Vehicle control device, vehicle control method, and storage medium

Abstract

Provided is a vehicle control device, a vehicle control method, and a storage medium that enable more appropriate driving control in a branch section. The vehicle control device of an embodiment includes an identification unit that identifies a surrounding situation of a host vehicle based on information obtained from at least one of a sensing device and map information, and a driving control unit that generates a target track of the host vehicle based on an identification result of the identification unit, and controls one or both of a speed and a steering of the host vehicle to cause the host vehicle to travel along the generated target track, the identification unit searching for a lane addition end position that satisfies a prescribed condition on a side of a start position of a branch section from an end position of the branch section, the branch section connecting a trunk road and a plurality of branch lanes, the driving control unit generating the target track in such a manner that a change of an advancing road to the branch lane is completed before the host vehicle reaches the lane addition end position.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] Previously known techniques include identifying road markings that divide the lanes into which vehicles travel, generating a target track based on the identified markings, and enabling vehicles to automatically travel along the generated target track (e.g., Japanese Patent Application Publication No. 2020-126024). Summary of the Invention

[0003] However, in sections where there are main roads and branch lanes branching off from the main roads, there are sometimes no dividing lines separating the main roads and branch lanes. Therefore, it is sometimes impossible to generate an appropriate target track and to perform proper vehicle driving control.

[0004] The present invention was made in consideration of such circumstances, and one of its objectives is to provide a vehicle control device, vehicle control method, and storage medium capable of more appropriate driving control in branch intervals.

[0005] The vehicle control device, vehicle control method, and storage medium of the present invention adopt the following structure.

[0006] (1): One aspect of the present invention relates to a vehicle control device, wherein the vehicle control device comprises: an identification unit that identifies the surrounding conditions of the vehicle based on information obtained from at least one of a detection device and map information; and a driving control unit that generates a target track for the vehicle based on the identification result of the identification unit, and controls one or both of the vehicle's speed and steering to make the vehicle travel along the generated target track, wherein the identification unit searches for a lane addition end position that meets predetermined conditions in a branch section connecting a main road and multiple branch lanes, on the side closer to the start position of the branch section than the end position of the branch section, and the driving control unit generates the target track in such a way that the change of the forward road to the branch lane is completed before the vehicle reaches the lane addition end position.

[0007] (2): Based on the above (1) scheme, the identification unit makes the search direction of the lane addition end position and the specified conditions different based on the search start position of the search start position of the lane addition end position and the end position of the branch lane connected to the branch section.

[0008] (3): Based on the above (2) scheme, when the end position of the branch lane is the position where the road width in the branch section is the largest and the search start position is on the side of the start position of the branch section that is closer to the end position of the branch lane than the end position of the branch lane, the identification unit searches for the lane increase end position from the search start position toward the end position of the branch lane and sets the position that is within the specified error range relative to the road width as the lane increase end position.

[0009] (4): Based on the above (2) scheme, if there is an end position of the branch lane at a position closer to the start position of the branch interval than the end position of the branch interval, the identification unit sets the end position of the branch lane as the search start position, searches for the lane increase end position towards the start position of the branch interval, and sets the position where the road width relative to the end position of the branch lane is larger than the specified error range as the lane increase end position.

[0010] (5): Based on the above (2) scheme, the search start position is determined based on the position of the soft isolation end in the branch interval.

[0011] (6): Based on the above (1) scheme, the identification unit searches for the lane increase start position in the branch section, and the driving control unit generates the target track in a manner that the target track is reached by passing through the lane increase start position.

[0012] (7): Based on the above (6) scheme, the starting position of the lane addition is the position where the degree of interference between the dividing line in the branch section and the target track is reduced.

[0013] (8): One aspect of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle based on information obtained from at least one of a detection device and map information; generating a target track for the vehicle based on the identification result, and performing driving control by controlling one or both of the vehicle's speed and steering to make the vehicle travel along the generated target track; in a branch section connecting a main road to multiple branch lanes, searching for a lane addition end position that meets predetermined conditions on the side closer to the start position of the branch section than the end position of the branch section; generating the target track in such a way that the change of the forward road to the branch lane is completed before the vehicle reaches the lane addition end position.

[0014] (9): One aspect of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle based on information obtained from at least one of a detection device and map information; generating a target track for the vehicle based on the identification result, and performing driving control of one or both of the vehicle's speed and steering to make the vehicle travel along the generated target track; in a branch section connecting a main road to multiple branch lanes, searching for a lane addition end position that meets predetermined conditions on the side closer to the start position of the branch section than the end position of the branch section; generating the target track in such a way that the change of the forward road to the branch lane is completed before the vehicle reaches the lane addition end position.

[0015] According to the schemes (1) to (9) above, more appropriate driving control can be performed in the branch interval. Attached Figure Description

[0016] Figure 1 This is a diagram illustrating an example of the structure of a vehicle system equipped with the vehicle control device of the first embodiment.

[0017] Figure 2 This is a functional structure diagram of the first control unit and the second control unit.

[0018] Figure 3 This diagram illustrates an example of the functional structure of the identification department, the judgment department, and the action plan generation department.

[0019] Figure 4 This diagram is used to illustrate the function of the imaginary dividing line setting unit.

[0020] Figure 5 This is a diagram illustrating an example of setting an imaginary dividing line when there are multiple branch interval endpoints.

[0021] Figure 6 This is a diagram used to illustrate the generation of the target track when changing lanes in a branch section.

[0022] Figure 7 This is a flowchart illustrating an example of the driving control processing performed by the automatic driving control device of the first embodiment.

[0023] Figure 8 This is a flowchart illustrating an example of the estimation process for the shape of the branch lanes in the first embodiment.

[0024] Figure 9 This is a diagram illustrating the method for searching the starting position of lane addition for branch lanes in the second embodiment.

[0025] Figure 10This is a flowchart illustrating an example of the estimation process for the shape of the branch lanes in the second embodiment.

[0026] Figure 11 This is a diagram used to illustrate the method for determining the end position of lane additions in a first road shape pattern.

[0027] Figure 12 It is a diagram used to illustrate the end position of lane addition determined in the first road shape pattern.

[0028] Figure 13 This is a diagram used to illustrate the method for determining the end position of lane additions in a second road shape pattern.

[0029] Figure 14 This is a flowchart illustrating an example of the estimation process for the shape of the branch lanes in the third embodiment. Detailed Implementation

[0030] Hereinafter, embodiments of the vehicle control device, vehicle control method, and storage medium of the present invention will be described with reference to the accompanying drawings. As an example, an embodiment of applying the vehicle control device to an autonomous vehicle will be described. Autonomous driving, for example, automatically controls one or both of the vehicle's steering and acceleration / deceleration to perform driving control. Vehicle driving control may include various driving assistance systems such as LKAS (Lane Keeping Assistance System), ACC (Adaptive Cruise Control), and ALC (Auto Lane Changing). Autonomous vehicles can also be partially or fully controlled by manual driving by the occupant (driver). The following description pertains to the case where left-hand traffic regulations apply; however, in the case where right-hand traffic regulations apply, the left and right sides can be reversed.

[0031] [First Implementation Method]

[0032] [Overall Structure]

[0033] Figure 1 This diagram illustrates an example of the structure of a vehicle system 1 equipped with the vehicle control device of the first embodiment. The vehicle equipped with vehicle system 1 (hereinafter referred to as "this vehicle M") is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0034] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, driving controls 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected through multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. The automatic driving control device 100 is an example of a "vehicle control device." Combining the camera 10, radar device 12, LIDAR 14, and object recognition device 16 is an example of a "detection device DD." The HMI 30 is an example of an "output device."

[0035] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 can be mounted anywhere on the vehicle M. For shooting forward, camera 10 can be mounted on the upper part of the windshield, behind the rearview mirror inside the vehicle, etc. For shooting from the rear of the vehicle M, camera 10 can be mounted on the upper part of the rear windshield, the tailgate, etc. For shooting from the side and rear sides of the vehicle M, camera 10 can be mounted on the rearview mirror on the door, etc. Camera 10 can periodically and repeatedly capture images of the surrounding area of ​​the vehicle M. Camera 10 can also be a stereo camera.

[0036] Radar device 12 radiates millimeter-wave or other radio waves around the vehicle M and detects the radio waves (reflected waves) reflected by objects to at least detect the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0037] The LIDAR14 illuminates the periphery of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR14 detects the distance to the object based on the time from emission to reception. The illuminated light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on the vehicle M.

[0038] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the cameras 10, radar device 12, and LIDAR 14 to identify the object's position, type, speed, etc. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the cameras 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. In this case, the object recognition device 16 can be omitted from the vehicle system 1.

[0039] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via wireless base stations.

[0040] The HMI 30 provides various information to the user of the vehicle M and accepts input operations performed by the user. Users include, for example, the driver of the vehicle M, passengers, and other occupants. Hereinafter, unless otherwise specified, they will be referred to as "occupants". The HMI 30 includes, for example, a display 32, a speaker 34, and a turn signal switch 36. The HMI 30 may also include a buzzer, touch panel, switches, buttons, microphone, etc.

[0041] The display 32 may be located, for example, below the windshield, and disposed on the front panel in front of the driver's seat and the front passenger seat in the vehicle interior. The display 32 may also be disposed, for example, near the front of the driver's seat (the seat closest to the steering wheel), and disposed at a position in which the driver can visually recognize it from the gap of the steering wheel or over the steering wheel.

[0042] The display 32 is, for example, a liquid crystal display (LCD), an organic EL (electroluminescence) display, or other various display devices. The display 32 displays images output by the HMI control unit 170, described later. The display 32 may also be a touch panel that allows occupants to perform operations on the screen. The display 32 may also function as an instrument panel (meter display) displaying measuring instruments such as speedometers and tachometers.

[0043] At least one speaker 34 is installed in the vehicle interior. The speaker 34 outputs sound, warning sounds, etc., for example, under the control of the HMI control unit 170.

[0044] The turn indicator switch 36 is, for example, located on the steering column or steering wheel. The turn indicator switch 36 is, for example, an operating unit that receives a lane change instruction from the driver for the vehicle M. The turn indicator switch 36 can be, for example, a turn indicator control lever or a turn indicator button. For example, when the driver operates the turn indicator switch 36 in the direction of the lane change (direction of movement of the vehicle M), the surrounding direction indicators (e.g., the turn indicator lights (exterior illuminated parts)) indicating the direction of movement of the vehicle M flash.

[0045] Vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of the vehicle M. Vehicle sensor 40 may also include a position sensor for obtaining the position of the vehicle M. The position sensor may be, for example, a sensor that obtains position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that obtains position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0046] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented using INS (Inertial Navigation System) output from the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain the path equivalent to the path on the map from the navigation server.

[0047] MPU 60 includes, for example, a lane recommendation unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., in 100m increments along the vehicle's direction of travel), and determines a recommended lane for each block by referring to the second map information 62. The lane recommendation unit 61 determines which lane to drive in from the left. When the path on the map branches off, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branch destination.

[0048] The second map information 62 is map information with higher precision than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. The second map information 62 may include information related to the number of lanes and the width (lane width) of the road. The second map information 62 may include information indicating branch sections connecting main roads to branch lanes, and information indicating merging sections connecting main roads to merging lanes. Information indicating branch sections may include, for example, the location information of the start and end points of the branch section, the number of branch lanes, and lane connection information indicating how the lanes are connected. Information indicating merging sections may include, for example, the location information of the start and end points of the merging section. The second map information 62 may include, for example, information related to the location of the connection ends (ends) of lanes in branch sections and merging sections, zebra crossings (guide strips), the location of prohibited areas, information indicating whether there are road dividing lines (hereinafter referred to as dividing lines) separating main roads from other lanes (branch lanes, merging lanes), and the shape information of branch sections and merging sections. Connection ends include, for example, soft noses and hard noses. The second map information 62 may include road information, traffic restriction information, residential information (address, postal code), facility information, telephone number information, etc. The second map information 62 can be updated at any time by communicating with other devices through the communication device 20.

[0049] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a non-standard steering wheel, a joystick, and other control components. Sensors are installed on the driving control unit 80 to detect the amount or presence of operation, and the detection results are output to some or all of the following: the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220.

[0050] The autonomous driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 170, and a storage unit 180. The first control unit 120, the second control unit 160, and the HMI control unit 170 are each implemented by executing programs (software) via hardware processors such as CPUs (Central Processing Units). Some or all of these components can also be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the autonomous driving control device 100, or stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the autonomous driving control device 100 by mounting the storage medium (a non-transitory storage medium) onto the drive unit. The automatic driving control device 100 is an example of a "vehicle control device".

[0051] The storage unit 180 can also be implemented using various storage devices described above, or SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory), etc. The storage unit 180 may store, for example, information, programs, and other various types of information required to execute the driving control in the first embodiment. The storage unit 180 may also store map information (first map information 54 and second map information 62).

[0052] Figure 2This is a functional structure diagram of the first control unit 120 and the second control unit 160. The first control unit 120, for example, implements AI (Artificial Intelligence) based functions and functions based on pre-given models in parallel. For example, the function of "identifying intersections" can be achieved by "parallel execution of intersection identification based on deep learning, etc., and identification based on pre-given conditions (the existence of signals, road signs, etc. that can be pattern-matched), and comprehensively evaluating both." This ensures the reliability of autonomous driving. The first control unit 120, for example, includes an identification unit 130, a decision unit 140, and an action plan generation unit 150. The decision unit 140, the action plan generation unit 150, and the second control unit 160 together constitute an example of a "driving control unit."

[0053] The identification unit 130 identifies the surrounding conditions of the vehicle M based on information obtained from at least one of the detection device DD or map information. For example, the identification unit 130 identifies the position, speed, acceleration, and other states of objects in the vicinity of the vehicle M (e.g., within a specified distance from the vehicle M) based on information obtained from the detection device DD. Objects include other vehicles, traffic participants (pedestrians, bicycles, etc.) traveling on the road, road structures, and other objects present in the vicinity. Road structures include, for example, road signs, traffic signals, level crossings, curbs, median strips, guardrails, fences, etc. Road structures may also include, for example, road markings that divide the road, pedestrian crossings, bicycle crossings, temporary stop lines, zebra crossings (guide strips), no-entry zones, etc., and lane connection ends (soft barriers, hard barriers). The position of an object is identified, for example, as its position on an absolute coordinate system with a representative point of the vehicle M (e.g., center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can be represented by representative points such as its center of gravity or corners, or by the area it represents. The following explains the case where the representative point for vehicle M is its center of gravity. When the object is another vehicle, the object's "state" can also include its acceleration, jerk, or "action state" (e.g., whether it is changing lanes or about to change lanes). The recognition unit 130 can also recognize the relative distance (remaining distance) to the object.

[0054] The identification unit 130 identifies the number of lanes and the driving lane (vehicle lane) of the road on which the vehicle M is traveling, for example, based on information obtained from the detection device DD. In this case, the identification unit 130 may also identify the driving lane by comparing the pattern of the dividing lines (e.g., the type and arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of the dividing lines around the vehicle M identified based on the image captured by the camera 10. The identification unit 130 is not limited to dividing lines and may also identify the driving lane by identifying road boundaries (road boundaries) such as road structures. In this identification, the position of the vehicle M obtained from the navigation device 50 and the processing results performed by the INS may also be taken into consideration.

[0055] When identifying a driving lane, the identification unit 130 identifies the position and posture of the vehicle M relative to the driving lane. For example, the identification unit 130 may also identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the centers of the lanes, as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the identification unit 130 may also identify the position of the vehicle M's reference point relative to any side end (dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane. The identification unit 130 identifies temporary stop lines, obstacles, traffic signals, toll booths, and other road phenomena.

[0056] The identification unit 130 identifies various information for driving in the branch section, such as the branch section existing in front of the vehicle M, lane connection information in the branch section, and line type. Details regarding the function of the identification unit 130 at this time will be described later.

[0057] Based on the recognition results identified by the recognition unit 130, the determination unit 140 performs various determination processes, such as determining whether to notify the occupants of the vehicle M of the prescribed information, determining whether to activate the turn indicator light (direction indicator) mounted on the vehicle M, and determining the start of lateral movement for changing the road from the main road side to the branch lane side (lane change). Details regarding the functions of the determination unit 140 will be described later.

[0058] Based on the identification results of the identification unit 130 and the determination results of the determination unit 140, the action plan generation unit 150 generates a target track for the future travel of the vehicle M in a manner that, in principle, it will travel in the recommended lane determined by the recommended lane determination unit 61 and can cope with the surrounding conditions of the vehicle M. The target track may, for example, include speed elements. For instance, the target track is represented by sequentially arranging the locations (track points) that the vehicle M should reach. Track points are locations that the vehicle M should reach at predetermined travel distances (e.g., several meters), but target speeds and target accelerations are generated as part of the target track at predetermined sampling times (e.g., a few tenths of a second). Track points may also be positions that the vehicle M should reach at the specified sampling time. In this case, the target speed and target acceleration information are represented by the intervals of the track points.

[0059] When generating a target track, the action plan generation unit 150 can set events for automatic driving. These events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, takeover events, and emergency stop events. The action plan generation unit 150 generates the target track corresponding to each initiated event. While generating the target track, the action plan generation unit 150 adjusts the speed and lateral movement of its own vehicle M. Details regarding the functions of the action plan generation unit 150 will be described later.

[0060] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220 to enable the vehicle M to pass through the target track generated by the action plan generation unit 150 at a predetermined time.

[0061] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information about the target track (track point) generated by the action plan generation unit 150 and stores this information in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed elements associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 based on the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the vehicle M with feedback control based on deviation from the target track.

[0062] HMI control unit 170 notifies the occupants of prescribed information via HMI 30. Prescribed information includes, for example, information related to the state of the vehicle M, information related to driving control, and other information relevant to the movement of the vehicle M. Information related to the state of the vehicle M includes, for example, the vehicle M's speed, engine speed, and gear position. Information related to driving control includes, for example, inquiries about lane change requests, information provided to the occupants for switching from automatic to manual driving (task requirements for the occupants), and information related to the status of driving control (e.g., the content of ongoing events). Prescribed information may also include information unrelated to the driving control of the vehicle M, such as television programs or entries stored on storage media like DVDs (e.g., movies).

[0063] For example, the HMI control unit 170 can also generate an image containing the aforementioned specified information and display the generated image on the display 32 of the HMI 30. It can also generate a sound representing the specified information and output the generated sound from the speaker 34 of the HMI 30. The HMI control unit 170 can also output the information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, etc.

[0064] The driving force output device 200 outputs driving force (torque) for vehicle movement to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU (Electronic Control Unit) that controls them. The ECU controls the above-described structure according to information input from the second control unit 160 or from the driving operation unit 80.

[0065] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel. The braking device 210 may include a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving operation unit 80 via the master hydraulic cylinder to the hydraulic cylinder. The braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that controls the actuator according to information input from the second control unit 160 to transmit hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0066] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driving operation unit 80.

[0067] [Functions of the Identification Department, Judgment Department, and Action Plan Generation Department]

[0068] Next, the functions of the identification unit 130, the judgment unit 140, and the action plan generation unit 150 will be explained in detail. Figure 3 This diagram illustrates an example of the functional structure of the identification unit 130, the determination unit 140, and the action plan generation unit 150. The identification unit 130 includes, for example, an imaginary dividing line setting unit 132, a branch lane shape estimation unit 134, and a branch remaining distance derivation unit 136.

[0069] The hypothetical lane dividing line setting unit 132 determines whether a branching section exists within a predetermined distance in the direction of travel of the vehicle M, based on the identification results of the surrounding conditions of the vehicle M obtained through the aforementioned sensor fusion processing and the surrounding conditions of the vehicle M obtained from map information based on the position of the vehicle M. If a branching section is determined to exist, the hypothetical lane dividing line setting unit 132 further determines, based on the identification results, whether a dividing line separating the main road side and the branch lane side can be identified in the branching section. If the dividing line cannot be identified, a hypothetical dividing line separating the main road and the branch lane is set.

[0070] Figure 4 This diagram illustrates the function of the imaginary dividing line setting unit 132. Figure 4 The example shows road RD1, which includes lanes L1 (L1a, L1b) and L2 (L2a, L2b) as arterial roads, and lane L3 as a branch road. Lanes L1 and L2 are both lanes that allow travel in the same direction (the direction of lane extension, the X-axis in the diagram). Lane L1 is divided relative to the direction of travel by the left dividing line LL and the right dividing line LR. Figure 4 In the example, vehicle M is traveling at speed VM in lane L1. Information related to the dividing lines LL, LR, lanes L1, and L2 can be obtained through sensor fusion processing or through map information (first map information 54, second map information 62).

[0071] The hypothetical lane division setting unit 132, based on the position information of the vehicle M detected by the vehicle sensor 40 and referring to map information, obtains the shape of road RD1, the number of lanes, the start position (hereinafter referred to as the branch section start point) SP1 of the branch section RS1 connecting the main road (lanes L1, L2) and the branch lane L3, and the end position (hereinafter referred to as the branch section end point) EP1 of the branch section RS1. The branch section start point SP1 refers to, for example, a location on the road front side when viewed from the direction of travel at the connection point connecting the branch lane L3 and the main road (specifically, L1). The branch section end point EP1 refers to, for example, a location on the road far side when viewed from the direction of travel at the aforementioned connection point, and is equivalent to the start position of the branch lane L3.

[0072] Based on the recognition result identified by the recognition unit 130, the hypothetical dividing line setting unit 132 determines whether the dividing line (branch side dividing line) separating the main road side and the branch lane side can be identified on the branch lane side (branch side) when viewed from the lane L1 side where the vehicle M is traveling, in the branch section RS1 from the branch section start point SP1 to the branch section end point EP1 in the extension direction of the main road (lanes L1, L2). If it is determined that the branch side dividing line can be identified, based on the dividing line (main road side dividing line) LR that separates lanes L1 and L2 on the main road side (lane L2) and the branch side dividing line, a target track is generated so that the vehicle M passes through the center CL1 of lane L1, and driving control is executed to travel along the generated target track.

[0073] When the imaginary dividing line setting unit 132 determines that a branch-side dividing line cannot be identified in the branch interval RS1, it sets an imaginary dividing line between the branch interval start point SP1 and the branch interval end point EP1. In this case, the imaginary dividing line setting unit 132 determines, for example, an offset amount (distance from the main road-side dividing line) OST based on the position of the main road-side dividing line (specifically, dividing line LR) in the map information, and sets the imaginary dividing line based on the determined offset amount OST.

[0074] For example, the imaginary dividing line setting unit 132, referring to map information, obtains the distance W1 from the branch section start point SP1 to the dividing line LR in the road width direction (Y-axis direction in the figure), and the distance W2 from the branch section end point EP1 to the dividing line LR in the road width direction. That is, distance W1 is the width of lane L1 at the branch section start point SP1, and distance W2 is the width of lane L1 at the branch section end point EP1. Moreover, when setting an imaginary dividing line VL1 that connects the branch section start point SP1 to the branch section end point EP1, the imaginary dividing line setting unit 132 sets the imaginary dividing line VL1 by varying (increasing or decreasing) the distance between the dividing line LR and the imaginary dividing line VL1 in the road width direction (the offset amount OST from the dividing line LR) from distance W1 to distance W2 by a predetermined amount.

[0075] Therefore, for example Figure 4 As shown, even in road shapes where the width (i.e., distance W1) of the lane L1a before the branch is different from the width (i.e., distance W2) of the lane L1b after the branch, a smooth imaginary dividing line can be set while keeping the change in lane width constant (monotonically increasing or decreasing). Therefore, for example, when generating a target track towards lane L1b in the branch section RS1, a target track can be generated such that the center of gravity of the vehicle M passes through the center between the imaginary dividing line VL1 and the dividing line LR. Thus, even in the presence of the branch section RS1, the vehicle can drive smoothly without lateral movement towards the branch lane. When the vehicle M changes lanes (forward lane change) from lane L1 to branch lane L3, driving control is performed based on the imaginary dividing line VL1, thus performing more appropriate lane change control (speed control, steering control).

[0076] When there are multiple branch section end points EP depending on the road shape, the imaginary dividing line setting unit 132 can also set imaginary dividing lines for each branch section end point. Figure 5 This is a diagram illustrating an example of setting an imaginary dividing line when there are multiple branch interval endpoints. Figure 5 The road RD1# shown is Figure 4 Compared to road RD1, the difference lies in the presence of two branch interval termination points, EP1 and EP2. As in... Figure 5 Examples of situations with multiple branch lane end points EP include those where there are road structures OB1 such as medians, guardrails, or fences between the main road (more specifically lane L1b) and branch lane L3, or where the lateral width (length in the Y-axis direction of the diagram) of the hard or soft barrier end is greater than a specified value when viewed from the direction of travel. Figure 5In the example, there are two branch interval end points EP1 and EP2 at the hard isolation end, and the location information of these two branch interval end points EP1 and EP2 is stored in the map information.

[0077] The hypothetical dividing line setting unit 132 obtains the position information of the branch section start point SP1 and the branch section end points EP1 and EP2 from the map information, and obtains the main road of the driving lane L1 of the vehicle M. Figure 5 The position information of the dividing line LR on the side of lane L2). Then, the imaginary dividing line setting unit 132 sets an imaginary dividing line if one or both of the dividing line connecting the starting point SP1 of the branch section to the ending point EP1 of the branch section and the dividing line connecting the starting point SP1 of the branch section to the ending point EP2 of the branch section do not exist.

[0078] For example, in the absence of a dividing line connecting the branch interval start point SP1 and the branch interval end point EP1, the imaginary dividing line setting unit 132 obtains the road width direction distance W1 from the branch interval start point SP1 to the dividing line LR, and the road width direction distance W2 from the branch interval end point EP1 to the dividing line LR, as described above. When setting an imaginary dividing line VL1 connecting the branch interval start point SP1 to the branch interval end point EP1, the imaginary dividing line VL1 is set by changing the road width direction distance between the dividing line LR and the imaginary dividing line VL1 (the offset amount OST offset from the dividing line LR) from distance W1 to distance W2 by a predetermined amount. Similarly, in the absence of a dividing line connecting the branch interval start point SP1 and the branch interval end point EP2, the imaginary dividing line setting unit 132 obtains the distance W1 and the road width direction distance W3 from the branch interval end point EP2 to the dividing line LR. When setting an imaginary dividing line VL2 connecting the branch interval start point SP1 to the branch interval end point EP2, the imaginary dividing line VL2 is set by varying the road width direction distance between the dividing line LR and the imaginary dividing line VL2 (the offset amount OST from the dividing line LR) from distance W1 to distance W3 by a predetermined amount. Figure 5 In the example, imaginary dividing lines VL1 and VL2 are set using a predetermined amount of change. When there are more than three branch interval end points, the imaginary dividing line setting unit 132 also sets imaginary dividing lines for each branch interval end point in the above manner.

[0079] Thus, for example, in branch section RS1, while vehicle M continues to travel in lane L1, a target track is generated so that vehicle M travels in the center between the imaginary dividing line VL1 and the main road side dividing line LR. When vehicle M changes lanes from lane L1 to branch lane L3, during the period before the lane change to lane L3 begins, the driving control of vehicle M is performed based on the imaginary dividing line VL1. At the start of steering control based on lane change, the control of lane change (speed control, steering control) of vehicle M is switched to the imaginary dividing line VL2.

[0080] Alternatively, the action plan generation unit 150 (the lateral movement adjustment unit 154 described later) adjusts the target track in such a way that the amount of movement (e.g., lateral movement) of the vehicle M before and after the switching of the imaginary dividing line VL1 and the imaginary dividing line VL2 is less than a predetermined amount, so as to prevent the trajectory of the vehicle M from changing drastically due to the switching of the imaginary dividing line that serves as the reference for steering control when the forward road changes (so that the change in steering is less than a threshold). As a result, even if the imaginary dividing line that serves as the object of driving control is switched, the vehicle M can be driven smoothly, reducing the discomfort of the occupants while driving.

[0081] The hypothetical lane dividing line setting unit 132 pre-sets hypothetical lane dividing lines VL1 and VL2 whether the vehicle M continues to travel in lane L1 or changes lanes from lane L1 to lane L3. Therefore, for example, if the vehicle M, while traveling in the branch section RS1, urgently changes direction to the branch lane L3 due to the operation of the occupants of the vehicle M (e.g., operation of the turn signal), the time loss caused by setting the dividing lines at that point can be suppressed, and the behavior of the vehicle M due to the time loss can be prevented from increasing.

[0082] As described above, when there are multiple branch section end points, the imaginary dividing line setting unit 132 sets imaginary dividing lines corresponding to each branch section end point. Therefore, compared to setting an imaginary dividing line based on the midpoint of the multiple branch section end points, a more accurate imaginary dividing line corresponding to the road conditions can be set. Thus, when driving based on the imaginary dividing lines, driving control that reduces discomfort for the occupants of the vehicle M can be implemented.

[0083] When the imaginary dividing line is set by the imaginary dividing line setting unit 132, the HMI control unit 170 can also cause the display 32 of the HMI 30 to output information related to the imaginary dividing line. As a result, in autonomous driving and the like, it is possible for the occupants to easily grasp the control of lane changes and other actions based on the imaginary dividing line, and it is possible to further reduce the anxiety caused by changes in the behavior of the vehicle M.

[0084] return Figure 3 The branch lane shape estimation unit 134 acquires the imaginary dividing line set by the imaginary dividing line setting unit 132, the road shape (branch section, branch lane shape), the number of branch lanes, the branch type, and the dividing line type obtained from map information. The branch type can be, for example, "single branch," "two-way branch," "three-way branch," "outer branch (outer branch towards the curve)," or "inner branch (inner branch towards the curve)." The branch lane shape estimation unit 134 estimates the center position of each lane in the branch lane.

[0085] The branch lane shape estimation unit 134 includes, for example, a lane increase position search unit 134a. The lane increase position search unit 134a obtains the location of the branch section from map information, etc., and searches for the starting position of lane increase on the branch side (lane increase start position) within the obtained branch section. Details regarding the function of the branch lane shape estimation unit 134 will be described later.

[0086] The branch remaining distance derivation unit 136 derives one or both of the remaining distances from the current position (vehicle position) of the vehicle M obtained from the detection results of the vehicle sensor 40 to the start point of the branch interval and to the end position of the branch. The branch remaining distance derivation unit 136 can also derive the remaining distance from the vehicle position to the lane addition start position.

[0087] The determination unit 140 determines whether to initiate a forward road change (lane change) at the branch interval based on the recognition results identified by the recognition unit 130 (e.g., the remaining branch distance derived by the branch remaining distance derivation unit 136, the number of lanes, lane connection information, and the vehicle's lane position). The determination unit 140 may include, for example, a recommendation start determination unit 142 and a turn indicator light illumination start determination unit 144.

[0088] The recommendation start determination unit 142 determines, for example, whether to initiate a recommendation to prompt the occupants of vehicle M to change lanes, based on the vehicle M's position, map information, destination, and the recognition result identified by the recognition unit 130, when at least a portion of the driving control of vehicle M is performed manually. For example, the recommendation start determination unit 142 determines to initiate a recommendation to prompt the occupants to change lanes if the distance from the vehicle M's position to the branch section start point or lane addition start point is within a predetermined distance and the destination direction (travel direction) of vehicle M is a lane different from the current driving lane (e.g., a main road) (e.g., a branch side lane). The recommendation start determination unit 142 determines not to initiate a recommendation even if the distance from the branch section of vehicle M is less than a predetermined distance but the destination direction is a driving lane (where no lane change is required).

[0089] If the recommendation start determination unit 142 determines that a lane change recommendation has been initiated, the HMI control unit 170 outputs control information to cause the HMI 30 to output a notification prompting the occupants of the vehicle M to change lanes. The HMI control unit 170, for example, generates an image that prompts a lane change in a branching section and outputs the generated image to the display 32 of the HMI 30. The HMI 30 may also generate sound instead of an image (or based on it) and output the generated sound from the speaker 34.

[0090] The turn indicator light illumination start determination unit 144 determines whether the illumination of the turn indicator lights mounted on the vehicle M has been started. For example, if the turn indicator light illumination start determination unit 144 receives an operation from the occupant on the turn indicator light switch 36, it determines that the illumination of the turn indicator light for the lane change direction (right or left) operated by the turn indicator light switch 36 has been started. If the turn indicator light illumination start determination unit 144 determines that the turn indicator light has been started after the recommendation start determination unit 142 has determined that a recommendation has been started, it outputs information to the action plan generation unit 150 indicating that it has received the occupant's intention to follow the recommended driving control (e.g., ALC).

[0091] The action plan generation unit 150 generates a target trajectory for the future travel of the vehicle M based on the recognition results identified by the recognition unit 130 (e.g., the remaining branch distance derived by the branch remaining distance derivation unit 136, the number of lanes, lane connection information, the vehicle's lane, and the shape of the dividing line). The action plan generation unit 150 includes, for example, a speed adjustment unit 152, a lateral movement adjustment unit 154, and a path generation unit 156.

[0092] The speed adjustment unit 152 adjusts the speed of the vehicle M when it changes its route to a branch lane, for example, based on the branch remaining distance derived by the branch remaining distance derivation unit 136, the position (driving lane) of the vehicle M, the number of lanes, and lane connection information. The speed adjustment unit 152 can also adjust the speed when the vehicle continues to travel on the main road within the branch section, and can also adjust the speed based on surrounding conditions (road shape, surrounding vehicles), etc., not limited to the branch section.

[0093] The lateral movement adjustment unit 154 adjusts the lateral position (position in the road width direction) of the vehicle M relative to the road based on the imaginary dividing lines set by the imaginary dividing line setting unit 132, dividing line information (shape, category) obtained from map information, and dividing line information obtained from the recognition results of the images captured by the camera 10. The lateral movement adjustment unit 154 can also adjust, for example, the required degree of steering control at which location the vehicle M needs to be positioned to achieve a target lateral position based on the speed information of the vehicle M after adjustment by the speed adjustment unit 152. The lateral movement adjustment unit 154 can also adjust, for example, the starting position of steering control, the ending position of steering control, and the amount of lateral movement within a specified time. When the recognition unit 130 identifies an object (e.g., another vehicle) in the vicinity of the vehicle M, the speed adjustment unit 152 and the lateral movement adjustment unit 154 adjust the speed control and lateral movement control to prevent contact with the identified object.

[0094] The path generation unit 156 generates, for example, a target track (driving path) for lane changing from the main road to the branch lane in the branch section, or a target track for continuing to travel on the main road, based on the current position of the vehicle M and the adjustment results from the speed adjustment unit 152 and the lateral movement adjustment unit 154. The path generation unit 156 generates the target track repeatedly at a predetermined period. The path generated by the path generation unit 156 is output to the second control unit 160, which performs speed control and steering control to make the vehicle M travel along the generated target track.

[0095] [Lane changes at the presumed branch lane shape and branch section]

[0096] Next, the function of the branch lane shape estimation unit 134 in the first embodiment and the lane change at the branch section based on the estimation result will be explained in detail. Figure 6 This is a diagram used to illustrate the generation of the target track when changing lanes in a branch section. Figure 6 The example shows road RD2 with two lanes (L1, L2) capable of traveling in the same direction, and two branch lanes L3, L4. Figure 6 In the example, the center of gravity of vehicle M is on the center CL1 of lane L1, and vehicle M is traveling at speed VM towards a point D1 further ahead than the branch section (the starting point of the branch section SP1). Figure 6 In the example, the destination direction of vehicle M is the branch lanes L3 and L4. Additionally, in... Figure 6In this context, half the width of lane L1 (in other words, the lateral distance from the dividing line LL or LR to the center CL1) is set as W11; half the width of branch lane L4 (the lateral distance from the dividing line of lane L4 to the center CL4 of lane L4) is set as W12; half the width of branch lane L3 (the lateral distance from the dividing line of lane L3 to the center CL3 of lane L3) is set as W14; and the length that becomes the sum of lengths W12 and W14 is set as W13. Figure 6 In the example, distance D1 is the remaining distance from the current position of the vehicle M to the starting point SP1 of the branch interval, derived by the branch remaining distance derivation unit 136.

[0097] exist Figure 6 In this scenario, the imaginary dividing line setting unit 132 determines whether a dividing line separating the main road side (lane L1) from the branch lane side is detected in the branch section RS1 from the branch section start point SP1 to the branch section end point EP1, based on the recognition result identified by the recognition unit 130 and map information. If no dividing line is detected, an imaginary dividing line VL1 connecting the branch section start point SP1 to the branch section end point EP1 is set as described above. If a dividing line separating the main road side and the branch lane side is detected, the imaginary dividing line is not set, and the detected dividing line is used for subsequent processing. The following describes the case where the imaginary dividing line is set by the imaginary dividing line setting unit 132.

[0098] Here, in the branch section RS1, where lane dividers L3 and L4 are absent, the lane width formed by dividers LR and SL1 gradually widens. Therefore, situations arise where proper driving control is impossible, such as the vehicle M needing to drive in the center of the lane and requiring unnecessary steering, or the vehicle M interfering with the imaginary divider VL1 (in other words, driving on the imaginary divider VL1), causing discomfort to the occupants. Thus, when the vehicle M changes lanes from lane L1 to lane L3 or L4, the action plan generation unit 150 generates a target track based on the branch lane shape estimated by the branch lane shape estimation unit 134, minimizing interference with the imaginary divider VL1. Minimizing interference between the imaginary divider VL1 and the target track means, for example, preventing the vehicle M traveling along the target track from driving on the imaginary divider VL1; in other words, ensuring the distance between the imaginary divider VL1 and the target track is at least a predetermined distance. "Reducing the degree of interference with the imaginary dividing line VL1" can also be expressed as "suppressing the interference with the imaginary dividing line VL1".

[0099] The branch lane shape estimation unit 134 estimates the shape of the outermost dividing line (outermost dividing line) SL1 in branch lanes L3 and L4 based on the recognition result or map information recognized by the recognition unit 130. The branch lane shape estimation unit 134 may also estimate the changing dividing line (outermost dividing line) SL1 based on the imaginary dividing line VL1 set by the imaginary dividing line setting unit 132, relative to the movement in the X-axis direction (the movement of distance D11 in the figure) from the starting point SP1 of the branch section to the end position BP1 of the branch, in such a way that the offset amount from the imaginary dividing line VL1 becomes a predetermined change amount (e.g., an increase of a predetermined amount).

[0100] The branch lane shape estimation unit 134 determines the end positions (branch end positions) of each branch lane L3, L4. The branch end positions are, for example, positions that can determine the width of all branch lanes. For example, in... Figure 6 In this system, when viewed from vehicle M, there is an end point BP1 of the dividing line BL1 that separates lanes L3 and L4, located closer to the end point EP1 of the branch section. The widths of lanes L3 and L4 can be identified based on this end point BP1, the outermost dividing line SL1 of the branch lane, and the imaginary dividing line VL1. Therefore, the branch lane shape estimation unit 134 determines the position of this end point BP1 as the branch end position.

[0101] The lane increase position search unit 134a of the branch lane shape estimation unit 134 searches for the lane increase start position ISP1 in the branch interval RS1. In this case, the lane increase start position ISP1 is searched based on a predetermined parameter k and the shape of the outermost dividing line SL1 of the branch side lane. For example, the branch lane shape estimation unit 134 searches for a position and determines it as the lane increase start position ISP1, such that the distance from the imaginary dividing line VL1 in the lateral direction (Y-axis direction) is a reference value (predetermined value) kW14 or higher. This reference value (predetermined value) kW14 is obtained by multiplying the predetermined parameter k by a value W14 that is half the width of lane L3. The parameter k can be a fixed value or can be variably set based on the number of lanes (or branch lanes) of road RD2, the curvature of the road or lane, the distance of the branch interval RS1, etc.

[0102] The parameter k can also be set such that the reference value kW14 is a length greater than half the width of the vehicle M plus a predetermined amount (margin). Therefore, in the first embodiment, the lane increase start position ISP1 is a position where the lateral distance from the imaginary dividing line VL1 is more than half the width of the vehicle M. In this way, by setting the lane increase start position ISP1, the lane increase start position ISP1 can be set at an appropriate position where the vehicle M does not interfere with the imaginary dividing line VL1.

[0103] The branch lane shape estimation unit 134 derives the distance D12 in the X-axis direction from the branch section starting point SP1 to the lane increase start position ISP1. Distance D12 is the distance for the vehicle M to move laterally from its current position to the lane increase start position ISP1. Therefore, distance D12 can be adjusted to a predetermined length or more to prevent the steering amount of the vehicle M from exceeding a predetermined amount (to prevent the lateral movement within the predetermined distance from exceeding a predetermined amount). Thus, the coordinates of the lane increase start position ISP1 on road RD2 are determined. The branch lane shape estimation unit 134 is not limited to the case of a two-lane branch lane; it can also determine the lane increase start position ISP1 in the case of one lane or three or more lanes.

[0104] When the path generation unit 156 generates a target track in the branch interval RS1 for the vehicle M to travel from the current driving lane L1 to lane L3 or lane L4, it generates a target track through the lane increase start position ISP1 estimated by the branch lane shape estimation unit 134. For example, when the vehicle M travels from lane L1 to branch lane L4, the path generation unit 156 generates a target track TT1 whose center of gravity of the vehicle M passes through the lane increase start position ISP1 and connects the position PO1 of the center CL1 of lane L1 at the branch start point SP1 to the end position PO4 of the center CL4 of lane L4. In this case, the path generation unit 156 generates a target track TT1 through the outermost dividing line SL1 of the branch interval RS1 along the transverse direction ( Figure 6 The target trajectory TT1 is formed by offsetting a specified distance α in the Y-axis direction (as shown). α is a value set to minimize the interference between the vehicle M and the outermost dividing line SL1, for example, a reference value kW14.

[0105] When the vehicle M is moving from lane L1 to branch lane L3, the path generation unit 156 generates a target track TT2 whose center of gravity of the vehicle M passes through the lane increase start position ISP1 and connects position PO1 to the end position PO3 of the center CL3 of lane L3. Figure 6 In the example, the target tracks TT1 and TT2 are shown linearly, but at least a portion of the target track can be generated as a non-linear (curved) track when the steering amount (the amount of lateral position change of the vehicle M) is below a threshold. Therefore, when the vehicle M moves towards the branch lane side, it is possible to achieve a target track that is consistent with the dividing line between the branch lane side and the main road side (in...). Figure 6 In the example, the target orbit is generated by reducing the degree of interference between the hypothetical dividing lines (VL1).

[0106] The path generation unit 156 can also generate a target track from position PO1 to lane increase start position ISP1, regardless of which of the multiple branch lanes the vehicle M is traveling in, using this as a common target track. After reaching lane increase start position ISP1, it generates the remaining target tracks based on the branch lane the vehicle M is traveling in. In this case, lane increase start position ISP1 becomes the branch point of the target tracks leading to the branch lanes. In this way, by setting lane increase start position ISP1, even when multiple lanes are added due to branching, interference between the vehicle M and the dividing lines can be suppressed, reducing passenger discomfort and generating a more appropriate target track, thus enabling driving control along the target track.

[0107] The recommendation start determination unit 142 can also notify the occupants of vehicle M to change lanes at a predetermined time when the vehicle M is traveling in lane L1 and the path of travel towards the destination is a branch lane L3 or L4. The predetermined time is, for example, when the distance D1 from the position of vehicle M to the lane increase start position ISP1 is less than a threshold. When the recommendation start determination unit 142 notifies the occupants to change lanes, it outputs control information to the HMI control unit 170 to cause the HMI 30 to issue the predetermined notification. Based on the control information, the HMI control unit 170 causes the HMI 30 to output a notification to change lanes to the branch lanes (lane L3 or lane L4). Afterwards, when the occupants receive an instruction to change lanes to the branch lanes based on the operation of the turn signal switch 36, the turn signal illumination start determination unit 144 begins illuminating the turn signal on the branch lane side (left side in the figure) of vehicle M.

[0108] The speed adjustment unit 152 performs speed adjustments for lane changes based on the shape of the branch section, the shape of the branch lane, and the lane increase start position. The lateral movement adjustment unit 154 adjusts the steering amount of the vehicle M based on the imaginary dividing line VL1, the dividing line LR on the main road side, the lane increase start position, and the distance from the position of the vehicle M to the lane increase start position or the end point of the branch section. Thus, the driving control unit performs driving control of the vehicle M in a manner that it travels along the target track TT1 or TT2. Which track to travel along, target track TT1 or target track TT2, can be set based on destination information set by the navigation device 50 and the position of the vehicle M, or based on instructions given by the occupants (direction indicator operation), or based on the congestion status of each lane L3, L4, and the speed of the vehicle M.

[0109] [Processing Flow (First Implementation Method)]

[0110] Next, the process flow executed by the automatic driving control device 100 of the first embodiment will be described. Hereinafter, the description will focus on the driving control process executed by the automatic driving control device 100, which mainly includes the process of generating a target track based on the setting of hypothetical lane dividers and the estimation results of branch lane shapes. The processes in this flowchart can, for example, be repeatedly executed at predetermined times.

[0111] Figure 7 This is a flowchart illustrating an example of the driving control processing performed by the automatic driving control device 100 of the first embodiment. Figure 7 The processing shown is also performed in the second and third embodiments described later. Figure 7 In the example, let's assume that vehicle M is driving on the main road using autonomous driving. Figure 7 In the example, the recognition unit 130 recognizes the surrounding conditions of the vehicle M (step S100) and determines whether a branch section exists within a predetermined distance in the direction of travel of the vehicle M (step S110). If a branch section is determined to exist, the hypothetical dividing line setting unit 132 determines whether a dividing line separating the main road and the branch lane is recognized (step S120). If no dividing line is recognized, the hypothetical dividing line setting unit 132 obtains the start and end points of the branch section (step S130) and sets a hypothetical dividing line connecting the obtained start and end points (step S132). Next, the branch lane shape estimation unit 134 estimates the number of lanes, shape, etc. of the branch lane based on the recognition result of the recognition unit 130 and map information (step S140). In the processing of step S120, if it is determined that a dividing line separating the main road and the branch lane is recognized, the position information of the dividing line is obtained (step S150).

[0112] After the processing in step S140 or S150, the automatic driving control device 100 determines, for example, whether the vehicle M is traveling in a branch lane ahead of the branch section based on the destination information set by the navigation device 50 and the position of the vehicle M (step S160). In the processing of step S160, instead of the destination information set by the navigation device 50, it may also determine whether the vehicle M is traveling in a branch lane based on whether the lane change intention is received through the operation of the occupant on the turn signal switch 36, HMI 30, etc.

[0113] If it is determined that the vehicle M is traveling in a branch lane, the branch lane shape estimation unit 134 generates a target track (step S170) based on, for example, the imaginary dividing line set by the process in step S132, the branch lane shape estimated by the process in step S140, or the dividing line obtained by the process in step S150. If it is determined in the process in step S110 that there is no branch section, or if it is determined in the process in step S160 that the vehicle M is not traveling in a branch lane, a target track is generated based on the dividing line of the current driving lane (step S180). After the process in steps S170 or S180, the second control unit 160 causes the vehicle M to travel along the generated target track (step S190). Thus, the processing of this flowchart ends.

[0114] [Step S140: Estimation of the shape of the branch lanes]

[0115] Next, a detailed explanation. Figure 7 The steps S160 and S170 in the process shown represent the estimation process of the branch lane shape. Figure 8 This is a flowchart illustrating an example of the estimation process for the branch lane shape in the first embodiment. Figure 8 In the example, the branch lane shape estimation unit 134 determines the shape and category of the branch section obtained from the recognition result of the recognition unit 130 and the map information, as well as the starting position (branch end position) of each of the more than one branch lanes existing in front of the branch section (step S141A). Next, the branch lane shape estimation unit 134 estimates the shape of the dividing line of the outermost branch lane in the branch lane (outermost dividing line shape) (step S141B).

[0116] Next, the branch lane shape estimation unit 134 searches for the lane increase start position in the branch section (step S141C). Then, based on the recognition result of the recognition unit 130 and map information, the branch lane shape estimation unit 134 sets the center line of the driving lane of the vehicle M (step S141D). This concludes the flowchart. The action plan generation unit 150, considering the center of the lane to be the ideal driving path pursued by the target track, generates a target track from the current position of the vehicle M through the lane increase start position on the branch lane where the vehicle M will travel, based on the aforementioned outermost dividing line, the dividing line separating the main road and the branch lane (imaginary dividing line), and the center line of the driving lane.

[0117] According to the first embodiment described above, even when the dividing line separating the main road side and the branch lane side cannot be identified in the branch section, a more appropriate imaginary dividing line can be set. Whether driving on the main road or changing lanes towards the branch lane, driving control that reduces discomfort to the occupants can be achieved. According to the first embodiment, when there are multiple branch section end points, an imaginary dividing line is set for each end point. Therefore, whether driving on the main road or changing lanes towards the branch lane, the vehicle M can be driven on a more appropriate target trajectory. According to the first embodiment, a target trajectory (driving path) for the vehicle M can be generated in a way that minimizes interference with the dividing line. Therefore, more appropriate driving control of the vehicle M is possible.

[0118] [Second Implementation]

[0119] Next, a second embodiment of the vehicle control device will be described. The second embodiment differs from the first embodiment in the method for searching the lane increase start position in the branch section. Specifically, in the first embodiment, the lane increase start position is searched from the branch section start point SP1 side (the vehicle M) towards the branch lane side based on the width of the vehicle M and the width of the branch lane. However, in the second embodiment, unlike the first embodiment, the lane increase start position is searched from the branch lane side towards the branch section start point SP1 side based on the width of the branch section. Therefore, the following description will focus primarily on the aforementioned differences, omitting other details. The second embodiment can be applied to the same vehicle system 1 structure as the first embodiment; therefore, the following description will use the aforementioned vehicle system 1 structure.

[0120] Figure 9 This diagram illustrates the method for searching the lane addition start position ISP2 of the branch lane in the second embodiment. Figure 9 The example shown is road RD3, which has main lanes L1 and L2, and two branch lanes L5 and L6. Figure 9 In the example, there is one branch interval start point SP1 and two branch interval end points EP1 and EP2. The imaginary dividing line setting unit 132 sets an imaginary dividing line VL1 that linearly connects the branch interval start point SP1 and the branch interval end point EP1, and an imaginary dividing line VL2 that linearly connects the branch interval start point SP1 and the branch interval end point EP2. Figure 9 In the example, within branch section RS2, the width of the road gradually expands (becomes longer and larger) towards the branch lanes from the branch section starting point SP1. Figure 9In the example, vehicle M is traveling in lane L1 at speed VM toward branch section RS2.

[0121] For example, in Figure 9 In the case where the branch section RS2 shown does not have a dividing line separating branch lanes L5 and L6, the following situation exists: regardless of which of the multiple parallel branch lanes L5 and L6 the vehicle M is traveling in, when the target tracks interfere with each other (the center of branch lanes L5 and L6 to a point within a specified distance), the occupants and surrounding vehicles cannot determine which branch lane the vehicle M is heading to, causing occupants to feel uneasy and hindering smooth driving. Therefore, in the second embodiment, when searching for a lane increase start position, the search is performed on a lane increase start position that not only reduces the interference between the target track and the dividing line but also reduces the degree of interference between the target tracks (the center of branch lanes).

[0122] In the second embodiment, the lane addition position search unit 134a searches for a position that meets predetermined conditions from the position in the branch section RS2 where the maximum road width Wmax is located, towards the starting point of the branch section (or the direction of the vehicle's M side). The maximum road width Wmax refers, for example, to the dividing line that separates the main road side from the branch lane side (in... Figure 9 In the example, the dividing lines on the branch lane side of the hypothetical dividing lines (VL1, VL2) are shown. Figure 9 In the example, the width between the imaginary dividing line VL2 and the outermost dividing line SL2 is the largest. Figure 9 In the example, starting from the branch interval end point EP2, the maximum road width Wmax is the line connecting the branch end position BP2 of the dividing line BL2 (which divides lanes L5 and L6) to the outermost dividing line SL2. Therefore, the lane increase position search unit 134a searches for a position that meets the specified conditions from this position toward the branch interval start point SP1, and determines the position that meets the specified conditions as the lane increase start position ISP2.

[0123] Here, the specified condition is, for example, that the width Wi between the target track TT3 and the imaginary dividing line VL2 is below a specified value, and the target track TT3 is positioned by multiple branch lanes ( Figure 9 The outermost lane in lanes L5 and L6 shown ( Figure 9The end position PO6 of the center CL6 of the lane L6 shown is connected to position PO1. The target track TT3 is generated by the path generation unit 156, for example, based on the shape of the outermost dividing line SL2 (the shape of the branch section RS) and at a length Wh6 that is half the width of the lane L6 at a lateral distance from the outermost dividing line SL2 (including a specified margin (allowable range)). The specified value is, for example, half the width of the lane L5 (the lane L5 that is not the target branch lane for generating the target track TT3) among the multiple branch lanes (lanes L5, L6). By determining the lane increase start position ISP2 according to the above conditions, the vehicle M can reduce the degree of interference with the imaginary dividing line VL2 and the outermost dividing line SL2 after passing the lane increase start position ISP2, and reduce the degree of interference between the target tracks up to each branch lane, and travel to the branch end position (the start position of the branch lane).

[0124] After the lane increase start position ISP2 is determined by the lane increase position search unit 134a, the path generation unit 156 generates a target track TT4 for the vehicle M to travel from lane L1 to lane L5 in the branch section RS2. In this case, the path generation unit 156 generates the target track TT4 at the starting position PO5 of the center line CL5 of lane L5 after the vehicle M's center of gravity passes through position PO1 and the lane increase start position ISP2.

[0125] The path generation unit 156 can also generate a target track from position PO1 to lane increase start position ISP2, regardless of which of the multiple branch lanes the vehicle M is traveling in, using it as a common target track. After reaching lane increase start position ISP2, it generates the remaining target tracks based on the branch lane the vehicle M is traveling in. In this case, lane increase start position ISP2 becomes the branch point for the target tracks leading to the respective branch lanes.

[0126] The driving control unit performs driving control of the vehicle M in a manner that it travels along the target track TT3 or TT4. The choice of which track to travel along, TT3 or TT4, can be based on destination information set by the navigation device 50 and the position of the vehicle M, or on instructions given by the occupants (direction indicator operation), or on the congestion status of each lane in lanes L5 and L6, the speed of the vehicle M, etc.

[0127] [Processing Flow (Second Implementation)]

[0128] Figure 10 This is a flowchart illustrating an example of the estimation process for the shape of the branch lanes in the second embodiment.

[0129] exist Figure 10 In the processing, the branch lane shape estimation unit 134 determines the shape and category of the branch section obtained from the recognition result of the recognition unit 130 and the map information, as well as the starting position (branch end position) of each of the multiple branch lanes existing in front of the branch section (step S142A). Next, the branch lane shape estimation unit 134 determines the location where the width of the road in the branch section is the largest (step S142B). In the processing of step S142B, the branch lane shape estimation unit 134, for example, sets the branch end position as the longest position. Next, the action plan generation unit 150 generates a target track from the center of the driving lane at the starting point of the branch section to the center of the end position of the outermost branch lane among the multiple branch lanes based on the shape of the outermost dividing line SL2 estimated by the branch lane shape estimation unit 134 (step S142C).

[0130] Next, the branch lane shape estimation unit 134 searches for a position where the distance between the target track and the dividing line separating the main road side and the branch lane side meets a predetermined condition, from the location where the width is greatest towards the starting point of the branch section (step S142D). The searched position that meets the predetermined condition (search position) is determined as the lane addition start position (step S142E). Next, based on the recognition result of the recognition unit 130 and map information, the branch lane shape estimation unit 134 sets the center line of the driving lane of the vehicle M (step S142F). Thus, the processing of this flowchart ends. The action plan generation unit 150, considering the center of the lane as the ideal driving path pursued by the target track, generates a target track that travels from the current position of the vehicle M through the lane addition start position and on the branch lane.

[0131] According to the second embodiment described above, in addition to achieving the same effects as the first embodiment, when there are multiple branch lanes after a branch section, the search proceeds from the point where the width of the road in the branch section reaches its maximum width (Wmax) towards the starting point of the branch section. The lane addition start position ISP2 is set in such a way that the interference between the target tracks (the center lines of the branch lanes) is minimized. This makes it easier for occupants and surrounding vehicles to identify which branch lane they are heading to. As a result, occupants feel more at ease, and congestion caused by the behavior of the vehicle M at the branch section can be suppressed.

[0132] [Third Implementation Method]

[0133] Next, a third embodiment of the vehicle control device will be described. The third embodiment differs from the first and second embodiments in that, instead of the lane-addition position search unit 134a determining the lane-addition start position, it determines the lane-addition end position (lane-addition end position). Furthermore, in the third embodiment, unlike the first and second embodiments, the target track is generated in a manner that the change from the forward path to the desired branch lane is completed before the vehicle M reaches the determined lane-addition end position. Therefore, the following description will focus primarily on the aforementioned differences, omitting other details. The third embodiment can be applied to the same vehicle system 1 structure as the first embodiment; therefore, the following description will use the aforementioned vehicle system 1 structure.

[0134] In the third embodiment, the lane increase position search unit 134a adjusts the search direction and search conditions for the lane increase end position according to the road shape of the branch section. Therefore, the method for determining the lane increase end position will be described below according to the pattern of each road shape.

[0135] <First Road Shape Pattern>

[0136] Figure 11 This diagram illustrates the method for determining the end position of lane additions in a first road shape pattern. Figure 11 The example shown is road RD4, which has main lanes L1 and L2, and two branch lanes L7 and L8. Figure 11 In the example, there is one branch interval start point SP1 and two branch interval end points EP1 and EP2. The imaginary dividing line setting unit 132 sets an imaginary dividing line VL1 that linearly connects the branch interval start point SP1 and the branch interval end point EP1, and an imaginary dividing line VL2 that linearly connects the branch interval start point SP1 and the branch interval end point EP2. Furthermore, in Figure 11 In the example, the branch section ending points EP1 and EP2 are hard isolation ends, and a soft isolation end SN is located in front of them (on the side of the branch section starting point SP1 or the vehicle's M side). A zebra crossing ZZ1 is installed in the area from the soft isolation end SN to the branch section ending points EP1 and EP2. Figure 11 In the example, vehicle M is traveling in lane L1 at speed VM toward the branch section.

[0137] Here, the first road shape pattern refers to the road shape where the search start position SSP for the lane increase end position exists on the side of the branch interval start point SP1 (the side of the vehicle M) of the road position BSP where the end of the dividing line BL3 (branch end position) that divides lanes L7 and L8 is located. The search start position SSP is, for example, a location that is parallel to a straight line (a straight line in the lateral width direction of the branch lane) that passes through the branch interval end point EP2 and the branch end position BP3 on the branch lane side, and passes through the soft isolation end SN. In the case of the first road shape pattern, the lane increase position search unit 134a searches from the search start position SSP toward the road position BSP where the branch end position BP3 exists (in the direction of arrow A1 in the figure) for a location where the distance (road width) Wi from the outermost dividing line SL3 estimated by the branch lane shape estimation unit 134 to the imaginary dividing line VL2 on the branch lane side satisfies the first condition, and determines the location that satisfies the first condition as the lane increase end position.

[0138] Here, the first condition refers, for example, to the road width Wi being within a specified error range relative to the road width Wend at the road position BSP at the branch end position BP3, such as satisfying the condition "0.9Wend < Wi < 1.1Wend". The values ​​of 0.9 and 1.1 mentioned above are not limited to this and can be set variably based on factors such as road shape and number of lanes.

[0139] Figure 12 This is a diagram used to illustrate the lane increase end position IEP1 determined in the first road shape pattern. Figure 12 In the example, Figure 11 The area near the lane increase end position IEP1 is shown in magnification. The lane increase position search unit 134a determines the lane increase end position IEP1 as the location where the dividing line BL3 extends from the branch end position BP3 towards the branch section start point SP1 and coincides with the location where the road width Wi satisfies the first condition. The lane increase position search unit 134a sets an imaginary dividing line VL3 connecting the branch end position BP3 and the lane increase end position IEP1. The lane increase position search unit 134a can also extend the center CL7 of lane L7 and the center CL8 of lane L8 to the lane increase end position IEP1 respectively.

[0140] After the lane increase position search unit 134a determines the lane increase end position IEP1, the path generation unit 156 generates a target track for the vehicle M to travel from lane L1 to lane L7 or lane L8. In this case, the path generation unit 156 generates the target track in such a way that the vehicle M travels in the center of lane L7 or lane L8 when it reaches the lane increase end position IEP1.

[0141] Thus, in the first road shape pattern, the lane addition end position IEP1 is set closer to the branch section start position than the branch end position BP3, allowing vehicle M to be positioned in the center of the branch lane earlier. Therefore, occupants and surrounding vehicles can more quickly determine the lane in which vehicle M is traveling. Figure 11 , Figure 12 The example shows a road that gradually widens, but in the case of a road that gradually narrows, the lane increase end position IEP1 is determined based on the first condition so that the vehicle M is traveling in the center of the branch lane at the time of arrival at that position, thereby enabling more appropriate driving control.

[0142] <Second Road Shape Pattern>

[0143] Figure 13 This diagram illustrates the method for determining the end position of lane additions in a second road shape pattern. Figure 13 The example shown is road RD5, which has main lanes L1 and L2, and two branch lanes L9 and L10. Figure 13 In the example, there is a branch interval start point SP1 and a soft isolation end SN. An imaginary dividing line VL1, which linearly connects the branch interval start point SP1 and the soft isolation end SN, is set by the imaginary dividing line setting unit 132. Alternatively, the soft isolation end SN can be used instead of the branch interval end point. Figure 13 In the example, vehicle M is traveling in lane L1 at speed VM toward the branch section.

[0144] Here, the second road shape pattern refers to a road shape where, at a position closer to the branch section start point SP1 (on the vehicle M side) than the soft barrier end SN, there is an end (branch end position) BP4 of the dividing line BL4 that separates lanes L9 and L10. In this case, the position of the soft barrier end SN satisfies the first condition, thus resulting in a lane increase end position IEP1 being set at a position farther than the current branch end position BP4 when viewed from the vehicle M. Therefore, in Figure 13 In the case of the second road shape pattern shown, the road position BSP where the branch end position BP4 exists is set as the search start position SSP. From this point, the search is performed towards the starting point SP1 of the branch section (in the direction of arrow A2 in the figure) to find the location where the distance (road width) Wi from the outermost dividing line SL4 estimated by the branch lane shape estimation unit 134 to the imaginary dividing line VL1 satisfies the second condition, and the location that satisfies the condition is determined as the lane addition end position.

[0145] Here, the second condition refers, for example, to the road width Wi being larger than the specified error range relative to the road width Wend at the road position BSP at the branch end position BP4. As an example, this means satisfying the condition "Wi < 0.9 Wend or Wi > 1.1 Wend". The values ​​of 0.9 and 1.1 are not limited to these and can be variably set based on factors such as road shape and number of lanes. Figure 13 In the example, the road width gradually narrows from the road position BSP towards the starting point SP1 of the branch section (in the direction of arrow A2 in the diagram). Therefore, the position satisfying "Wi < 0.9Wend" is determined as the lane increase end position IEP1. Conversely, if the road width gradually widens from the road position BSP towards the starting point SP1 of the branch section, the position satisfying "Wi > 1.1Wend" is determined as the lane increase end position IEP1.

[0146] The lane increase position search unit 134a sets an imaginary dividing line VL4 that connects the branch end position BP4 to the lane increase end position IEP1. The lane increase position search unit 134a can also extend the center line CL9 of lane L9 and the center line CL10 of lane L10 to the lane increase end position IEP1 respectively.

[0147] After the lane increase position search unit 134a determines the lane increase end position IEP1, the path generation unit 156 generates a target track for the vehicle M to travel from lane L1 to lane L9 or lane L10. In this case, the path generation unit 156 generates the target track in such a way that the vehicle M travels in the center of lane L9 or lane L10 when it reaches the lane increase end position IEP1.

[0148] Thus, in the second road shape pattern, the lane addition end position IEP1 is also set at a position closer to the branch section start position than the branch end position BP4, so that vehicle M can be in the center position of the branch lane earlier.

[0149] In the case of road shape patterns other than the first and second, the search is also performed from the search start position SSP based on the first and second conditions and the search direction, thereby enabling the lane increase end position IEP1 to be set at a position closer to the branch end position BP4. In the third embodiment, the lane increase position search unit 134a can also change the search direction and conditions depending on the position of the search start position SSP. For example, the lane increase position search unit 134a can use the second condition to search if there is no position that meets the first condition in the search in the search direction, and conversely, it can use the first condition to search if there is no position that meets the second condition.

[0150] [Processing Flow (Third Implementation)]

[0151] Figure 14 This is a flowchart illustrating an example of the estimation process for the shape of the branch lanes in the third embodiment.

[0152] exist Figure 14 In the processing, the branch lane shape estimation unit 134 determines the starting position (branch end position) and search start position of multiple branch lanes (step S143A). Next, the branch lane shape estimation unit 134 searches for the lane addition end position based on the search direction and conditions (first condition or second condition) corresponding to the road shape of the branch section (step S143B). Next, the branch lane shape estimation unit 134 sets an imaginary dividing line that extends the dividing line of the branch lane to the lane addition end position (step S143C). Next, the branch lane shape estimation unit 134 sets the center line of the driving lane of the vehicle M based on the recognition result of the recognition unit 130 and map information (step S143D). Thus, the processing of this flowchart ends. The action plan generation unit 150 considers the center of the lane to be the ideal driving path pursued by the target track and generates a target track that travels in the center of the branch lane in the section from the current position of the vehicle M to the end of the imaginary dividing line (lane addition end position).

[0153] According to the third embodiment described above, in addition to achieving the same effects as the first embodiment, a lane increase end position is set at a position closer to the start point of the branch section than the branch end position, and a target track is generated so that the vehicle M can travel in the center of the branch lane at the time point when it reaches the set lane increase end position. This makes it easier for occupants and surrounding vehicles to understand the branch lane in which the vehicle M is traveling within the branch section. Similar to the second embodiment, the third embodiment also minimizes interference between the target tracks leading to each branch lane.

[0154] [Variation Example]

[0155] The first to third embodiments described above can also be combined with some or all of other embodiments. For example, regarding the method for determining the lane increase start position in the first and second embodiments, the lane increase start position can be determined by selectively switching any determination method based on the road shape of the branch section, the number of branch lanes, etc., or the central position (average value) of the lane increase start positions obtained by each determination method can be set as the final lane increase start position.

[0156] Alternatively, the third embodiment can be combined with the first or second embodiment to determine the lane-addition start position and lane-addition end position, and a target track to the branch lane in the branch section can be generated based on the determined positions. In this case, the action plan generation unit 150 can also generate the target track based, for example, on the position of the determined lane-addition start position and lane-addition end position, whichever has a higher priority in advance. As a result, the vehicle M can travel on a more appropriate path in the branch section.

[0157] In this implementation, the decision on whether to generate a target track based on the lane-addition start position and lane-addition end position can be made by the recommendation start determination unit 142, which instructs the HMI control unit 170 to query the occupants at a predetermined time. In this case, the action plan generation unit 150 can also generate the target track based on the query result. This allows the vehicle M to travel on the track desired by the occupants, further reducing any sense of unease among them.

[0158] The implementation methods described above can be performed as follows.

[0159] A vehicle control device comprising:

[0160] Storage medium, which stores computer-readable instructions; and

[0161] The processor, which is connected to the storage medium,

[0162] The processor performs the following processing by executing computer-readable instructions:

[0163] The vehicle's surroundings are identified based on information obtained from at least one of the detection device and map information.

[0164] Based on the recognition results, a target track for the vehicle is generated, and driving control is performed to control one or both of the vehicle's speed and steering so that the vehicle travels along the generated target track.

[0165] In a branch section connecting a main road to multiple branch lanes, a lane that meets the specified conditions is searched on the side closer to the start position of the branch section than the end position of the branch section, and the end position is added.

[0166] The target track is generated in such a way that the change of the forward path to the branch lane is completed before the vehicle reaches the end position of the lane increase.

[0167] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The identification unit identifies the surrounding conditions of the vehicle based on information obtained from at least one of the detection device and map information; as well as The driving control unit generates a target trajectory for the vehicle based on the recognition result of the recognition unit, and controls one or both of the vehicle's speed and steering to make the vehicle travel along the generated target trajectory. In a branch section connecting a main road to multiple branch lanes, the identification unit searches for lanes that meet predetermined conditions and adds an end position on the side closer to the start position of the branch section than the end position of the branch section. The driving control unit generates the target track in a manner that completes the change of the forward path to the branch lane before the vehicle reaches the end position of the lane increase. When the end position of the branch lane connected to the branch section is the position where the road width in the branch section is the maximum, and the search start position for starting the search for the lane increase end position is on the side closer to the start position of the branch section than the end position of the branch lane, the identification unit searches for the lane increase end position from the search start position toward the end position of the branch lane, and sets the position that is within a predetermined error range relative to the road width as the lane increase end position.

2. The vehicle control device according to claim 1, wherein, If there is an end position of the branch lane at a position closer to the start position of the branch interval than the end position of the branch interval, the identification unit sets the end position of the branch lane as the search start position, searches for a lane increase end position towards the start position of the branch interval, and sets the position where the road width relative to the end position of the branch lane is greater than a predetermined error range as the lane increase end position.

3. The vehicle control device according to claim 1, wherein, The search start position is determined based on the position of the soft isolation end in the branch interval.

4. The vehicle control device according to claim 1, wherein, The identification unit searches for the lane increase start position in the branch interval. The driving control unit generates the target track by increasing the starting position through the lane to reach the branch lane.

5. The vehicle control device according to claim 4, wherein, The lane addition begins at the point where the interference between the dividing line in the branch section and the target track decreases.

6. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processing: The vehicle's surroundings are identified based on information obtained from at least one of the detection device and map information. Based on the recognition results, a target track for the vehicle is generated, and driving control is performed to control one or both of the vehicle's speed and steering so that the vehicle travels along the generated target track. In a branch section that connects a main road to multiple branch lanes, a lane that meets the specified conditions is searched for and an end position is added on the side that is closer to the start position of the branch section than the end position of the branch section. The target track is generated in such a way that the change of the forward path to the branch lane is completed before the vehicle reaches the end position of the lane increase; If the end position of the branch lane connected to the branch section is the position where the road width in the branch section is the maximum, and the search start position for starting the search for the lane increase end position is on the side of the start position of the branch section that is closer to the end position of the branch lane than the end position of the branch lane, then the lane increase end position is searched from the search start position toward the end position of the branch lane, and the position that is within the specified error range relative to the road width is set as the lane increase end position.

7. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: The vehicle's surroundings are identified based on information obtained from at least one of the detection device and map information. Based on the recognition results, a target track for the vehicle is generated, and driving control is performed to control one or both of the vehicle's speed and steering so that the vehicle travels along the generated target track. In a branch section that connects a main road to multiple branch lanes, a lane that meets the specified conditions is searched for and an end position is added on the side that is closer to the start position of the branch section than the end position of the branch section. The target track is generated in such a way that the change of the forward path to the branch lane is completed before the vehicle reaches the end position of the lane increase; If the end position of the branch lane connected to the branch section is the position where the road width in the branch section is the maximum, and the search start position for starting the search for the lane increase end position is on the side of the start position of the branch section that is closer to the end position of the branch lane than the end position of the branch lane, then the lane increase end position is searched from the search start position toward the end position of the branch lane, and the position that is within the specified error range relative to the road width is set as the lane increase end position.

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