Ride Controls

Abstract

The present invention provides a driving control device, comprising an identification unit (411) for identifying the surrounding conditions of a vehicle; a calculation unit (413) for calculating a correction amount for correcting a target trajectory of the vehicle in a vehicle width direction in a direction away from the first other vehicle when the identification unit identifies a first other vehicle traveling in a first adjacent lane adjacent to one side of a lane in which the vehicle is traveling and traveling in the same direction as the lane and the vehicle is predicted to pass the side of the first other vehicle or when the first other vehicle is predicted to pass the side of the vehicle; a determination unit (414) for determining whether to correct the target trajectory based on the driving conditions of the second other vehicle when the identification unit identifies a second other vehicle traveling in a second adjacent lane adjacent to another lane; and a correction unit (415) for correcting the target trajectory based on the correction amount calculated by the calculation unit when the determination unit decides to correct the target trajectory.

Description

Technical Field

[0001] The present invention relates to a driving control device for correcting a vehicle's driving trajectory according to surrounding conditions. Background Art

[0002] As such a device, there is conventionally known a device that, upon recognizing that another vehicle traveling in a lane adjacent to the lane in which the vehicle is traveling approaches, corrects the steering angle in a direction away from the other vehicle (for example, see Patent Document 1).

[0003] However, if the driving trajectory is simply corrected in a direction away from other vehicles as in the device described in Patent Document 1, the occupants may feel uncomfortable depending on the surrounding conditions of the vehicle, for example, when there are other vehicles in that direction.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2014-129021 (JP 2014-129021 A). Summary of the Invention

[0007] A driving control device according to a technical solution of the present invention comprises: an identification unit that identifies the surrounding conditions of a host vehicle; a generation unit that generates a target trajectory of the host vehicle based on the surrounding conditions identified by the identification unit; a calculation unit that calculates a correction amount for correcting the target trajectory generated by the generation unit in a vehicle width direction in a direction away from the first other vehicle when the identification unit identifies a first other vehicle traveling in a first adjacent lane adjacent to one side of a host lane in which the host vehicle is traveling and having the same traveling direction as the host lane and when the host vehicle is predicted to pass by the side of the first other vehicle, or when the first other vehicle is predicted to pass by the side of the host vehicle; a determination unit that decides whether to correct the target trajectory based on the driving conditions of the second other vehicle when the identification unit identifies a second other vehicle traveling in a second adjacent lane adjacent to the other side of the host lane; and a correction unit that corrects the target trajectory based on the correction amount calculated by the calculation unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The objects, features and advantages of the present invention will be further clarified through the following description of the embodiments in conjunction with the accompanying drawings.

[0009] Figure 1 This is a schematic block diagram showing the overall configuration of a vehicle control system according to an embodiment of the present invention.

[0010] Figure 2A This is a diagram showing an example of road conditions.

[0011] Figure 2Bis a diagram showing another example of road conditions.

[0012] Figure 3 This is a block diagram showing a main configuration of a travel control device according to an embodiment of the present invention.

[0013] Figure 4 This is a diagram showing an example of a determination area.

[0014] Figure 5A This is a diagram showing an example of the positional relationship of vehicles.

[0015] Figure 5B It shows Figure 5A A diagram showing an example of the positional relationship of vehicles at a subsequent time.

[0016] Figure 5C It shows Figure 5B A diagram showing an example of the positional relationship of vehicles at a subsequent time.

[0017] Figure 5D It shows Figure 5C A diagram showing an example of the positional relationship of vehicles at a subsequent time.

[0018] Figure 6 It is shown by Figure 3 A flowchart of an example of processing executed by the CPU of the controller.

[0019] Figure 7A is a diagram showing another example of road conditions.

[0020] Figure 7B is a diagram showing another example of road conditions.

[0021] Figure 8 This is a diagram showing an example of a road without a median strip.

[0022] Figure 9 This is a diagram showing an example of a determination area according to a modification of the embodiment of the present invention.

[0023] Figure 10 This is a diagram showing an example of a scene in which another vehicle passes by the side of the host vehicle. DETAILED DESCRIPTION

[0024] Below, refer to Figures 1 to 10The embodiment of the present invention is described. The driving control device of the embodiment of the present invention can be applied to a vehicle having a driving assistance function or an automatic driving function. Below, an example of applying the driving control device to a vehicle having an automatic driving function (automatic driving vehicle) is described. It should be noted that sometimes the vehicle to which the driving control device of the present embodiment is applied is referred to as the present vehicle to distinguish it from other vehicles. In addition, the present vehicle can not only travel in an automatic driving mode that does not require the driver's driving operation, but can also travel in a manual driving mode based on the driver's driving operation.

[0025] Figure 1 1 is a schematic block diagram showing the overall structure of a vehicle control system (vehicle control device) 10 that controls the vehicle. Figure 1 As shown, the vehicle control device 10 mainly includes a controller 40, an external sensor group 31 electrically connected to the controller 40, an internal sensor group 32, an input and output device 33, a positioning sensor 34, a map database 35, a navigation device 36, a communication unit 37 and a driving actuator (hereinafter referred to as actuator) AC.

[0026] The external sensor group 31 is a collective term for multiple sensors that detect external conditions as information about the vehicle's surroundings. For example, the external sensor group 31 includes a laser radar (LIDAR) that measures the scattered light from the vehicle's omnidirectional illumination to determine the distance to surrounding obstacles, and a radar (LIDAR) that detects other vehicles and obstacles around the vehicle by emitting electromagnetic waves and detecting reflected waves. Furthermore, for example, the external sensor group 31 also includes a camera (hereafter referred to as a microphone). The camera is mounted on the vehicle and includes an imaging element such as a CCD (charge-coupled device) or CMOS (complementary metal oxide semiconductor) to capture images of the vehicle's surroundings (front, rear, and sides). The microphone receives sound signals from the vehicle's surroundings. Signals detected by the external sensor group 31 and signals input to the external sensor group 31 are transmitted to the controller 40.

[0027] The internal sensor group 32 is a collective term for multiple sensors that detect the vehicle's driving state and interior conditions. For example, the internal sensor group 32 includes a vehicle speed sensor, an acceleration sensor, a rotational speed sensor, and a yaw rate sensor. The vehicle speed sensor detects the vehicle's speed; the acceleration sensor detects the vehicle's front-to-back acceleration and left-to-right acceleration (lateral acceleration); the rotational speed sensor detects the rotational speed of the driving source; and the yaw rate sensor detects the angular velocity of the vehicle's center of gravity about its vertical axis. The internal sensor group 32 also includes sensors that detect the driver's driving operations in manual driving mode, such as those on the accelerator pedal, brake pedal, and steering wheel. Detection signals from the internal sensor group 32 are transmitted to the controller 40.

[0028] The input / output device 33 is a general term for devices that allow the driver to input commands and output information to the driver. For example, the input / output device 33 includes various switches for the driver to input various commands by operating operating components, a microphone for the driver to input commands by voice, a display unit that provides information to the driver via images, and a speaker that provides information to the driver via voice. These switches include a manual / automatic switch (SW) that indicates whether the operation mode is automatic or manual.

[0029] The manual-automatic switch is, for example, a switch that can be manually operated by the driver. Based on the switch operation, a switching command is output to either the automatic mode, which enables the automatic operation function, or the manual mode, which disables the automatic operation function. It is also possible to instruct the driver to switch from the manual mode to the automatic mode, or vice versa, when predetermined driving conditions are met, without operating the manual-automatic switch. In other words, the manual-automatic switch can be used to automatically switch the mode, thereby performing a non-manual but automatic mode switch.

[0030] The positioning sensor 34 is, for example, a GPS sensor that receives positioning signals transmitted from GPS satellites and determines the absolute position of the vehicle (latitude, longitude, etc.) based on the received signals. Furthermore, the positioning sensor 34 includes not only GPS sensors but also sensors that use radio waves transmitted from quasi-zenith orbit satellites for positioning. Signals from the positioning sensor 34 (signals indicating measurement results) are transmitted to the controller 40.

[0031] The map database 35 is a device that stores general map information used by the navigation device 36 and is composed of, for example, a hard disk. This map information includes road location information, road shape information (such as curvature), and the location information of intersections and forks. The map information stored in the map database 35 is different from the high-precision map information stored in the storage unit 42 of the controller 40.

[0032] The navigation device 36 searches for a target route on the road leading to a destination input by the driver and provides guidance along the target route. Destination input and guidance along the target route are performed via the input / output device 33. The target route is calculated based on the current position of the vehicle measured by the positioning sensor 34 and map information stored in the map database 35.

[0033] Communication unit 37 communicates with various servers (not shown) via a network including wireless communication networks such as the Internet, acquiring map information and traffic information from the servers periodically or at random times. The acquired map information is output to map database 35 and storage unit 42, thereby updating the map information. The acquired traffic information includes traffic congestion information, the remaining time until the traffic light changes from red to green, and other signal information.

[0034] Actuator AC is a device for activating various devices related to the driving action of this vehicle. Actuator AC includes a braking actuator for activating the braking device and a steering actuator for driving the steering device. Actuator AC is a driving actuator for controlling the driving of this vehicle. In the case where the driving drive source is an engine, actuator AC includes a throttle actuator for adjusting the opening of the engine's throttle valve (throttle opening). In the case where the driving drive source is a driving motor, the driving motor is included in actuator AC. Actuator AC also includes a braking actuator for activating the braking device of this vehicle and a steering actuator for driving the steering device.

[0035] The controller 40 is composed of an electronic control unit (ECU). It should be noted that multiple ECUs with different functions, such as an engine control ECU and a transmission control ECU, can be set separately, but for the sake of convenience, Figure 1 Controller 40 is shown as a collection of these ECUs. Controller 40 includes a computer having a computing unit 41 such as a CPU (microprocessor), a storage unit 42 such as a ROM (read only memory), a RAM (random access memory), a hard disk, and other peripheral circuits not shown.

[0036] The storage unit 42 stores high-precision detailed map information including information on the center position of the lane and information on the boundaries of the lane. More specifically, as map information, road information, traffic control information, address information, facility information, telephone number information, etc. are stored. Road information includes information indicating the type of road, such as expressway, toll road, national highway, the number of lanes on the road, the width of each lane, the slope of the road, the three-dimensional coordinate position of the road, the curvature of the lane curve, the position of the lane merging point and branching point, road signs, the presence or absence of a central median strip, and other information. Traffic control information includes information such as information that lane driving is restricted or prohibited due to construction, etc. The storage unit 42 also stores information such as a shift diagram (speed change line diagram) that serves as a basis for shifting actions, various control programs, and threshold values ​​used by the programs.

[0037] The calculation unit 41 includes a vehicle position recognition unit 43 , an outside world recognition unit 44 , an action plan generation unit 45 , and a travel control unit 46 as functional components related to automatic travel.

[0038] The vehicle position recognition unit 43 identifies the position of the vehicle on the map (vehicle position) based on the position information of the vehicle received by the positioning sensor 34 and the map information of the map database 35. It should be noted that the vehicle position recognition unit 43 can also use the map information (information such as the shape of the building) stored in the storage unit 42 and the surrounding information of the vehicle detected by the external sensor group 31 to identify the vehicle position, thereby being able to identify the vehicle position with high precision. For example, the vehicle position recognition unit 43 can use the map information stored in the storage unit 42 and the image data of the surrounding area of ​​the vehicle captured by the camera of the external sensor group 31 to identify the vehicle position. In addition, when the vehicle position can be measured by sensors installed externally on or beside the road, the vehicle position can also be identified with high precision by communicating with the sensor via the communication unit 37.

[0039] The external recognition unit 44 identifies the external conditions surrounding the vehicle based on signals from the external sensor group 31, such as lidar, radar, and camera. For example, the external recognition unit 44 identifies the position, speed, and acceleration of surrounding vehicles (vehicles in front or behind) traveling around the vehicle, the position of surrounding vehicles parked or stopped around the vehicle, and the position and status of other objects. Other objects include signs, traffic lights, road boundaries or stop lines, buildings, guardrails, utility poles, signs, pedestrians, bicycles, etc. The status of other objects includes the color of traffic lights (red, green, yellow), the speed and direction of pedestrians or bicycles, etc.

[0040] The action plan generation unit 45 generates a driving trajectory (target trajectory) for the vehicle from the current time point until a predetermined time has passed, based on, for example, the target path calculated by the navigation device 36, the vehicle's position identified by the vehicle position recognition unit 43, and the external conditions identified by the external environment recognition unit 44. If multiple candidate trajectories exist on the target path, the action plan generation unit 45 selects the optimal trajectory that complies with laws and regulations and meets criteria such as efficient and safe driving, and sets this selected trajectory as the target trajectory. The action plan generation unit 45 then generates an action plan corresponding to the generated target trajectory.

[0041] The action plan includes driving plan data set for each unit time Δt from the current time point to a predetermined time T. That is, driving plan data is set corresponding to each unit time Δt. The driving plan data includes the vehicle's position data and vehicle status data for each unit time. For example, the position data includes data indicating the two-dimensional coordinate position of a target point on the road, while the vehicle status data includes speed data indicating the vehicle's speed and direction data indicating the vehicle's heading. The driving plan is updated every unit time.

[0042] The action plan generation unit 45 generates a target trajectory by chronologically connecting the position data for each unit time Δt from the current time point to a predetermined time T. At this point, the acceleration per unit time Δt (target acceleration) is calculated based on the vehicle speed (target vehicle speed) at each target point on the target trajectory per unit time Δt. In other words, the action plan generation unit 45 calculates the target vehicle speed and target acceleration. It should be noted that the target acceleration can also be calculated by the driving control unit 46.

[0043] When generating a target trajectory, the action plan generation unit 45 first determines a driving mode. Specifically, it determines a driving mode such as following the vehicle ahead, overtaking to overtake the vehicle ahead, lane change driving to change lanes, merging driving to merge with the main road of an expressway or toll road, lane keeping driving to maintain the lane without deviating from the lane, constant speed driving, deceleration driving, or acceleration driving. The target trajectory is then generated based on the driving mode.

[0044] In the automatic driving mode, the driving control unit 46 controls the actuators AC so that the host vehicle travels along the target trajectory generated by the action plan generation unit 45. Specifically, the driving control unit 46 controls the throttle actuator, the shift actuator, the brake actuator, and the steering actuator so that the host vehicle passes the target point P per unit time.

[0045] More specifically, in automatic driving mode, the driving control unit 46 calculates the required driving force required to achieve the target acceleration per unit time calculated by the action plan generation unit 45, taking into account driving resistance determined by factors such as road gradient. It then performs feedback control on the actuators AC so that, for example, the actual acceleration detected by the internal sensor group 32 reaches the target acceleration. In other words, the actuators AC are controlled to drive the vehicle at the target speed and acceleration. It should be noted that in manual driving mode, the driving control unit 46 controls the actuators AC based on driving commands (such as accelerator pedal position) received from the driver via the internal sensor group 32.

[0046] However, if Figure 2AAs shown, on a single, three-lane, left-hand traffic road RD, another vehicle 102 is traveling in lane (adjacent lane) LN3, which is adjacent to lane (driving lane) LN2 in which host vehicle 101 is traveling. If the relative speed of host vehicle 101 relative to other vehicle 102 exceeds a predetermined speed, host vehicle 101 passes by other vehicle 102. In this case, if sufficient distance in the vehicle width direction is not maintained between host vehicle 101 and other vehicle 102, host vehicle 101 may approach other vehicle 102 when passing by, potentially causing discomfort to the occupants of host vehicle 101. It should be noted that lane LN4 in the figure is the oncoming lane, and a central median MS is provided between lanes LN4 and LN3.

[0047] On the other hand, by moving the driving track of the vehicle 101 to the left (upper side in the figure) to ensure a sufficient distance between the vehicle 101 and the other vehicle 102 in the vehicle width direction, the discomfort of the occupants as described above can be alleviated. Figure 2B As shown, if another vehicle 103 is present in lane LN1 (adjacent lane) adjacent to lane LN2 of vehicle 101, shifting the vehicle 101's trajectory to the left may cause the vehicle 101 to approach the other vehicle 103, potentially causing discomfort to the occupants of the vehicle 101. Therefore, in this embodiment, the travel control device is configured as follows to alleviate the discomfort experienced by the occupants due to proximity to a surrounding vehicle when passing to the side of the surrounding vehicle.

[0048] Figure 3 This is a block diagram showing the main structure of the travel control device 200 according to the embodiment of the present invention. Figure 1 A part of the vehicle control device 10. Figure 3 As shown, the travel control device 200 includes a controller 40 , a camera 11 , a radar 12 , and a laser radar 13 .

[0049] The camera 11 is a single-lens camera having an image sensor (image sensor) such as a CCD or CMOS. Figure 1 The camera 11 may be a stereo camera. The camera 11 is installed at a predetermined position in front of the vehicle 101, and continuously captures the space in front of the vehicle 101 to obtain an image of the object (camera image). The object includes, for example, Figure 2BThe other vehicles 102 and 103 shown are shown. The camera 11 outputs image data including camera images to the controller 40. The radar 12 is mounted on the vehicle 101 and detects vehicles, obstacles, etc. around the vehicle 101 by irradiating electromagnetic waves and detecting reflected waves. The radar 12 outputs detection values ​​(detection data) to the controller 40. The laser radar 13 is mounted on the vehicle 101 and measures scattered light corresponding to the omnidirectional irradiation light of the vehicle 101 to detect the distance from the vehicle 101 to surrounding vehicles and obstacles. The laser radar 13 outputs detection values ​​(detection data) to the controller 40.

[0050] like Figure 3 As shown, the controller 40 includes a recognition unit 411, a generation unit 412, a calculation unit 413, a determination unit 414, and a correction unit 415 as the functional structure of the operation unit 41. The recognition unit 411 is composed of, for example Figure 1 The generation unit 412, the calculation unit 413, the determination unit 414 and the correction unit 415 are composed of, for example, Figure 1 The action plan generating unit 45 in the embodiment is constituted. It should be noted that, here the vehicle 101 is Figure 2B Each component will be described by taking the case where the vehicle is traveling in the driving lane LN2 as an example.

[0051] The recognition unit 411 identifies the surrounding conditions of the host vehicle 101 based on image data from the camera 11, detection data from the radar 12, and detection data from the lidar 13. The generation unit 412 generates a target trajectory for the host vehicle 101 from the current time point until a predetermined time T has elapsed, based on the surrounding conditions identified by the recognition unit 411. When the recognition unit 411 identifies another vehicle 102 traveling in lane LN3, which is adjacent to lane LN2 in which the host vehicle 101 is traveling, and it is predicted that the host vehicle 101 will pass by the side of the other vehicle 102, the calculation unit 413 calculates a correction amount to correct the target trajectory generated by the generation unit 412 in the vehicle width direction, away from the other vehicle 102. The correction amount is calculated using the following equation (1). Note that CA is the correction amount for the target trajectory calculated by the calculation unit 413. LW is the width of the lane in which the host vehicle 101 is traveling. VW is the vehicle width of the host vehicle 101. MG is a margin set to account for errors in the recognition of white lines on the road, etc. LW can use a value recognized by the recognition unit 411 based on image data from the camera 11, or a value obtained from road information stored in the storage unit 42. It should be noted that if the width of the lane in which the host vehicle 101 is traveling increases or decreases, the value of LW changes accordingly. In this case, CA is updated based on the change in the LW value.

[0052] CA=LW / 2-VW / 2-MG……(I)

[0053] When the recognition unit 411 recognizes another vehicle 103 traveling in the lane LN1 adjacent to the other lane LN2 of the host vehicle 101 , the decision unit 414 determines whether to correct the target trajectory of the host vehicle 101 based on the traveling condition of the other vehicle 103 .

[0054] Figure 4 This figure illustrates an example of a determination area used to determine whether to correct the target trajectory. When the relative speed relative to the other vehicle 102 identified by the recognition unit 411 is above a threshold value and the position of the other vehicle 102 at a predetermined time point (a time point after the current time point) is included in the determination areas LA and RA, the determination unit 414 predicts that the host vehicle 101 will pass by the side of the other vehicle 102 and determines to correct the target trajectory. At this time, in addition to determining whether the relative speed relative to the other vehicle 102 is above a threshold value (a first threshold value), the determination unit 414 also determines whether the TTC (Time To Collision) with the other vehicle 102 is less than a second threshold value. Furthermore, if the TTC with the other vehicle 102 is less than the second threshold value, it is determined that there is no time to correct the target trajectory, and the target trajectory is not corrected. That is, when the decision unit 414 predicts that the vehicle 101 has passed the side of the other vehicle 102 after a time exceeding the minimum time required to complete the correction to the target trajectory (correction of changing the target trajectory in the vehicle width direction away from the other vehicle 102), the decision unit 414 decides to correct the target trajectory. Otherwise, that is, when it is determined that there is no time to correct the target trajectory, the decision unit 414 decides not to correct the target trajectory. The determination areas LA and RA are the lengths in the front-to-back direction (the length in the direction of travel of the vehicle 101, i.e., Figure 4 The length in the left-right direction is DL, the length in the left-right direction (the length in the vehicle width direction of the vehicle 101, i.e. Figure 4 The length in the vertical direction of the vehicle 101 is an area DW. DW is preset based on the recognition error of the recognition unit 411 and the control error of the driving control unit 46. DL is set according to the moving distance of the host vehicle 101 from the current time point to the time point after the first specified time (≤ specified time T). In the following, for the sake of simplicity, the determination areas LA and RA are described as two-dimensional areas, but the determination areas LA and RA can also be three-dimensional areas with height. It should be noted that when the position of the other vehicle 102 at the specified time point is included in the area within the distance IL from the host vehicle 101 in the determination areas LA and RA (hereinafter referred to as the prohibited correction area), it is decided not to correct the target trajectory. IL is set based on the moving distance of the host vehicle 101 from the current time point to the time point after the second specified time (< the first specified time). This can suppress the discomfort and unpleasantness caused to the occupants by sudden steering. In the following, the area other than the prohibited correction area in the determination areas LA and RA is referred to as the correction target area.

[0055] When the target trajectory is corrected by the decision unit 414, the correction unit 415 corrects the target trajectory based on the correction amount calculated by the calculation unit 413. Here, the correction of the target trajectory by the correction unit 415 will be described. First, the correction of the target trajectory will be described when another vehicle is detected only in the lane LN3 adjacent to the lane LN2 in which the host vehicle 101 is traveling. Figures 5A-5D This is a diagram for explaining the correction of the target trajectory.

[0056] Figure 5A The present vehicle 101 traveling in lane LN2 and the other vehicle 102 traveling in lane LN3 are shown. It should be noted that the traveling speed of the present vehicle 101 is 50 kph and the traveling speed of the other vehicle 102 is 30 kph. That is, the relative speed of the present vehicle 101 to the other vehicle 102 is 20 kph (= 50 kph - 30 kph). The solid arrow line OR in the figure shows the target trajectory from the current time point (hereinafter referred to as time t0) of the present vehicle 101 to the prescribed time T. The other vehicle 102P depicted by the dotted line in the figure schematically shows the other vehicle 102 at the prescribed time point. It should be noted that the prescribed time point is the time point after the second prescribed time from the current time point. The single-point dashed line BD in the figure shows the boundary between the prohibited correction area and the correction object area of ​​the determination area RA. In Figure 5A In the example shown, since a part of the other vehicle 102P is included in the determination area RA, when the relative speed of the host vehicle 101 with respect to the other vehicle 102 is above the threshold, the target trajectory OR is corrected to the target trajectory shown by the dotted arrow line MV. It should be noted that, taking the relative speed and TTC into consideration, when the relative speed is above the first threshold and the TTC is less than the second threshold, the target trajectory OR is corrected to the target trajectory shown by the dotted arrow line MV. The dotted line CN in the figure represents the continued correction trajectory. The continued correction trajectory is the target trajectory generated by the generation unit 412 when the target trajectory is corrected by the correction unit 415, and is the target trajectory for causing the host vehicle 101 to continue traveling at the end position (position in the vehicle width direction) of the corrected target trajectory MV. In addition, Figures 5A-5D In the figure, the determination area LA is omitted.

[0057] Figure 5B The positional relationship between the vehicle 101 and the other vehicle 102 at a time point after the time point t0 (hereinafter referred to as the time point t1) is shown. Figure 5BAs shown, when the host vehicle 101 reaches the starting point of the corrected target trajectory MV, the host vehicle 101 begins to move laterally (moving upward in the figure) along the target trajectory MV, away from the other vehicle 102. Hereinafter, the target trajectory MV will also be referred to as the lateral movement trajectory. When the boundary BD is between the starting point and the end point of the lateral movement trajectory MV, the generator 412 does not generate a target trajectory.

[0058] Figure 5C The positional relationship between the vehicle 101 and the other vehicle 102 at a time point after the time point t1 (hereinafter referred to as the time point t2) is shown. Figure 5C As shown, when the position of the other vehicle 102P (the other vehicle 102 at the time point after the second predetermined time has passed from time point t2) deviates from the determination area RA, the generator 412 generates a target trajectory (hereinafter referred to as the return trajectory) for returning the host vehicle 101 to its original position (position in the vehicle width direction). The dashed arrow line RT in the figure represents the return trajectory of the host vehicle 101. It should be noted that the generator 412 also generates a return trajectory when the other vehicle 102 moves to the right (lower side in the figure) and deviates from the determination area RA.

[0059] Figure 5D The positional relationship between the vehicle 101 and the other vehicle 102 at a time point after the time point t2 (hereinafter referred to as the time point t3) is shown. Figure 5D As shown, when the host vehicle 101 reaches the starting point of the return path RT, the host vehicle 101 begins to move laterally (downward in the figure) along the return path RT and returns to its original position (position in the vehicle width direction). As described above, the target trajectory of the host vehicle 101 is corrected. This prevents the host vehicle 101 from making sudden changes in driving control, such as sudden turns, and allows it to pass by the other vehicle 102 while avoiding approaching it in the vehicle width direction.

[0060] Next, the correction of the target trajectory when other vehicles (other vehicles 102, 103) are identified in two lanes, namely, the lane LN3 adjacent to one side of the driving lane LN2 of the host vehicle 101 and the lane LN1 adjacent to the other side, will be described. Here, a case is taken as an example where the other vehicle 102 is identified in the lane LN3 adjacent to one side (right side) of the driving lane LN2 of the host vehicle 101, the relative speed of the host vehicle 101 with respect to the other vehicle 102 is above the threshold value, and the position of the other vehicle 102 at a predetermined time point (a moment after the current time point) is included in the determination area RA. In this case, if no other vehicle is identified in the lane LN1 adjacent to the other side (left side) of the driving lane LN2 of the host vehicle 101, the target trajectory of the host vehicle 101 is corrected in the vehicle width direction in a direction away from the other vehicle 102. However, if Figure 2B As shown, when another vehicle 103 is identified in lane LN1, if the target trajectory of host vehicle 101 is corrected in the vehicle width direction away from other vehicle 102, there is a possibility that host vehicle 101 and other vehicle 103 will approach each other. Therefore, to avoid such an approach, decision unit 414 determines whether to correct the target trajectory in the vehicle width direction away from other vehicle 102 based on the driving condition of other vehicle 103. Specifically, decision unit 414 predicts the closest distance (hereinafter referred to as the approach distance) between host vehicle 101 and other vehicle 103 when host vehicle 101 is traveling along the corrected target trajectory (corrected to change the target trajectory in the vehicle width direction away from other vehicle 102) based on the driving position, driving speed, driving acceleration, etc. of other vehicle 103 identified by recognition unit 411. In this case, decision unit 414 predicts the approach distance in the vehicle width direction and the approach distance in the travel direction. Then, when the predicted approach distance between the host vehicle 101 and the other vehicle 103 in the vehicle width direction is greater than the first predetermined value or when the predicted approach distance between the host vehicle 101 and the other vehicle 103 in the direction of travel is greater than the second predetermined value, the decision unit 414 decides to correct the target trajectory. On the other hand, when the predicted approach distance between the host vehicle 101 and the other vehicle 103 in the vehicle width direction is less than the first predetermined value and the predicted approach distance between the host vehicle 101 and the other vehicle 103 in the direction of travel is less than the second predetermined value, the decision unit 414 decides not to correct the target trajectory. The above-mentioned prescribed values ​​(first prescribed value and second prescribed value) are pre-set based on the results of sensory evaluation, etc. It should be noted that different values ​​can also be set for the first prescribed value and the second prescribed value.

[0061] Figure 6 It shows that according to the pre-stored program, Figure 34. The flowchart is a flowchart of an example of a process executed by the CPU of the controller 40. The process shown in this flowchart is started when the controller 40 is powered on, for example, and is repeatedly performed in a predetermined cycle.

[0062] First, in step S11, the surrounding conditions of the host vehicle 101 are identified. Specifically, it is determined whether another vehicle (hereinafter sometimes referred to as the first other vehicle) traveling in a lane adjacent to one side of the driving lane of the host vehicle 101 is identified in front of the host vehicle 101. When step S11 is negative (S11: No), the processing is terminated. When step S11 is positive (S11: Yes), in step S12, it is determined whether the host vehicle 101 passes the side of the first other vehicle. More specifically, it is determined whether the relative speed of the host vehicle 101 with respect to the first other vehicle is greater than a prescribed speed. When step S12 is negative (S12: No), the process proceeds to step S16. When step S12 is positive (S12: Yes), in step S13, a correction amount is calculated for correcting the target trajectory of the host vehicle 101 in the vehicle width direction in a direction away from the first other vehicle. In step S14, a determination is made as to whether another vehicle (hereinafter sometimes referred to as the second other vehicle) traveling in a lane adjacent to the lane in which the host vehicle 101 is traveling has been identified. If step S14 is negative (S14: No), the process proceeds to step S17. If step S14 is positive (S14: Yes), in step S15, after the target trajectory of the host vehicle 101 has been corrected based on the correction amount calculated in step S13, a determination is made as to whether the host vehicle 101 and the second other vehicle are approaching each other. In other words, while the host vehicle 101 is traveling along the corrected target trajectory, a determination is made as to whether the closest distance (approach distance) between the host vehicle 101 and the second other vehicle is less than a predetermined value. If step S15 is positive (S15: Yes), a decision is made in step S16 not to correct the target trajectory of the host vehicle 101. On the other hand, if step S15 is negative (S15: No), a decision is made in step S17 to correct the target trajectory of the host vehicle 101.

[0063] As described above, it is determined whether to correct the target trajectory of the vehicle 101. When it is determined to correct the target trajectory of the vehicle 101, the following steps are performed: Figures 5A to 5D The target trajectory is corrected as shown. Figure 7AAs shown, on a road RD with a central median strip MS between the driving lane LN3 and the opposite lane LN4, when the host vehicle 101 is driving in the lane LN3, the first other vehicle (the other vehicle 102) is driving in the driving lane LN2, and the second other vehicle (the other vehicle 103) is an opposite vehicle driving in the lane (the opposite lane) LN4 opposite to the lane LN3, regardless of the determination result of step S15, that is, regardless of the degree of proximity between the host vehicle 101 and the other vehicle 103, the process proceeds to step S17 to determine the target trajectory to be corrected. This can prevent the correction of the target trajectory from being unnecessarily suppressed. In addition, as Figure 7B As shown, when the second other vehicle (other vehicle 103) stops on the shoulder of the road (parked or stopped), the target trajectory is not corrected. In other words, the process ends regardless of the results of steps S14 and S15, and driving control is performed to avoid the stopped other vehicle 103. The description of the driving control performed at this time is omitted.

[0064] According to the embodiment of the present invention, the following effects can be achieved.

[0065] (1) The driving control device 200 includes: a recognition unit 411 that recognizes the surrounding conditions of the host vehicle 101; a generation unit 412 that generates a target trajectory of the host vehicle 101 based on the surrounding conditions recognized by the recognition unit 411; and a calculation unit 413 that generates a target trajectory of the host vehicle 101 based on the surrounding conditions recognized by the recognition unit 411. Figure 2B The first adjacent lane ( Figure 2B The first other vehicle ( Figure 2B When it is predicted that the host vehicle 101 passes the side of the first other vehicle, a correction amount is calculated for correcting the target trajectory generated by the generation unit 412 in the vehicle width direction in a direction away from the first other vehicle; a decision unit 414, which, when the recognition unit 411 recognizes that the host vehicle 101 is in a second adjacent lane ( Figure 2B The second other vehicle ( Figure 2B When the target trajectory is determined by the determination unit 414, the target trajectory is corrected based on the driving condition of the second other vehicle 103; and the correction unit 415 corrects the target trajectory based on the correction amount calculated by the calculation unit 413 when the determination unit 414 determines to correct the target trajectory. In this way, the driving trajectory can be corrected in an appropriate manner according to the surrounding conditions of the vehicle.

[0066] (2) Based on the driving condition of the second other vehicle, the decision unit 414 predicts the distance in the vehicle width direction (first approach distance) and the distance in the travel direction (second approach distance) at which the host vehicle 101 is closest to the second other vehicle when traveling along the target trajectory corrected by the correction unit 415. If the predicted first approach distance or the second approach distance is less than a specified value, the decision unit 414 decides not to correct the target trajectory. Thus, when there is another vehicle in a lane adjacent to the other side of the host vehicle's driving lane, the decision on whether to correct the target trajectory is made taking into account the degree of proximity to the other vehicle. Therefore, the driving trajectory can be corrected in a more appropriate manner corresponding to the surrounding conditions of the vehicle.

[0067] (3) The second adjacent lane in which the second other vehicle is traveling is the opposite lane of the lane in which the host vehicle 101 is traveling ( Figure 7A Lane LN4), a separation strip is set between the lane and the opposite lane ( Figure 7A When the vehicle 101 is traveling in a central median strip MS, determination unit 414 determines not to correct the target trajectory of the vehicle 101 even if the predicted first or second approach distance is less than a predetermined value. This prevents unnecessary suppression of correction of the target trajectory of the vehicle 101. Consequently, the driving trajectory can be corrected in a more appropriate manner according to the vehicle's surrounding conditions.

[0068] (4) The decision unit 414 sets the interval between the first location that the host vehicle 101 arrives at after the first prescribed time and the second location that the host vehicle 101 arrives at after the second prescribed time, which is shorter than the first prescribed time, as a correction target area for the target trajectory. When it is predicted that the position of the first other vehicle after the second prescribed time is included in the correction target area and the relative speed of the host vehicle with respect to the first other vehicle is greater than or equal to a prescribed speed (first threshold), the decision unit 414 decides to correct the target trajectory. In addition, the decision unit 414 sets the interval between the current position of the host vehicle 101 and the second location as a prohibited correction area for the target trajectory. When it is predicted that the position of the first other vehicle after the second prescribed time is included in the prohibited correction area, the decision unit 414 decides not to correct the target trajectory. This can suppress the discomfort and unpleasantness that may be caused to the occupants by sudden changes in driving control such as sudden turns. In addition, even when it is predicted that the position of the first other vehicle after the second prescribed time is included in the correction target area and the relative speed of the host vehicle 101 with respect to the first other vehicle is greater than or equal to the first threshold, the decision unit 414 decides not to correct the target trajectory when the collision time between the host vehicle 101 and the first other vehicle is less than the second threshold. This makes it possible to avoid performing correction when the target trajectory is not corrected (is too late) before the vehicle passes the side of the first other vehicle.

[0069] The above-mentioned embodiment can be modified in various ways. The following describes a modified example. In the above-mentioned embodiment, the decision unit 414 determines the correction target trajectory when it predicts that the position of the first other vehicle after the second specified time is included in the correction target area and the relative speed of the vehicle with respect to the first other vehicle is greater than the specified speed, but the structure of the decision unit is not limited to this. For example, the decision unit may also predict whether the position of the first other vehicle after the second specified time is included in the correction target area at a specified time interval, and determine the correction target trajectory when it predicts that the position of the first other vehicle after the second specified time is included in the correction target area for a specified number of consecutive times.

[0070] In addition, in the above embodiment, the target trajectory of the vehicle 101 is corrected based on the correction amount CA calculated by the above formula (I), but when the correction amount CA calculated in step S13 is 0, the process proceeds to step S16 and decides not to correct the target trajectory of the vehicle 101.

[0071] In addition, in the above embodiment, the case where the relative speed of the vehicle 101 to the other vehicle 102 is constant is described as an example, but the target trajectory can also be corrected according to the change of the speed of the other vehicle 102. Figure 5B After the lateral movement trajectory MV moves laterally, the speed of the other vehicle 102 increases, the relative speed of the vehicle 101 relative to the other vehicle 102 becomes zero, and the distance between the two vehicles is kept constant, the correction trajectory can be repeatedly generated to make the vehicle travel at the position after the lateral movement until the state is released.

[0072] In addition, in the above embodiment, if Figure 7A As shown, when a central median strip MS is provided between the host lane LN3 and the opposite lane LN4, the target trajectory is corrected in a direction away from the other vehicle 102 (on the opposite lane LN4 side) regardless of the determination result of step S15, that is, regardless of the degree of proximity between the host vehicle 101 and the other vehicle 103 traveling in the opposite lane LN4.

[0073] On the other hand, Figure 8 As shown, if there is no median between host lane LN3 and oncoming lane LN4, then if the target trajectory of host vehicle 101 is corrected in a direction away from other vehicle 102, this could cause discomfort or unpleasantness to the occupants of host vehicle 101 as it approaches other vehicle 103 in oncoming lane LN4. Therefore, to address this issue, when other vehicle 103 traveling in oncoming lane LN4 is detected ahead of host vehicle 101 in step S14, the decision unit may determine whether to correct the target trajectory based on the distance between the host vehicle and other vehicle 103.

[0074] Specifically, on a road without a median between the host lane LN3 and the oncoming lane LN4, when the recognition unit 411 identifies another vehicle 103 traveling in the oncoming lane LN4, the decision unit determines whether the distance between the host vehicle 101 and the other vehicle 103 in the vehicle width direction at that time is greater than or equal to a third predetermined value. If the distance between the host vehicle 101 and the other vehicle 103 in the vehicle width direction is greater than or equal to the third predetermined value, the decision unit determines to correct the target trajectory. Furthermore, the decision unit determines whether the distance between the host vehicle 101 and the other vehicle 103 in the direction of travel is greater than or equal to a fourth predetermined value at that time. If the distance between the host vehicle 101 and the other vehicle 103 in the direction of travel is greater than or equal to the fourth predetermined value, the decision unit determines to correct the target trajectory. The third and fourth predetermined values ​​may be preset or set based on the driving position, driving speed, driving acceleration, etc. of the other vehicle 103 identified by the recognition unit 411.

[0075] Furthermore, in the above-described embodiment, when the host vehicle 101 passes by the side of a first other vehicle traveling in an adjacent lane, if it is determined that correcting the target trajectory in the vehicle width direction away from the first other vehicle will result in approaching a second other vehicle traveling in another adjacent lane ("Yes" in S15), a decision is made not to correct the target trajectory (S16). On the other hand, when the first other vehicle passes by the side of the host vehicle 101, the target trajectory of the host vehicle 101 is also corrected in the vehicle width direction away from the first other vehicle, and the host vehicle 101 may approach the second other vehicle traveling in the other adjacent lane. To address such issues, the travel control device 200 may also be configured as follows.

[0076] Figure 9 : This is a diagram showing an example of the determination area of ​​this modified example. When the relative speed with respect to the other vehicle 102 identified by the recognition unit 411 is above the threshold value and the position of the other vehicle 102 at a specified time point (a time point after the current time point) is included in the determination area RLA, RRA, the decision unit 414 predicts that the other vehicle 102 passes the side of the vehicle 101 and determines to correct the target trajectory. The length of the determination area RLA, RRA in the front-to-back direction is RDL, and the length in the left-to-right direction is RDW. RDW and RDL are set in the same way as DW and DL, so their description is omitted. In addition, the determination areas RLA and RRA are the same as LA and RA, and may not be two-dimensional areas, but three-dimensional areas with height. The area within the distance RIL from the rear end of the vehicle 101 in the determination area RLA and RRA is set as a prohibited correction area. The distance RIL can be the same length as the distance IL, or it can be set to a value different from the distance IL.

[0077] Figure 10This is a diagram showing an example of a scene in which another vehicle passes by the side of the host vehicle. Figure 10 The figure shows the vehicle 101 traveling on the lane LN2 and the other vehicle 102 traveling on the lane LN3. It should be noted that the driving speed of the vehicle 101 is 30 kph and the driving speed of the other vehicle 102 is 50 kph. That is, the relative speed of the other vehicle 102 with respect to the vehicle 101 is 20 kph (= 50 kph - 30 kph). The solid arrow line OR in the figure represents the target trajectory of the vehicle 101 from the current time point to the prescribed time T. The other vehicle 102P depicted by the dotted line in the figure schematically represents the other vehicle 102 at the prescribed time point. It should be noted that the prescribed time point is the time point after the second prescribed time (< the first prescribed time) has passed from the current time point. In addition, Figure 5A Similarly, a boundary BD is set at a position at a distance RIL from the host vehicle 110 .

[0078] exist Figure 10 In the example shown, since a portion of the other vehicle 102P is included in the determination area RRA, when the relative speed of the other vehicle 102 with respect to the host vehicle 101 is above the threshold, the target trajectory OR is corrected to the target trajectory indicated by the dashed arrow line MV. It should be noted that, considering the relative speed and TTC, when the relative speed is above the first threshold and the TTC is less than the second threshold, the target trajectory OR is corrected to the target trajectory indicated by the dashed arrow line MV. The dashed line CN in the figure indicates that the trajectory is continued to be corrected. In addition, Figure 10 In the figure, the determination area RLA is omitted.

[0079] like Figure 10 As shown, when the other vehicle 102 passes the side of the host vehicle 101, the target trajectory of the host vehicle 101 is corrected in the vehicle width direction in the direction away from the other vehicle 102. At this time, if the other vehicle is in another adjacent lane LN1, the host vehicle 101 may be close to the other vehicle. Therefore, in this modification, in step S12, in addition to determining whether the host vehicle 101 passes the side of the first other vehicle, it is also determined whether the first other vehicle passes the side of the host vehicle 101. Then, when it is determined that the host vehicle 101 passes the side of the first other vehicle, or when it is determined that the first other vehicle passes the side of the host vehicle 101, the process proceeds to step S13. This makes it possible to correct the driving trajectory in a more appropriate manner according to the surrounding conditions of the vehicle.

[0080] In addition, in the above embodiment, an example is described in which the target trajectory of the vehicle 101 is corrected by setting the lane adjacent to one side of the lane LN2 in which the vehicle 101 is traveling as the lane LN3, setting the vehicle 102 traveling on the lane LN3 as the first other vehicle, setting the lane adjacent to the other side of the lane LN2 as the lane LN1, and setting the vehicle 103 traveling on the lane LN1 as the second other vehicle. However, the target trajectory of the vehicle 101 may also be corrected by setting the lane adjacent to one side of the lane LN2 as the lane LN1, setting the vehicle 103 traveling on the lane LN1 as the first other vehicle, setting the lane adjacent to the other side of the lane LN2 as the lane LN3, and setting the vehicle 102 traveling on the lane LN3 as the second other vehicle.

[0081] Furthermore, in the above embodiment, the recognition unit 411 recognizes the surrounding vehicles (other vehicles 102 and 103) of the host vehicle 101 and the driving conditions of the surrounding vehicles based on image data from the camera 11, etc. However, the structure of the recognition unit is not limited to this. For example, the recognition unit may also recognize the surrounding vehicles of the host vehicle 101 and the driving conditions of the surrounding vehicles based on information received via the communication unit 37 through road-to-vehicle communication or vehicle-to-vehicle communication.

[0082] The present invention can also be used as a driving control method, which includes the following steps: a step of identifying the surrounding conditions of the vehicle 101; a step of generating a target trajectory of the vehicle 101 based on the identified surrounding conditions; a step of calculating a correction amount for correcting the generated target trajectory in the vehicle width direction in a direction away from the other vehicle 102 when identifying another vehicle 102 traveling in a first adjacent lane adjacent to one side of the lane in which the vehicle 101 is traveling and having the same travel direction as the lane and predicting that the vehicle 101 passes the side of the other vehicle 102 or when predicting that the other vehicle 102 passes the side of the vehicle 101; and a step of deciding whether to correct the target trajectory based on the driving condition of the other vehicle 103 when identifying another vehicle 103 traveling in a second adjacent lane adjacent to another lane.

[0083] It is also possible to arbitrarily combine one or more of the above-described embodiments and modifications, and it is also possible to combine modifications with each other.

[0084] According to the present invention, the travel trajectory can be corrected in an appropriate manner according to the surrounding conditions of the vehicle.

[0085] The present invention has been described above in relation to the preferred embodiments thereof, but it will be apparent to those skilled in the art that various modifications and changes can be made without departing from the scope of the disclosure of the claims described below.

Claims

1. A driving control device, characterized in that: include: an identification unit (411) for identifying the surrounding conditions of the vehicle (101); a generating unit (412) for generating a target trajectory of the host vehicle (101) based on the surrounding conditions identified by the identifying unit (411); a calculation unit (413) for calculating a correction amount for correcting the target trajectory generated by the generation unit (412) in a direction away from the first other vehicle (102) in the vehicle width direction when the recognition unit (411) recognizes a first other vehicle (102) traveling in a first adjacent lane adjacent to one side of the lane in which the host vehicle (101) is traveling and traveling in the same direction as the host lane, and when it is predicted that the host vehicle (101) passes the side of the first other vehicle (102) or when it is predicted that the first other vehicle (102) passes the side of the host vehicle (101); a decision unit (414) for deciding whether to correct the target trajectory based on the driving condition of the second other vehicle (103) when the recognition unit (411) recognizes a second other vehicle (103) traveling in a second adjacent lane adjacent to the other side of the own lane; and a correction unit (415) which corrects the target trajectory based on the correction amount calculated by the calculation unit (413) when the decision unit (414) decides to correct the target trajectory; The decision unit (414) predicts the distance between the host vehicle (101) and the second other vehicle (103) in the vehicle width direction and the travel direction when the host vehicle (101) is traveling along the target trajectory corrected by the correction unit (415), based on the driving condition of the second other vehicle (103), and decides to correct the target trajectory when the predicted distance between the host vehicle (101) and the second other vehicle (103) in the vehicle width direction is greater than a first specified value or the predicted distance between the host vehicle (101) and the second other vehicle (103) in the travel direction is greater than a second specified value, and decides not to correct the target trajectory when the predicted distance between the host vehicle (101) and the second other vehicle (103) in the vehicle width direction is less than the first specified value and the predicted distance between the host vehicle (101) and the second other vehicle (103) in the travel direction is less than the second specified value.

2. The travel control device according to claim 1, wherein: The decision unit (414) decides to correct the target trajectory even when the predicted distance between the host vehicle (101) and the second other vehicle (103) in the vehicle width direction is less than the first specified value and the predicted distance between the host vehicle (101) and the second other vehicle (103) in the traveling direction is less than the second specified value when the second adjacent lane is an opposite lane to the host lane and a separation strip is provided between the host lane and the second adjacent lane.

3. The travel control device according to claim 1, wherein: The decision unit (414) decides to correct the target trajectory when the second adjacent lane is an opposite lane of the host lane and the distance between the host vehicle (101) and the second other vehicle (103) in the vehicle width direction when the second other vehicle (103) is identified by the recognition unit (411) is greater than a third specified value, or when the distance between the host vehicle (101) and the second other vehicle (103) in the traveling direction when the second other vehicle is identified by the recognition unit (411) is greater than a fourth specified value.

4. The travel control device according to any one of claims 1 to 3, characterized in that: The decision unit (414) sets the interval between the first location arrived at by the host vehicle (101) after a first prescribed time and the second location arrived at by the host vehicle (101) after a second prescribed time shorter than the first prescribed time as a correction object area of ​​the target trajectory, and decides to correct the target trajectory when it is predicted that the position of the first other vehicle (102) after the second prescribed time is included in the correction object area and the relative speed of the host vehicle (101) with respect to the first other vehicle (102) is greater than a prescribed speed.

5. The travel control device according to claim 4, wherein: The prescribed speed is a first threshold value, The decision unit (414) decides not to correct the target trajectory even when it is predicted that the position of the first other vehicle (102) after the second specified time is included in the correction object area and the relative speed of the host vehicle (101) with respect to the first other vehicle (102) is greater than the first threshold value, and when the collision margin time between the host vehicle (101) and the first other vehicle (102) is less than the second threshold value.

6. The travel control device according to claim 4, wherein: The decision unit (414) further sets the interval between the current position of the host vehicle (101) and the second location as a prohibited correction area of ​​the target trajectory, and decides not to correct the target trajectory when it is predicted that the position of the first other vehicle (102) after the second specified time is included in the prohibited correction area.

7. The travel control device according to claim 5, wherein: The decision unit (414) further sets the interval between the current position of the host vehicle (101) and the second location as a prohibited correction area of ​​the target trajectory, and decides not to correct the target trajectory when it is predicted that the position of the first other vehicle (102) after the second specified time is included in the prohibited correction area.

8. A driving control method, characterized in that: The steps include: an identification step, in which the surrounding conditions of the vehicle (101) are identified; a generating step, in which a target trajectory of the vehicle (101) is generated based on the identified surrounding conditions; a calculation step, in which, when a first other vehicle (102) traveling in a first adjacent lane adjacent to one side of a lane in which the host vehicle (101) is traveling and traveling in the same direction as the host lane is identified and it is predicted that the host vehicle (101) passes the side of the first other vehicle (102) or when it is predicted that the first other vehicle (102) passes the side of the host vehicle (101), a correction amount for correcting the generated target trajectory in a direction away from the first other vehicle (102) in a vehicle width direction is calculated; a decision step, in which, when a second other vehicle (103) traveling in a second adjacent lane adjacent to the other side of the own lane is identified, it is decided whether to correct the target trajectory based on the driving condition of the second other vehicle (103); and a correction step, in which, when it is decided to correct the target trajectory, the target trajectory is corrected according to the calculated correction amount, In the decision step, based on the driving condition of the second other vehicle (103), the distance between the present vehicle (101) and the second other vehicle (103) in the vehicle width direction and the travel direction when the present vehicle (101) is traveling along the corrected target trajectory is predicted. When the predicted distance between the present vehicle (101) and the second other vehicle (103) in the vehicle width direction is greater than a first prescribed value or when the predicted distance between the present vehicle (101) and the second other vehicle (103) in the travel direction is greater than a second prescribed value, it is decided to correct the target trajectory. When the predicted distance between the present vehicle (101) and the second other vehicle (103) in the vehicle width direction is less than the first prescribed value and the predicted distance between the present vehicle (101) and the second other vehicle (103) in the travel direction is less than the second prescribed value, it is decided not to correct the target trajectory.

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