Vehicle system, control method, and storage medium

Abstract

The present application provides a vehicle system, a control method and a storage medium that can further improve the convenience of a user. The vehicle system includes an identification unit that identifies a situation around a host vehicle, a control unit that automatically controls at least a steering of the host vehicle to cause the host vehicle to change lanes based on the situation around the host vehicle identified by the identification unit, and an acquisition unit that acquires information related to a path from a navigation device that guides the path on which the host vehicle travels, and the control unit suppresses control that supports the steering based on an event related to the path that occurs in the navigation device.

Description

Technical Field

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

[0002] In recent years, efforts to provide sustainable transportation systems that take into account various situations have become increasingly active. To achieve this, research and development efforts are focused on further improving traffic safety and convenience through research and development related to driver assistance technologies. For example, devices for automatically performing lane changes have been disclosed (Japanese Patent Application Publication No. 2021-160541, Japanese Patent Application Publication No. 2015-168406). Summary of the Invention

[0003] Previous vehicle control systems did not take into account phenomena occurring within navigation devices. This sometimes caused inconvenience for users and reduced user convenience. For example, the guidance from the navigation device sometimes differed from the vehicle's behavior, further diminishing user convenience.

[0004] This invention was made with such considerations in mind, and one of its objectives is to provide vehicle systems, control methods, and storage media that enhance user convenience. For example, by suppressing inconsistencies between guidance in a navigation device and vehicle behavior, user convenience can be improved, thereby reducing feelings of incongruity. This, in turn, contributes to the development of sustainable transportation systems.

[0005] Solution for solving the problem

[0006] The vehicle system, control method, and storage medium of the present invention adopt the following structure.

[0007] (1): A vehicle system according to one aspect of the present invention includes: an identification unit that identifies the surrounding conditions of the vehicle; a control unit that automatically controls at least the steering of the vehicle to change lanes based on the surrounding conditions identified by the identification unit; and an acquisition unit that acquires path-related information from a navigation device that guides the vehicle's travel path, wherein the control unit, in the event that a path-related event occurs in the navigation device, suppresses control to support the steering based on the event.

[0008] (2): Based on the above scheme (1), the event includes one or more of the following events: setting the destination of the vehicle, changing the destination, setting a route, changing a route, canceling the destination, canceling a route, retrieving the path, canceling the path, and interrupting path-based guidance.

[0009] (3): Based on the above scheme (1) or (2), the control unit changes the content of the control during suppression based on the type of the event.

[0010] (4): Based on any of the above schemes (1) to (3), in the event of the event, the control unit suppresses the first control and allows the second control, the first control being the steering control that supports the steering performed according to the proposal of the vehicle system, and the second control being the steering control that supports the steering performed based on the operation performed according to the intention of the driver of the vehicle.

[0011] (5): Based on any of the above schemes (1) to (4), the control unit is able to perform a first control, which means that the vehicle automatically changes lanes to a lane for going to a destination or a transit point (hereinafter referred to as the target location). If, when the control unit is performing the first control based on the path for going to the first target location, an event occurs in which the user changes the target location from the first target location to the second target location, the first control based on the path for going to the first target location is stopped.

[0012] (6): Based on any of the above schemes (1) to (5), the control unit is able to perform a first control, which means controlling the vehicle to automatically change lanes to a lane for going to a destination or a transit point (hereinafter referred to as the target location). When the event is setting a new destination, the control unit performs the first control after obtaining a path for going to the new destination from the navigation device.

[0013] (7): Based on the above scheme (5) or (6), the control unit is able to perform a third control, which means proposing that the vehicle change lanes to an adjacent lane adjacent to the lane in which the vehicle is traveling, without considering the destination, and automatically changing lanes to the adjacent lanes when the driver approves the proposal. If an event of changing the target location or setting a new target location occurs when the control unit is performing the third control, the third control is stopped.

[0014] (8): Based on any of the schemes in (1) to (7) above, the control unit is able to perform a first control, which means that the vehicle automatically changes lanes to a lane for going to a destination or a transit point (hereinafter referred to as the target location). If, when the control unit is performing the first control based on the path to the first target location, an event occurs in which the navigation device searches for the path to the first target location without relying on the user's operation, the first control based on the path to the first target location continues.

[0015] (9): Based on the above (8) scheme, the control unit can perform a third control, which means proposing that the vehicle change lanes to an adjacent lane adjacent to the lane in which the vehicle is traveling, without considering the destination, and automatically changing lanes to the adjacent lane if the driver approves the proposal. If the third control is performed and an event occurs in which the navigation device searches for a path to the first target location without relying on the user's operation, the control unit continues the third control.

[0016] (10): Based on any of the schemes in (1) to (9) above, the control unit is capable of performing a first control and a third control. The first control refers to the control that causes the vehicle to automatically change lanes to a lane for going to a destination or a transit point (hereinafter referred to as the target location). The third control refers to the control that proposes the vehicle to change lanes to an adjacent lane adjacent to the lane in which the vehicle is traveling, without considering the destination, and causes the vehicle to automatically change lanes to the adjacent lane if the driver acknowledges the proposal. If, while the control unit is performing the first control based on the path to the first target location, an event occurs in which the user cancels the first target location or stops the guidance to the first target location, the first control is stopped and the third control is started.

[0017] (11): Based on any of the schemes in (1) to (10) above, the control unit is able to perform a first control, which means that the vehicle automatically changes lanes to a lane for going to a destination or a transit point (hereinafter referred to as the object location). If the navigation device performs the first control for going to the first object location and an event occurs in which the object location is changed to the second object location, the control unit outputs an object path for going to the second object location. If the event occurs, the control unit stops the first control for going to the first object location, and if the object path is obtained from the navigation device, the control unit performs the first control based on the object path.

[0018] (12): Based on any of the schemes in (1) to (11) above, the control unit is able to perform a first control, which means that the vehicle automatically changes lanes to a lane for going to a destination or a transit point (hereinafter referred to as the target location). When the navigation device is performing the first control for going to the first target location, an event occurs in which the first path to the first target location is automatically updated without relying on the user's operation, and a second path is derived based on the event. In the case of the occurrence of the event, the control unit does not stop the first control based on the first path. When the second path is obtained from the navigation device, the control unit stops the first control based on the first path and performs the first control based on the second path.

[0019] (13): Another aspect of the present invention provides a control method that causes the control device to perform the following processing: identify the surrounding conditions of the vehicle; based on the identified surrounding conditions, automatically control at least the steering of the vehicle to cause the vehicle to change lanes; obtain path-related information from a navigation device that guides the path of the vehicle; and, if a path-related event occurs in the navigation device, suppress control that supports the steering based on the event.

[0020] (14): In another embodiment of the present invention, the storage medium stores a program, wherein the program causes the control device to perform the following processing: identifying the surrounding conditions of the vehicle; automatically controlling the steering of the vehicle to change lanes based on the identified surrounding conditions; obtaining path-related information from a navigation device that guides the path of the vehicle; and, if a path-related event occurs in the navigation device, suppressing control to support the steering based on the event.

[0021] Invention Effects

[0022] According to the schemes in (1)-(14), the inconsistency between the guidance in the navigation device and the behavior of the vehicle can be eliminated, and the user's sense of incongruity can be suppressed. Moreover, appropriate steering support is provided, thus improving the user's convenience.

[0023] According to the scheme in (5), when the location of the target is changed, the control unit stops the first control, thereby suppressing the inconsistency between the guidance of the navigation device and the control of the vehicle.

[0024] According to the scheme in (7), in the event of a change in the target location or a new target location being set, the control unit stops the third control, thereby avoiding obstruction of the vehicle from reaching the changed or new target location.

[0025] According to scheme (8) or (9), if an event occurs in which the navigation device searches for a path to the first target location, the control unit continues the first control or the third control, thereby improving user convenience and product quality.

[0026] According to the scheme of (10), in the event of the cancellation of the first target location or the suspension of guidance, the control unit suspends the first control and immediately starts the third control, thereby improving the convenience of the user. Attached Figure Description

[0027] Figure 1 This is a structural diagram of a vehicle system utilizing a vehicle control system implemented in this way.

[0028] Figure 2 This diagram illustrates an example of a scenario where the recommendation department recommends lane changes.

[0029] Figure 3 This is a diagram illustrating an example of a scenario where vehicle M is traveling in a branch lane.

[0030] Figure 4 This is a flowchart illustrating an example of a process performed by a driving support device.

[0031] Figure 5 This diagram illustrates the controls performed in the navigation device, MPU, and driver support device 100.

[0032] Figure 6 It is a diagram used to illustrate the phenomenon of a change in route.

[0033] Figure 7 This is a diagram (1) used to illustrate the process when a route change occurs.

[0034] Figure 8 This is a diagram (Figure 2) used to illustrate the process when a route change occurs.

[0035] Figure 9 This is a sequence diagram illustrating an example of the processing flow performed by the navigation device, MPU, and driver support device.

[0036] Figure 10 This is a diagram illustrating an example of information provided by a navigation device. Detailed Implementation

[0037] [Overall Structure]

[0038] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control system of the embodiment. The vehicle equipped with vehicle system 1 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.

[0039] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) device 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 60, a driver monitoring camera 70, driving controls 80, a driving support device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. The driving support device 100 is an example of a "control device".

[0040] 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 is mounted anywhere on the vehicle equipped with vehicle system 1 (hereinafter referred to as the vehicle M). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, the back of the rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of the vehicle M. Camera 10 can also be a stereo camera.

[0041] 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.

[0042] 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 illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on the vehicle M.

[0043] 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 position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the driver support 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 driver support device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0044] 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.

[0045] The HMI30 provides various information to the occupants of vehicle M and accepts input operations performed by the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc. The HMI30 is equipped with display devices. These display devices are, for example, speedometers located in the center of the instrument panel of vehicle M, indicating the speed of vehicle M or tachometers indicating the rotational speed of the internal combustion engine in vehicle M, etc., displaying various information from vehicle M; these are also known as multi-information displays.

[0046] The 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 the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0047] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) 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.

[0048] 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., every 100 [m] in 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. For example, the lane recommendation unit 61 decides to drive in a lane connecting to the branch lane a few km ahead, or decides to drive in an adjacent lane when the lane disappears a few km ahead. The lane recommendation unit is an example of an "acquisition unit".

[0049] The second map information 62 is map information with higher accuracy 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 road information, traffic restriction information, residential information (address and postal code), facility information, telephone number information, etc. The second map information 62 can also be updated in real time by communicating with other devices through the communication device 20.

[0050] The driver monitoring camera 70 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD or CMOS. The driver monitoring camera 70 is installed at any location within the vehicle M, positioned and facing forward (with the face facing outwards) to capture the head of the occupant (hereinafter referred to as the driver) seated in the driver's seat. For example, the driver monitoring camera 70 is mounted above a display device located in the center of the dashboard of the vehicle M. The driver monitoring camera 70 outputs images captured from the interior of the vehicle, including the driver of the vehicle M, from its designated location to the driver support device 100.

[0051] The driving controls 80, in addition to the steering wheel 82, include, for example, a steering indicator switch, accelerator pedal, brake pedal, gear shift lever, and other controls. Sensors are installed in the driving controls 80 to detect the amount of operation or whether operation has occurred. The detection results are output to some or all of the following: the driving support device 100, the driving force output device 200, the braking device 210, and the steering device 220. The steering wheel 82 does not necessarily have to be ring-shaped; it can also be an irregularly shaped steering wheel, a lever, a button, etc. A steering wheel grip sensor 86 is installed in the steering wheel 82.

[0052] The steering wheel grip sensor 86 is implemented, for example, by a capacitance sensor, a piezoelectric element, etc. The steering wheel grip sensor 86 detects whether the driver is gripping the steering wheel 82. Gripping refers to the state in which the driver holds the steering wheel, the state in which the hand contacts the steering wheel and applies a force greater than a specified degree to the steering wheel, etc.

[0053] The steering wheel grip sensor 86 can also detect grip based on images captured by a camera, or by using optical methods such as radar devices (methods that do not require contact with the sensor).

[0054] The driving support device 100 includes, for example, an identification unit 110, a driver identification unit 120, a speed control unit 130, a lane keeping control unit 140, a lane change control unit 150, a recommendation unit 160, a determination unit 170, and a control management unit 180. Some or all of these functional units are implemented by executing programs (software) using 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 driving support 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 driving support device 100 by mounting the storage medium (a non-transitory storage medium) to a drive unit. The functional structure, including the lane change control unit 150, the recommendation unit 160, and the control management unit 180, is an example of the "control unit".

[0055] The recognition unit 110 identifies the position, speed, acceleration, and other states of objects surrounding the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can also be represented by representative points such as its center of gravity or corners, or by a region. The "state" of an object can also include its acceleration, jerk, or "action state" (e.g., whether it is changing lanes or about to change lanes).

[0056] The identification unit 110 identifies, for example, the lane in which the vehicle M is traveling (driving lane). For instance, the identification unit 110 identifies the driving lane by comparing the pattern of road markings (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding the vehicle M identified from an image captured by the camera 10. The identification unit 110 is not limited to road markings; it can also identify driving lanes by recognizing road markings, including road shoulders, curbs, median strips, guardrails, etc. In this identification, the position of the vehicle M obtained from the navigation device 50 and INS-based processing results may also be taken into consideration. The identification unit 110 identifies temporary stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0057] When identifying a driving lane, the identification unit 110 identifies the position and orientation of the vehicle M relative to the driving lane. For example, the identification unit 110 may 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 orientation of the vehicle M relative to the driving lane. Alternatively, the identification unit 110 may identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane.

[0058] The driver recognition unit 120 determines whether the driver is in a prescribed state based on images captured by the driver monitoring camera 70. A prescribed state refers to a state where the driver can perform hands-free lane keeping control, as described later. Hands-free means the driver is not holding the steering wheel, while hands-free means the driver is holding the steering wheel. The state where the driver can perform hands-free lane keeping control means that the driver is monitoring the road ahead. Monitoring the road ahead means, for example, that the driver is monitoring the road ahead so that the driver can quickly hand over control of the vehicle from the system to the driver's own operation. Monitoring the road ahead means, for example, that the driver's gaze is directed forward.

[0059] The speed control unit 130 automatically controls the driving force output device 200 and the braking device 210 without relying on the driver's operation, and automatically controls the speed of the vehicle M. The speed control unit 130 performs so-called ACC (Adaptive Cruise Control).

[0060] For example, when there are no other vehicles in front of the vehicle M and within a specified distance of the vehicle M, the speed control unit 130 automatically controls the driving force output device 200 and the braking device 210 without relying on the driver's operation, so that the vehicle M moves at the speed set by the driver, the legal speed.

[0061] For example, when there are other vehicles in front of the vehicle M and within a predetermined distance of the vehicle M, the speed control unit 130 automatically controls the driving force output device 200 and the braking device 210 without relying on the driver's operation, so as to follow the other vehicles. Following means that the vehicle M maintains a position behind other vehicles and at a predetermined distance from them while driving.

[0062] The lane keeping control unit 140 controls the steering device 220 to prevent the vehicle M from leaving the driving lane. For example, the lane keeping control unit 140 controls the steering device 220 to keep the vehicle M in the center or near the center of the driving lane detected by the identification unit 110. Hereinafter, this control will sometimes be referred to as "lane keeping control". The lane keeping control unit 140 performs both manual lane keeping control and hands-free lane keeping control.

[0063] Manual lane keeping control is a control that is executed while the driver is holding the steering wheel (the steering wheel holding sensor 86 detects this holding). The conditions for executing manual lane keeping control are less stringent than those for executing non-manual lane keeping control. For example, manual lane keeping control is executed when the vehicle's speed M is above a predetermined speed and the driver is monitoring the road ahead.

[0064] Non-hands-on lane keeping control is a control that operates when the driver is not holding the steering wheel (the steering wheel holding sensor 86 does not detect steering wheel holding). Non-hands-on lane keeping control can be activated, for example, when the following conditions are met: the vehicle M is traveling at a speed above a specified speed, the vehicle M is traveling on a specified road (e.g., a road or road category pre-set to enable non-hands-on lane keeping control), and the driver is monitoring the road ahead. Non-hands-on lane keeping control is activated when the driver is monitoring the road ahead, and is not activated or is deactivated when the driver is not monitoring the road ahead.

[0065] The conditions described above for enabling manual and non-manual lane keeping control are just one example. Other conditions may also be included (e.g., the vehicle M is following the vehicle in front), or some conditions may be omitted. The conditions for enabling manual lane keeping control need to be less stringent than the conditions for enabling non-manual lane keeping control (the conditions for enabling non-manual lane keeping control need to be more stringent than the conditions for enabling manual lane keeping control).

[0066] The lane change control unit 150 automatically causes the vehicle M to change lanes. When the driver issues a lane change instruction while the vehicle is in a hands-free lane keeping control state, the lane change control unit 150 automatically causes the vehicle M to change lanes (ALC: Automatic Lane Change). The lane change instruction refers to the operation of the lever of the direction indicator switch. For example, when the driver operates the lever in the direction in which the vehicle M is to change lanes, the vehicle M changes lanes in the direction corresponding to the operation. This control is an example of "secondary control".

[0067] The lane change instruction can also be an operation different from operating the lever of the direction indicator switch. For example, a lane change can be performed by pressing a designated operation button. The lane change control unit 150, upon driver acceptance of the recommendation from the recommendation unit 160 (described later), causes the vehicle M to change lanes.

[0068] Alternatively, the lane change control unit 150 may execute a lane change based on the condition that the driver is holding the steering wheel (the steering wheel holding sensor 86 detects this holding). In addition to the driver holding the steering wheel, the lane change control unit 150 may also execute a lane change if, for example, the following conditions are met.

[0069] The conditions include, for example, the absence of obstacles in the lane to which the lane change destination is located, no interference with other vehicles during the lane change, the absence of lane change prohibition zones (no road signs or markings prohibiting lane changes), the identification (and actual existence) of the lane to which the lane change destination is located, the yaw rate detected by the vehicle sensor 40 being less than a threshold, and the radius of curvature of the road being traveled being greater than or equal to a specified value. The conditions for executing a lane change may also include other conditions, or some conditions may be omitted.

[0070] Recommendation Department 160 proposed a lane change for vehicle M to the driver. Details of this action are described below.

[0071] The determining unit 170 determines the position of the vehicle M in the map information based on map information (first map information 54 or second map information 62) including lane-related information and the position of the vehicle M. The map information includes lane-related information. Lane-related information refers to, for example, the location where a lane disappears, the location where a lane decreases, or the location where a lane connects to a branch lane. The determining unit 170 determines the position of the vehicle M in the map information based on the map information and the position of the vehicle M. For example, the determining unit 170 determines the location where a lane connects to a branch lane relative to the position of the vehicle M. For example, the determining unit 170 determines that a branch lane connects to a driving lane 5 km ahead.

[0072] Based on the position of vehicle M, control management unit 180 instructs recommendation unit 160 to recommend a lane change. After the driver acknowledges the recommendation, control management unit 180 instructs lane change control unit 150 to perform a lane change for vehicle M. Control management unit 180 instructs lane change control unit 150 to perform the lane change, thus executing the lane change for vehicle M. Details regarding the processing by control management unit 180 will be described later.

[0073] 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 that controls them. The ECU controls the above-mentioned structure according to information input from the driving support device 100 or from the driving operation device 80.

[0074] 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 driving support device 100 or from the driving operation device 80, so that braking torque corresponding to the braking operation is output to each wheel.

[0075] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, 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 driving support device 100 or from the driving operation device 80.

[0076] [Steering support provided by driving support devices]

[0077] The driving support device 100 performs along-the-way recommendations and route guidance recommendations. Route guidance recommendations are suggestions for the vehicle M to change lanes when a lane change is required. Route guidance recommendations include branching recommendations and lane reduction recommendations. These will be explained below. The control related to along-the-way recommendations is an example of "third control," and the control related to branching recommendations (branching control) is an example of "first control."

[0078] [Recommended along the way]

[0079] The recommendation department 160 recommends lane changes to the driver. Figure 2 This diagram illustrates an example of a scenario where the recommendation lane (160) is being changed. Figure 2 In this configuration, lane 1 (L1) and lane 3 (L3) are driving lanes, while lane 2 (L2) is an overtaking lane. Lane 1 (L1) is located between lane 2 (L2) and lane 3 (L3).

[0080] When vehicle M is traveling in the third lane L3 based on control via ACC and hands-free lane keeping control (at time T), the recommendation unit 160, for example, recommends that vehicle M change lanes to the first lane L1. The recommendation is made, for example, via HMI 40 through sound, images, etc. When the driver operates the approval button (not shown) in response to the recommendation and the driver holds the steering wheel, the lane change control unit 150 causes vehicle M to change lanes. Approval of the recommendation can be either the operation of the approval button or the holding of the steering wheel, or both.

[0081] When vehicle M is traveling in the first lane L1 (at time T+1), the recommendation unit 160, for example, recommends that vehicle M change lanes to the third lane L3, which is an overtaking lane. When vehicle M changes lanes and is traveling in the second lane L2 (at time T+2), the recommendation unit 160, for example, recommends that vehicle M change lanes to the first lane L1, which is a driving lane. After vehicle M changes lanes to the first lane L1 (at time T+3), it recommends that vehicle M change lanes to the third lane L3, which is an overtaking lane.

[0082] Thus, the recommendation unit 160 makes the following recommendations: when vehicle M is in the driving lane, it changes lanes to the overtaking lane; when vehicle M is in the overtaking lane, it changes lanes to the adjacent driving lane. Hereinafter, this process is sometimes referred to as "along-route recommendation." Lane changes performed via along-route recommendation are an example of "third control that proposes a lane change to an adjacent lane adjacent to the vehicle's driving lane without considering the destination, and automatically changes the vehicle to the adjacent lane if the driver acknowledges the proposal."

[0083] When vehicle M is scheduled to travel on a branch road connecting to the third lane L3, recommendation unit 160 stops recommending along the route and recommends that vehicle M change lanes to the third lane L3. Recommendation unit 160 stops recommending along the route and makes a branch lane recommendation when the position of vehicle M meets the conditions described later.

[0084] Lane changes can also be made using the following methods. The recommendation unit 160 can also recommend lane changes for overtaking a vehicle when there is a vehicle ahead of vehicle M and vehicle M appears poised to catch up with it within a specified time. The recommendation unit 160 can also recommend lane changes to yield to a vehicle behind vehicle M when there is a vehicle behind vehicle M and the vehicle appears poised to catch up with it within a specified time. The recommendation unit 160 can also recommend lane changes to the third lane L3 when vehicle M is traveling in the first lane L1 and it is anticipated that changing to the second lane L2 would interfere with the travel of other vehicles traveling in the second lane L2. In other words, the recommendation unit 160 can also propose lane changes to lanes where lane changes are permitted.

[0085] [Recommendations regarding branching out]

[0086] When a destination for vehicle M is set, and vehicle M is traveling in a branch lane while heading to the destination, the following control is performed (branch control). Figure 3 This diagram illustrates an example of a scenario where vehicle M is traveling in a branch lane. Figure 3 In the example, the third lane L3 connects to the branch lane. The vehicle M is located at a predetermined distance ahead of the connection point P where the third lane L3 connects to the branch lane in the direction of travel. Suppose that the vehicle M reaches the connection point P by passing through positions (1), (2), (3), (4), and (5), and then enters the branch lane and passes through positions (6) and (7). In the following description, the speed control of the vehicle M is omitted, but regarding speed, the surrounding conditions are taken into account and appropriately adjusted (ACC is executed), and the speed is controlled to allow for smooth lane changes when the vehicle M changes lanes.

[0087] Before vehicle M reaches position (1), non-hands-free lane keeping control is performed, and lane-keeping recommendations are made. When vehicle M reaches position (1), a lane-changing recommendation is made. A lane-changing recommendation refers to a recommendation that causes vehicle M to change lanes to the branch lane.

[0088] The control management unit 180 causes the first area of ​​the display unit to display image A1, the second area to display image A2, and the third area to display image A3. A branching recommendation is made for a first time (e.g., a maximum of 10 seconds).

[0089] The first, second, and third areas can be different display units (display devices), or different areas within a single display unit. For example, the first, second, and third areas could also be different areas of a multi-information display provided in front of the driver's seat. The image displayed in the first area could be, for example, an image corresponding to an indicator that informs the driver of the status of the vehicle M.

[0090] Image A1 is, for example, an image suggesting a lane change to the third lane L3, which is a branch lane. Image A2 includes information indicating that a branch exists at a predetermined distance ahead, information indicating that a lane change can be performed if the confirmation button is pressed, and image A1. Image A3 is, for example, an image showing the surrounding conditions of the vehicle M, and an image of the future trajectory of the vehicle M when a lane change is performed. The surrounding conditions of the vehicle M refer to, for example, an image showing information such as other vehicles detected by the vehicle system 1, road markings, etc.

[0091] Suppose that the driver acknowledges a lane change during the interval between the arrival position (1) and arrival position (2) of the vehicle M. In this case, the control management unit 180 causes the first area of ​​the display unit to display image B1, the second area to display image B2, and the third area to display image B3. Images B1, B2, and B3 display a second time (e.g., a maximum of 30 seconds). The second time is a longer time than the first time.

[0092] Image B1 is an image in which the arrow indicating the direction of the lane change for vehicle M is emphasized compared to the arrow in image A1. Image B2 includes information indicating that a lane change has been accepted, information indicating that the lane change can be stopped by operating the acknowledge button, and image B1. Image B3 contains the same information as image A3, but the colors of the arrows, road markings, etc., in image A3 are different. In image B3, the acceptance of a lane change is represented by using a different color than that used in image A3.

[0093] If no recommendation is made at position (3) or at a position a specified distance from the front of position (3), the following steering support will not be initiated, and the driver must change lanes by moving vehicle M. For example, the driver may change lanes by driving vehicle M or by operating the direction indicator to allow lane change control unit 150 to change lanes by moving vehicle M.

[0094] When vehicle M reaches position (3), steering support begins. The start of steering support means that vehicle M begins a lane-changing maneuver. The start of this maneuver can be the control unit 180 illuminating the direction indicator, or it can be the vehicle M beginning lateral movement. The start of the maneuver can also be a pre-set maneuver. Steering support is conditional upon hand grip. During steering support, the displayed image is the one used in operation support.

[0095] At position (4), vehicle M completes a lane change to the third lane L3. Then, at position (5), the control management unit 180 illuminates the direction indicator without relying on the driver's operation, causing vehicle M to change lanes from the third lane L3 to the branch lane. When multiple lane changes are required, the control management unit 180, upon approving the branch lane recommendation, guides vehicle M to its destination by performing multiple lane changes with a single approval.

[0096] At position (6), the vehicle M completes a lane change to the third lane L3. When the vehicle M reaches position (7), which is the end position of the branch, the control management unit 180 terminates driving support. This terminates speed control and steering control performed by the driving support device 100. After termination, the driver operates the driving control unit 80 to drive the vehicle M.

[0097] [Recommendations regarding lane reduction]

[0098] When the vehicle M is traveling in a lane that is about to disappear, the driving support device 100 performs lane reduction control by guiding the vehicle M to change lanes to an adjacent lane. Figure 4 This diagram illustrates the control system when lanes are reduced. Figure 4 In the example, let's assume that vehicle M is traveling in lane L2, which is about to disappear at a predetermined distance ahead. Figure 4 In the example, the positions from the vanishing position E of the third lane L3 in the direction of travel, from farthest to closest, are (1), (2), (3), (4), and (5). In the following description, the speed control of the vehicle M is omitted, but regarding speed, the surrounding conditions are taken into account and it is appropriately controlled to enable smooth lane changes.

[0099] Before the vehicle M reaches position (1), non-hands-free lane keeping control is performed. At position (1), lane keeping recommendations are stopped. During the interval from the arrival position (1) to the arrival position (2) of the vehicle M, lane reduction recommendations are made. Lane reduction recommendations refer to recommendations that cause the vehicle M to change lanes from the lane reducing lane to the driving lane adjacent to the lane reducing lane. The control management unit 180 displays image C1 in the first area of ​​the display unit, image C2 in the second area, and image C3 in the third area. Lane change recommendations are made for a first time (e.g., a maximum of 10 seconds).

[0100] Image C1 is the same as image A1. Image C2 includes information indicating that the lane has narrowed at a specified distance ahead, information indicating that a lane change can be performed if the confirmation button is pressed, and image C1. Image C3 contains the same information as image A3.

[0101] Assuming the vehicle M is traveling from arrival position (2) to arrival position (3), the driver acknowledges a lane change. In this case, the vehicle enters a state of waiting for steering support, and the control management unit 180 displays image D1 in the first area of ​​the display unit, image D2 in the second area, and image D3 in the third area. Images D1, D2, and D3 display a second time (e.g., a maximum of 30 seconds). The second time is longer than the first time.

[0102] Image D1 is an image where the arrow indicating the direction of the lane change for vehicle M, contained in image C1, is emphasized more than the arrow in image C1. Image D2 includes information indicating that a lane change has been accepted, information indicating that the lane change can be stopped by operating the acknowledge button, and image D1. Image D3 contains the same information as image C3, but the colors are different from those of the arrows, road markings, etc. in image C3. In image DC3, the acceptance of a lane change is represented by using a different color than that used in image C3.

[0103] If no recommendation is made at position (3) or at a distance from the front of position (3) where steering support is not initiated, the driver must change lanes for vehicle M. For example, the driver may change lanes for vehicle M by driving or by operating the direction indicator to allow the lane change control unit 150 to change lanes for vehicle M.

[0104] When vehicle M reaches position (3), steering support begins. The start of steering support means that vehicle M begins a lane change. The start of this action can be the control unit 180 illuminating the direction indicator, or vehicle M beginning lateral movement. The start of the action can also be a pre-set action other than these. Steering support is conditional upon hand grip. Lane change by vehicle M is completed at position (5). Lane change can also be restarted after completion.

[0105] Position (4) is the position where steering support is abandoned. Steering support is discontinued if the vehicle M cannot begin lateral movement before reaching position (4). Inability to lateral movement means that the driver is not holding the steering wheel, or the vehicle M cannot begin lane changing based on the surrounding traffic conditions (e.g., interference with other vehicles when making a lane change, uncertainty in the driver support device 100's determination of the vehicle M's position, inability to recognize the lane, traffic congestion ahead, or other conditions that prevent lane changing from starting). Furthermore, support operation is also stopped if the conditions for interrupting lane changing are met after lateral movement has begun. The conditions for interruption are, for example, the same or similar conditions as those for inability to begin lateral movement.

[0106] As described above, the driving support device 100 provides recommendations along the way and route guidance, thereby improving user convenience.

[0107] [Regarding the collaboration between navigation devices, MPUs, and driver support systems]

[0108] Figure 5 This diagram illustrates the controls performed in the navigation device 50, MPU 60, and driver support device 100. Before a route change occurs (described in detail later), the navigation device 50 displays the previous route on the display unit and provides guidance. When a route change occurs, the navigation device 50 begins calculating the route change and displays information indicating that the route change calculation is in progress. If the navigation device 50 automatically updates the route considering factors such as congestion, it continues to provide guidance.

[0109] When the route change calculation is complete, the navigation device 50 displays the updated route on the display unit and provides guidance. After the route change calculation is complete, the navigation device 50 sends the updated route to the MPU 60. Upon receiving the updated route from the navigation device 50, the MPU 60 begins the route change calculation within the MPU 60. This calculation generates information such as the lane the vehicle M will travel in and lane change plans based on the path generated by the navigation device 50. After the route change calculation is complete, the MPU 60 outputs the updated route. Upon receiving the updated route from the MPU 60, the driving support device 100 controls the vehicle M based on the updated route.

[0110] As described above, sometimes the timing of the driving support device 100 controlling the vehicle M with the updated route is delayed relative to the timing of the navigation device 50 starting guidance with the updated route. Therefore, in this embodiment, the following is performed. Figure 7 The processing described in the text aims to minimize any sense of incongruity for users and improve user convenience.

[0111] [Regarding the phenomenon of route changes]

[0112] The following is for reference Figure 6 This explains the phenomenon of route changes. Route changes occur in modes 1 through 4. Mode 1 involves manually setting a new destination. "Manual" refers to user intervention. Mode 1 is the state where a destination has changed from one where no destination was set to one where a new destination has been set.

[0113] Mode 2 involves manually changing the destination or transit point (hereinafter referred to as the object location). Mode 2 is a mode that changes the set object location to another object location through user operation.

[0114] Mode 3 refers to the situation where a route change is initiated automatically. Mode 3 means that the navigation device 50 automatically changes the route without changing the set destination and without relying on user input. For example, the navigation device 50 generates a route to avoid congestion and performs intelligent route retrieval, taking congestion into account. Intelligent route retrieval refers to retrieving a route to the destination quickly while minimizing the costs associated with toll roads. Mode 3 is an example of a "route retrieval event."

[0115] Mode 4 is for situations where a manually set object location is canceled or the boot process is interrupted. Mode 4 is for situations where a set object location is canceled or the user interrupts the boot process to the object location.

[0116] [Handling of Route Changes]

[0117] When a phenomenon (event) related to route derivation occurs in the navigation device 50, the control management unit 180 suppresses the control that supports steering based on the event. The control management unit 180 changes the content of the suppression control based on the type of event.

[0118] Figure 7 This diagram illustrates the procedures for handling route changes. Figure 8 It is Figure 7 The content is summarized in a simpler diagram.

[0119] Regarding Mode 1: In Mode 1, a new destination is set, so no branching recommendations occur. After obtaining a route to the new destination from the navigation device 50, the driving support device 100 makes branching recommendations based on that route. If the navigation device 50 experiences a Mode 1 phenomenon while making lane-reduction recommendations, the lane-reduction recommendation (route guidance function) continues to be provided. If the Mode 1 phenomenon occurs while making along-the-way recommendations, along-the-way recommendations are stopped (not provided). By stopping along-the-way recommendations, lane changes are prevented from occurring in the direction that would obstruct the route guidance (branching control) after the route change.

[0120] Regarding Mode 2: If the phenomenon of Mode 2 occurs while branching is being suggested, the branching suggestion (path guidance function) is aborted. This is to prevent inconsistencies between the guidance of the navigation device 50 and the branching suggestion. If the phenomenon of Mode 2 occurs while performing lane reduction suggestions, the lane reduction suggestions (path guidance function) continue. If the phenomenon of Mode 2 occurs while performing control based on along-the-way suggestions, the along-the-way suggestions are aborted. This is for the same reason as Mode 1.

[0121] Regarding Mode 3: If the phenomenon of Mode 3 occurs while branching is being suggested, the branching suggestion (path guidance function) continues. If the phenomenon of Mode 3 occurs while performing lane reduction control, the lane reduction control (path guidance function) continues. If the phenomenon of Mode 3 occurs while performing control based on route suggestions, the route suggestion continues.

[0122] The reasons for not restricting branching control and providing route recommendations in Mode 3 are as follows: This is because the phenomenon in Mode 3 occurs relatively frequently (e.g., once every few minutes), and restricting recommendations each time would decrease the effectiveness of the service. Even when the phenomenon in Mode 3 occurs, the route mostly remains unchanged. Therefore, inconsistencies between the guidance from navigation device 50 and the guidance of the branching path rarely occur. This is because route changes due to the phenomenon in Mode 3 are infrequent, so even if route recommendations continue, lane changes in directions that obstruct path guidance (branching control) will not be recommended.

[0123] Regarding Mode 4: If the phenomenon of Mode 4 occurs while branching is being suggested, the branching suggestion (path guidance function) is aborted. If the phenomenon of Mode 4 occurs while performing lane reduction suggestion, the lane reduction suggestion (path guidance function) continues. If branching suggestion is aborted, along-the-path suggestion immediately begins (first control is aborted and third control begins). This is because inconsistencies arise as described above when branching suggestion continues. If the phenomenon of Mode 4 occurs while performing control based on along-the-path suggestion, along-the-path suggestion continues. This is because it has no effect if the path has not yet entered the path guidance path.

[0124] In the modes described above, lane changes are permitted through operations based on the driver's intention. For example, lane changes (second control) are permitted to be performed by the lane change control unit 150 by the driver operating the control unit that controls the direction indicator.

[0125] The above example illustrates a situation where a route change occurred at the start of the recommendation process. However, the same processing could also be performed if a route change occurred after the recommendation was accepted and support for turning around actually began.

[0126] This explains that in Mode 3, branch recommendations and along-the-way recommendations are not suppressed, but alternatively, branch recommendations or along-the-way recommendations can be suppressed.

[0127] [flow chart]

[0128] Figure 9 This is a sequence diagram illustrating an example of the processing flow performed by the navigation device 50, MPU 60, and driving support device 100. First, the navigation device 50 provides a route to the MPU 60 (step S100). The MPU 60 sets a detailed route, including the driving lanes, based on the provided route (step S102). Next, the MPU 60 outputs the set detailed route to the driving support device 100 (step S104). Then, the driving support device 100 controls the vehicle M based on the detailed route output by the MPU 60 (step S106). This allows for branch recommendations as needed.

[0129] In the event of a triggering event, the navigation device 50 sends the content of the triggering event to the MPU 60 (step S108), and the MPU 60 sends the content of the triggering event to the driving support device 100 (step S110). Furthermore, the driving support device 100 performs control corresponding to the triggering event (step S112). In the event of a triggering event, the navigation device 50 performs route change calculations as needed (step S114).

[0130] Here, we will explain the information sent by the navigation device 50 in the event of a triggering event, and the control of the driving support device 100 corresponding to the sent information. Figure 10 This diagram illustrates an example of information provided by the navigation device 50. The navigation device 50, for example, provides the driving support device 100 with information indicating the pattern of the triggered event and whether a route change calculation is in progress, via the MPU 60. The information indicating the pattern includes, for example, information indicating whether the triggered event occurred manually or automatically, and information indicating the cause of the triggered event. The navigation device 50 provides the driving support device 100 with information for determining the pattern of the triggered event.

[0131] Upon receiving information corresponding to Mode 1, the driving support device 100 stops providing route recommendations. The information corresponding to Mode 1 indicates that a new destination has been manually set and that route calculations are in progress.

[0132] Upon receiving information corresponding to Mode 2, the driving support device 100 stops recommending branches and routes. The information corresponding to Mode 2 indicates that the target location and information in the route calculation have been manually changed. For example, if the navigation device 50 is recommending a branch to a first target location and an event occurs where the target location is changed to a second target location, it generates a target path to the second target location. In the event of this event, the driving support device 100 stops recommending branches to the first target location and, having obtained the target path from the navigation device 50, recommends branches based on the target path.

[0133] Upon receiving information corresponding to Mode 3, the driving support device 100 continues with its recommendations. The information corresponding to Mode 3 indicates that congestion consideration or intelligent route retrieval and route change calculations have been automatically initiated. When the navigation device 50 makes recommendations for branching off to the first target location, an event occurs that automatically updates the first path to the first target location without user intervention, and a second path is derived based on the event. If the event occurs, the driving support device 100 does not stop making branching recommendations based on the first path, but if it obtains the second path from the navigation device 50, it stops making branching recommendations based on the first path and executes branching recommendations based on the second path.

[0134] Upon receiving information corresponding to Mode 4, the driving support device 100 stops recommending branches. The information corresponding to Mode 4 indicates that the destination has been manually cancelled or guidance has been stopped, and no route change calculation has been performed.

[0135] return Figure 9The navigation device 50 performs route change calculations, for example, based on a trigger event that requires route change calculation, and sends the calculated route to the MPU 60 after completing the route change calculation (step S116). Next, the MPU 60 calculates a detailed route based on the sent route (step S118) and sends the detailed route to the driving support device 100 (step S120). Then, the driving support device 100 performs control corresponding to the route (step S122).

[0136] According to the implementation described above, when a path-related event occurs in the navigation device 50, the driving support device 100 suppresses steering support control based on the event. This eliminates the inconsistency between the guidance in the navigation device 50 and the behavior of the vehicle M, and suppresses any sense of unease for the user. As a result, user convenience is improved.

[0137] The implementation methods described above can be performed as follows.

[0138] A control device comprising:

[0139] Storage device, which stores a program; and

[0140] Hardware processor,

[0141] The hardware processor performs the following processing by executing a program stored in the storage device:

[0142] Identify the surrounding conditions of this vehicle;

[0143] Based on the surrounding conditions identified by the identification unit, the vehicle's steering is automatically controlled at least to enable the vehicle to change lanes.

[0144] Information related to the route is obtained from a navigation device that guides the vehicle's travel path; and

[0145] If an event related to the path is generated in the navigation device, control supporting the steering is suppressed based on the event.

[0146] 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 system, wherein, The vehicle system includes: The identification unit identifies the surrounding conditions of the vehicle; The control unit, based on the surrounding conditions identified by the identification unit, automatically controls at least the steering of the vehicle to enable the vehicle to change lanes. as well as The acquisition unit obtains path-related information from the navigation device that guides the vehicle's travel path. If a path-related event occurs in the navigation device, the control unit suppresses control that supports the steering based on the event.

2. The vehicle system according to claim 1, wherein, The events include one or more of the following: setting the destination of the vehicle, changing the destination, setting a route, changing a route, canceling the destination, canceling a route, retrieving the route, canceling the route, and interrupting route-based guidance.

3. The vehicle system according to claim 1 or 2, wherein, The control unit changes the control content during suppression based on the type of the event.

4. The vehicle system according to claim 1 or 2, wherein, In the event of the aforementioned event, the control unit suppresses the first control and enables the second control. The first control refers to the control that supports the steering according to the proposal of the vehicle system. The second control refers to steering control that supports actions performed based on the intentions of the driver of the vehicle.

5. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing a first control, which refers to automatically changing the vehicle's lane to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. If, during the execution of first control based on a path to a first object location, an event occurs in which a user changes the object location from the first object location to a second object location, the control unit stops the first control based on the path to the first object location.

6. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing a first control, which refers to automatically changing the vehicle's lane to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. When the event is setting a new destination, the control unit performs the first control after obtaining a path to the new destination from the navigation device.

7. The vehicle system according to claim 5, wherein, The control unit is capable of performing a third control, which refers to proposing a lane change for the vehicle to an adjacent lane without considering the destination, and automatically performing the lane change to the adjacent lane if the driver approves the proposal. If an event occurs that changes the location of the object or sets a new location while the control unit is performing the third control, the third control shall be stopped.

8. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing a first control, which refers to automatically changing the vehicle's lane to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. If, during the execution of first control based on a path to the first target location, an event occurs in which the navigation device retrieves a path to the first target location without relying on the user's operation, the control unit continues the first control based on the path to the first target location.

9. The vehicle system according to claim 8, wherein, The control unit is capable of performing a third control, which refers to proposing a lane change for the vehicle to an adjacent lane without considering the destination, and automatically performing the lane change to the adjacent lane if the driver approves the proposal. If, during the execution of the third control, an event occurs in which the navigation device searches for a path to the first object location without relying on the user's operation, the control unit continues the third control.

10. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing first control and third control. The first control refers to the control that enables the vehicle to automatically change lanes to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. The third control refers to proposing a lane change for the vehicle to an adjacent lane, regardless of the destination, and automatically performing the lane change if the driver approves the proposal. If, during the execution of first control based on a path to the first target location, an event occurs in which the user cancels the first target location or aborts guidance to the first target location, the control unit aborts the first control and begins the third control.

11. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing a first control, which refers to automatically changing the vehicle's lane to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. If, during the first control operation for reaching a first object location, an event occurs where the object location is changed to a second object location, the navigation device generates an object path for reaching the second object location. In the event of the aforementioned event, the control unit ceases the first control for proceeding to the first object location, and upon obtaining the object path from the navigation device, the control unit executes the first control based on the object path.

12. The vehicle system according to claim 1 or 2, wherein, The control unit is capable of performing a first control, which refers to automatically changing the vehicle's lane to a lane designated for travel to or through a destination, wherein the destination or transit point is a location described below. When the navigation device performs the first control for reaching the first target location, an event occurs in which the first path to the first target location is automatically updated without relying on user operation, and a second path is derived based on the event. In the event of the aforementioned event, the control unit does not cease the first control based on the first path; however, if the second path is obtained from the navigation device, the control unit ceases the first control based on the first path and executes the first control based on the second path.

13. A control method, wherein, The control method causes the control device to perform the following processing: Identify the surrounding conditions of this vehicle; Based on the identified surrounding conditions, at least the steering of the vehicle is automatically controlled to enable the vehicle to change lanes. Information related to the route is obtained from the navigation device that guides the vehicle's travel path; as well as If a path-related event occurs in the navigation device, control supporting the steering is suppressed based on the event.

14. A storage medium storing a program, wherein, The program causes the control device to perform the following processing: Identify the surrounding conditions of this vehicle; Based on the identified surrounding conditions, at least the steering of the vehicle is automatically controlled to enable the vehicle to change lanes. Information related to the route is obtained from the navigation device that guides the vehicle's travel path; as well as If a path-related event occurs in the navigation device, control supporting the steering is suppressed based on the event.

Images