Vehicle control device, storage medium and method

Abstract

This invention relates to a vehicle control device, storage medium, and method. When the distance between vehicles traveling in adjacent lanes is less than a predetermined reference distance, a reference lateral position is set based at least on the vehicle-to-vehicle distance, representing the lateral position of the vehicle in the driving lane orthogonal to the direction of travel. A target lateral position is determined based on the reference lateral position and a current correction value for the reference lateral position. The number of times the lateral position of the vehicle in the driving lane changes from the target lateral position due to driver operation is counted. A new correction value is obtained based on a correction coefficient determined according to the number of changes and the amount of change in the vehicle's lateral position from the target lateral position due to driver operation. The next target lateral position is determined based on the reference lateral position and the new correction value. This allows for the determination of the vehicle's lateral position in the driving lane for each driver as the vehicle approaches other vehicles traveling in adjacent lanes, thus satisfying each driver.

Description

Technical Field

[0001] This disclosure relates to a vehicle control device, a storage medium storing a computer program for vehicle control, and a vehicle control method. Background Technology

[0002] The vehicle's automated control system generates a navigation route based on the vehicle's current location, destination location, and navigation map. The system uses map information to estimate the vehicle's current location and controls the vehicle to travel along the navigation route.

[0003] When a vehicle's automatic control system is traveling alongside other vehicles in an adjacent lane, it controls the vehicle's lateral position within the lane to ensure that the lateral distance between the vehicle and other vehicles is a target distance determined by factors such as inter-vehicle distance, relative speed, lane width, lane markings, lateral distance between vehicles, and the curvature of the road (Variable Lateral Offset (VLO) control). This automatic control system prevents the vehicle from getting too close to other vehicles, providing the driver with a sense of security (see, for example, Japanese Patent Application Publication No. 2017-87906).

[0004] Existing technical documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-87906 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] Drivers' feelings of security regarding the distance between themselves and other vehicles in adjacent lanes vary. Some drivers feel uneasy when their vehicle moves excessively in the opposite direction from other vehicles within their lane. Others experience a feeling of swaying as their vehicle moves laterally as other vehicles in adjacent lanes approach.

[0008] Therefore, there is room for improvement in uniformly determining the lateral position of a vehicle in its driving lane as other vehicles in adjacent lanes approach it.

[0009] Therefore, the purpose of this disclosure is to provide a vehicle control device that can determine the lateral position of the vehicle in the driving lane for each driver to the satisfaction of each driver as the vehicle approaches other vehicles traveling in adjacent lanes.

[0010] Technical solutions for solving the problem

[0011] According to one embodiment, a vehicle control device is provided. This vehicle control device includes: a reference lateral position setting unit that sets a reference lateral position, representing the lateral position of a vehicle in the driving lane orthogonal to the direction of travel, at least based on the vehicle-to-vehicle distance, when the distance between other vehicles traveling in an adjacent lane adjacent to the vehicle's driving lane is less than a predetermined reference distance; a target lateral position determining unit that determines a target lateral position that is the target for vehicle control, based on the reference lateral position and a current correction value for the reference lateral position; a counting unit that counts the number of times the lateral position of a vehicle in the driving lane changes from the target lateral position due to driver operation; and a correction value calculation unit that calculates a new correction value for the reference lateral position based on a correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle due to driver operation; and the target lateral position determining unit determines the next target lateral position based on the reference lateral position and the new correction value.

[0012] Furthermore, in this vehicle control device, it is preferable that the relationship between the correction coefficient and the number of changes has the following characteristics: a first region in which the correction coefficient increases with the number of changes; a second region in which the correction coefficient increases faster than the first region with the number of changes; and a third region in which the correction coefficient increases slower than the second region with the number of changes.

[0013] Furthermore, in this vehicle control device, it is preferable that the correction value calculation unit calculates a new correction value smaller than when there is no second other vehicle traveling in another adjacent lane, or when the distance between the vehicle and the second other vehicle is longer than the predetermined second reference distance, when the distance between the vehicle and the second other vehicle is less than the predetermined second reference distance.

[0014] According to another embodiment, a non-transient storage medium for storing a vehicle control computer program is provided. The vehicle control computer program causes a processor to perform the following processes: when the distance between other vehicles traveling in an adjacent lane adjacent to the vehicle's travel lane is less than a predetermined reference distance, setting a reference lateral position representing a reference lateral position of the vehicle in the travel lane orthogonal to the direction of travel, at least based on the distance between vehicles; determining a target lateral position that is the target of vehicle control based on the reference lateral position and a current correction value for the reference lateral position; counting the number of times the lateral position of the vehicle in the travel lane changes from the target lateral position due to driver operation; and obtaining a new correction value for the reference lateral position based on a correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle due to driver operation, wherein the next target lateral position is determined based on the reference lateral position and the new correction value.

[0015] According to another embodiment, a vehicle control method is provided. This vehicle control method is executed by a vehicle control device and includes: when the distance between other vehicles traveling in an adjacent lane adjacent to the vehicle's travel lane is less than a predetermined reference distance, setting a reference lateral position representing a reference lateral position of a vehicle in the travel lane orthogonal to the direction of travel, at least based on the distance between vehicles; determining a target lateral position that is the target of vehicle control based on the reference lateral position and a current correction value for the reference lateral position; counting the number of times the lateral position of the vehicle in the travel lane changes from the target lateral position due to driver operation; and obtaining a new correction value for the reference lateral position based on a correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle due to driver operation, wherein the next target lateral position is determined based on the reference lateral position and the new correction value.

[0016] Invention Effects

[0017] The vehicle control device disclosed herein is capable of determining the lateral position of the vehicle in the driving lane for each driver to satisfy each driver as the vehicle approaches other vehicles traveling in adjacent lanes. Attached Figure Description

[0018] Figure 1 (A) is an outline illustrating the operation of the driving planning device of this embodiment, and a diagram showing the situation of the vehicle driving on the road.

[0019] Figure 1(B) is an outline of the operation of the driving planning device of this embodiment, and a graph showing the relationship between the lateral position of the vehicle and time when the lateral position of the vehicle changes to approach the adjacent lane.

[0020] Figure 1 (C) is a summary of the operation of the driving planning device in this embodiment and a diagram illustrating the new target lateral position.

[0021] Figure 2 This is a schematic diagram of the vehicle configuration of the vehicle control system installed in this embodiment.

[0022] Figure 3 This is an example of the operation flowchart of the driving planning device in this embodiment regarding the determination of the target lateral position.

[0023] Figure 4 This is an example of the operation flowchart of the driving plan device in this embodiment regarding the calculation and processing of correction values.

[0024] Figure 5 This is a graph illustrating an example of the relationship between the correction factor and the number of changes.

[0025] Figure 6 (A) is a graph showing the relationship between the lateral position of a vehicle and time when the lateral position of the vehicle changes to move away from the adjacent lane side.

[0026] Figure 6 (B) is a diagram illustrating the new target's lateral position.

[0027] Figure 7 This is a diagram illustrating the calculation and processing of correction values ​​in the modified example. Detailed Implementation

[0028] Figure 1 (A) Figure 1 (C) is a diagram illustrating the outline of the operation of the driving planning device in this embodiment. Figure 1 (A) is a diagram showing the situation of vehicles traveling on the road. Figure 1 (B) is a graph showing the relationship between the lateral position of a vehicle and time when the lateral position of the vehicle changes to move towards the adjacent lane. Figure 1 (C) is a diagram illustrating the new target's lateral position.

[0029] The following is for reference Figure 1 (A) Figure 1 (C) provides a summary of the vehicle control processing of the driving plan device 15 disclosed in this specification.

[0030] like Figure 1As shown in (A), vehicle 10 is traveling in lane 52 of road 50, which has lanes 51 and 52. Lanes 51 and 52 are separated by lane markings 53.

[0031] Vehicle 10 includes a driving plan device 15 and a vehicle control device 16. The driving plan device 15 generates a driving plan representing a predetermined driving trajectory of vehicle 10 up to a predetermined time. The driving plan is represented as a set of target positions of vehicle 10 and target vehicle speeds at those target positions at various times from the current time to the predetermined time. The vehicle control device 16 controls the actions of vehicle 10 based on the driving plan. Vehicle 10 may also be an autonomous driving vehicle.

[0032] In lane 51 adjacent to lane 52 where vehicle 10 is traveling, other vehicles 30 are traveling at a position within a predetermined reference distance from vehicle 10. Vehicle 10 is scheduled to arrive next to vehicle 30 and overtake vehicle 30 within a predetermined reference arrival time.

[0033] Normally, vehicle 10 travels in the center of lane 52 in the width direction. When vehicle 30 travels close to lane marking 53, the distance L1 between vehicle 30 and lane marking 53 decreases. Therefore, there are situations where, when vehicle 10 and vehicle 30 are side-by-side, the distance L2 between vehicle 10 and vehicle 30 becomes closer. When the distance L2 is close, the driver of vehicle 10 may feel uneasy due to the proximity of vehicle 30.

[0034] Therefore, the driving plan device 15 generates a driving plan in a way that moves the lateral position of the vehicle 10 away from the lane marking 53, so that the vehicle 10 drives alongside the vehicle 30 without getting too close. Hereinafter, this control performed by the driving plan device 15 will also be referred to as Variable Lateral Offset (VLO) control.

[0035] like Figure 1 As shown in (A), vehicle 30 is traveling in front of lane 51, which is adjacent to lane 52 where vehicle 10 is traveling. When vehicle 10 approaches vehicle 30, if vehicle 10 is traveling in the center of lane 52, the driving planning device 15 considers the distance between vehicle 10 and vehicle 30 to be too close. The driving planning device 15 sets a reference lateral position for vehicle 10 so that the distance between vehicle 10 and vehicle 30 becomes a reference lateral distance.

[0036] The driving planning device 15 determines the reference lateral position between vehicle 10 and other vehicles 30 based on factors such as relative distance, relative speed, lane width of lane 52, lane markings 53 dividing lane 51 and lane 52 and the lateral distance between vehicle 10, and the curvature of the road 50 being traveled.

[0037] Furthermore, the driving plan device 15 determines the target lateral position of the vehicle 10 as the target to be controlled based on the reference lateral position and the current correction value for the reference lateral position.

[0038] The current correction value was determined to reflect driver preferences for the baseline lateral position to date. This is because drivers' feelings of security regarding the distance between their own vehicle 10 and the vehicle 30 traveling in the adjacent lane vary from driver to driver.

[0039] Figure 1 (B) represents the relationship between the lateral position of vehicle 10 and time. The vertical axis represents the lateral position, the positive direction represents the orientation of the left side of vehicle 10 (adjacent lane), and the origin represents the orientation of the right side of vehicle 10.

[0040] The driving plan device 15 generates a driving plan such that when vehicle 10 approaches vehicle 30, the lateral position of vehicle 10 becomes a target lateral position. In the driving plan, the lateral position of vehicle 10 moves from the center of lane 52 to the opposite side of the adjacent lane 51 to the target lateral position. Then, in the driving plan, after vehicle 10 passes vehicle 30, the lateral position of vehicle 10 moves from the target lateral position to the center of lane 52. The vehicle control device 16 controls the movement of vehicle 10 based on the driving plan.

[0041] like Figure 1 As shown in (B), the lateral position of vehicle 10 moves from the center of lane 52 to the opposite side of the adjacent lane 51. Here, the driver steers vehicle 10, moving it to a lateral position within lane 52 that feels comfortable to them. Figure 1 In the example shown in (B), the driver steers the vehicle 10 in a manner that moves the lateral position of the vehicle 10 toward the center of the lane 52.

[0042] When the vehicle is controlled based on a driving plan including a target lateral position, the driving plan device 15 counts the number of times the lateral position of the vehicle 10 in lane 52 changes from the target lateral position due to the driver's operation.

[0043] Each time the number of changes is counted, the driving plan device 15 calculates a new correction value for the reference lateral position based on the correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle 10 due to the driver's operation.

[0044] like Figure 1 As shown in (C), the driving plan device 15 determines a new target lateral position based on the reference lateral position and the new correction value during the next VLO control. Figure 1In the example shown in (C), the new target lateral position is corrected to reflect the driver's previous steering, shifting towards the center of the lane compared to the previous target lateral position.

[0045] As described above, the driving planning device 15 can determine the lateral position of the vehicle 10 in the driving lane for each driver as the vehicle 10 approaches other vehicles 30 traveling in adjacent lanes, so as to satisfy each driver.

[0046] Figure 2 This is a schematic diagram of the vehicle 10 equipped with the vehicle control system 1 according to this embodiment. The vehicle 10 includes a front camera 2a and a rear camera 2b, LiDAR sensors 3a and 3b, a positioning information receiver 4, a navigation device 5, a user interface (UI) 6, a map information storage device 11, a location estimation device 12, an object detection device 13, a lane planning device 14, a driving planning device 15, and a vehicle control device 16. Furthermore, the vehicle 10 may also include a ranging sensor (not shown) such as millimeter-wave radar for determining the distance to objects around the vehicle 10. The vehicle control system 1 includes at least a driving planning device 15.

[0047] The front camera 2a and rear camera 2b, LiDAR sensors 3a and 3b, positioning information receiver 4, navigation device 5, UI 6, map information storage device 11, location estimation device 12, object detection device 13, driving lane planning device 14, driving planning device 15, and vehicle control device 16 are connected in a communicable manner via an in-vehicle network 17 that conforms to the controller area network standard.

[0048] The front camera 2a and the rear camera 2b are examples of the imaging units installed in the vehicle 10. The front camera 2a is mounted on the vehicle 10 facing forward. For example, the front camera 2a captures camera images showing the environment of a predetermined area in front of the vehicle 10 at predetermined intervals. The rear camera 2b is mounted on the vehicle 10 facing rearward. For example, the rear camera 2b captures camera images showing the environment of a predetermined area behind the vehicle 10 at predetermined intervals. The camera images may show the road and road features such as lane markings within the predetermined area in front of or behind the vehicle 10. The front camera 2a and the rear camera 2b have a two-dimensional detector composed of an array of photoelectric conversion elements sensitive to visible light, such as a CCD or C-MOS, and an imaging optical system that images the area to be photographed on the two-dimensional detector.

[0049] Whenever the front camera 2a and the rear camera 2b capture an image, they output the image and the time of capture via the in-vehicle network 17 to the position estimation device 12 and the object detection device 13. The camera images are used in the position estimation device 12 to estimate the position of the vehicle 10. Additionally, the camera images are used in the object detection device 13 to detect other objects around the vehicle 10.

[0050] LiDAR sensor 3a is mounted, for example, on the outside of vehicle 10, facing forward of vehicle 10, and LiDAR sensor 3b is mounted, for example, on the outside of vehicle 10, facing backward of vehicle 10. LiDAR sensors 3a and 3b synchronously emit lasers in a scanning manner towards the front and rear of vehicle 10 at predetermined intervals for acquiring reflected wave information, and receive reflected waves reflected by reflective objects. The time required for the reflected waves to return contains distance information between other objects in the direction of laser illumination and vehicle 10. LiDAR sensors 3a and 3b output the reflected wave information, including the direction of laser illumination and the time required for the reflected waves to return, along with the time of acquiring the reflected wave information, via in-vehicle network 17 to object detection device 13. The reflected wave information is used in object detection device 13 for detecting other objects around vehicle 10.

[0051] The positioning information receiver 4 outputs positioning information indicating the current location of the vehicle 10. For example, the positioning information receiver 4 can be configured as a GNSS receiver. Whenever the positioning information is acquired at a predetermined reception period, the positioning information receiver 4 outputs the positioning information and the acquisition time to the navigation device 5 and the map information storage device 11, etc.

[0052] The navigation device 5 generates a navigation route from the current position of the vehicle 10 to the destination position based on navigation map information, the destination position of the vehicle 10 input from the UI 6, and the positioning information indicating the current position of the vehicle 10 input from the positioning information receiver 4. The navigation route includes information related to the positions of right turns, left turns, merging, forks, etc. The navigation device 5 generates a new navigation route for the vehicle 10 when a new destination position is set, or when the current position of the vehicle 10 deviates from the navigation route. Whenever a navigation route is generated, the navigation device 5 outputs the navigation route to the position estimation device 12 and the driving lane planning device 14 via the in-vehicle network 17.

[0053] UI6 is an example of a notification unit. UI6 is controlled by navigation device 5, driving plan device 15, and vehicle control device 16, and notifies the driver of driving information of vehicle 10. The driving information of vehicle 10 includes information related to the vehicle's current location, navigation route, and other current and future paths. UI6 has a display device 5a, such as an LCD or touch panel, for displaying driving information. Additionally, UI6 may also have an audio output device (not shown) for notifying the driver of driving information. Furthermore, UI6 generates operation signals corresponding to the driver's actions on vehicle 10. Operation information may include, for example, the destination location, route, vehicle speed, and other control information. UI6 may have, for example, a touch panel or operation buttons as input devices for inputting operation information from the driver to vehicle 10. UI6 outputs the input operation information to navigation device 5, driving plan device 15, and vehicle control device 16 via in-vehicle network 17.

[0054] The map information storage device 11 stores wide-area map information covering a relatively broad area (e.g., 10 to 30 square kilometers), including the current location of the vehicle 10. This map information is high-precision, including three-dimensional information of the road surface, and information on road features and structures such as speed limits, road curvature, lane markings, etc.

[0055] The map information storage device 11 receives wide-area map information from an external server via a base station and stores it in the storage device based on the current location of the vehicle 10 through wireless communication via a wireless communication device (not shown) mounted on the vehicle 10. Whenever location information is input from the location information receiver 4, the map information storage device 11 refers to the stored wide-area map information and outputs map information of a relatively narrow area (e.g., a range of 100 square meters to 10 square kilometers) including the current location represented by the location information to the location estimation device 12, object detection device 13, driving lane planning device 14, driving planning device 15, and vehicle control device 16 via the in-vehicle network 17.

[0056] The position estimation device 12 estimates the position of the vehicle 10 at the time the camera image was captured, based on road features around the vehicle 10 as shown in the camera image captured by the front camera 2a. For example, the position estimation device 12 compares the lane markings identified in the camera image with the lane markings shown in the map information input from the map information storage device 11 to obtain the estimated position and estimated azimuth of the vehicle 10 at the time the camera image was captured. In addition, the position estimation device 12 estimates the driving lane of the road on which the vehicle 10 is located based on the lane markings shown in the map information and the estimated position and estimated azimuth of the vehicle 10. Whenever the position estimation device 12 calculates the estimated position, estimated azimuth, and driving lane of the vehicle 10 at the time the camera image was captured, it outputs this information to the object detection device 13, the driving lane planning device 14, the driving planning device 15, and the vehicle control device 16, etc.

[0057] The object detection device 13 detects other objects and their types (e.g., vehicles) around the vehicle 10 based on camera images and reflected wave information. Other objects include other vehicles traveling around the vehicle 10. The object detection device 13 tracks the detected other objects and calculates their trajectories. Based on lane markings and the positions of other objects represented by map information, the object detection device 13 determines the driving lane in which the other objects are traveling. Furthermore, the object detection device 13 outputs object detection information, including information indicating the type of detected other objects, information indicating their positions, and information indicating the driving lane, to the driving lane planning device 14 and the driving planning device 15, etc.

[0058] At a predetermined time for generating a driving lane plan, the driving lane planning device 14 selects a lane within the road to be traveled by the vehicle 10 within the nearest driving range (e.g., 10 kilometers) selected from the navigation route, based on map information, the navigation route, surrounding environment information, and the current position of the vehicle 10, and generates a driving lane plan representing the predetermined driving lane to be traveled by the vehicle 10. The driving lane planning device 14 generates the driving lane plan, for example, in a manner that causes the vehicle 10 to travel in a lane other than the overtaking lane. Whenever a driving lane plan is generated, the driving lane planning device 14 outputs the driving lane plan to the driving planning device 15.

[0059] The driving planning device 15 performs planning processing, setting processing, decision processing, counting processing, and calculation processing. For this purpose, the driving planning device 15 has a communication interface (I / F) 21, a memory 22, and a processor 23. The communication interface 21, memory 22, and processor 23 are connected via signal lines 24. The communication interface 21 has interface circuitry for connecting the driving planning device 15 to an in-vehicle network 17. The driving planning device 15 is an example of a vehicle control device.

[0060] Memory 22 is an example of a storage unit, such as having volatile semiconductor memory and non-volatile semiconductor memory. Furthermore, memory 22 stores computer programs and various data used in information processing executed by processor 23.

[0061] All or part of the functions of the driving planning device 15 are implemented by functional modules, for example, by a computer program operating on the processor 23. The processor 23 has a planning unit 231, a setting unit 232, a decision unit 233, a counting unit 234, and a calculation unit 235. Alternatively, the functional modules of the processor 23 may be dedicated arithmetic circuits provided on the processor 23. The processor 23 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 23 may also have other arithmetic circuits such as logic operation units, numerical operation units, or graphics processing units.

[0062] At a predetermined time interval for generating a driving plan, the planning unit 231 performs driving plan processing, based on the driving lane plan, map information, the current position of vehicle 10, surrounding environment information, and vehicle status information, to generate a driving plan representing the predetermined driving trajectory of vehicle 10 up to a predetermined time (e.g., 5 seconds). The surrounding environment information includes the positions and speeds of other vehicles traveling around vehicle 10. The vehicle status information includes the current position, speed, acceleration, and direction of travel of vehicle 10. The driving plan is represented as a set of the target positions of vehicle 10 and the speeds of target vehicles at those target positions at each time interval from the current time to the predetermined time. The period for generating the driving plan is preferably shorter than the period for generating the driving lane plan. The driving plan device 15 generates the driving plan in a manner that maintains an interval of at least a predetermined distance between vehicle 10 and other objects (vehicles, etc.). Whenever a driving plan is generated, the driving plan device 15 outputs the driving plan to the vehicle control device 16. Other operations of the driving plan device 15 will be explained later.

[0063] The vehicle control unit 16 controls various parts of the vehicle 10 based on the vehicle 10's current position, speed, yaw rate, and the driving plan generated by the driving plan unit 15. For example, the vehicle control unit 16 calculates the vehicle 10's steering angle, acceleration, and angular acceleration according to the driving plan, speed, and yaw rate, and sets the steering input, throttle opening, or braking input to achieve these values. Furthermore, the vehicle control unit 16 outputs a control signal corresponding to the set steering input to the actuator (not shown) controlling the steering wheel of the vehicle 10 via the in-vehicle network 17. Additionally, the vehicle control unit 16 outputs a control signal corresponding to the set throttle opening to the vehicle 10's drive unit (engine or motor) via the in-vehicle network 17. Alternatively, the vehicle control unit 16 outputs a control signal corresponding to the set braking input to the vehicle 10's brakes (not shown) via the in-vehicle network 17.

[0064] Map information storage device 11, location estimation device 12, object detection device 13, driving lane planning device 14, driving planning device 15, and vehicle control device 16, such as an electronic control unit (ECU). Figure 2 In this document, the map information storage device 11, the location estimation device 12, the object detection device 13, the driving lane planning device 14, the driving planning device 15, and the vehicle control device 16 are described as separate devices, but all or part of these devices may also constitute a single device.

[0065] Figure 3 This is an example of the operation flowchart of the target lateral position determination process of the driving planning device 15 in this embodiment. Hereinafter, refer to... Figure 3 The target lateral position determination process of the driving plan device 15 will be explained. At the target lateral position determination time with a predetermined period, the driving plan device 15, according to... Figure 3 The flowchart shown illustrates the execution of the target lateral position determination process. The cycle for executing this target lateral position determination process is preferably less than the cycle at the time the driving plan is generated.

[0066] First, the setting unit 232 determines, based on the current position of vehicle 10, its driving lane, and object detection information, whether there are other vehicles traveling in an adjacent lane adjacent to the driving lane of vehicle 10 at a position within a predetermined reference distance from vehicle 10 (step S101). If other vehicles are detected in the adjacent lane from vehicle 10, the setting unit 232 calculates the distance between vehicle 10 and other vehicles longitudinally along the direction of travel of vehicle 10, based on the current position of vehicle 10 and the current position of the other vehicles traveling in the adjacent lane. If the distance is within the reference distance, the setting unit 232 determines that other vehicles are traveling (step S101: Yes). The reference distance can be determined, for example, based on the speed of vehicle 10. Alternatively, the distance can be the straight-line distance connecting vehicle 10 and other vehicles.

[0067] When other vehicles are traveling in the vicinity, the setting unit 232 determines whether vehicle 10 will catch up with other vehicles 30 within a predetermined reference arrival time (step S102). The setting unit 232 calculates, for example, the relative speed between vehicle 10 and other vehicles along the longitudinal direction of travel of vehicle 10, based on the speed of vehicle 10 and the speed of other vehicles traveling in adjacent lanes. Based on the inter-vehicle distance and relative speed, the setting unit 232 calculates the estimated arrival time for vehicle 10 to reach the vicinity of other vehicles 30. The setting unit 232 compares the estimated arrival time with the reference arrival time to determine whether vehicle 10 will catch up with other vehicles 30 within the predetermined reference arrival time. The reference arrival time can be determined, for example, based on relative speed.

[0068] If vehicle 10 catches up with other vehicles 30 within the reference arrival time (step S102: Yes), the setting unit 232 sets a reference lateral position, which represents the lateral position of vehicle 10 in the driving lane orthogonal to the direction of travel (step S103). The reference lateral position can be set such that the distance between vehicle 10 and vehicle 30 is a predetermined reference lateral distance. This reference lateral distance can be determined such that vehicle 10 is not too close to other vehicles traveling in adjacent lanes, so as to provide a sense of security for ordinary drivers.

[0069] The setting unit 232 determines the reference lateral position based on factors such as inter-vehicle distance, relative speed, lane width of the driving lane, lane markings dividing the driving lane and adjacent lanes, lateral distance between vehicles, and curvature of the driving road. Alternatively, the reference lateral position can be obtained using known methods. The reference lateral position is represented, for example, in a world coordinate system with an origin at a predetermined location.

[0070] Next, the decision unit 233 determines the target lateral position of the vehicle 10 to be controlled based on the reference lateral position and the current correction value of the reference lateral position (step S104), and ends a series of processes. The planning unit 231 generates a driving plan with the lateral position of the vehicle 10 until the vehicle 10 catches up with other vehicles traveling in the adjacent lane as the target lateral position.

[0071] As shown in Equation (1), the determination unit 233 calculates the sum of the reference lateral position Pb and the current correction value M for the reference lateral position as the target lateral position Pa.

[0072] Pa=Pb+M (1)

[0073] On the other hand, if there are no other vehicles traveling (step S101: No), or if vehicle 10 will not catch up with other vehicles within the reference arrival time (step S102: No), the series of processes ends.

[0074] In the above description, the distance between the lane markings that divide the driving lane and the adjacent lane and other vehicles traveling in the adjacent lane ( Figure 1 The process of determining the lateral position of the target is performed independently of L1 in (A). Alternatively, it can be configured to determine the lateral position of the target only when the distance from L1 is below a predetermined reference distance.

[0075] Next, refer to the following Figure 4 The calculation and processing of the correction value are explained. Figure 4 This is an example of the operation flowchart of the driving planning device 15 in this embodiment regarding the calculation and processing of correction values. Whenever the vehicle 10 passes through an area where the target lateral position was determined in the target lateral position determination process, the driving planning device 15 calculates and processes the correction values ​​according to the specified parameters. Figure 4 The flowchart shown illustrates the execution of correction value calculation.

[0076] First, the counting unit 234 determines whether the lateral position of the vehicle 10 has changed from the target lateral position due to the driver's operation (step S201).

[0077] Within the range defined by the target lateral position in the driving plan, the actual lateral position of vehicle 10 is at least above the reference separation distance (refer to...). Figure 1 (B) and Figure 6 If the time of (A) is greater than or equal to the predetermined reference separation time, the counting unit 234 determines that the lateral position of the vehicle 10 has changed (step S201: Yes). The reference separation distance and reference separation time can be determined by taking into account the fluctuation (deviation) of the lateral position of the vehicle 10 during driving.

[0078] When the lateral position of vehicle 10 changes, the counting unit 234 counts the number of times the lateral position of vehicle 10 in the driving lane has changed from the target lateral position due to the driver's operation (step S202). The initial value of the number of changes is zero.

[0079] Next, the counting unit 234 calculates the change in the lateral position of the vehicle 10 due to the driver's operation, which is caused by the change in the target lateral position (step S203). Within the interval where the target lateral position is set in the driving plan, the counting unit 234 calculates the change in the lateral position S of the vehicle 10 using the following formula (2). Here, the start time t1 is the moment when the distance between the actual lateral position of the vehicle 10 and the target lateral position becomes a reference separation distance L3 or more, and the end time t2 is the moment when the vehicle 10 passes other vehicles (see reference). Figure 1 (B) and Figure 6 of(A)). Y acc It is the distance between the actual lateral position of vehicle 10 and the target lateral position.

[0080]

[0081] Next, the calculation unit 235 calculates a new correction value for the reference lateral position based on the correction coefficient determined according to the number of changes and the amount S of change in the lateral position of the vehicle 10 due to the driver's operation (step S204), and ends the series of processes. The calculation unit 235 is an example of a correction value calculation unit.

[0082] In addition, if the lateral position of vehicle 10 has not changed (step S201: no), the series of processes ends.

[0083] Next, refer to the following Figure 5 The process of the calculation unit 235 obtaining a new correction value will be explained. The calculation unit 235 calculates the product of the correction coefficient determined according to the number of changes and the amount S of the change in the lateral position of the vehicle 10 due to the driver's operation as the new correction value.

[0084] Figure 5This is a diagram illustrating an example of the relationship between the correction factor and the number of changes. The relationship between the correction factor and the number of changes has three regions: a first region where the correction factor increases with the number of changes; a second region where the correction factor increases faster than in the first region; and a third region where the correction factor increases slower than in the second region. During the learning of the correction value, in the initial stage, there are cases where changes in the driver's lateral position are accidental, thus making the correction factor relatively small (first region). Then, when changes in the driver's lateral position become more frequent, the correction factor increases (second region). However, a substantial upper limit is set on the correction factor (third region). For example, a sigmoid function can be used as the correction factor. In this embodiment, the correction factor has a positive value.

[0085] The product M (correction value) of the correction factor and the change in lateral position is obtained using the following formula (3). Here, i is the number of changes, and α i S is the correction factor for the i-th change. i Let be the change in lateral position during the i-th change. Furthermore, the initial value of the correction coefficient α0 can also be set to zero.

[0086] M = α i S i (3)

[0087] When the lateral position is changed to approach the center of the driving lane, the change S i To become positive, the correction factor α i The value is either zero or positive, therefore the correction value M is either zero or positive. On the other hand, when the lateral position is changed to be away from the center side of the driving lane, the change S... i To become negative, the correction factor α i The absolute value of the correction value M is either zero or positive, therefore the correction value M is either zero or negative. It is preferable to set an upper limit on the absolute value of the correction value M. This upper limit can be determined, for example, based on the width of the lane in which vehicle 10 travels, experiments, or experience.

[0088] Next, refer to the following Figure 1 (B) and Figure 1 (C) illustrates an example of the operation of the driving plan device 15 when the lateral position of vehicle 10 is changed to approach the adjacent lane within the range where the target lateral position of vehicle 10 is set in the driving plan.

[0089] like Figure 1 As shown in (B), within the range where the target lateral position is set in the driving plan, the lateral position of vehicle 10 moves from the center of the driving lane in a manner that separates it from the adjacent lane. Here, the driver feels that the lateral position of vehicle 10 is too far from the center of the driving lane, and causes vehicle 10 to turn so as to move closer to the center of the driving lane.

[0090] Based on the position of vehicle 10 in the driving lane and the positional relationship of other vehicles traveling in adjacent lanes, the driver turns vehicle 10 to move vehicle 10 to a lateral position in the driving lane that feels comfortable to the driver.

[0091] exist Figure 1 In the example shown in (B), the driver steers the vehicle 10 in a manner that brings its lateral position closer to the adjacent lane. Moreover, after the vehicle 10 passes other vehicles in the adjacent lane, the lateral position of the vehicle 10 moves toward the center of the driving lane.

[0092] The driving plan device 15 calculates a new correction value for the reference lateral position based on the correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle 10 due to the driver's operation.

[0093] like Figure 1 As shown in (C), when the driving plan device 15 performs VLO control again, it determines a new target lateral position based on the reference lateral position and a new correction value. This new target lateral position is corrected to reflect the driver's steering so far and is located on the center side of the driving lane compared to the previous target lateral position.

[0094] Next, refer to the following Figure 6 (A) and Figure 6 (B) illustrates an example of the operation of the driving plan device 15 when the lateral position of vehicle 10 is changed to move away from the adjacent lane within the range where the target lateral position of vehicle 10 is set in the driving plan.

[0095] like Figure 6 As shown in (A), within the range where the target lateral position is set in the driving plan, the lateral position of vehicle 10 moves from the center of lane 52 to the target lateral position. Here, the driver perceives that the lateral position of vehicle 10 is close to other vehicles traveling in adjacent lanes, causing vehicle 10 to steer further away from the center of the driving lane.

[0096] Based on the position of vehicle 10 in the driving lane and the positional relationship of other vehicles traveling in adjacent lanes, the driver turns vehicle 10 to move vehicle 10 to a lateral position in the driving lane that feels comfortable to the driver.

[0097] exist Figure 6 In the example shown in (A), the driver steers the vehicle 10 away from the adjacent lane in a manner that moves the vehicle 10's lateral position away. Moreover, after the vehicle 10 passes other vehicles in the adjacent lane, the lateral position of the vehicle 10 moves toward the center of the driving lane.

[0098] The driving plan device 15 calculates a new correction value for the reference lateral position based on the correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle 10 due to the driver's operation.

[0099] like Figure 6 As shown in (B), the driving plan device 15 determines a new target lateral position based on the reference lateral position and a new correction value when performing VLO control for the next time. This new target lateral position is corrected to reflect the driver's steering so far and is located further away from the center of the driving lane compared to the previous target lateral position.

[0100] As described above, the driving planning device of this embodiment can determine the lateral position of the vehicle in the driving lane for each driver as the vehicle approaches other vehicles traveling in adjacent lanes, so as to satisfy each driver.

[0101] Next, refer to the following Figure 7 A variation of the driving planning device of this embodiment described above will be explained.

[0102] Figure 7 This is a diagram illustrating the calculation and processing of correction values ​​in the modified example. For example... Figure 7 As shown, vehicle 10 is traveling in lane 62 of road 60, which has lanes 61, 62, and 63. Lanes 61 and 62 are separated by lane markings 64, and lanes 62 and 63 are separated by lane markings 65.

[0103] In lane 61 adjacent to lane 62 where vehicle 10 is traveling, another vehicle 40 is traveling forward of vehicle 10 and within a reference inter-vehicle distance. It is determined that vehicle 10 will arrive beside vehicle 40 and overtake vehicle 40 within a reference arrival time. Here, in another lane 63 adjacent to lane 62 where vehicle 10 is traveling, another vehicle 41 is traveling backward of vehicle 10 and within a second reference inter-vehicle distance.

[0104] Since the driving plan device 15 determines that the vehicle 10 will catch up with the vehicle in the adjacent lane 61, it determines the target lateral position of the vehicle 10 as the target to be controlled based on the reference lateral position and the current correction value of the reference lateral position.

[0105] The lateral position of vehicle 10 moves from the center of lane 62 toward a target lateral position. At this point, the driver feels that the lateral position of vehicle 10 is too far from the center of lane 62, causing vehicle 10 to steer towards the center of lane 62.

[0106] The lateral position of vehicle 10 in lane 52 has changed from the target lateral position due to the driver's operation. Therefore, the driving planning device 15 counts the number of times the lateral position of vehicle 10 in lane 62 has changed from the target lateral position due to the driver's operation.

[0107] The driving plan device 15 calculates a new correction value for the reference lateral position based on the correction coefficient determined according to the number of changes and the amount of change in the lateral position of the vehicle 10 due to the driver's operation.

[0108] Here, the calculation unit 235 of the driving plan device 15 calculates a new correction value that is smaller than the value when the vehicle 41 is not traveling in the adjacent lane 63, or when the relative distance between the vehicle 10 and the vehicle 41 is longer than the second reference inter-vehicle distance. For example, the calculation unit 235 may also calculate the product of the correction value when the vehicle 41 is not traveling in the adjacent lane 63, or when the relative distance between the vehicle 10 and the vehicle 41 is longer than the second reference inter-vehicle distance, and a correction coefficient (a positive value of 0 or more and less than 1) as the new correction value.

[0109] It can be assumed that when the driver passes beside vehicle 40, which is traveling in front of vehicle 10, he also considers the positional relationship between vehicle 41, which is traveling behind vehicle 10, and changes the lateral position of vehicle 10. Therefore, in order to prevent the learning of correction values ​​under this special condition, the correction value is multiplied by a correction coefficient smaller than 1 to prevent excessive learning.

[0110] If there is no vehicle 41 traveling in the adjacent lane 63, or if other vehicle 41 is not located within the second reference distance from vehicle 10 to the rear, the driving plan device 15 does not make corrections to the correction value as described above.

[0111] In this disclosure, the vehicle control device, vehicle control computer program, and vehicle control method described above can be appropriately modified without departing from the spirit of this disclosure. Furthermore, the technical scope of this disclosure is not limited to these embodiments, but extends to the invention described in the claims and its equivalents.

[0112] For example, when the vehicle is in adverse weather conditions such as rain or snow, the correction factor can be set to zero or smaller compared to favorable weather conditions such as sunny days. Because the road surface is wet in adverse weather, the driving conditions differ from those on dry roads. Therefore, the impact of the correction for adverse weather conditions on the correction value for favorable weather conditions can be reduced. Alternatively, correction values ​​can be calculated separately for favorable and adverse weather conditions.

Claims

1. A vehicle control device characterized by comprising: having: a reference lateral position setting section that sets, when an inter-vehicle distance between another vehicle traveling in an adjacent lane adjacent to a travel lane in which a vehicle is traveling and the vehicle is a predetermined reference distance or less, a reference lateral position that is a reference of a lateral position of the vehicle on the travel lane that is orthogonal to a traveling direction, based on at least the inter-vehicle distance; a target lateral position decision section that decides a target lateral position that is a target of control of the vehicle, based on the reference lateral position and a current correction value for the reference lateral position; a count section that counts a number of changes in the lateral position of the vehicle on the travel lane from the target lateral position due to an operation of a driver; and a correction value calculation section that calculates a new correction value for the reference lateral position, based on a correction coefficient decided in accordance with the number of changes and an amount of change in the lateral position of the vehicle from the target lateral position due to the operation of the driver, the target lateral position decision section decides the target lateral position next time, based on the reference lateral position and the new correction value, the relationship between the correction coefficient and the number of changes has a first region in which the correction coefficient increases as the number of changes increases, and a second region in which the correction coefficient increases faster than in the first region as the number of changes increases.

2. The vehicle control device according to claim 1, the relationship between the correction coefficient and the number of changes has the first region, the second region, and a third region in which the correction coefficient increases slower than in the second region as the number of changes increases.

3. The vehicle control device according to claim 1 or 2, the correction value calculation section calculates the new correction value that is smaller than when the second another vehicle is not traveling in the other adjacent lane or when the inter-vehicle distance between the vehicle and the second another vehicle is longer than the second predetermined reference distance, when an inter-vehicle distance between the second another vehicle traveling in a second other adjacent lane different from the adjacent lane and the vehicle is a second predetermined reference distance or less.

4. A non-transitory storage medium readable by a computer, which stores a vehicle control computer program, the vehicle control computer program causing a processor to execute processes including: setting, when an inter-vehicle distance between another vehicle traveling in an adjacent lane adjacent to a travel lane in which a vehicle is traveling and the vehicle is a predetermined reference distance or less, a reference lateral position that is a reference of a lateral position of the vehicle on the travel lane that is orthogonal to a traveling direction, based on at least the inter-vehicle distance; deciding a target lateral position that is a target of control of the vehicle, based on the reference lateral position and a current correction value for the reference lateral position; counting a number of changes in the lateral position of the vehicle on the travel lane from the target lateral position due to an operation of a driver; and calculating a new correction value for the reference lateral position, based on a correction coefficient decided in accordance with the number of changes and an amount of change in the lateral position of the vehicle from the target lateral position due to the operation of the driver. a new correction value for the reference lateral position is calculated based on a correction coefficient determined in accordance with the number of changes and an amount of change in the lateral position of the vehicle from the target lateral position due to the operation of the driver, the target lateral position for the next time is determined based on the reference lateral position and the new correction value, the relationship between the correction coefficient and the number of changes has a first region in which the correction coefficient increases as the number of changes increases, and a second region in which the correction coefficient increases faster than in the first region as the number of changes increases.

5. A vehicle control method that is executed by a vehicle control device, comprising: when an inter-vehicle distance between another vehicle that is traveling in an adjacent lane adjacent to a travel lane in which a vehicle is traveling and the vehicle is a predetermined reference distance or less, setting a reference lateral position that represents a reference of a lateral position of the vehicle in the travel lane that is orthogonal to a traveling direction, based on at least the inter-vehicle distance; determining a target lateral position that becomes a target of the vehicle being controlled, based on the reference lateral position and a current correction value for the reference lateral position; counting a number of changes in which a lateral position of the vehicle in the travel lane has changed from the target lateral position due to an operation of a driver; and a new correction value for the reference lateral position is calculated based on a correction coefficient determined in accordance with the number of changes and an amount of change in the lateral position of the vehicle from the target lateral position due to the operation of the driver, the target lateral position for the next time is determined based on the reference lateral position and the new correction value, the relationship between the correction coefficient and the number of changes has a first region in which the correction coefficient increases as the number of changes increases, and a second region in which the correction coefficient increases faster than in the first region as the number of changes increases.

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