed of the host vehicle is 75 to 80 km / h, it is possible to infer that a large deceleration occurs in which the travel speed of the host vehicle becomes below the predetermined speed (for example, 60 km / h).

[0072] Next, with reference to Figures 6 to 9 , a case where the travel speed of the host vehicle is greater than Figure 5 will be described. Figure 6 Each point of the point distribution of shows a measurement result of a change in the speed of the vehicle corresponding to the relative speed and the inter-vehicle distance in the case where the travel speed of the vehicle 1 (host vehicle) is 80 to 85 km / h. Figure 7Each point of the point distribution indicates a measurement result of a change in speed of the vehicle corresponding to the relative speed and the inter-vehicle distance in a case where the running speed of the vehicle 1 (the host vehicle) is 85 to 90 km / h. Figure 8 Each point of the point distribution indicates a measurement result of a change in speed of the vehicle corresponding to the relative speed and the inter-vehicle distance in a case where the running speed of the vehicle 1 (the host vehicle) is 90 to 95 km / h. Figure 9 Each point of the point distribution indicates a measurement result of a change in speed of the vehicle corresponding to the relative speed and the inter-vehicle distance in a case where the running speed of the vehicle 1 (the host vehicle) is 90 to 100 km / h. The points A to D in each graph are the same as those explained in Figure 5

[0073] Figures 6 to 9 Each curve of 601 to 603 is one example of a curve indicating the relative threshold distance corresponding to the relative speed. These curves are candidates of the reference curve indicating the relationship between the relative speed of the host vehicle and the other vehicle and the relative threshold distance of the host vehicle and the other vehicle which becomes the reference of the automatic lane change prohibition operation.

[0074] The vehicle control device 13 calculates the relative threshold distance from the relative speed between the vehicle 1 and the other vehicle 2 based on the information of the reference curve (for example, the curve 602 is the reference curve in the case where the curve 602 is adopted) stored in the not-shown memory. Also, it judges whether the relative distance of the vehicle 1 and the other vehicle 2 is below the calculated relative threshold distance. Further, in the case where the relative distance is below the relative threshold distance, it is inferred that the running speed of the host vehicle becomes below the predetermined speed. That is, in the case where the information of a certain relative speed and relative distance is acquired, when the point thereof is plotted on the graph, in the case where the relative distance is below the threshold relative distance, it is inferred that the running speed of the vehicle 1 becomes below the predetermined speed.

[0075] Here, the curve 601 is a curve in the case where the first deceleration (for example, 0.5 m / s 2 ) corresponding to the closed accelerator pedal. The curve 602 is a curve in the case where the second deceleration (for example, 1.0 m / s 2 ) corresponding to the ordinary brake. The curve 603 is a curve in the case where the third deceleration (for example, 2.0 m / s 2 ) corresponding to the maximum brake. Each curve is indicated by the following formula (1).

[0076] [Num 1]

[0077]

[0078] Here, S critical indicates the relative threshold distance. V​ACSF represents the running speed of the host vehicle, V tgt represents the running speed of the other vehicle, t B represents the brake reaction time, a represents the deceleration, t G represents the headway. (V ACSF - V tgt ) * t B represents the coasting distance. (V ACSF - V tgt ) 2 / (2 * a) represents the distance of jam in deceleration. V ACSF * t G represents the margin distance. The curve of formula (1) when a is 0.5 m / s 2 corresponds to the curve 601, the curve of formula (1) when a is 1.0 m / s 2 corresponds to the curve 602, and the curve of formula (1) when a is 2.0 m / s 2 corresponds to the curve 603.

[0079] When the point distribution of the point D (60 km / h or less) is seen, the distribution of the point D (60 km / h or less) is not necessarily contained in the lower area of the curve 603. On the other hand, since the distribution of the point D (60 km / h or less) is contained in the lower area of the curve 601, the curve 601 can be defined as the relative threshold distance. Or, since the distribution of the point D (60 km / h or less) is contained in the lower area of the curve 602, the curve 601 can be defined as the relative threshold distance. Figures 6 to 9 Here, it is desirable to set the relative threshold distance as small as possible. When the relative threshold distance is large, the cases where the host vehicle decelerates to the predetermined speed or less increase, because this is related to the increase in the cases where the automatic lane change action is inhibited although it is not originally necessary to inhibit. On the other hand, as described above, when the curve 603 is defined as the reference curve of the relative threshold distance, the case where the automatic lane change action cannot be inhibited occurs even when the running speed of the host vehicle becomes 60 km / h or less. As one example, the curve 602 which is contained between the curve 601 and the curve 603 is defined and employed as the reference curve of the relative threshold distance. Thereby, it is possible to prevent the running speed of the host vehicle from becoming 60 km / h or less while reducing the cases where the automatic lane change action is inhibited although it is not originally necessary to inhibit.

[0080]

[0081] ​However, the curve 602 is only an example of the reference curve of the relative threshold distance, and of course, other curves (including straight lines) can be used. For example, another curve can be defined between the curve 602 and the curve 603, and used as the reference curve. Any curve (including straight lines) can be used as long as the positions of the point D at which the travel speed of the host vehicle becomes 60 km / h or less are all included in the lower region of the curve (including straight lines). The information of the reference curve is stored in advance in a memory not shown.

[0082] Thus, when the travel speed of the host vehicle is 80 km / h or less, the reference curve of the relative threshold distance (the straight line 501) shown in FIG. 5 is defined, and it is thus inferred that the travel speed of the vehicle 1 becomes 60 km / h or less. On the other hand, when the travel speed of the host vehicle exceeds 80 km / h, the reference curve of the relative threshold distance (the curve 602) shown in FIG. 6 is defined, and it is inferred whether the travel speed of the vehicle 1 becomes 60 km / h or less based on the reference curve of the relative threshold distance (the curve 602). Figure 5 Figures 6 to 9 Thus, when the travel speed of the host vehicle is 80 km / h or less, the reference curve of the relative threshold distance (the straight line 501) shown in FIG. 5 is defined, and it is thus inferred that the travel speed of the vehicle 1 becomes 60 km / h or less. On the other hand, when the travel speed of the host vehicle exceeds 80 km / h, the reference curve of the relative threshold distance (the curve 602) shown in FIG. 6 is defined, and it is inferred whether the travel speed of the vehicle 1 becomes 60 km / h or less based on the reference curve of the relative threshold distance (the curve 602).

[0083] In S107, the vehicle control device 13 determines whether the travel speed of the vehicle 1 becomes 60 km / h or less based on the result of the inference processing in S106. In the case where it is determined that the travel speed of the vehicle 1 becomes 60 km / h or less, the processing proceeds to S108. On the other hand, in the case where it is determined that the travel speed of the vehicle 1 cannot become 60 km / h or less, the processing proceeds to S109.

[0084] In S108, the vehicle control device 13 prohibits the automatic lane change operation of the vehicle 1 to the adjacent lane (in the example, the overtaking lane 403) adjacent to the travel lane. Figure 4

[0085] In S109, the vehicle control device 13 determines whether the operation mode of the vehicle 1 is continued in the automatic driving mode. In the case where the automatic driving mode is continued, the processing returns to S102, and in the case where the automatic driving mode is not continued, the processing ends. Thus, the series of processing shown in FIG. 4 ends. Figure 3

[0086] ​​​As explained above, in the present embodiment, whether the travel speed of the host vehicle becomes lower than the predetermined speed is inferred on the basis of the relative speed between the travel speed of the host vehicle and the travel speed of another vehicle traveling in a merging lane merging into the travel lane in which the host vehicle travels, and the relative distance between the host vehicle and the another vehicle. Also, in a case where it is inferred that the travel speed of the host vehicle becomes lower than the predetermined speed, the automatic lane change operation of the host vehicle into the adjacent lane adjacent to the travel lane is prohibited.

[0087] Thus, even if the automatic lane change operation for overtaking is started, it is possible to suppress a case where the host vehicle decelerates due to the presence of another vehicle to be merged, and the automatic lane change operation is aborted halfway due to the deceleration.

[0088] [Modified Example]

[0089] In the above-described embodiment, the automatic lane change operation of the host vehicle into the adjacent lane adjacent to the travel lane is prohibited in a case where it is inferred that the travel speed of the vehicle becomes lower than the predetermined speed. Further, the automatic lane change operation can be prohibited and control to lower the automatic driving level of the vehicle can be executed. For example, the travel control can be changed to travel control in which the degree of automation is relatively low, or the degree of participation in vehicle operation requested to the driver is relatively increased.

[0090] In addition, the acquisition of the information of the travel speed of another vehicle, and the relative distance from another vehicle can be performed in a manner of being executed only at the time when another vehicle is initially detected. Thus, there is sufficient time to determine the prohibition / permission of the automatic lane change operation. Further, since the processing is executed a plurality of times, it is possible to prevent the prohibition / permission from frequently changing.

[0091] [Other Embodiments]

[0092] In addition, a vehicle control program in which one or more of the functions explained in each of the embodiments is realized is provided to a system or an apparatus via a network or a storage medium, and one or more processors in a computer of the system or the apparatus can read and execute the program. The present application can also be realized in this way.

[0093] [Summary of Embodiments]

[0094] Configuration 1. The vehicle control device of the above-described embodiment is a vehicle control device (e.g., 13) that controls a host vehicle (e.g., 1),

[0095] The vehicle control device includes:

[0096] an acquisition unit (e.g., 12) that acquires surrounding information of the host vehicle; and

[0097] a control unit (e.g., 131-134) that controls travel of the host vehicle based on the surrounding information,

[0098] The control unit infers whether the travel speed of the host vehicle becomes below a predetermined speed, based on a relative speed between the travel speed of the host vehicle and the travel speed of another vehicle (e.g., 2) traveling in a merging lane (e.g., 402) that merges with the travel lane (e.g., 401) in which the host vehicle travels, and a relative distance between the host vehicle and the other vehicle,

[0099] In a case where it is inferred that the travel speed of the host vehicle becomes below the predetermined speed, the control unit prohibits an automatic lane change action of the host vehicle to an adjacent lane (e.g., 403) adjacent to the travel lane.

[0100] Thus, even if the automatic lane change action for overtaking is started, it is possible to suppress a case where the host vehicle decelerates due to the presence of the other vehicle to be merged, and the automatic lane change action is aborted halfway due to the deceleration. Therefore, it is possible to achieve more comfortable automated driving.

[0101] Configuration 2. In the vehicle control device of the above-described embodiment,

[0102] The predetermined speed is 60 km / h.

[0103] Thus, in a case where it is inferred that the travel speed of the host vehicle becomes below 60 km / h, since it is possible to prohibit the automatic lane change action of the host vehicle, it is possible to achieve more highly safe automated driving.

[0104] Configuration 3. In the vehicle control device of the above-described embodiment,

[0105] In a case where the travel speed of the host vehicle at the time of detection of the other vehicle is below a reference speed (e.g., 80 km / h), regardless of the relative speed and the relative distance, the control unit infers that the travel speed of the host vehicle becomes below the predetermined speed.

[0106] Thus, it is possible to universally prohibit the automatic lane change action in a case where the travel speed of the host vehicle is below the reference speed, and statistically, the travel speed of the host vehicle is likely to become below the predetermined speed.

[0107] Configuration 4. In the vehicle control device of the above-described embodiment,

[0108] The reference speed is 80 km / h.

[0109] Thus, in a case where it is known that the running speed of the host vehicle is statistically likely to become below the predetermined speed and the running speed of the host vehicle is 80 km / h or less, the automatic lane change operation is prohibited in all cases.

[0110] Configuration 5. In the vehicle control device of the above-described embodiment,

[0111] The vehicle control device further includes a storage unit that stores information of a reference curve (e.g., 501, 602) that represents a relationship between a relative speed of the host vehicle and the other vehicle and a relative threshold distance of the host vehicle and the other vehicle that is a reference for prohibiting the automatic lane change operation,

[0112] The control unit calculates the relative threshold distance from the relative speed between the host vehicle and the other vehicle based on the reference curve,

[0113] The control unit determines whether the relative distance of the host vehicle and the other vehicle is below the calculated relative threshold distance,

[0114] In a case where the relative distance is below the relative threshold distance, the control unit infers that the running speed of the host vehicle becomes below the predetermined speed.

[0115] Thus, it is possible to easily infer whether the running speed of the host vehicle becomes below the predetermined speed based on the relative speed, the relative distance, and the relative threshold distance on the reference curve.

[0116] Configuration 6. In the vehicle control device of the above-described embodiment,

[0117] The reference curve is a curve determined in accordance with the deceleration of the host vehicle,

[0118] The reference curve is a curve (e.g., 602) corresponding to a third deceleration (e.g., 1.0 m / s 2 ) between a first deceleration (e.g., 0.5 m / s 2 ) when the accelerator pedal of the host vehicle is in the off state and a second deceleration (e.g., 2 m / s 2 ) at the maximum braking of the host vehicle.

[0119] Thus, it is possible to prevent the running speed of the host vehicle from becoming below the predetermined speed (e.g., 60 km / h) while reducing cases where the automatic lane change operation is unnecessarily prohibited. That is, it is possible to limit the prohibition of the automatic lane change operation according to the situation.

[0120] Configuration 7. In the vehicle control device of the above-described embodiment,

[0121] The third deceleration is 1.0 m / s 2 .

[0122] Thus, it is possible to reduce the cases where the automatic lane change action is prohibited even though it is not originally necessary, while preventing the travel speed of the host vehicle from becoming below a predetermined speed (e.g., 60 km / h). That is, the prohibition of the automatic lane change can be applied in a limited manner according to the situation.

[0123] Configuration 8. In the method of operation of the vehicle control device of the above-described embodiment,

[0124] The method of operation of the vehicle control device (e.g., 13) that controls the host vehicle (e.g., 1) includes the steps of:

[0125] an acquisition step (e.g., S102) that acquires surrounding information of the host vehicle; and

[0126] a control step (e.g., S103 to S109) that controls travel of the host vehicle based on the surrounding information,

[0127] In the control step,

[0128] based on a relative speed between a travel speed of the host vehicle and a travel speed of another vehicle (e.g., 2) that travels in a merging lane (e.g., 402) that merges with a travel lane (e.g., 401) in which the host vehicle travels, and a relative distance between the host vehicle and the other vehicle, it is inferred whether the travel speed of the host vehicle becomes below a predetermined speed (e.g., S103 to S106),

[0129] in a case where it is inferred that the travel speed of the host vehicle becomes below the predetermined speed, an automatic lane change action (e.g., S107 to S108) of the host vehicle to an adjacent lane (e.g., 403) adjacent to the travel lane is prohibited.

[0130] Thus, even if the automatic lane change action for overtaking is started, it is possible to suppress the case where the host vehicle decelerates due to the presence of the other vehicle to be merged, and the automatic lane change action is aborted halfway due to the deceleration. Therefore, it is possible to achieve more comfortable automated driving.

[0131] Configuration 9. The storage medium of the above-described embodiment is a storage medium that stores a program for causing a computer to function as the vehicle control device (e.g., 13) described in any one of Technical Solutions 1 to 6

[0132] Thus, it is possible to implement the processing of the vehicle control device by a computer.

[0133] The present application is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the gist of the application.

Claims

1. A vehicle control device that controls a host vehicle, wherein the vehicle control device includes: an acquisition unit that acquires surrounding information of the host vehicle; and a control unit that controls travel of the host vehicle based on the surrounding information, the control unit infers whether or not a travel speed of the host vehicle becomes a predetermined speed or less, based on a relative speed between the travel speed of the host vehicle and a travel speed of another vehicle traveling on a merging lane that merges with a travel lane in which the host vehicle travels, and a relative distance between the host vehicle and the other vehicle, in a case where it is inferred that the travel speed of the host vehicle becomes the predetermined speed or less, the control unit prohibits an automatic lane change operation of the host vehicle to an adjacent lane adjacent to the travel lane, the vehicle control device further includes a storage unit that stores information of a reference curve that represents a relationship between the relative speed of the host vehicle and the other vehicle and a relative threshold distance of the host vehicle and the other vehicle that is a reference for prohibiting the automatic lane change operation, the control unit calculates the relative threshold distance from the relative speed between the host vehicle and the other vehicle based on the reference curve, the control unit determines whether or not the relative distance between the host vehicle and the other vehicle is the calculated relative threshold distance or less, in a case where the relative distance is the relative threshold distance or less, the control unit infers that the travel speed of the host vehicle becomes the predetermined speed or less.

2. The vehicle control device according to claim 1, wherein the predetermined speed is 60 km / h.

3. The vehicle control device according to claim 1, wherein in a case where the travel speed of the host vehicle at the time of detection of the other vehicle is a reference speed or less, the control unit infers that the travel speed of the host vehicle becomes the predetermined speed or less regardless of the relative speed and the relative distance.

4. The vehicle control device according to claim 3, wherein the reference speed is 80 km / h.

5. The vehicle control device according to claim 1, wherein the reference curve is a curve determined in accordance with a deceleration of the host vehicle, the reference curve is a curve corresponding to a third deceleration that is between a first deceleration at which an accelerator pedal of the host vehicle is in an off state and a second deceleration at which the host vehicle is maximally braked.

6. The vehicle control device according to claim 5, wherein the third deceleration is 1.0 m / s 2 .

7. A program for causing a computer to function as the vehicle control device according to any one of claims 1 to 6.

8. A method of operation of a vehicle control device that controls a host vehicle, wherein the method of operation of the vehicle control device includes: an acquisition step of acquiring surrounding information of the host vehicle; and a control step of controlling travel of the host vehicle based on the surrounding information, in the control step, based on a relative speed between a traveling speed of the host vehicle and a traveling speed of another vehicle traveling on a merging lane merging with a traveling lane in which the host vehicle is traveling, and a relative distance between the host vehicle and the other vehicle, whether the traveling speed of the host vehicle becomes a predetermined speed or less is inferred, in a case where it is inferred that the traveling speed of the host vehicle becomes the predetermined speed or less, an automatic lane change operation of the host vehicle to an adjacent lane adjacent to the traveling lane is prohibited, the vehicle control device includes a storage unit that stores information of a reference curve indicating a relationship between a relative speed of the host vehicle and the other vehicle and a relative threshold distance of the host vehicle and the other vehicle that is a reference for prohibiting the automatic lane change operation, in the control step, based on the reference curve, the relative threshold distance is calculated from the relative speed between the host vehicle and the other vehicle, whether the relative distance between the host vehicle and the other vehicle is the calculated relative threshold distance or less is determined, in a case where the relative distance is the relative threshold distance or less, it is inferred that the traveling speed of the host vehicle becomes the predetermined speed or less.

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