Vehicle control device

Abstract

A vehicle control device (100) includes an identification unit (111) that identifies a situation around a host vehicle (101), a trajectory generation unit (112) that generates a target trajectory based on an identification result of the identification unit (111), a control unit (113) that controls an actuator (AC) to cause the host vehicle (101) to travel along the target trajectory (112), and a prediction unit (114) that, when the identification unit (111) identifies an object (102) in a host lane or in a neighboring lane adjacent to the host lane, predicts whether there is passing travel in which either of the host vehicle (101) and the object (102) passes by the side of the other based on a relative speed with the object (102). When the prediction unit (114) predicts that there is the passing travel, the trajectory generation unit (112) generates the target trajectory in such a manner that an acceleration of the host vehicle (101) in a vehicle width direction when the host vehicle (101) performs offset travel in which the host vehicle (101) is offset in the vehicle width direction with respect to the object and is converted to or recovered from the offset travel is equal to or less than a prescribed value.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device that controls a travel action of a vehicle. BACKGROUND

[0002] As such a device, a device that measures a position of a neighboring vehicle traveling on a neighboring lane adjacent to a lane in which a host vehicle is traveling, and changes a position of the host vehicle in a lane width direction in accordance with the measurement result has been known (see, for example, Patent Literature 1).

[0003] However, when the position of the host vehicle is changed in accordance with the position of the neighboring vehicle as in the device described in Patent Literature 1, it is possible that a passenger feels a sense of discomfort and a ride comfort of the passenger deteriorates.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: Japanese Patent Application Laid-Open No. 2005-524135 SUMMARY

[0007] A vehicle control device according to one aspect of the present application includes an identification unit that identifies a surrounding situation of a host vehicle; a trajectory generation unit that generates a target trajectory based on a result of identification by the identification unit; a control unit that controls a travel actuator to travel the host vehicle along the target trajectory; and a prediction unit that predicts, when an object is identified by the identification unit in a subject lane or a neighboring lane adjacent to the subject lane, whether or not either of the host vehicle and the object passes through a side of the other in a passing travel. When the passing travel is predicted by the prediction unit, the trajectory generation unit generates the target trajectory in such a manner that the host vehicle performs offset travel that is offset in a vehicle width direction with respect to the object and an acceleration of the host vehicle in the vehicle width direction at a time of transition to the offset travel or recovery from the offset travel is equal to or less than a predetermined value. BRIEF DESCRIPTION OF DRAWINGS

[0008] Objects, features, and advantages of the present application will be further clarified by the following description of embodiments with reference to the accompanying drawings.

[0009] Figure 1A FIG. 1 is a diagram showing an example of a travel scene of a vehicle.

[0010] Figure 1B FIG. 2 is a diagram showing another example of a travel scene of a vehicle.

[0011] Figure 2 FIG. 3 is a block diagram that schematically shows a main part configuration of a vehicle control device according to an embodiment of the present application.

[0012] Figure 3 FIG. 4 is a diagram showing a result of a simulation of a travel scene of a vehicle.Figure 2 A flowchart of an example of the processing performed by the controller.

[0013] Figure 4A It shows through Figure 3 An example of an offset driving trajectory generated by the processing.

[0014] Figure 4B It shows through Figure 3 Another example of the offset driving trajectory generated by the processing is shown in the figure.

[0015] Figure 5 This is a diagram illustrating an example of a driving scenario where the offset recovery trajectory involves an intersection.

[0016] Figure 6 This is a diagram illustrating an example of a driving scenario where the initial trajectory deviation involves an intersection.

[0017] Figure 7A This diagram illustrates an example of a driving scenario where there are multiple vehicles that should be avoided.

[0018] Figure 7B This is an example of a driving scenario where there are rows of vehicles that should be avoided.

[0019] Figure 7C This diagram illustrates an example of a driving scenario where a vehicle is turning at an intersection in an offset direction.

[0020] Figure 8A This diagram illustrates an example of a driving scenario where the vehicle, while deviating from its lane, enters a curve.

[0021] Figure 8B This diagram illustrates an example of a driving scenario where a stop line exists in front of a vehicle that should be avoided. Detailed Implementation

[0022] The following is for reference Figures 1A-8B Embodiments of the present invention will be described. The vehicle control device of the present invention can be applied to vehicles with autonomous driving functions, i.e., autonomous vehicles. It should be noted that sometimes the vehicle using the vehicle control device of this embodiment is distinguished from other vehicles and referred to as "this vehicle". This vehicle can be any one of the following: an engine vehicle with an internal combustion engine as the driving source, an electric vehicle with a drive motor as the driving source, or a hybrid vehicle with both an engine and a drive motor as driving sources. This vehicle can not only operate in an autonomous driving mode that does not require driver operation, but also in a manual driving mode based on driver operation.

[0023] Figure 1A and Figure 1Bis a view showing an example of a travel scene of a vehicle. Figure 1A In the left side, a state in which a vehicle VH1 traveling on a left end of a left lane LN1 of a single 3-lane road RD on the left side at a vehicle speed V11 passes by a vehicle VH2 traveling on a central lane LN2 at a vehicle speed V12 (< V11) is shown. The vehicle VH1 is traveling in an automatic driving mode, and the vehicle VH2 is traveling in a manual driving mode.

[0024] In the left side, Figure 1A In the left side, when the vehicle VH1 traveling in the automatic driving mode passes by the vehicle VH2, the vehicle VH1 shifts the travel trajectory to the left side in order to alleviate a sense of oppression on the occupant due to the approach of the vehicle VH2, so as to secure a gap in the vehicle width direction from the vehicle VH2 to be a prescribed length or more. When passing by the vehicle VH2, the vehicle VH1 returns the travel trajectory to a position before the shift (the center of the lane). At this time, when the travel trajectory of the vehicle VH1 is changed to the center of the lane quickly, the occupant can mistakenly recognize that the vehicle VH1 is going to make a lane change to the lane LN2. The arrow line OT in the figure indicates a shifted travel trajectory of the vehicle VH1 (hereinafter referred to as a shifted travel trajectory).

[0025] In the left side, Figure 1B In the left side, a state in which a vehicle VH2 traveling on a lane LN2 of a road RD at a vehicle speed V22 passes by a vehicle VH1 traveling on a lane LN1 at a vehicle speed V21 (< V22) is shown. In the left side, Figure 1B In the left side, when the vehicle VH1 traveling in the automatic driving mode recognizes the vehicle VH2 approaching from the rear, the vehicle VH1 shifts the travel trajectory to the left side in order to alleviate a sense of oppression on the occupant due to the approach of the vehicle VH2. At this time, in a case where the occupant cannot recognize the vehicle VH2 approaching from the rear, the occupant can not understand the reason why the vehicle VH1 shifts the travel trajectory, and can feel a sense of incongruity.

[0026] Thus, when the travel trajectory of the vehicle VH1 is shifted when the vehicle VH1 passes by the vehicle VH2 or the vehicle VH2 passes by the vehicle VH1, depending on the degree of the change in the travel trajectory, the occupant can feel a sense of incongruity, and thus the ride comfort of the occupant can be degraded. Therefore, in the present embodiment, the vehicle control device is configured as follows.

[0027] Figure 2 is a block diagram showing a main part configuration of a vehicle control device 100 of an embodiment of the present application schematically. As shown in Figure 2 The vehicle control device 100 has a controller 10 and a communication unit 1, a position sensor 2, a vehicle speed sensor 3, a camera 4, an actuator AC communicably connected to the controller 10, respectively.

[0028] The communication unit 1 communicates with various devices not shown via a network including a wireless communication network typified by the Internet, a mobile phone network, and the like, and acquires map information and traffic information and the like periodically or at an arbitrary timing. The network includes not only a public wireless communication network but also a closed communication network such as a wireless LAN, Wi-Fi (registered trademark), Bluetooth (registered trademark), and the like provided for each prescribed management area.

[0029] The positioning sensor 2 receives a positioning signal transmitted from a positioning satellite. The positioning satellite is a GPS satellite or a quasi-zenith satellite or the like. The current position (latitude, longitude, altitude) of the host vehicle is determined using the positioning information received by the positioning sensor 2. The positioning sensor 2 is used to detect the position of the host vehicle. Therefore, a distance detector (radar, laser radar, or the like) that detects the distance from the host vehicle to an object (an object on a road) can also be used instead of the positioning sensor 2. In this case, the position of the host vehicle is detected from the position information of the object on the road obtained from the map information stored in the storage 12 and the distance information to the object obtained by the positioning sensor 2. As the positioning sensor 2, the reception of the positioning signal and the distance detector can also be combined. The vehicle speed sensor 3 detects the vehicle speed of the host vehicle.

[0030] The camera 4 has a photographing element (image sensor) such as a CCD (Charge Coupled Device), a CMOS (Complementary Metal Oxide Semiconductor), or the like. The camera 4 can be a monocular camera or a stereo camera. The camera 4 photographs the surroundings of the host vehicle. The camera 4 is installed at a prescribed position (front, rear) of the host vehicle, for example, and continuously photographs the space around the host vehicle to acquire image data of an object (hereinafter referred to as photographed image data or simply photographed image).

[0031] The actuator AC is an actuator for controlling the travel of the host vehicle. In the case where the travel drive source is an engine, the actuator AC includes a throttle actuator that adjusts the opening degree (throttle opening degree) of a throttle valve of the engine. In the case where the travel drive source is a travel motor, the travel motor is included in the actuator AC. A brake actuator that operates a brake device of the host vehicle and a steering actuator that drives a steering device are also included in the actuator AC.

[0032] The controller 10 is constituted by an electronic control unit (ECU). More specifically, the controller 10 is constituted by a computer including an arithmetic unit 11 such as a CPU (microprocessor), a storage 12 such as a ROM (Read Only Memory), a RAM (Random Access Memory), and other peripheral circuits not shown such as an I / O interface. Note that a plurality of ECUs that differ in function, such as an engine control ECU, a travel motor control ECU, a brake device ECU, and the like, can be provided separately, but in the present embodiment, the controller 10 is constituted by one ECU. Figure 2In the present embodiment, the controller 10 is shown as a collection of these ECUs for convenience.

[0033] High-precision detailed map information (referred to as high-precision map information) is stored in the storage section 12. The high-precision map information includes position information of roads, information of road shapes (curvatures and the like), information of road slopes, position information of intersections and branch points, information of the number of lanes, speed limits, widths of lanes, and position information of each lane (central positions of lanes, information of demarcation lines of lane positions), position information of landmarks (traffic signals, buildings, and the like) as markers on a map, information of road signs (positions, types, restriction information, and the like), and information of road surface profiles such as road surface irregularities. Various control programs, threshold values used by the programs, and the like are also stored in the storage section 12.

[0034] The arithmetic section 11 has an identification section 111, a trajectory generation section 112, a control section 113, and a prediction section 114 as functional structures.

[0035] The identification section 111 identifies the surrounding situation of the host vehicle based on a captured image obtained by the camera 4.

[0036] The prediction section 114, when another vehicle is identified by the identification section 111 in a lane in which the host vehicle 101 is traveling (hereinafter referred to as the host lane) or in a lane adjacent to the host lane and having the same traveling direction (hereinafter referred to as the adjacent lane), calculates a relative speed with respect to the other vehicle, and more specifically, a relative speed in the traveling direction, based on the traveling speed of the host vehicle 101 detected by the vehicle speed sensor 3 and the traveling speed of the other vehicle identified by the identification section 111. The prediction section 114 predicts whether or not there is a passing travel in which either of the host vehicle and the other vehicle passes by the side of the other vehicle, based on the relative speed with respect to the other vehicle.

[0037] The trajectory generation section 112 generates a target trajectory based on the identification result of the identification section 111. When it is predicted by the prediction section 114 that there is a passing travel, the trajectory generation section 112 generates a target trajectory in such a manner that the acceleration of the host vehicle in the vehicle width direction at the time when the host vehicle performs offset travel shifted in the vehicle width direction with respect to the other vehicle and shifts to offset travel or recovers from offset travel is equal to or less than a prescribed value. The prescribed value is a value smaller than a difference threshold at which a passenger can perceive a lateral movement (movement in the vehicle width direction) of the vehicle, and can be set in advance, for example, based on the results of sensory evaluation and the like.

[0038] Hereinafter, the traveling trajectory at the time of shifting to offset travel in the offset travel trajectory (target trajectory) will be referred to as an offset start trajectory or simply a start trajectory. In addition, the trajectory in offset travel, that is, the traveling trajectory at the time of continuously performing offset travel will be referred to as an offset continuation trajectory or simply a continuation trajectory. Furthermore, the traveling trajectory at the time of recovering from offset travel will be referred to as an offset recovery trajectory or simply a recovery trajectory.

[0039] When it is predicted by the prediction section 114 that the host vehicle passes by the other vehicle from the rear side, the trajectory generation section 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction of the host vehicle at the time of recovery from the offset running is a prescribed value or less. On the other hand, when it is predicted by the prediction section 114 that there is the passing running in which the other vehicle passes by the host vehicle from the side, the trajectory generation section 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction of the host vehicle at the time of conversion to the offset running is a prescribed value or less.

[0040] The control section 113 controls the actuators AC so that the host vehicle runs along the target trajectory.

[0041] Figure 3 is a flowchart showing an example of the processing performed by the controller 10 of the host vehicle 1. Figure 2 The processing shown in the flowchart is performed, for example, at a prescribed period during the running of the host vehicle in the automatic driving mode.

[0042] As shown in Figure 3 , first, in step S1, when the other vehicle is recognized in the host lane or the adjacent lane in accordance with the surrounding situation of the host vehicle recognized by the recognition section 111, it is predicted whether or not there is the passing running in accordance with the relative speed with the other vehicle.

[0043] When step S1 is negative (S1: No), the processing is ended. When step S1 is affirmative (S1: Yes), in step S2, it is determined whether or not the passing running predicted in step S1 is the passing running in which the host vehicle passes by the other vehicle from the rear side. When step S2 is negative (S2: No), that is, when the passing running predicted in step S1 is the passing running in which the other vehicle passes by the host vehicle from the rear side, in step S3, the target trajectory is generated in such a manner that the offset start trajectory is extended. More specifically, the target trajectory is generated in such a manner that the acceleration in the vehicle width direction of the host vehicle at the time of conversion to the offset running is a prescribed value or less.

[0044] When step S2 is affirmative (S2: Yes), that is, when the passing running predicted in step S1 is the passing running in which the host vehicle passes by the other vehicle from the rear side, in step S4, the target trajectory is generated in such a manner that the offset recovery trajectory is extended. More specifically, the target trajectory is generated in such a manner that the acceleration in the vehicle width direction of the host vehicle at the time of recovery from the offset running is a prescribed value or less.

[0045] Figure 4A and Figure 4B is a diagram showing an example of the offset running trajectory generated by the processing of the controller 10. Figure 3 Figure 4A ​As shown, when a vehicle (this vehicle) 101 using the vehicle control device 100 passes behind another vehicle 102 from the side, a deviation recovery trajectory RT is generated such that the acceleration in the vehicle width direction of this vehicle 101 when recovering from the deviation is below a predetermined value. On the other hand, as Figure 4B As shown, when another vehicle 102 passes by the side of this vehicle 101 from behind, the offset start trajectory ST is generated in a manner where the acceleration in the width direction of this vehicle 101 during the offset transition is less than a predetermined value. It should be noted that if, during the offset transition, this vehicle 101 moves laterally with an acceleration (in the width direction) that is imperceptible to the occupants, and then, after the other vehicle 102 passes, this vehicle moves laterally back to its pre-offset position with an acceleration (in the width direction) that is more noticeable to the occupants, it may cause a sense of disharmony or unease among the occupants. Therefore, when another vehicle 102 passes by the side of this vehicle 101 from behind, not only the offset start trajectory ST, but also the offset recovery trajectory RT is generated in a manner where the acceleration in the width direction of this vehicle 101 is less than a predetermined value.

[0046] However, in Figure 4A and Figure 4B In driving scenarios other than those shown, there are also situations where the occupants of vehicle 101 experience a sense of disharmony when transitioning to or resuming from a deviated driving position. The following refers to these driving scenarios. Figures 5-8B Please provide an explanation.

[0047] Figure 5 This is a diagram illustrating an example of a driving scenario where the initial trajectory deviation involves an intersection. Figure 6 This diagram illustrates an example of a driving scenario where the offset recovery trajectory involves an intersection. Since there are no traffic markings at the intersection, when the vehicle 101's trajectory deviates within the intersection, the occupants may not know which direction the vehicle 101 is traveling, causing anxiety. Therefore, when the offset driving trajectory involves an intersection, the trajectory generation unit 112 generates a target trajectory in a manner where the acceleration in the vehicle width direction within the intersection is below a predetermined value.

[0048] More specifically, when the offset recovery trajectory RT involves an intersection, such as Figure 6 As shown, the trajectory generation unit 112 generates the offset recovery trajectory RT such that the acceleration in the width direction of the vehicle 101 at the time of recovery from the offset driving is below a predetermined value. Furthermore, if the offset start trajectory ST involves an intersection, as... Figure 5 As shown, the trajectory generation unit 112 generates the offset start trajectory ST in such a way that the acceleration in the width direction of the vehicle 101 during the offset driving transition is below a predetermined value.

[0049] Figure 7A is a drawing illustrating an example of a driving scenario in which a plurality of vehicles or the like (hereinafter referred to as avoidance objects) exist which should be avoided by offset driving. In Figure 7A , an example of a driving scenario is illustrated in which, within the own lane LN1, the other vehicle (parked vehicle) 103 exists as an avoidance object in front of the other vehicle (parked vehicle) 102 which is an avoidance object, and the offset direction of the own vehicle 101 is the same with respect to each avoidance object. In Figure 7A , in the driving scenario, when the own vehicle 101 starts offset driving for avoiding the other vehicle 103 after temporarily resuming from offset driving after passing beside the other vehicle 102, it is possible to generate a driving trajectory which makes the own vehicle 101 behave like a weaving motion.

[0050] Therefore, in the driving scenario illustrated in Figure 7A , the trajectory generation unit 112 extends the offset continuation trajectory CT so as to make the own vehicle 101 continue offset driving until passing beside the other vehicle 103. Thereby, it is possible to suppress generation of a driving trajectory which makes the own vehicle 101 behave like a weaving motion.

[0051] Figure 7B is a drawing illustrating an example of a driving scenario in which avoidance objects exist in a row. In Figure 7B , the other vehicles 102, 104, 105, 106 are driving in a row behind the other vehicle 107 which is driving at a low speed. In Figure 7B , in the driving scenario, when the own vehicle 101 wants to return the driving trajectory to the center of the lane in order to resume from offset driving after passing beside the other vehicle 102, since the own vehicle 101 approaches the vehicle group CV, it is possible to cause a feeling of uneasiness to the occupants of the own vehicle 101. In addition, when offset driving is individually performed with respect to each avoidance object, it is possible to generate a driving trajectory which makes the own vehicle 101 behave like a weaving motion.

[0052] Therefore, in the driving scenario illustrated in Figure 7B , the trajectory generation unit 112 extends the offset continuation trajectory CT so as to make the own vehicle 101 continue offset driving until passing the vehicle group CV. By performing offset driving with respect to the vehicle group CV in this way, it is possible to prevent the own vehicle 101 from approaching the vehicle group CV while offset driving, and it is possible to reduce the feeling of uneasiness of the occupants. In addition, it is possible to suppress generation of a driving trajectory which makes the own vehicle 101 behave like a weaving motion.

[0053] Figure 7C is a drawing illustrating an example of a driving scenario in which the own vehicle 101 turns to the offset direction at the intersection IS. In Figure 7CThe present vehicle 101 is illustrated in the example to make the travel trajectory deviate to the left side (upper side in the drawing) at the intersection IS after avoiding the other vehicle 102. The present vehicle 101 travels on the left side end of the lane LN1 when turning left at the intersection IS in accordance with the road traffic law. Therefore, in Figure 7C In the example, when the present vehicle 101 makes the travel trajectory return to the center of the lane after passing the side of the other vehicle 102 in order to recover from the deviated travel, it is possible to generate the travel trajectory that makes the present vehicle 101 perform the behavior of swaying.

[0054] Therefore, in Figure 7C In the travel scenario illustrated in the example, the trajectory generation section 112 extends the deviated travel trajectory CT to make the present vehicle 101 continue the deviated travel until entering the intersection IS. Thereby, it is possible to suppress the generation of the travel trajectory that is likely to occur when turning in the same direction as the deviated direction at the intersection, that is, the travel trajectory that makes the present vehicle 101 perform the behavior of swaying.

[0055] The present embodiment can achieve the following effects.

[0056] (1) The vehicle control device 100 includes an identification section 111 that identifies the surrounding situation of the present vehicle 101, a trajectory generation section 112 that generates a target trajectory based on the identification result of the identification section 111, a control section 113 that controls the travel actuator AC to make the present vehicle 101 travel along the target trajectory, and a prediction section 114 that predicts whether there is a passing travel in which either of the present vehicle 101 and the other vehicle 102 passes the side of the other vehicle 102 when the other vehicle 102 is identified by the identification section 111 in the present lane or in the adjacent lane adjacent to the present lane based on the relative speed with the other vehicle 102. When the passing travel is predicted by the prediction section 114, the trajectory generation section 112 generates the target trajectory in such a manner that the acceleration of the present vehicle 101 in the vehicle width direction when the present vehicle 101 performs the deviated travel shifted in the vehicle width direction with respect to the other vehicle 102 and converts to or recovers from the deviated travel is equal to or less than a prescribed value. The prescribed value is set to a value smaller than the difference threshold at which the occupant can perceive the movement of the present vehicle 101 in the vehicle width direction. Thereby, it is possible to avoid the approach of the other vehicle in the vehicle width direction without degrading the ride comfort of the occupant. In addition, it is possible to prevent the contact with the other vehicle and improve the safety of the traffic. Furthermore, by applying the above-described embodiment to the public transportation means, the bus, and the like, the bus can smoothly travel according to the route and it is possible to improve the convenience of the user.

[0057] (2) When it is predicted by the prediction portion 114 that there is passing travel of the host vehicle 101 from the side of the other vehicle 102 from behind, the trajectory generation portion 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction at the time of resumption from the offset travel of the host vehicle 101 is equal to or less than a prescribed value. Also, when it is predicted by the prediction portion 114 that there is passing travel of the other vehicle 102 from the side of the host vehicle 101 from behind, the trajectory generation portion 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction at the time of conversion to the offset travel and at the time of resumption from the offset travel of the host vehicle 101 is equal to or less than a prescribed value. Thus, it is possible to perform conversion to the offset travel and resumption from the offset travel with an amount of movement that is imperceptible to the occupant, and it is possible to reduce the sense of discomfort that the occupant feels due to lateral movement of the host vehicle 101.

[0058] (3) The prediction portion 114 also predicts whether the host vehicle 101 enters an intersection at the time of resumption from the offset travel. When it is predicted by the prediction portion 114 that the host vehicle 101 enters an intersection at the time of resumption from the offset travel, the trajectory generation portion 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction at the time of resumption from the offset travel of the host vehicle 101 is equal to or less than a prescribed value. Also, the prediction portion 114 also predicts whether the host vehicle 101 enters an intersection at the time of conversion to the offset travel. When it is predicted by the prediction portion 114 that the host vehicle 101 enters an intersection at the time of conversion to the offset travel, the trajectory generation portion 112 generates the target trajectory in such a manner that the acceleration in the vehicle width direction at the time of conversion to the offset travel of the host vehicle 101 is equal to or less than a prescribed value. Thus, it is possible to reduce the sense of discomfort that the occupant feels that can occur in the case where the offset start trajectory or the offset resumption trajectory involves no intersection.

[0059] (4) The prediction portion 114 also predicts whether the host vehicle 101 enters an intersection during the offset travel and turns in the same direction as the offset direction of the offset travel at the intersection. When it is predicted by the prediction portion 114 that the host vehicle 101 turns in the same direction as the offset direction of the offset travel at the intersection, the trajectory generation portion 112 generates the target trajectory in such a manner that the offset travel is continued until the intersection. Thus, it is possible to suppress generation of the above-described travel trajectory that can occur when turning in the same direction as the offset direction at the intersection, that is, to suppress generation of a travel trajectory that causes the host vehicle 101 to perform a behavior such as swerving.

[0060] The above-described embodiments can be modified in various ways. Several modifications will be described below. In the above-described embodiments, the surroundings of the host vehicle 101 are captured by the camera 4, but the configuration of the on-vehicle detector can be any as long as the condition of the surroundings of the host vehicle 101 is detected. For example, the on-vehicle detector can be a radar or a lidar. In the above-described embodiments, the surrounding condition of the host vehicle 101 is recognized from the captured image obtained by the camera 4, but the configuration of the recognition section is not limited to the above. The recognition section can also recognize the surrounding condition of the host vehicle 101 from information obtained through the inter-vehicle communication via the communication unit 1 or the inter-vehicle communication.

[0061] In the above-described embodiments, the trajectory generation section 112 generates the offset recovery trajectory of the host vehicle 101 in such a way that the acceleration in the vehicle width direction of the host vehicle 101 is equal to or less than a prescribed value. However, when generating the offset recovery trajectory, the trajectory generation section can also generate the offset recovery trajectory of the host vehicle 101 in such a way that the yaw rate of the host vehicle 101 is equal to or less than a prescribed yaw rate or the yaw acceleration of the host vehicle 101 is equal to or less than a prescribed yaw acceleration.

[0062] However, in a case where the relative speed (the relative speed in the advancing direction) with the other vehicle 102 is large, for example, at a position where the other vehicle 102 is stopped, the host vehicle 101 can pass at a faster speed, which can increase the feeling of unease of the occupant. To address such a problem, the trajectory generation section can also determine whether the relative speed with the other vehicle 102 is larger than a prescribed threshold value, and set the first acceleration to a prescribed value in such a way that the amount of movement of the host vehicle 101 in the vehicle width direction (the amount of movement per unit time) is equal to or less than a first amount of movement when the absolute value of the relative speed is equal to or less than the prescribed threshold value, and set a second acceleration smaller than the first acceleration to a prescribed value in such a way that the amount of movement of the host vehicle 101 in the vehicle width direction is equal to or less than a second amount of movement smaller than the first amount of movement when the absolute value of the relative speed is larger than the prescribed threshold value. In this way, in a case where the relative speed with the other vehicle 102 is large, the host vehicle 101 generates the offset recovery trajectory in such a way that the acceleration in the vehicle width direction when recovering from the offset driving becomes smaller, that is, the offset recovery trajectory becomes longer, which can reduce the feeling of unease of the occupant as described above.

[0063] Further, the trajectory generation section can determine, when generating the offset recovery trajectory, whether the relative distance in the advancing direction to the other vehicle 102 at the time point at which the host vehicle 101 recovers from the offset travel to the position before the offset (the center of the lane) (hereinafter referred to as the recovery time point) is greater than a prescribed distance, and set the first acceleration as the prescribed value when the relative distance is greater than the prescribed distance, and set a second acceleration smaller than the first acceleration as the prescribed value when the relative distance is equal to or less than the prescribed distance. Specifically, first, the trajectory generation section generates the offset recovery trajectory so that the acceleration in the vehicle width direction of the host vehicle 101 at the time of recovery from the offset travel is equal to or less than a prescribed value (the first acceleration). Next, the trajectory generation section predicts the relative distance to the other vehicle 102 at the recovery time point when the host vehicle 101 travels according to the offset recovery trajectory, based on the travel position and travel speed of the other vehicle 102, and the like. When the predicted relative distance is greater than the prescribed distance, the control section controls the actuator AC so that the host vehicle recovers from the offset travel according to the offset recovery trajectory. On the other hand, when the predicted relative distance is equal to or less than the prescribed distance, the trajectory generation section updates the prescribed value with the second acceleration, and regenerates the offset recovery trajectory so that the acceleration in the vehicle width direction of the host vehicle 101 at the time of recovery from the offset travel is equal to or less than a prescribed value (the second acceleration). The control section controls the actuator AC so that the host vehicle recovers from the offset travel according to the regenerated offset recovery trajectory. Thus, the length (length in the front-rear direction) of the offset recovery trajectory is adjusted according to the relative speed and the relative distance to the other vehicle 102, and therefore it is possible to prevent the host vehicle from being too close to the other vehicle 102 at the time of recovery from the offset travel, and to prevent the offset travel trajectory from being set too long.

[0064] Further, the trajectory generation section can set a value determined based on the attribute of the other vehicle 102 as the prescribed value. For example, the trajectory generation section can set the prescribed value to be smaller when the other vehicle 102 is a vehicle having a large vehicle width (truck, bus, or the like) than when the other vehicle 102 is a vehicle having a small vehicle width (automatic two-wheeled vehicle, or the like). That is, the prescribed value can be set to be smaller as the vehicle width of the other vehicle 102 is larger. Further, for example, the trajectory generation section can set the prescribed value according to the vehicle length of the other vehicle 102. Specifically, for example, the trajectory generation section can set the prescribed value to be smaller when the other vehicle 102 is a vehicle having a large vehicle length than when the other vehicle 102 is a vehicle having a small vehicle length. That is, the prescribed value can be set to be smaller as the vehicle length of the other vehicle 102 is larger.

[0065] Further, in the above-described embodiment, the trajectory generation unit 112 causes the travel trajectory to be offset in a direction away from the other vehicle 102 in such a manner that the distance from the other vehicle 102 in the vehicle width direction is ensured to be equal to or greater than a prescribed length. However, the trajectory generation unit can also cause the travel trajectory to be offset in the vehicle width direction in such a manner that the distance from the other vehicle 102 in the vehicle width direction is ensured to be equal to or greater than a length determined in accordance with the attributes of the other vehicle 102. For example, the trajectory generation unit can also generate the target trajectory in such a manner that the greater the vehicle width of the other vehicle 102, the greater the distance from the other vehicle 102 in the vehicle width direction, that is, in such a manner that the travel trajectory is offset in the vehicle width direction. Further, the trajectory generation unit can also not perform the process of offsetting the travel trajectory of the host vehicle 101 (steps S2 to S8) when it is recognized in step S1 that the distance from the other vehicle 102 in the vehicle width direction is equal to or greater than the prescribed length.

[0066] Note that, in the case where the other vehicle 102 is accelerating while the host vehicle 101 is passing alongside the other vehicle 102 or has accelerated after passing, if the other vehicle 102 is to resume from the offset travel in accordance with the offset recovery trajectory generated in step S4, it can come close to or contact the other vehicle 102. Therefore, in order to address such a problem, the trajectory generation unit can also make a determination as to whether the relative speed with respect to the other vehicle 102 is greater than a prescribed threshold value while offset traveling. Similarly, the trajectory generation unit can also make a determination as to whether the relative distance with respect to the other vehicle 102 is greater than a prescribed distance while offset traveling. Thus, even in the case where the other vehicle 102 is accelerating while offset traveling, it is possible to resume from the offset travel without coming close to or contacting the other vehicle 102. Further, in the case where another other vehicle comes close while offset traveling, it is also possible to resume from the offset travel without coming close to or contacting that vehicle.

[0067] Further, the length of the offset recovery trajectory can also be adjusted in accordance with the configuration of the road RD on which the host vehicle 101 is traveling. Figure 8A is a view illustrating an example of a travel scenario in which the host vehicle 101 enters a curve while offset traveling. As shown in Figure 8A When the host vehicle 101 enters the curve in a state in which the travel trajectory is offset to the outside of the curve (the upper side in the figure), the host vehicle 101 can possibly exit the curve. Therefore, in such a case, the trajectory generation unit can also shorten the offset recovery trajectory generated in step S4 to cause the host vehicle 101 to recover to the center of the lane as soon as possible. More specifically, the trajectory generation unit can also update the acceleration of the host vehicle in the vehicle width direction at the time of resuming from the offset travel to a greater value. Figure 8A The dashed arrow in the figure indicates the offset recovery trajectory RT generated in step S4, and the solid arrow RT indicates the updated offset recovery trajectory.

[0068] Further, the length of the offset recovery trajectory can also be adjusted in accordance with the configuration of the road RD on which the host vehicle 101 is traveling. Figure 8Bis an example of a driving scene in which a stop line exists in front of an avoidance object. As shown in Figure 8B When a stop line SL exists in front of the other vehicle 102 as an avoidance object, and the signal SG is a stop signal, the host vehicle 101 needs to stop at the stop line SL. At this time, when the host vehicle 101 stops at the stop line SL in a state in which the driving trajectory is shifted to the side of the adjacent lane (lane LN2), it is possible to cause a sense of oppression to the occupants of the other vehicle in the adjacent lane. Therefore, in this case, the trajectory generation unit can also adjust the length of the shift recovery trajectory so that the host vehicle 101 returns to the center of the lane before the stop line SL. For example, the trajectory generation unit can also shorten the shift recovery trajectory RT generated in step S4 when it is predicted that it is not possible to return to the center of the lane before the stop line SL based on the switching schedule information of the signal SG obtained through road-to-vehicle communication or vehicle-to-vehicle communication via the communication unit 1. The switching schedule information is information that can determine the current display state of the signal and the timing of the display switching of the signal.

[0069] Further, in the above-described embodiments, the shift to the offset driving and the recovery from the offset driving are performed by an amount of movement that is not felt by the occupants, but in order to further reduce the sense of incongruity caused to the occupants by the lateral movement of the host vehicle 101, the occupants can be informed that the host vehicle 101 performs the lateral movement. For example, the control unit can also control a speaker (not shown) and a display (not shown) provided in the vehicle to inform the occupants that the host vehicle 101 performs the lateral movement at the start of the offset driving and at the recovery of the offset driving.

[0070] One or more of the above-described embodiments and modified examples can be arbitrarily combined, and each modified example can be combined with each other.

[0071] With the present application, it is possible to avoid the approach of the object in the vehicle width direction without reducing the sense of riding of the occupants.

[0072] The present application has been described above with reference to preferred embodiments, but it will be understood by those skilled in the art that various modifications and changes can be made without departing from the scope of the disclosure disclosed in the following claims.

Claims

1. A vehicle control device characterized by comprising: Possessing: a recognition section (111) that recognizes a surrounding situation of a host vehicle (101); a trajectory generation section (112) that generates a target trajectory based on a recognition result of the recognition section (111); a control section (113) that controls a travel actuator (AC) so that the host vehicle (101) travels along the target trajectory; and a prediction section (114) that, when an object (102) is recognized by the recognition section (111) in a host lane or in a neighboring lane adjacent to the host lane, predicts whether or not either of the host vehicle (101) and the object (102) passes through a side of the other in a passing travel, when it is predicted by the prediction section (114) that the host vehicle (101) passes through the side of the object (102) from behind in the passing travel, the trajectory generation section (112) generates the target trajectory in such a manner that an acceleration of the host vehicle (101) in a vehicle width direction at a time of transition to or recovery from the offset travel in which the host vehicle (101) is offset in the vehicle width direction with respect to the object (102) is equal to or less than a prescribed value, the prediction section (114) further predicts whether or not the host vehicle (101) enters an intersection at the time of recovery from the offset travel, when it is predicted by the prediction section (114) that the host vehicle (101) enters the intersection at the time of recovery from the offset travel, the trajectory generation section (112) generates the target trajectory in such a manner that the acceleration of the host vehicle (101) in the vehicle width direction at the time of recovery from the offset travel is equal to or less than the prescribed value.

2. The vehicle control device according to claim 1, wherein the prescribed value is set to a value smaller than a difference threshold at which a passenger can perceive a difference in movement of the host vehicle (101) in the vehicle width direction.

3. The vehicle control device according to claim 1 or 2, wherein when it is recognized by the prediction section (114) that the host vehicle (101) passes through the side of the object (102) from behind in the passing travel, the trajectory generation section (112) generates the target trajectory in such a manner that the acceleration of the host vehicle (101) in the vehicle width direction at the time of recovery from the offset travel is equal to or less than the prescribed value.

4. The vehicle control device according to claim 1 or 2, wherein when it is predicted by the prediction section (114) that the object (102) passes through the side of the host vehicle (101) from behind in the passing travel, the trajectory generation section (112) generates the target trajectory in such a manner that the acceleration of the host vehicle (101) in the vehicle width direction at the time of transition to and recovery from the offset travel is equal to or less than the prescribed value.

5. The vehicle control device according to claim 4, wherein the prediction section (114) further predicts whether or not the host vehicle (101) enters an intersection at the time of transition to the offset travel, When it is predicted by the prediction portion (114) that the host vehicle (101) enters an intersection at the time of the shift to the offset running, the trajectory generation portion (112) generates the target trajectory in such a manner that the acceleration of the host vehicle (101) in the vehicle width direction at the time of the shift to the offset running is equal to or less than the prescribed value.

6. The vehicle control device according to claim 2, wherein the prediction portion (114) further predicts whether the host vehicle (101) enters an intersection in the offset running and turns in the same direction as the offset direction of the offset running at the intersection, when it is predicted by the prediction portion (114) that the host vehicle (101) turns in the same direction as the offset direction of the offset running at the intersection, the trajectory generation portion (112) generates the target trajectory in such a manner that the offset running is continued until the intersection.

7. The vehicle control device according to claim 1, wherein the trajectory generation portion (112) determines whether the absolute value of the relative speed with respect to the object (102) is greater than a prescribed threshold value, and sets a first acceleration as the prescribed value when the absolute value is equal to or less than the prescribed threshold value, and sets a second acceleration smaller than the first acceleration as the prescribed value when the absolute value is greater than the prescribed threshold value.

8. The vehicle control device according to claim 1 or 2, wherein the trajectory generation portion (112) determines whether the relative distance with respect to the object (102) is longer than a prescribed distance, and sets a first acceleration as the prescribed value when the relative distance is longer than the prescribed distance, and sets a second acceleration smaller than the first acceleration as the prescribed value when the relative distance is equal to or less than the prescribed distance.

9. The vehicle control device according to claim 1, wherein the trajectory generation portion (112) sets a value decided in accordance with the attribute of the object (102) as the prescribed value.

10. The vehicle control device according to claim 9, wherein when the object (102) is a vehicle, the attribute of the object (102) is a vehicle length, the greater the vehicle length of the object (102), the smaller value the trajectory generation portion (112) sets as the prescribed value.

11. The vehicle control device according to claim 9, wherein when the object (102) is a vehicle, the attribute of the object (102) is a vehicle width, the greater the vehicle width of the object (102), the longer the trajectory generation portion (112) generates the target trajectory with the spacing of the object (102) in the vehicle width direction.

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