Vehicle control device

Abstract

The present invention provides a vehicle control device capable of improving the ride comfort of a driver. A lane change detection section (205) of the vehicle control device (200) of the present invention determines the likelihood of a neighboring vehicle cutting in directly in front of the host vehicle based on a neighboring vehicle relationship value in the direction of travel (e.g., the relative speed of the host vehicle and the neighboring vehicle). An acceleration / deceleration control section (206) corrects the acceleration / deceleration of the host vehicle based on the likelihood of cutting in determined based on the neighboring vehicle relationship value in the direction of travel.

Description

Technical Field

[0001] This invention relates to a technology for a vehicle control device that provides driving assistance. Background Technology

[0002] Vehicle control devices for controlling vehicle movement have long been known. Some of these devices feature adaptive cruise control (ACC), which includes functions such as following a vehicle ahead of it and speed control to maintain a preset speed. Both the following and speed control functions of ACC take into account situations where adjacent vehicles or vehicles cutting in front of the vehicle encroach on its path.

[0003] For example, Patent Document 1 discloses a technology in which, when an adjacent vehicle or a vehicle cutting in line squeezes between one's own vehicle and the preceding vehicle, and the speed of the vehicle cutting in line is higher than that of one's own vehicle, one's own vehicle is not allowed to accelerate for a specified period of time after the cutting in occurs, thereby suppressing the sense of disharmony or unease caused to the driver (Abstract).

[0004] Furthermore, Patent Document 2 discloses a technology that, when an adjacent vehicle or a vehicle cutting in line squeezes between its own vehicle and the preceding vehicle, compares the speeds of the vehicle and the cutting-in vehicle, and performs follow control without slowing down the own vehicle when the speed of the cutting-in vehicle is high and the distance between the two vehicles is gradually increasing. This enables follow control that adapts to the driving behavior of the cutting-in vehicle (Abstract). Figure 6 ). Existing technical documents Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-039318 Patent Document 2: International Publication No. 2018 / 216123 Summary of the Invention The problem the invention aims to solve

[0006] In Patent Documents 1 and 2, vehicle control is implemented based on the relative speed between the vehicle and the vehicle cutting in front after the vehicle is cut off by an adjacent vehicle or a vehicle cutting in front of it. However, when the vehicle is performing lane control to follow the preceding vehicle, it is assumed that the vehicle will accelerate to move closer to the target lane distance if the preceding vehicle accelerates and the lane distance becomes longer than the target lane distance. In this case, the possibility of an adjacent vehicle cutting in front is also considered. If the vehicle's acceleration or deceleration is controlled after the vehicle cuts in front, it is argued that the vehicle might increase acceleration to follow the preceding vehicle, only to decrease it again due to the adjacent vehicle cutting in, resulting in a sudden deceleration and potentially compromising driver comfort.

[0007] Therefore, if a vehicle cuts in front of the driver and the driver tries to control the vehicle based on the relative speed between the vehicle and the vehicle cutting in front, there is a risk of sudden deceleration that could compromise the driver's comfort.

[0008] The present invention was made in view of the aforementioned problems, and its object is to provide a vehicle control device that can improve the driver's ride comfort. Technical means to solve the problem

[0009] To achieve the above objectives, the vehicle control device of the present invention is a vehicle control device that automatically controls the speed of its own vehicle, characterized in that it has: The preceding vehicle relationship value detection unit detects the relative relationship value between itself and a preceding vehicle traveling in front of it in the same lane where it is currently traveling. An acceleration / deceleration control unit controls the acceleration / deceleration of its own vehicle based on the preceding vehicle relationship value in the direction of travel. The adjacent vehicle relationship value detection unit detects the relative relationship value between itself and an adjacent vehicle traveling in the same direction as its own vehicle in an adjacent lane adjacent to its own lane, i.e., the adjacent vehicle relationship value; and The lane change detection unit detects lane changes made by adjacent vehicles into the lane of its own vehicle. The lane change detection unit determines the likelihood of an adjacent vehicle cutting in front of it based on the adjacent vehicle relationship value in the direction of travel. The acceleration / deceleration control unit adjusts the acceleration / deceleration of its own vehicle based on the probability of cutting in, determined according to the relationship value between adjacent vehicles in the direction of travel. The effects of the invention

[0010] According to the present invention, driver comfort can be improved by quickly detecting vehicles cutting in and suppressing sudden deceleration of the vehicle caused by the sudden shortening of the inter-vehicle distance when cutting in. Further features related to this invention will become clear from the description and accompanying drawings. Furthermore, the following description of embodiments will clarify issues, configurations, and effects beyond those described above. Attached Figure Description

[0011] Figure 1 This diagram illustrates the schematic configuration of a vehicle according to one embodiment of the present invention. Figure 2 This is a functional block diagram of a vehicle control device and its surrounding components according to an embodiment of the present invention. Figure 3 This diagram illustrates a first scenario where a vehicle is in motion according to an embodiment of the present invention. Figure 4 This diagram illustrates a second scenario where a vehicle is in motion, according to one embodiment of the present invention. Figure 5 (A)~ Figure 5 (D) is an explanatory diagram showing the first to fourth states of a scenario in which a lane-cutting possibility association control is implemented according to an embodiment of the present invention. Figure 6 This is a flowchart illustrating the correlation control of the possibility of cutting in, according to one embodiment of the present invention. Figure 7 The first time map is for implementing the lane-jumping probability association control according to an embodiment of the present invention. Figure 8 The second time map is for implementing the lane-jumping probability association control according to one embodiment of the present invention. Figure 9 (A)~ Figure 9 (D) is an explanatory diagram showing the first to fourth states of the first scenario of the first lane-related control implementing an embodiment of the present invention. Figure 10 (A)~ Figure 10 (D) is an explanatory diagram showing the first to fourth states of a second scenario implementing a first lane-blocking association control according to an embodiment of the present invention. Figure 11 This is a flowchart of the first stop-and-go control according to an embodiment of the present invention. Figure 12 This is a first time map for implementing the first stop-and-go control according to an embodiment of the present invention. Figure 13 The second timing diagram is for implementing the first stop-and-go control according to an embodiment of the present invention. Figure 14 This is a flowchart of the second stop-and-go control according to an embodiment of the present invention. Detailed Implementation

[0012] <A. Various embodiments of the present invention> [A-1. Composition] (A-1-1. The Composition of a Vehicle) Figure 1 This diagram illustrates the schematic configuration of a vehicle 100 according to one embodiment of the present invention. The vehicle 100 (hereinafter also referred to as "its own vehicle 100") is a conventionally configured rear-wheel-drive vehicle. Figure 1As shown, vehicle 100 includes an engine 101, an automatic transmission 102, a drive shaft 103, a differential 104, a drive shaft 105, four wheels 106, an exhaust pipe 107, a vehicle control unit 108, various sensors 109, a braking system 110, and an electric power steering system 111. The engine 101 is a power source for driving, such as a gasoline engine with in-cylinder injection. The braking system 110 includes wheel speed sensors.

[0013] The vehicle 100 is equipped with devices, actuators, and equipment, including a vehicle control unit 108 and various sensors 109. These devices, actuators, and equipment can exchange signals and data via in-vehicle LAN (Local Area Network) or CAN (Controller Area Network). The vehicle control unit 108 obtains information from the outside of the vehicle 100 from the sensors 109 and sends control commands for achieving autonomous driving, etc., to the engine 101, braking system 110, electric power steering system 111, etc. The wheel speed sensors of the braking system 110 generate pulse waveforms based on the rotation of the wheels 106 and send them to the vehicle control unit 108.

[0014] Vehicle 100 is equipped with camera sensors 120, 121, and 122, and distance sensors 123 and 124. Camera sensor 120 is positioned at the front of vehicle 100 to capture images of the front of the vehicle. Camera sensor 121 is positioned at the rear of vehicle 100 to capture images of the rear of the vehicle. Camera sensor 122 is positioned at the side of vehicle 100 to capture images of the side of the vehicle. Camera sensors 120, 121, and 122 are composed of monocular cameras or stereo cameras, with the stereo camera using multiple monocular cameras. Camera sensors 120, 121, and 122 can detect objects and road conditions such as white lines around vehicle 100.

[0015] Distance sensor 123 is disposed on the front side of vehicle 100 to detect the distance (long distance) of objects in front of vehicle 100. Distance sensor 123 can be, for example, a lidar sensor. Distance sensor 124 is disposed on the left front side, right front side, left rear side, and right rear side of vehicle 100 to detect the distance (near distance) of objects around vehicle 100. Distance sensor 124 can be, for example, an ultrasonic sensor.

[0016] The type, installation location, and quantity of each sensor 120, 121, 122, 123, and 124 can be changed as appropriate according to the purpose and specifications of the vehicle 100. For example, in addition to camera sensors, lidar, and ultrasonic sensors, LiDAR (Light Detection and Ranging) can also be used, or LiDAR can be used to replace any one of the camera sensors, lidar, and ultrasonic sensors. The detection data of each sensor 120, 121, 122, 123, and 124 are supplied to the vehicle control device 108. Each sensor 120, 121, 122, 123, and 124 can be positioned as part of various sensor classes 109.

[0017] in addition, Figure 1 The vehicle 100 is one example of a vehicle capable of using the present invention, but the configuration of the vehicle 100 is not limited thereto. For example, it may also be a vehicle that uses a continuously variable transmission (CVT) instead of an automatic transmission 102. Furthermore, the power source for driving may be not only a gasoline engine, but also a diesel engine, a natural gas engine, an electric motor, etc.

[0018] (A-1-2. Vehicle control unit and its surrounding components) Figure 2 This is a functional block diagram of a vehicle control device 200 and its surroundings according to an embodiment of the present invention. Figure 2 The vehicle control device 200 can be used, for example, as a vehicle control unit 200. Figure 1 The vehicle control device 108 of vehicle 100. For example... Figure 2 As shown, the vehicle control unit 200 receives inputs from the camera sensor 230, distance sensor 231, input switch unit 232, wheel sensor 233, position detector 234, and communication device 235. Furthermore, the vehicle control unit 200 outputs to various actuators / ECUs 240 and warning devices 241.

[0019] The camera sensor 230 includes, for example, Figure 1 The camera sensors 120, 121, and 122 are used. Input from camera sensor 230 is used to detect white lines or objects in front of the vehicle, and the distance or speed between the vehicle and the object is detected based on the difference between the vehicle's driving lane and other adjacent lanes, or the difference in object information detected by the left and right camera sensors. The image data from camera sensor 230 is input to vehicle control device 200. Furthermore, camera sensor 230 can also be used as distance sensor 231, as described later.

[0020] Distance sensor 231, for example, includes Figure 1Distance sensors 123, 124, or LiDAR are used. These distance sensors emit millimeter waves or radio waves around the vehicle and receive their reflected waves to detect distances to objects. Distance data from distance sensor 231 is input to the vehicle control unit 200.

[0021] By using camera sensor 230 and distance sensor 231, it is possible to detect the area near and far from its own vehicle. Furthermore, it can detect the turn signals of adjacent vehicles, as described later, and also uses this information when receiving a cut-off request.

[0022] The input switch unit 232 may be, for example, a dedicated mechanical switch located around the driver's seat. Alternatively, the input switch unit 232 may be a GUI (Graphical User Interface) switch, etc. The input switch unit 232 receives, through user operation, instructions to start or stop cruise control at a predetermined target speed.

[0023] Wheel sensor 233 includes wheel speed sensors installed on each wheel of the vehicle to detect the rotational speed of the wheels, and a controller that combines the detected values ​​from the wheel speed sensors to generate a vehicle speed signal. The vehicle speed signal data given by wheel sensor 233 is input to vehicle control unit 200.

[0024] The position detector 234 consists of an orientation sensor that determines the orientation of the vehicle in front and a GPS receiver for the GPS (Global Positioning System) that determines the vehicle's position based on radio waves from satellites.

[0025] The communication device 235 is a device mounted on the outside or inside of its own vehicle, used for vehicle-to-vehicle communication between adjacent vehicles or road-to-road communication within an interchange or construction zone, as described below, to receive cut-in requests from adjacent vehicles.

[0026] The actuators / ECUs 240 can be any known actuators / ECUs, such as mechanical elements (actuators) including an accelerator pedal that operates driving force, a brake pedal that operates braking force, a parking brake, a steering wheel that operates the direction of the vehicle's forward path, a gear lever that operates the direction of the vehicle's travel, and various electronic control devices (ECUs) that control these mechanical elements.

[0027] The warning device 241 informs the user of the following information: detection of adjacent vehicles, the possibility of adjacent vehicles cutting in, detection of adjacent vehicles cutting in, calculation of the target acceleration of the vehicle 100 based on the behavior of the object, deceleration of the target vehicle speed, and termination of vehicle control. For example, the warning device 241 uses a display 251 or a speaker 252 to announce the deceleration of the target vehicle speed and the termination of vehicle control. Alternatively, it can also announce the deceleration through vibrations in the rearview mirrors or the steering wheel.

[0028] Next, the configuration of the vehicle control device 200 will be described. For example... Figure 2 As shown, the vehicle control device 200 includes a vehicle position inference unit 201, an external identification information conversion unit 202, a vehicle-to-vehicle distance calculation unit 203, a relative speed calculation unit 204, a lane change detection unit 205, a target acceleration calculation unit 206, and a motion control unit 207.

[0029] The vehicle position inference unit 201 calculates and infers the position of its own vehicle in the driving lane by using information output from the position detector 234, wheel sensor 233, distance sensor 231 or camera sensor 230, for example.

[0030] The external identification information conversion unit 202 converts the information of objects and surrounding environment detected by the distance sensor 231 and the camera sensor 230, and the position relationship of the vehicle output from the vehicle position inference unit 201, into a coordinate system.

[0031] The vehicle distance calculation unit 203 calculates the distances between the vehicle and objects detected by various sensors in the direction of travel and laterally. This calculation includes not only the distances to vehicles in front of the vehicle but also the distances to vehicles in adjacent lanes in the direction of travel and laterally. The same applies to vehicles behind the vehicle.

[0032] The relative speed calculation unit 204 calculates the relative speed between the vehicle and objects detected by various sensors. This calculation includes not only the relative speed with vehicles in front of the vehicle, but also the relative speed with vehicles in adjacent lanes in both the direction of travel and the lateral direction. The same applies to vehicles behind the vehicle.

[0033] The lane change detection unit 205 detects the relative relationship between its own vehicle and vehicles in adjacent lanes, as detected by various sensors, the inter-vehicle distance calculation unit 203, and the relative speed calculation unit 204, to determine the likelihood of an adjacent vehicle changing lanes (or cutting in). The determination of the likelihood of cutting in is based on the behavior of the adjacent vehicles. For example, if an adjacent vehicle traveling in the adjacent lane is slightly ahead of its own vehicle (the relative positions of the adjacent vehicles in the direction of travel are roughly fixed), it can be determined that there is a possibility (or a high probability) of cutting in. This determination can be made based on whether the relative position, relative speed, relative distance, or relative acceleration of the adjacent vehicles in the direction of travel are within a specified range.

[0034] If it is determined that an adjacent vehicle may cut in, the target acceleration is corrected in the target acceleration calculation unit 206, which will be described later. For example, when the vehicle is performing lane control for a preceding vehicle, the correction of the target acceleration may include switching to speed control or reducing (decelerating) or limiting the acceleration of the target acceleration. Lane control is the control that controls the acceleration and deceleration of the vehicle in a way that the lane distance between the vehicle and the preceding vehicle is consistent with the target lane distance (or in a way that maintains the vehicle within the target lane distance range), also known as preceding vehicle following control. Furthermore, speed control is the control that controls the acceleration and deceleration of the vehicle in a way that makes the vehicle speed consistent with the target speed (or in a way that maintains the vehicle speed within the target speed range), also known as cruise control.

[0035] Furthermore, when an adjacent vehicle begins to cut into its lane or has already been cut in, the target acceleration calculation unit 206 can adjust the target acceleration of its own vehicle based on whether the relative position, relative distance, relative speed, or relative acceleration value of the adjacent vehicle or the vehicle cutting in is within any range in the direction of travel or lateral direction.

[0036] The motion control unit 207 calculates target values ​​for controlling various actuators / ECUs 240 when implementing lead vehicle following control or constant speed automatic driving, and outputs control instructions. The motion control unit 207 includes an acceleration control unit 211 for controlling the acceleration of its own vehicle, a braking control unit 212 for controlling the braking of its own vehicle, and a steering control unit 213 for controlling the steering of its own vehicle.

[0037] [A-2. Control] (A-2-1. Scene Description) Next, use Figure 3 The first scenario of a vehicle in motion according to an embodiment of the present invention will be described. Figure 3The vehicle 300 (hereinafter also referred to as "own vehicle 300") equipped with the vehicle control device of the present invention is traveling in the middle, and the vehicle 301 (hereinafter also referred to as "leading vehicle 301") is traveling directly in front of the own vehicle 300.

[0038] The road in which vehicle 300 and preceding vehicle 301 are traveling comprises three lanes: 310A, 310B, and 310C. Hereinafter, lane 310B, in which vehicle 300 and preceding vehicle 301 are traveling, will also be referred to as vehicle lane 310B. Furthermore, lanes 310A and 310C adjacent to vehicle lane 310B will also be referred to as adjacent lanes 310A and 310C. Adjacent lane 310A is defined by white lines 320A and 320B, vehicle lane 310B is defined by white lines 320B and 320C, and adjacent lane 310C is defined by white lines 320C and 320D. The number of lanes in the road is not limited to three; it can also be two or four or more. Figure 4 (The same applies to waiting).

[0039] The vehicle 300 is currently performing adaptive cruise control (ACC). That is, when there is a preceding vehicle 301, the vehicle 300 performs following control for the preceding vehicle 301. In addition, when there is no preceding vehicle 301, or when there is a preceding vehicle 301 but certain conditions are met, the vehicle 300 can perform constant speed driving control at a speed arbitrarily set by the driver.

[0040] Next, use Figure 4 The second scenario, in which a vehicle is in motion according to one embodiment of the present invention, will be described. Figure 4 The vehicle 400 (hereinafter also referred to as "its own vehicle 400") is driving in the middle and the vehicles 401, 402, 403, 404 (hereinafter also referred to as "other vehicles 401, 402, 403, 404") are driving in front of or next to its own vehicle 400.

[0041] The road on which vehicle 400 and other vehicles 401-404 are traveling comprises three lanes: 410A, 410B, and 410C. Hereinafter, lane 410B, where vehicle 400 and other vehicles 401 are traveling, will also be referred to as vehicle lane 410B. Furthermore, lanes 410A and 410C adjacent to vehicle lane 410B will also be referred to as adjacent lanes 410A and 410C. Adjacent lane 410A is defined by white lines 420A and 420B, vehicle lane 410B is defined by white lines 420B and 420C, and adjacent lane 410C is defined by white lines 420C and 420D. Additionally, other vehicles 401 traveling directly in front of vehicle 400 in vehicle lane 410B will also be referred to as leading vehicles 401, and other vehicles 402-404 traveling in adjacent lanes 410A and 410C will also be referred to as adjacent vehicles 402-404.

[0042] The vehicle 400 is currently performing ACC (Adaptive Cruise Control). That is, when there is a preceding vehicle 401, the vehicle 400 performs following control for the preceding vehicle 401. In addition, when there is no preceding vehicle 401, or when there is a preceding vehicle 401 but certain conditions are met, the vehicle 400 can perform constant speed control to travel at a speed arbitrarily set by the driver.

[0043] During ACC execution, the vehicle control unit of vehicle 400 uses monitoring area 430. Monitoring area 430 is the detection area for adjacent vehicles (e.g., adjacent vehicles 402-404) and vehicles cutting in during ACC execution. Figure 4 In this example, the range of the monitoring area 430 in the direction of travel (the range in the direction of travel) is set from the front of the vehicle 400 to the front of the preceding vehicle 401. In addition, the range of the monitoring area 430 in the lateral direction (the lateral range) is set between the white lines 420A and 420D outside the adjacent lanes 410A and 410C.

[0044] The directional and lateral ranges of the monitoring area 430 are not limited to the ranges described above. For example, the directional range can be set from the rear of the vehicle 400 to the front of the preceding vehicle 401, or from the rear of the vehicle 400 to the rear of the preceding vehicle 401. The furthest point of the directional range can also be set to a position further back than the rear of the vehicle 400. In this case, if the current sensors cannot detect vehicles (other vehicles) further back than the rear of the vehicle 400, additional sensors can be added to detect vehicles in lane 410B or adjacent lanes 410A and 410C that are further back than the rear of the vehicle 400.

[0045] Furthermore, the lateral range of the monitoring area 430 can vary depending on the number of adjacent lanes. That is, when there are adjacent lanes 410A and 410C on both sides of the vehicle's lane 410B, the lateral range can be set between the white lines 420A and 420D on the outer sides of each of the adjacent lanes 410A and 410C. Furthermore, when there is an adjacent lane only on one side of the vehicle's lane 410B (e.g., only adjacent lane 410A), the lateral range can be set between the white lines 420A and 420C on the outer sides of both the adjacent lane 410A and the vehicle's lane 410B. For areas between white lines 420A and 420D that cannot be viewed by the front camera sensor 120 (… Figure 1 The parts that cannot be photographed can be detected or inferred based on the continuous behavior of the vehicle 400 (direction of travel, lateral movement, etc.) or by comparing past and current images of the front.

[0046] (A-2-2. Overview of acceleration and deceleration control accompanying lane cutting) Next, the acceleration and deceleration control of the vehicle itself will be explained. As mentioned above, the vehicle can perform ACC, which includes ahead vehicle following control (vehicle lane control) and cruise control (vehicle speed control). In this invention, for example, in the case of an adjacent vehicle cutting into the lane of the vehicle during ahead vehicle following control, or based on the possibility of cutting in, the acceleration and deceleration control of the vehicle itself is switched or modified.

[0047] Specifically, within the detection range of adjacent vehicles ( Figure 4 When the lateral position of an adjacent vehicle within a 430 km radius crosses the white line threshold (described later) or when a cut-in request is received from an adjacent vehicle (including cut-in requests based on vehicle-to-vehicle communication and cut-in requests based on turn signals), the vehicle's control device determines that the adjacent vehicle has begun to cut in (details will be provided in [reference]). Figure 9 (A) Figure 14 (To be described later).

[0048] Furthermore, if an adjacent vehicle in the adjacent lane and within the monitoring area maintains a relatively fixed position relative to the vehicle in the direction of travel (meaning the relative positions of adjacent vehicles in the direction of travel are roughly fixed), the vehicle's control system determines that there is a possibility (or a high probability) of the vehicle cutting in. This determination is based on whether the relative relationship values ​​(relative position, relative distance, relative speed, or relative acceleration) between the adjacent vehicle and the vehicle in the direction of travel are within a specified range (details will be provided in [reference]). Figures 5-8 (To be described later).

[0049] The following will be based on the area under surveillance ( Figure 4Acceleration and deceleration control based on the lateral position of adjacent vehicles within a 430 (e.g., 430) is also referred to as the first lane-cutting associated control. Furthermore, acceleration and deceleration control based on lane-cutting requests from adjacent vehicles is also referred to as the second lane-cutting associated control. Moreover, acceleration and deceleration control based on the relative relationship value between adjacent vehicles and the vehicle itself in the direction of travel (hereinafter also referred to as the "adjacent vehicle relationship value") is also referred to as lane-cutting probability associated control.

[0050] The pre-cutting probability association control may be able to prepare for adjacent vehicles cutting in earlier than the first and second pre-cutting probability association controls. On the other hand, depending on the behavior of adjacent vehicles, the pre-cutting probability association control may sometimes fail to determine whether an adjacent vehicle will cut in. Therefore, by using the pre-cutting probability association control in conjunction with the first and second pre-cutting probability association controls, the determination of adjacent vehicles cutting in can be made more reliable. However, it is also possible to use only the pre-cutting probability association control and one or both of the first and second pre-cutting probability association controls.

[0051] (A-2-3. Cut-in probability association control (acceleration / deceleration control based on the relationship value of adjacent vehicles in the direction of travel)) Next, use Figures 5-8 The following explains the lane-cutting probability correlation control. As mentioned above, lane-cutting probability correlation control is an acceleration / deceleration control based on the relative values ​​of the vehicle's own vehicle and adjacent vehicles in the direction of travel (determination of lane-cutting vehicles and acceleration correction of the own vehicle).

[0052] Figure 5 (A) Figure 5 (D) is an explanatory diagram showing the first to fourth states of a scenario in which a lane-cutting possibility association control is implemented according to an embodiment of the present invention. Figure 5 (A) Figure 5 In (D), vehicle 500 and other vehicles 501 and 502 are traveling in the same direction. Figure 5 (A) Figure 5 Road (D) includes lanes 510A and 510B. Hereinafter, lane 510B, where vehicle 500 and other vehicles 501 are traveling, will also be referred to as vehicle lane 510B. Furthermore, lane 510A adjacent to vehicle lane 510B will also be referred to as adjacent lane 510A. Adjacent lane 510A is defined by white lines 520A and 520B, while vehicle lane 510B is defined by white lines 520B and 520C. Additionally, other vehicles 501 traveling directly in front of vehicle 500 in vehicle lane 510B will also be referred to as leading vehicles 501, and other vehicles 502 traveling in adjacent lane 510A will also be referred to as adjacent vehicles 502.

[0053] Figure 5 (A) Figure 5 In (D), the vehicle itself (500) is continuously performing ACC. Figure 5 In (A), vehicle 500 is following vehicle 501 via lane control. Specifically, vehicle control unit of vehicle 500 controls acceleration and deceleration of vehicle 500 in a manner that maintains a target lane distance D1 between vehicle 500 and vehicle 501. Meanwhile, another vehicle 502 traveling in adjacent lane 510A is approaching vehicle 500 from behind.

[0054] The vehicle control device of vehicle 500 sets a monitoring area 530. Furthermore, when white line 520B can be detected, the vehicle control device of vehicle 500 sets a white line threshold 540. The white line threshold 540 is a threshold (hypothetical white line) used to determine whether an adjacent vehicle 502 has begun to cut into the lane 510B of the vehicle itself. The white line threshold 540 is tilted relative to white line 520B. That is, the closer the white line threshold 540 is to the side of vehicle 500, the greater the lateral offset value relative to white line 520B; the closer it is to the side of the preceding vehicle 501, the smaller the lateral offset value relative to white line 520B. Figure 5 (A) Figure 5 In example (D), the lateral offset value of the top of the leading vehicle 501 relative to the white line 520B is zero (but may not be zero). Alternatively, the travel direction position with a lateral offset value of zero relative to the white line 520B may be set elsewhere (e.g., a position at a predetermined distance from the top or rear of the leading vehicle 501). The slope or lateral offset value of the white line threshold 540 may use a specific fixed value. Alternatively, the slope or lateral offset value of the white line threshold 540 may be calculated using a table or graph that uses at least one of the relative velocity or relative acceleration of the own vehicle 500 and the adjacent vehicle 502 in the travel direction, or the inter-vehicle distance D1 or target inter-vehicle distance or relative distance between the own vehicle 500 and the leading vehicle 501 in the travel direction.

[0055] Figure 5 In (B), while vehicle 500 continuously performs workshop control on the preceding vehicle 501, the preceding vehicle 501 accelerates, so the workshop distance D1 becomes smaller than... Figure 5The length of (A) is [missing information]. Therefore, while continuing vehicle control, the vehicle control device of its own vehicle 500 wants to accelerate its own vehicle 500 in order to make the vehicle distance D1 the target vehicle distance. On the other hand, another vehicle 502 overtakes its own vehicle 500 and enters the monitoring area 530. Therefore, the vehicle control device of its own vehicle 500 uses the relative relationship value between its own vehicle 500 and the adjacent vehicle 502 in the direction of travel (adjacent vehicle relationship value) to determine the possibility of the adjacent vehicle 502 cutting in. As the adjacent vehicle relationship value, for example, the relative speed [km / h] between its own vehicle 500 and the adjacent vehicle 502 in the direction of travel is used.

[0056] In adjacent vehicle 502 Figure 5 If position (B) is maintained for a certain period of time (e.g., the relative speed is zero for a certain period of time), it is considered that the adjacent vehicle 502 may change lanes (cut in) between the preceding vehicle 501 and its own vehicle 500. Therefore, when the adjacent vehicle 502 will... Figure 5 If position (B) is maintained for a certain period of time, the vehicle control device of the vehicle 500 stops the inter-vehicle control for the preceding vehicle 501 and switches to speed control. As a result, the vehicle 500 travels at the target speed, and the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 may deviate from the target inter-vehicle distance used in the inter-vehicle control.

[0057] As described above, when vehicle 500 continues to control the vehicle ahead of it (vehicle 501), if vehicle 501 accelerates and the distance between vehicle 500 and the target vehicle 501 becomes longer than the target distance, vehicle 500's vehicle control device will accelerate vehicle 500 to bring the distance between vehicle 500 and the target distance together. However, when vehicle control for vehicle 501 is stopped and speed control is switched to vehicle speed control, vehicle 500 continues to maintain a constant speed even if vehicle 501 accelerates. This allows for preparation for adjacent vehicle 502 to cut in.

[0058] Furthermore, Figure 5 In (B), the adjacent vehicle 502 did not cross the white line threshold 540. The determination of whether the adjacent vehicle 502 has crossed the white line threshold 540 is made by comparing the relative position of the right front corner of the adjacent vehicle 502 (the side of the white line 520B between the left front corner and the right front corner of the adjacent vehicle 502) with the white line threshold 540.

[0059] Figure 5In (C), the adjacent vehicle 502 is crossing the white line threshold 540 towards its own lane 510B. When the adjacent vehicle 502 crosses the white line threshold 540, the vehicle control device of the own vehicle 500 determines that the adjacent vehicle 502 has begun to change lanes towards its own lane 510B (cutting in between its own vehicle 500 and the preceding vehicle 501). In this case, the vehicle control device of the own vehicle 500 sets the adjacent vehicle 502 as the new preceding vehicle and begins lane control for the new preceding vehicle 502. That is, the vehicle control device of the own vehicle 500 controls the acceleration and deceleration of its own vehicle 500 in a manner that maintains a target lane distance D1 between its own vehicle 500 and the new preceding vehicle 502.

[0060] Figure 5 (D) indicates that the new preceding vehicle 502 (the original adjacent vehicle) has completed a lane change to its own lane 510B (cutting in between its own vehicle 500 and the original preceding vehicle 501).

[0061] Figure 6 This is a flowchart illustrating a method for controlling the likelihood of cutting in line according to an embodiment of the present invention. Below, it will be compared with... Figure 5 (A) Figure 5 The way that (D) is associated with Figure 6 The steps are explained below. In step S601, the vehicle control device of the vehicle 500 is implementing ACC workshop control (see reference). Figure 5 (A)). In step S602, the vehicle control device of the vehicle 500 determines whether there are other vehicles (adjacent vehicles) in the adjacent lane 510A and in the monitoring area 530. If there are adjacent vehicles (S602: TRUE), proceed to step S603. If there are no adjacent vehicles (S602: FALSE), no determination of vehicles cutting in or acceleration correction of the vehicle based on the determination is performed.

[0062] In step S603, the vehicle control device of the vehicle 500 acquires the relative speed between the vehicle 500 and the adjacent vehicle 502 in the direction of travel. This relative speed in the direction of travel is used in steps such as S605, described later, to determine the likelihood of the adjacent vehicle 502 cutting into the vehicle's lane 510B. Alternatively, if the possibility of the adjacent vehicle 502 cutting in can be determined, other relative relationship values ​​(adjacent vehicle relationship values) between the vehicle 500 and the adjacent vehicle 502 in the direction of travel can be used instead of the relative speed. Such adjacent vehicle relationship values ​​can be, for example, relative position, relative distance, or relative acceleration in the direction of travel. Furthermore, the adjacent vehicle being considered is not limited to one; multiple adjacent vehicles can be considered. The relative speed is negative on the side closer to the vehicle 500 and positive on the side farther from the vehicle 500, but the opposite is also possible. Furthermore, although... Figure 6 Although not shown in the diagram, the vehicle control device of the vehicle 500 also acquires the relative position, relative distance, relative speed, and relative acceleration of the vehicle 500 and the preceding vehicle 501 in the direction of travel, so as to achieve workshop control of the preceding vehicle 501.

[0063] In step S604, the vehicle control device of the vehicle 500 acquires the relative relationship values ​​of adjacent vehicles 502 in the lateral direction. The relative relationship values ​​in the lateral direction include the relative position, relative distance, relative speed, and relative acceleration of the vehicle 500 and adjacent vehicles 502, as well as the relative position and relative distance between the white line 520B and adjacent vehicles 502. Furthermore, the adjacent vehicles considered as objects are not limited to one; multiple adjacent vehicles may be considered. Furthermore, although... Figure 6 Although not shown in the diagram, the vehicle control device of the vehicle 500 also acquires the relative position, relative distance, relative speed, and relative acceleration of the vehicle 500 and the preceding vehicle 501 in the lateral direction, so as to realize the workshop control of the preceding vehicle 501.

[0064] In step S605, the vehicle control device of the vehicle 500 determines whether the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is fixed. Whether the relative position in the direction of travel is fixed is determined based on whether the relative velocity between the vehicle 500 and the adjacent vehicle 502 in the direction of travel is zero or within a predetermined range including zero for a first predetermined time. Alternatively, whether the relative position in the direction of travel is fixed can also be determined based on whether the relative distance between the vehicle 500 and the adjacent vehicle 502 in the direction of travel is within a predetermined range for a first predetermined time. Alternatively, whether the relative position in the direction of travel is fixed can also be determined based on whether the relative acceleration between the vehicle 500 and the adjacent vehicle 502 in the direction of travel is zero or within a predetermined range including zero for a first predetermined time.

[0065] The first specified time (first time threshold) can use a specific fixed value. Alternatively, the first specified time can also be calculated using a table or graph that uses at least one of the following: the relative speed, relative distance, or relative acceleration between the vehicle 500 and the adjacent vehicle 502 in the direction of travel; or the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 in the direction of travel; or the target inter-vehicle distance.

[0066] Alternatively, in determining whether the relative position in the direction of travel is fixed, two or more indicators, such as relative position, relative speed, relative distance, or relative acceleration, can be used. In this case, the procedure can be as follows: even if one indicator shows that the relative position in the direction of travel is fixed, if the other indicator does not show that the relative position in the direction of travel is fixed, the relative position in the direction of travel is determined to be unfixed.

[0067] If the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed (S605: Yes), proceed to step S606. Otherwise (S605: No), no determination of a vehicle cutting in or acceleration correction of the vehicle 500 based on that determination is performed.

[0068] Furthermore, when the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed, the vehicle 500 can be managed by markings such as a lane-cutting possibility mark or a first predetermined time passing mark as an opportunity to correct the acceleration of the vehicle 500.

[0069] In step S606, the vehicle control device of the vehicle 500 switches the driving control of the vehicle 500 from inter-vehicle control to speed control. Alternatively, the acceleration can be set to less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control. After step S606, even if the preceding vehicle 501 accelerates, causing the inter-vehicle distance D1 to become longer than the target inter-vehicle distance, the vehicle 500 continues to travel at a constant speed. Figure 5 (B)). Conversely, if the preceding vehicle 501 decelerates, causing the inter-vehicle distance D1 to become shorter than the target inter-vehicle distance, although Figure 6 Although not shown in the text, vehicle 500 can also be decelerated by prioritizing vehicle speed control over vehicle speed control, and by changing the vehicle distance D1 from the preceding vehicle 501 to the target vehicle distance. In other words, in step S606, vehicle speed control can be selected if the vehicle distance D1 from the preceding vehicle 501 is greater than the target vehicle distance, and vehicle speed control can be selected if the vehicle distance D1 is less than the target vehicle distance.

[0070] In step S607, the vehicle control device of the vehicle 500 determines whether the adjacent vehicle 502 has crossed the white line threshold 540. The white line threshold 540 is a threshold obtained by offsetting the white line 520B by a predetermined fixed value. Alternatively, the white line threshold 540 is a threshold calculated using a table or graph corresponding to the relative speed, inter-vehicle distance D1, relative acceleration, or target inter-vehicle distance between the vehicle 500 and the preceding vehicle 501 in the direction of travel, and the determination is made based on the relative position of the adjacent vehicle 502 and the white line threshold 540.

[0071] If there is no white line 520B or the white line 520B cannot be detected, it can be determined whether the adjacent vehicle 502 has crossed the white line threshold 540 (or whether the adjacent vehicle 502 has started to cut in) based on the lateral relative relationship value between the adjacent vehicle 502 (other vehicles) and the vehicle 500 itself. The lateral relative relationship value between the adjacent vehicle 502 and the vehicle 500 itself can be the distance D1 between the vehicle 500 and the preceding vehicle 501, the relative speed, or the change in relative speed or the change in distance D1 within a specified time. If the adjacent vehicle 502 has crossed the white line threshold 540 (S607: Yes), proceed to the next step S608. Otherwise (S607: No), proceed to step S613.

[0072] In step S608, the vehicle control device of the vehicle 500 switches the preceding vehicle (other vehicles directly in front of the vehicle 500 in its own vehicle lane 510B) from other vehicle 501 to other vehicle 502. That is, when the adjacent vehicle 502 has crossed the white line threshold 540, the vehicle 500 identifies the adjacent vehicle 502, rather than the previously following preceding vehicle 501, as a vehicle cutting in or a new preceding vehicle.

[0073] In step S609, the vehicle control device of the vehicle 500 switches the driving control of the vehicle 500 from speed control to lane control. At this time, the new leading vehicle 502 (the original adjacent vehicle) is taken as the object of lane control. In addition, if the adjacent vehicle 502 cuts in and becomes the new leading vehicle 502, it is assumed that the lane distance D1 between the vehicle 500 and the new leading vehicle 502 is shorter than the target lane distance.

[0074] In step S610, the vehicle control device of the vehicle 500 determines whether the relative speed between the vehicle 500 and the new preceding vehicle 502 in the direction of travel is 0 or near 0 (within a specified range including 0). If the relative speed in the direction of travel is 0 or near 0 (S610: Yes), proceed to step S611. Otherwise (S610: No), proceed to step S612.

[0075] In step S611, the vehicle control device of the vehicle 500 limits the deceleration (negative acceleration) of the vehicle 500. As described above, when an adjacent vehicle 502 cuts in and becomes a new leading vehicle 502, it is assumed that the distance D1 between the vehicle 500 and the new leading vehicle 502 is shorter than the target distance. In this state, with the relative speed between the vehicle 500 and the new leading vehicle 502 near zero, the probability of the vehicle 500 and the new leading vehicle 502 rapidly approaching each other is low. Therefore, by limiting the deceleration, the distance D1 gradually increases. In addition, the acceleration / deceleration of the vehicle 500 can also be calculated using a table or graph that uses at least one of the relative speed, distance, relative acceleration, and target distance between the vehicle 500 and the new leading vehicle 502 in the direction of travel.

[0076] In step S612, the vehicle control device of the vehicle 500 enhances the deceleration. When the relative speed between the vehicle 500 and the new preceding vehicle 502 is not close to zero, the inter-vehicle distance D1 between the vehicle 500 and the new preceding vehicle 502 rapidly shortens or lengthens. Therefore, in order to expand the inter-vehicle distance D1 to the target inter-vehicle distance as soon as possible, a greater deceleration is allowed.

[0077] In steps S611 and S612, when the workshop distance D1 between the vehicle 500 and the new preceding vehicle 502 has reached the target workshop distance, workshop control continues in a manner that maintains this state.

[0078] As described above, if the adjacent vehicle 502 does not cross the white line threshold 540 (S607: No), proceed to step S613. In step S613, the vehicle control device of the vehicle 500 determines whether the time since step S605 (Yes / No) has exceeded the second predetermined time. If it has (S613: Yes), it is determined that the adjacent vehicle 502 has no possibility of cutting in, and proceed to step S614. Otherwise (S613: No), return to step S607. The second predetermined time (second time threshold) can use a specific fixed value. Alternatively, the second predetermined time can also be calculated using a table or graph that uses at least one of the relative speed, relative distance, or relative acceleration between the vehicle 500 and the adjacent vehicle 502 in the direction of travel, or the inter-vehicle distance D1 or target inter-vehicle distance between the vehicle 500 and the preceding vehicle 501 in the direction of travel.

[0079] In step S614, the vehicle control device of the vehicle 500 switches the driving control of the vehicle 500 from speed control to vehicle-to-vehicle control. At this time, the preceding vehicle 501, which is the same as the vehicle-to-vehicle control object in the previous step, is taken as the vehicle-to-vehicle control object.

[0080] Figure 7 This is a first time map for implementing a lane-jumping probability correlation control according to an embodiment of the present invention. Hereinafter, in Figure 7 When explaining, refer to Figure 5(A)~ Figure 5 (D) and Figure 6 This will be explained in a related manner. Figure 7 In the example, a switch occurs in the ACC of vehicle 500 from the preceding vehicle 501 to the preceding vehicle 502.

[0081] exist Figure 7 Prior to time point Δt11, the workshop control implemented was for the preceding vehicle 501. Figure 6 (S601). At time point Δt11, the relative speed between the vehicle 500 and the adjacent vehicle 502 in the direction of travel becomes zero (or is within a specified range including zero). Thereafter, the state of zero relative speed (or the state within a specified range including zero) continues.

[0082] Time point Δt12 is the point in time when the relative velocity in the direction of travel is zero (or is a continuous period of time within a specified range including zero) has elapsed for the first specified time. Figure 6 S605: Yes). Therefore, the vehicle control device of its own vehicle 500 switches the driving control of its own vehicle 500 from vehicle control to vehicle speed control ( Figure 6 (S606). Therefore, after time point Δt12, even if the preceding vehicle 501 accelerates, causing the distance D1 between the current vehicle 500 and the preceding vehicle 501 to become greater than the target distance, the current vehicle 500 continues to maintain a fixed speed control. Alternatively, the acceleration can be made less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control. Furthermore, regarding... Figure 7 The acceleration / deceleration command values, and the single-dot dash after time point Δt12 indicate the values ​​when continuing with workshop control without switching from workshop control to vehicle speed control.

[0083] exist Figure 7 At time point Δt13, adjacent vehicle 502 begins to cut into its own lane 510B (i.e., adjacent vehicle 502 crosses the white line threshold 540). Figure 6 S607: Yes), switching the leading vehicle from other vehicle 501 to other vehicle 502 ( Figure 6(S608). At this time, management can be carried out by changing markings, etc. In addition, after the preceding vehicle is changed, the driving control is switched from vehicle speed control to vehicle-to-vehicle control (Vehicle speed control). Figure 6 (S609). Then, the acceleration and deceleration of the vehicle 500 are controlled so that the distance D1 between the vehicle 500 and the new leading vehicle 502 is consistent with the target distance (or becomes within the target distance range).

[0084] Therefore, in Figure 7 After time point Δt13, the vehicle control device of the vehicle 500 controls the acceleration (acceleration / deceleration command value) based on the inter-vehicle distance D1 (or relative speed) between the vehicle 500 and the new preceding vehicle 502. This control is effective when the relative speed between the vehicle 500 and the new preceding vehicle 502 in the direction of travel is zero or near zero (or within a specified range including zero), the inter-vehicle distance D1 does not suddenly decrease, or a sufficient inter-vehicle distance D1 can be ensured. Figure 6 S610: Yes), limits deceleration so that the shop distance D1 gradually approaches the target shop distance ( Figure 6 (S611). Although Figure 7 Not shown in the text, but in cases where the relative speed is not near zero (or not within the specified range including zero), the inter-vehicle distance D1 suddenly decreases, or a sufficient inter-vehicle distance D1 cannot be guaranteed ( Figure 6 S610: No), enhanced deceleration to ensure workshop distance D1 ( Figure 6 (S612).

[0085] In a scenario where the preceding vehicle 501 accelerates from time point Δt12 and the adjacent vehicle 502 inserts at time point Δt13, while maintaining vehicle control, the vehicle 500 will accelerate and then decelerate in order to follow the preceding vehicle 501. In this situation, the following will occur: Figure 7 The acceleration and deceleration of the vehicle 500 are not as rapid as the single-dot dashed line in the addition and subtraction command values. However, if the present invention is used, the vehicle control will switch from lane control to speed control at the time Δt12 before the adjacent vehicle 502 begins to cut in. Therefore, the acceleration of the vehicle 500 is corrected by speed control during the time points Δt12 to Δt13, so even if the adjacent vehicle 502 cuts in, the rapid acceleration and deceleration (single-dot dashed line) will not occur.

[0086] Figure 8 This is a second time map for implementing the lane-jumping probability correlation control according to an embodiment of the present invention. Hereinafter, in Figure 8 When explaining, in conjunction with Figure 5 (A) Figure 5 (D) and Figure 6 This will be explained in a related manner. Figure 8In the example, the ACC of vehicle 500 does not involve a switch from the preceding vehicle of other vehicle 501 to other vehicle 502.

[0087] exist Figure 8 Prior to time point Δt21, the workshop control implemented was for the preceding vehicle 501. Figure 6 (S601). At time point Δt21, the relative speed between the vehicle 500 and the adjacent vehicle 502 in the direction of travel becomes zero (or is within a specified range including zero). Thereafter, the state of zero relative speed (or the state within a specified range including zero) continues.

[0088] Time point Δt22 is the point in time where the relative velocity is zero (or a continuous time within a specified range including zero) has elapsed for the first specified time interval. Figure 6 S605: Yes). Therefore, the vehicle control device of its own vehicle 500 switches the driving control of its own vehicle 500 from vehicle control to vehicle speed control ( Figure 6 (S606). Therefore, after time point Δt22, even if the preceding vehicle 501 accelerates, causing the distance D1 between the vehicle 500 and the preceding vehicle 501 to become greater than the target distance, the vehicle 500 will continue to maintain a fixed speed control. Alternatively, the acceleration can be made less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control.

[0089] exist Figure 8 At time point Δt23, after switching to vehicle speed control ( Figure 6 S606), after the second predetermined time, with adjacent vehicles 502 not crossing the white line threshold 540. Figure 6 S613: Yes), thus determining that the adjacent vehicle 502 has no possibility of cutting in. Therefore, the vehicle control device of its own vehicle 500 switches the driving control from speed control to vehicle-to-vehicle control (S613: Yes). Figure 6 (S614). The new workshop control after time point Δt23 is the same as the workshop control before time point Δt22, with the preceding vehicle 501 as the target. Therefore, the vehicle control device of the vehicle 500 controls the acceleration and deceleration of the vehicle 500 by changing the workshop distance D1 between the vehicle 500 and the preceding vehicle 501 to the target workshop distance (or to a range of the target workshop distance).

[0090] The second specified time can be a specific fixed value. Alternatively, the second specified time can also be calculated using a table or graph that uses at least one of the following: the relative speed, relative distance, or relative acceleration between the vehicle 500 and the adjacent vehicle 502 in the direction of travel; or the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 in the direction of travel; or the target inter-vehicle distance.

[0091] In addition, if the vehicle 500 can no longer detect the preceding vehicle 501 after a second predetermined time period due to the acceleration of the preceding vehicle 501, the vehicle control device of the vehicle 500 may perform speed control to control the acceleration of the vehicle 500 in a manner that controls the vehicle's acceleration at a preset target speed or the current speed.

[0092] (A-2-4. First lane-cutting associated control (acceleration and deceleration control based on the lateral position of adjacent vehicles)) Next, use Figure 9 (A) Figure 13 The first lane-cutting correlation control will be explained. As mentioned above, the first lane-cutting correlation control is acceleration and deceleration control based on the lateral position of adjacent vehicles.

[0093] Figure 9 (A) Figure 9 (D) is an explanatory diagram showing the first to fourth states of the first scenario of the first lane-related control implementing an embodiment of the present invention. Figure 9 (A) Figure 9 In (D), vehicle 900 and other vehicles 901 and 902 are traveling in the same direction. Figure 9 (A) Figure 9 Road (D) includes lanes 910A and 910B. Hereinafter, lane 910B, where vehicle 900 and other vehicles 901 are traveling, will also be referred to as vehicle lane 910B. Furthermore, lane 910A adjacent to vehicle lane 910B will also be referred to as adjacent lane 910A. Adjacent lane 910A is defined by white lines 920A and 920B, while vehicle lane 910B is defined by white lines 920B and 920C. Additionally, other vehicles 901 traveling directly in front of vehicle 900 in vehicle lane 910B will also be referred to as leading vehicles 901, and other vehicles 902 traveling in adjacent lane 910A will also be referred to as adjacent vehicles 902.

[0094] Figure 9 (A) Figure 9 In (D), the vehicle itself is continuously performing ACC. Figure 9In (A), vehicle 900 is following vehicle 901 via lane control. Specifically, vehicle control unit of vehicle 900 controls acceleration and deceleration of vehicle 900 in a manner that maintains a target lane distance D1 between vehicle 900 and vehicle 901. Meanwhile, another vehicle 902 traveling in adjacent lane 910A is approaching vehicle 900 from behind.

[0095] The vehicle control unit of vehicle 900 sets a monitoring area 930. Monitoring area 930 is the detection area for adjacent vehicles (e.g., adjacent vehicle 902) and vehicles cutting in during ACC (Adaptive Cruise Control) operation. Figure 9 (A) Figure 9 In example (D), the range of the monitoring area 930 in the direction of travel (the range in the direction of travel) is set from the front end of the vehicle 900 to the front end of the preceding vehicle 901. In addition, the range of the monitoring area 930 in the lateral direction (the lateral range) is set between the white lines 920A and 920C outside the adjacent lane 910A and the vehicle's own lane 910B.

[0096] The directional and lateral ranges of the monitoring area 930 are not limited to those described above. For example, the directional range may be set from the rear of the vehicle 900 to the front of the preceding vehicle 901, or from the rear of the vehicle 901 to the rear of the preceding vehicle 901. The furthest point of the directional range may also be set relative to the rear of the vehicle 900. In this case, if current sensors cannot detect vehicles (other vehicles) further back than the rear of the vehicle 900, additional sensors may be added to detect vehicles in lane 910B or adjacent lane 910A that are further back than the rear of the vehicle 900. Furthermore, the lateral range of the monitoring area 930 may vary depending on the number of adjacent lanes.

[0097] Furthermore, when white line 920B can be detected, the vehicle control device of vehicle 900 sets a first white line threshold 941 and a second white line threshold 942. The first white line threshold 941 is a threshold (hypothetical white line) for determining whether an adjacent vehicle 902 is likely (or how likely) to cut into its own vehicle's lane 510B. The second white line threshold 942 is a threshold (hypothetical white line) for determining whether an adjacent vehicle 902 has already begun to cut into its own vehicle's lane 910B.

[0098] The first white line threshold 941 is tilted relative to white line 920B. That is, the closer the first white line threshold 941 is to the side of its own vehicle 900, the greater its lateral offset value relative to white line 920B; the closer it is to the side of the preceding vehicle 901, the smaller its lateral offset value relative to white line 920B. Figure 9(A) Figure 9 In example (D), the lateral offset value of the top of the leading vehicle 901 relative to the white line 920B is zero (but may not be zero). Alternatively, the travel direction position with a lateral offset value of zero relative to the white line 920B may be set elsewhere (e.g., a position at a predetermined distance from the top or rear of the leading vehicle 901). The slope or lateral offset value of the first white line threshold 941 may use a specific fixed value. Alternatively, the slope or lateral offset value of the first white line threshold 941 may be calculated using a table or graph that uses at least one of the relative speed, relative distance, or relative acceleration between the vehicle 900 and the adjacent vehicle 902 in the travel direction, or the inter-vehicle distance D1 or target inter-vehicle distance between the vehicle 900 and the leading vehicle 901 in the travel direction.

[0099] The second white line threshold 942 is tilted relative to white line 920B between white line 920B and the first white line threshold 941. That is, the closer the second white line threshold 942 is to the side of its own vehicle 900, the greater its lateral offset value relative to white line 920B; the closer it is to the side of the preceding vehicle 901, the smaller its lateral offset value relative to white line 920B. Figure 9 (A) Figure 9 In example (D), the lateral offset value of the top of the leading vehicle 901 relative to the white line 920B is zero (but may not be zero). Alternatively, the travel direction position with a lateral offset value of zero relative to the white line 920B may be set elsewhere (e.g., a position at a predetermined distance from the top or rear of the leading vehicle 901). The slope or lateral offset value of the second white line threshold 942 may use a specific fixed value. Alternatively, the slope or lateral offset value of the second white line threshold 942 may be calculated using a table or graph that uses at least one of the relative speed, relative distance, or relative acceleration between the own vehicle 500 and the adjacent vehicle 502 in the travel direction, or the inter-vehicle distance D1 or target inter-vehicle distance between the own vehicle 900 and the leading vehicle 901 in the travel direction.

[0100] Figure 9 In (B), vehicle 900 continues to perform workshop control on the preceding vehicle 901. On the other hand, another vehicle 902 overtakes vehicle 900 and enters monitoring area 930. Therefore, vehicle control device of vehicle 900 uses the relative position or relative distance of the adjacent vehicle 902 in the lateral direction and the first white line threshold 941 to determine the possibility of the adjacent vehicle 902 cutting in.

[0101] Figure 9In (C), the adjacent vehicle 902 crossed the first white line threshold 941. Therefore, it is considered that the adjacent vehicle 902 may have changed lanes (cut in) between the preceding vehicle 901 and its own vehicle 900. Therefore, the vehicle control device of its own vehicle 900 stops lane control for the preceding vehicle 901 and switches to speed control. As a result, its own vehicle 900 travels at the target speed, and the lane distance D1 between its own vehicle 900 and the preceding vehicle 901 may deviate from the target lane distance.

[0102] As described above, when vehicle 900 continues to control the vehicle ahead of it (vehicle 901), if vehicle 901 accelerates and the distance between vehicle 900 and the target vehicle 901 becomes longer than the target distance, vehicle 900's vehicle control device will accelerate vehicle 900 to bring the distance between vehicle 900 and the target distance together. However, when vehicle control for vehicle 901 is stopped and speed control is switched to vehicle speed control, vehicle 900 continues to maintain a constant speed even if vehicle 901 accelerates. This allows for preparation for adjacent vehicle 902 to cut in.

[0103] Figure 9 In (D), the adjacent vehicle 902 has crossed the second white line threshold 942 and is entering its own vehicle lane 910B. When the adjacent vehicle 902 crosses the second white line threshold 942, the vehicle control device of the own vehicle 900 determines that the adjacent vehicle 902 has begun to change lanes into its own vehicle lane 910B (cutting in between its own vehicle 900 and the preceding vehicle 901). In this case, the vehicle control device of the own vehicle 900 sets the adjacent vehicle 902 as the new preceding vehicle and begins lane control for the new preceding vehicle 902. That is, the vehicle control device of the own vehicle 900 controls the acceleration and deceleration of its own vehicle 900 in a manner that maintains a target lane distance D1 between its own vehicle 900 and the new preceding vehicle 902.

[0104] Figure 10 (A) Figure 10 (D) is an explanatory diagram showing the first to fourth states of the second scenario of the first lane-related control in an embodiment of the present invention. Figure 10 (A) Figure 10 In (D), vehicle 1000 and other vehicles 1001 and 1002 are traveling in the same direction. Figure 10 (A) Figure 10Road (D) includes lanes 1010A and 1010B. Hereinafter, lane 1010B, where vehicle 1000 and other vehicles 1001 are traveling, will also be referred to as vehicle lane 1010B. Furthermore, lane 1010A adjacent to vehicle lane 1010B will also be referred to as adjacent lane 1010A. Adjacent lane 1010A is defined by white lines 1020A and 1020B, while vehicle lane 1010B is defined by white lines 1020B and 1020C. Additionally, other vehicles 1001 traveling in front of vehicle 1000 in vehicle lane 1010B will also be referred to as leading vehicles 1001, and other vehicles 1002 traveling in adjacent lane 1010A will also be referred to as adjacent vehicles 1002.

[0105] Figure 10 (A) Figure 10 In (D), the vehicle itself (1000) is continuously performing ACC. Figure 10 (A) Figure 10 (C) and Figure 9 (A) Figure 9 The (C) is the same. That is, Figure 10 In (A), vehicle 1000 is following vehicle 1001 via vehicle control. Meanwhile, another vehicle 1002 traveling in adjacent lane 1010A is approaching vehicle 1000 from behind. Furthermore, vehicle control of vehicle 1000 sets a monitoring area 1030, a first white line threshold 1041, and a second white line threshold 1042.

[0106] Figure 10 In (B), vehicle 1000 continues to control the vehicle ahead of it (vehicle 1001). On the other hand, another vehicle (vehicle 1002) overtakes vehicle 1000 and enters monitoring area 1030. Therefore, vehicle control device of vehicle 1000 uses the relative position or relative distance of the adjacent vehicle (vehicle 1002) in the lateral direction with respect to the first white line threshold 1041 to determine the possibility of the adjacent vehicle (vehicle 1002) cutting in.

[0107] Figure 10 In (C), the adjacent vehicle 1002 crossed the first white line threshold 1041. Therefore, it is considered that the adjacent vehicle 1002 may have changed lanes (cut in) between the preceding vehicle 1001 and its own vehicle 1000. Therefore, the vehicle control device of its own vehicle 1000 stops lane control for the preceding vehicle 1001 and switches to speed control. As a result, its own vehicle 1000 travels at the target speed, and the lane distance D1 between its own vehicle 1000 and the preceding vehicle 1001 may deviate from the target lane distance.

[0108] Figure 10In (D), the adjacent vehicle 1002 has left the first white line threshold 1041. Therefore, it is considered that the adjacent vehicle 1002 has no possibility (or low possibility) of changing lanes (cutting in) between the preceding vehicle 1001 and its own vehicle 1000. Therefore, the vehicle control device of its own vehicle 1000 stops speed control and resumes lane control for the preceding vehicle 1001.

[0109] In addition, when the adjacent vehicle 1002 temporarily crosses the first white line threshold 1041 and leaves the first white line threshold 1041, and the preceding vehicle 1001 accelerates, causing the vehicle 1000 to no longer detect the preceding vehicle 1001, the vehicle control device of the vehicle 1000 can perform speed control to control the acceleration of the vehicle 1000 in a manner that controls the vehicle 1000 to travel at a preset target speed or the current speed.

[0110] Figure 11 This is a flowchart illustrating the first lane-interaction control according to an embodiment of the present invention. Below, it will be compared with... Figure 9 (A) Figure 9 (D) (or Figure 10 (A) Figure 10 The way that (D) is associated with Figure 11 The steps are explained below. In step S1101, the vehicle control device of the vehicle itself 900 is implementing ACC workshop control (see reference). Figure 9 (A)).

[0111] In step S1102, the vehicle control device of the vehicle 900 determines whether the white line 920B can be detected. If the white line 920B can be detected (S1102: Yes (TRUE)), proceed to step S1103. Otherwise (S1102: No (FALSE)), the acceleration correction based on the cut-off determination in this embodiment ends. Furthermore, although Figure 11 Although not shown in the text, if the white line cannot be detected (S1102: No), the same steps as described below, S1106, S1108, and S1111, can be performed based on the lateral relative position, relative speed, relative distance, or relative acceleration of the vehicle 900 and the adjacent vehicle 902, instead of the white line 920B.

[0112] In step S1103, the vehicle control device of the vehicle 900 calculates a first white line threshold 941 and a second white line threshold 942. As described above, the first white line threshold 941 is a threshold (hypothetical white line) for determining whether an adjacent vehicle 902 is likely (or how likely) to cut into the vehicle's lane 910B. The second white line threshold 942 is a threshold (hypothetical white line) for determining whether an adjacent vehicle 902 has already begun to cut into the vehicle's lane 910B. As described above, the first white line threshold 941 can be tilted relative to the white line 920B (or its lateral offset value relative to the white line 920B can be changed). The second white line threshold 942 can be tilted relative to the white line 920B (or its lateral offset value relative to the white line 920B can be changed) between the white line 920B and the first white line threshold 941.

[0113] In step S1104, the vehicle control device of the vehicle 900 determines whether an adjacent vehicle 902 is detected within the monitoring area 930. If an adjacent vehicle 902 is detected (S1104: Yes), proceed to step S1105. Otherwise (S1104: No), the acceleration correction based on the cut-off determination in this embodiment ends. The monitoring area 930 is classified into a travel direction range and a lateral range. As described above, the travel direction range and lateral range of the monitoring area 930 can be set as appropriate. Furthermore, for the white lines 920A to 920C, which are too close to the vehicle 900 to be detected by the forward camera sensor 120 ( Figure 1 The parts captured (excluding the parts that cannot be captured) can be detected or inferred based on the continuous behavior of the vehicle itself or by comparing past and current images of the front.

[0114] In step S1105, the vehicle control device of the vehicle 900 obtains the lateral relative position or relative distance between the adjacent vehicle 902 and the white line 920B (as well as the first white line threshold 941 and the second white line threshold 942).

[0115] In step S1106, the vehicle control device of the vehicle 900 determines whether the adjacent vehicle 902 has crossed the first white line threshold 941. If it has crossed (S1106: Yes), proceed to step S1107. In this case, the lane-cutting determination flag can be set to ON. Otherwise (S1106: No), the acceleration correction based on lane-cutting determination in this embodiment ends.

[0116] In step S1107, the vehicle control device of the vehicle 900 switches the driving control of the vehicle 900 from lane control to speed control. The target speed used in speed control is the speed set at the switching time or a speed lower than it. Alternatively, the acceleration can be set to less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control. After step S1107, even if the preceding vehicle 901 accelerates, causing the lane distance D1 to become longer than the target lane distance, the vehicle 900 continues to travel at a constant speed. Conversely, if the preceding vehicle 901 decelerates, causing the lane distance D1 to become shorter than the target lane distance, lane control can be prioritized over speed control, causing the vehicle 900 to decelerate so that the lane distance D1 with the preceding vehicle 901 becomes the target lane distance. In other words, in step S1107, speed control can be selected when the lane distance D1 with the preceding vehicle 901 is greater than the target lane distance, and lane control can be selected when the lane distance D1 is less than the target lane distance.

[0117] In step S1108, the vehicle control device of the vehicle 900 determines whether the adjacent vehicle 902 has crossed the second white line threshold 942. If it has crossed (S1108: Yes), proceed to step S1109. In this case (or after step S1109 or S1110), the lane-cutting determination flag can be set to OFF.

[0118] In step S1109, the vehicle control device of the vehicle 900 switches the preceding vehicle (other vehicles directly in front of the vehicle 900 in its own lane 910B) from other vehicle 901 to other vehicle 902. That is, when the adjacent vehicle 902 crosses the second white line threshold 942, the vehicle 900 identifies the adjacent vehicle 902, rather than the previously following preceding vehicle 901, as a vehicle cutting in or a new preceding vehicle.

[0119] In step S1110, the vehicle control device of the vehicle 900 switches the driving control of the vehicle 900 from speed control to lane control. At this time, the new leading vehicle 902 (the original adjacent vehicle) is taken as the object of lane control. Furthermore, if the adjacent vehicle 902 cuts in and becomes the new leading vehicle 902, it is assumed that the lane distance D1 between the vehicle 900 and the new leading vehicle 902 is shorter than the target lane distance. After step S1110, [further steps can be taken]. Figure 6 The same process applies to steps S610 to S612.

[0120] If the second white line threshold 942 has not been crossed (S1108: No), proceed to step S1111. In step S1111, the vehicle control device of the vehicle 900 determines whether the adjacent vehicle 902 has left the first white line threshold 941. If it has left (step S1111: Yes), proceed to step S1113. Otherwise (step S1111: No), proceed to step S1112. Furthermore, due to its hysteresis characteristic, in step S1111, the third white line threshold, which is closer to the adjacent lane 910A side than the first white line threshold 941, can also be used instead of the first white line threshold 941.

[0121] In step S1112, the vehicle control device of the vehicle 900 determines whether the time since its inception has exceeded the third predetermined time. If it has (S1112: Yes), it determines that the adjacent vehicle 902 has no possibility of cutting in (or the possibility is low), and proceeds to step S1113. Otherwise (S1112: No), it determines that the adjacent vehicle 902 has a possibility of cutting in (or the possibility is high), and returns to step S1108. The third predetermined time (third time threshold) can use a specific fixed value. Alternatively, the third predetermined time can also be calculated using a table or graph that uses at least one of the following: the relative speed, relative distance, or relative acceleration between the vehicle 900 and the adjacent vehicle 902 in the direction of travel; or the inter-vehicle distance D1 between the vehicle 900 and the preceding vehicle 901 in the direction of travel; or the target inter-vehicle distance.

[0122] In step S1113, the vehicle control device of the vehicle 900 switches the driving control of the vehicle 900 from speed control to vehicle-to-vehicle control. At this time, the preceding vehicle 901, which is the same as the object of the previous vehicle-to-vehicle control, is taken as the object of vehicle-to-vehicle control. Furthermore, if the vehicle 900 can no longer detect the preceding vehicle 901 after a third predetermined time period due to the acceleration of the preceding vehicle 901, the vehicle control device of the vehicle 900 may perform speed control to control the acceleration of the vehicle 900 at a preset target speed or the current speed.

[0123] Figure 12 This is a first timing diagram for implementing the first lane-changing control according to an embodiment of the present invention. Hereinafter, in Figure 12 When explaining, in conjunction with Figure 9 (A) Figure 9 (D) and Figure 11 This will be explained in a related manner. Figure 12 In the example, a switch occurs in the ACC of vehicle 900 from the preceding vehicle 901 to the preceding vehicle 902.

[0124] exist Figure 12 Prior to time point Δt31, the workshop control implemented was for the preceding vehicle 901. Figure 11 (S1101). At time point Δt31, adjacent vehicle 902 crosses the first white line threshold 941 ( Figure 9 (C) Figure 11 Step S1106: Yes). Therefore, the vehicle control device of its own vehicle 900 sets the cut-off judgment flag to ON, and switches the driving control of its own vehicle 900 from lane control to speed control. Figure 11 (S1107). Therefore, after time point Δt31, even if the preceding vehicle 901 accelerates, causing the distance D1 between the vehicle 900 and the preceding vehicle 901 to become greater than the target distance, the vehicle 900 continues to maintain a fixed speed control. Alternatively, the acceleration can be made less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control.

[0125] exist Figure 12 At time Δt32, adjacent vehicle 902 begins to cut into its own lane 910B (i.e., adjacent vehicle 902 crosses the second white line threshold 942). Figure 11 S1108: Yes), switch the leading vehicle from other vehicle 901 to other vehicle 902 ( Figure 11 (S1109). At this time, management can be carried out by changing markings, etc. In addition, after the change of the preceding vehicle, the driving control is switched from vehicle speed control to vehicle workshop control (S1109). Figure 11 (S1110). Therefore, the acceleration and deceleration of the vehicle 900 are controlled in such a way that the distance D1 between the vehicle 900 and the new preceding vehicle 902 is the same as the target distance (or in a way that changes to the target distance range).

[0126] exist Figure 12 At time point Δt33, adjacent vehicle 902 crosses white line 920B (the lateral distance between adjacent vehicle 902 and white line 920B becomes less than zero). Figure 12 The acceleration / deceleration command values ​​and the single-dot dashed lines in the vehicle speed diagram refer to a comparative example. In this comparative example, the acceleration of the vehicle 900 is corrected at time Δt33 when the adjacent vehicle 902 crosses the white line 920B. Therefore, a sudden deceleration occurs to lengthen the suddenly shortened inter-vehicle distance D1. In contrast, in the embodiment of the present invention, at time Δt32, inter-vehicle control is switched to use the adjacent vehicle 902 as the new leading vehicle 902, and deceleration begins. Therefore, the vehicle 900 can respond without sudden deceleration, thereby not compromising the driver's ride comfort.

[0127] exist Figure 12At time point Δt34, the acceleration command value of vehicle 900 becomes 0 or higher. Simultaneously, the vehicle control device of vehicle 900 sets the lane-cutting judgment flag to OFF. The time when the lane-cutting judgment flag is set to OFF can also be, for example, at time point Δt32 or Δt33.

[0128] Figure 13 This is a second timing diagram for implementing the first lane-changing control according to an embodiment of the present invention. Hereinafter, in Figure 12 When explaining, in conjunction with Figure 10 (A) Figure 10 (D) and Figure 11 This will be explained in a related manner. Figure 13 In the example, the ACC of vehicle 1000 does not involve a switch from the preceding vehicle of other vehicle 1001 to other vehicle 1002.

[0129] exist Figure 13 Prior to time point Δt41, the workshop control implemented was for the preceding vehicle 1001. Figure 11 (S1101). At time point Δt41, adjacent vehicle 1002 crosses the first white line threshold 1041 ( Figure 10 (C) Figure 11 Step S1106: Yes). Therefore, the vehicle control device of its own vehicle 1000 sets the cut-off judgment flag to open and switches the driving control of its own vehicle 1000 from lane control to speed control. Figure 11 (S1107). Therefore, after time point Δt41, even if the preceding vehicle 1001 accelerates, causing the distance D1 between the vehicle 1000 and the preceding vehicle 1001 to become greater than the target distance, the vehicle 1000 continues to maintain a fixed speed control. Alternatively, the acceleration can be made less than the current acceleration or the acceleration can be set to 0 [G] instead of switching to speed control.

[0130] exist Figure 13 At time point Δt42, adjacent vehicle 1002 leaves the first white line threshold 1041. Figure 11 S1111: Yes). At this time, the vehicle control device of its own vehicle 1000 switches the driving control of its own vehicle 1000 from speed control to vehicle control ( Figure 11 (S1113). At this time, the preceding vehicle 1001, which is the same as the previous workshop control object, is taken as the workshop control object. In addition, the cut-off judgment flag is set to off.

[0131] When switching to vehicle control at time Δt42, the vehicle distance D1 between the vehicle 1000 and the preceding vehicle 1001 has become longer than the target vehicle distance. Therefore, the vehicle control device of the vehicle 1000 increases the vehicle speed by increasing the acceleration command value, controlling the vehicle so that the vehicle distance D1 matches the target vehicle distance (or enters the target vehicle distance range). Furthermore, if the preceding vehicle 1001 can no longer be detected by the vehicle 1000 at time Δt42 due to its acceleration, the vehicle control device of the vehicle 1000 can perform speed control to control the acceleration of the vehicle 1000 at a preset target speed or the current speed.

[0132] (A-2-5. Second-order cut-off control (acceleration / deceleration control based on cut-off requests from adjacent vehicles)) Next, use Figure 14 The second lane-cutting association control will be explained. As mentioned above, the second lane-cutting association control is acceleration / deceleration control based on lane-cutting requests from adjacent vehicles.

[0133] Figure 14 This is a flowchart of the second stop-and-go control according to an embodiment of the present invention. Below, it will be compared with... Figure 9 (A) Figure 9 The way that (D) is associated with Figure 14 The steps are explained below. In step S1401, the vehicle control unit of vehicle 900 is implementing ACC workshop control (see reference). Figure 9 (A)).

[0134] Figure 14 Steps S1401 to S1405 and Figure 11 Steps S1101 to S1105 are the same. However, the second cut-off correlation control ( Figure 14 The first white line threshold 941 is not used in the ) Figure 9 (A)). Therefore, in step S1403, only the second white line threshold 942 needs to be calculated.

[0135] In step S1406, the vehicle control device of the vehicle 900 determines whether it has received a cut-in request from the adjacent vehicle 902. If it has received such a request (S1406: Yes), proceed to step S1407. Otherwise (S1406: No), the acceleration correction based on cut-in determination in this embodiment ends.

[0136] The cut-in request may include signals based on vehicle-to-vehicle communication between the vehicle 900 and the adjacent vehicle 902, signals where the adjacent vehicle 902's turn signal flashes towards the vehicle's lane 910B, or signals based on road-to-road communication within a merging section of an interchange or construction zone. In this embodiment, the cut-in request is sent from the adjacent vehicle 902 at predetermined intervals until the cut-in is completed. Alternatively, in the case of signals based on vehicle-to-vehicle communication or road-to-road communication, only one cut-in request may be sent, after which the adjacent vehicle 902 may send other signals to the vehicle 900 to communicate the progress of the cut-in (cutting in progress, cutting in complete, etc.).

[0137] Figure 14 Steps S1407 to S1410 and Figure 11 The steps S1107 to S1110 are the same.

[0138] In step S1411, the vehicle control device of the vehicle 900 determines whether it has not received a cut-in request from the adjacent vehicle 902. As described above, in this embodiment, a cut-in request is output from the adjacent vehicle 902 at a predetermined period until the cut-in is completed. Therefore, if no cut-in request is received, it can be determined that the adjacent vehicle 902 has stopped cutting in. Therefore, if no cut-in request is received (S1411: Yes), proceed to step S1413. Otherwise (S1411: No), proceed to step S1412. In addition, if only one cut-in request is sent, followed by other signals conveying the progress of cutting in (cutting in progress, cutting in complete, etc.), it can be determined in step S1411 whether a signal conveying the abortion of cutting in has been received.

[0139] Steps S1412, S1413 and Figure 11 Steps S1112 and S1113 are the same.

[0140] (A-2-6. Further explanation of the correlation control of the possibility of cutting in line) Regarding the correlation control of the possibility of cutting in line, see the reference above. Figure 5 (A) Figure 8 This has been explained. Here, we will use a typical example to explain how the acceleration is adjusted based on the relative speed of the adjacent vehicle 502 before it enters its own lane 510B to determine the possibility of cutting in (or the vehicle cutting in). Below, we will further explain the control related to the possibility of cutting in, including other cases as well. In the following explanation, we will refer to... Figure 5 (A) Figure 8 Explain in a related manner.

[0141] The behaviors of the preceding vehicle 501 and the adjacent vehicle 502 in the direction of travel are classified into three types: acceleration, deceleration, and constant speed. Therefore, the combinations of behaviors of the preceding vehicle 501 and the adjacent vehicle 502 in the direction of travel are classified into nine modes. Furthermore, when the vehicle 500 is performing workshop control on the preceding vehicle 501, the behaviors of the vehicle 500 and the preceding vehicle 501 in the direction of travel are essentially the same.

[0142] Furthermore, in the control of the possibility of cutting in, it is determined whether the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is fixed (e.g., whether the relative speed of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is zero or near zero). Figure 6 (S605). Therefore, it can be classified into two modes based on whether the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is fixed or not. For each of the nine modes of the combination of the behavior of the preceding vehicle 501 and the adjacent vehicle 502 in the direction of travel, there are two modes: the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is fixed and not, so a total of 18 modes can be classified (but as will be discussed later, it is assumed that some modes will not actually occur). The following is a description of each of these 18 modes.

[0143] Mode 1: When the preceding vehicle 501 accelerates, the adjacent vehicle 502 accelerates, and the relative positions of the current vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In Mode 1, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, if the preceding vehicle 501 accelerates and the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 becomes longer than the target inter-vehicle distance, the vehicle 500 corrects or increases its own acceleration in a way that brings the inter-vehicle distance D1 closer to the target inter-vehicle distance.

[0144] Mode 2: The preceding vehicle 501 accelerates, the adjacent vehicle 502 accelerates, and the relative positions of the current vehicle 500 and the adjacent vehicle 502 in the direction of travel remain fixed. Figure 6 S605: Yes). In Mode 2, the vehicle itself (500) switches from vehicle control to speed control. Figure 6 (S606). In this state, when the preceding vehicle 501 accelerates, the inter-vehicle distance D1 between the current vehicle 500 and the preceding vehicle 501 increases. Therefore, the adjacent vehicle 502 can easily insert itself between the preceding vehicle 501 and the current vehicle 500.

[0145] Mode 3: When the preceding vehicle 501 decelerates, the adjacent vehicle 502 accelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In Mode 3, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, if the preceding vehicle 501 decelerates, causing the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 to become shorter than the target inter-vehicle distance, the vehicle 500 corrects or reduces its own acceleration in a way that brings the inter-vehicle distance D1 closer to the target inter-vehicle distance.

[0146] Mode 4: The preceding vehicle 501 decelerates, the adjacent vehicle accelerates, and the relative positions of the current vehicle 500 and the adjacent vehicle 502 in the direction of travel remain fixed. Figure 6 S605: Yes). However, when the preceding vehicle 501 decelerates, the vehicle 501 itself will also decelerate, so the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel will not be fixed, and it is assumed that mode 4 will not actually occur.

[0147] Mode 5: The leading vehicle 501 maintains a constant speed, the adjacent vehicle 502 accelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 5, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 accelerates or decelerates its own acceleration in a manner that maintains the inter-vehicle distance D1 at the target inter-vehicle distance.

[0148] Mode 6: The leading vehicle 501 maintains a constant speed, the adjacent vehicle 502 accelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6 S605: Yes). However, if the preceding vehicle 501 is at a constant speed, and the vehicle itself 501 is also at a constant speed, the relative position of the vehicle itself 500 (constant speed) and the adjacent vehicle 502 (accelerating) in the direction of travel will not be fixed, so it is assumed that mode 6 will not actually occur.

[0149] Mode 7: When the leading vehicle 501 accelerates, the adjacent vehicle 502 decelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 7, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 corrects or increases its acceleration in a way that keeps the inter-vehicle distance D1 at the target inter-vehicle distance.

[0150] Mode 8: The leading vehicle 501 accelerates, the adjacent vehicle 502 decelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6 S605: Yes). However, when the preceding vehicle 501 accelerates, the vehicle 501 itself will also accelerate, so the relative position of the vehicle 500 (accelerating) and the adjacent vehicle 502 (decelerating) in the direction of travel will not be fixed, and it is assumed that mode 8 will not actually occur.

[0151] Mode 9: When the preceding vehicle 501 decelerates, the adjacent vehicle 502 decelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 9, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 reduces its own acceleration in order to maintain the inter-vehicle distance D1 at the target inter-vehicle distance.

[0152] Mode 10: The preceding vehicle 501 decelerates, the adjacent vehicle 502 decelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel remain fixed. Figure 6 S605: Yes). In mode 10, the leading vehicle 501 is decelerating, so as mentioned above, the own vehicle 500 does not switch from vehicle-to-vehicle control to speed control but maintains vehicle-to-vehicle control. Thus, the own vehicle 500 decelerates in coordination with the leading vehicle 501 by changing the vehicle-to-vehicle distance D1 between the own vehicle 500 and the leading vehicle 501 to the target vehicle-to-vehicle distance.

[0153] Mode 11: The leading vehicle 501 is traveling at a constant speed, the adjacent vehicle 502 is decelerating, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 11, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 maintains or increases or decreases its acceleration in a manner that keeps the inter-vehicle distance D1 at the target inter-vehicle distance.

[0154] Mode 12: The leading vehicle 501 maintains a constant speed, the adjacent vehicle 502 decelerates, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6 S605: Yes). However, if the preceding vehicle 501 is traveling at a constant speed, and the vehicle itself 501 is also traveling at a constant speed, then the relative position of the vehicle itself 500 (traveling at a constant speed) and the adjacent vehicle 502 (decelerating) in the direction of travel will not actually be fixed, so it is assumed that mode 12 will not actually occur.

[0155] Mode 13: The preceding vehicle 501 accelerates, the adjacent vehicle 502 maintains a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 13, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 corrects or increases its acceleration in a way that keeps the inter-vehicle distance D1 at the target inter-vehicle distance.

[0156] Mode 14: The preceding vehicle 501 accelerates, the adjacent vehicle 502 maintains a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6 S605: Yes). However, when the preceding vehicle 501 accelerates, the vehicle 501 itself will also accelerate, so the relative position of the vehicle 500 (accelerating) and the adjacent vehicle 502 (constant speed) in the direction of travel will not be fixed, and it is assumed that mode 14 will not actually occur.

[0157] Mode 15: The preceding vehicle 501 decelerates, the adjacent vehicle 502 maintains a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 15, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 corrects or reduces its acceleration in a way that keeps the inter-vehicle distance D1 at the target inter-vehicle distance.

[0158] Mode 16: The leading vehicle 501 decelerates, the adjacent vehicle 502 maintains a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6S605: Yes). However, when the preceding vehicle 501 decelerates, the vehicle 501 itself will also decelerate, so the relative position of the vehicle 500 (decelerating) and the adjacent vehicle 502 (constant speed) in the direction of travel will not be fixed, and it is assumed that mode 16 will not actually occur.

[0159] Mode 17: The leading vehicle 501 is traveling at a constant speed, the adjacent vehicle 502 is traveling at a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are not fixed. Figure 6 S605: No). In mode 17, the vehicle 500 does not switch from workshop control to speed control but maintains workshop control for the preceding vehicle 501. Figure 6 (S601). In this state, the vehicle 500 maintains or increases or decreases its acceleration in a manner that keeps the inter-vehicle distance D1 at the target inter-vehicle distance.

[0160] Mode 18: The leading vehicle 501 travels at a constant speed, the adjacent vehicle 502 travels at a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the direction of travel are fixed. Figure 6 S605: Yes). In mode 18, the vehicle itself (500) switches from vehicle control to speed control. Figure 6 (S606). In this state, the speed of the vehicle 500 is reduced compared to the preceding vehicle 501, thereby increasing the inter-vehicle distance D1. Therefore, the adjacent vehicle 502 can easily insert itself between the preceding vehicle 501 and the vehicle 500.

[0161] [A-3. The function and effects of various embodiments of the present invention] about Figure 5 (A) Figure 8 In this implementation, the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches the vehicle speed control to vehicle speed control based on the probability of cutting in, determined by the relative speed (adjacent vehicle relationship value) between the vehicle 500 and the adjacent vehicle 502 in the direction of travel. Figure 6 (S606). In other words, the target acceleration calculation unit 206 adjusts the acceleration and deceleration of its own vehicle 500 according to the possibility of cutting in.

[0162] According to this embodiment, not only is the vehicle designated as the new leading vehicle when an adjacent vehicle 502 actually begins to cut into its own lane 510B by moving laterally (in the lane width direction), but also when the adjacent vehicle 502 is moving straight in the adjacent lane 510A, the acceleration and deceleration of the vehicle 500 are controlled according to the possibility of the adjacent vehicle 502 cutting in. Thus, acceleration and deceleration control of the vehicle 500 corresponding to the possibility of cutting in can be achieved.

[0163] Especially in this embodiment, the likelihood of cutting in is determined based on the relative speed between the adjacent vehicle 502 in the direction of travel and the vehicle 500 itself, rather than the behavior of the adjacent vehicle 502 in the lateral direction (lane width direction), or in addition to the behavior of the adjacent vehicle 502 in the lateral direction (lane width direction), based on the relative speed between the adjacent vehicle 502 in the direction of travel and the vehicle 500 itself. Therefore, the likelihood of cutting in can be determined earlier, thereby enabling smooth acceleration and deceleration of the vehicle 500.

[0164] For example, consider the case where, while vehicle 500 is performing workshop control to maintain a fixed workshop distance D1 with preceding vehicle 501, an adjacent vehicle 502 inserts itself between preceding vehicle 501 and vehicle 500 during the acceleration of preceding vehicle 501. Figure 5 (C) For example, when detecting a lane change by relying solely on the lateral movement of the adjacent vehicle 502 to cut into its own lane 510B from the adjacent lane 510A, the vehicle 500 also accelerates along with the preceding vehicle 501 before the start of detecting the adjacent vehicle 502 cutting in (lane change). Then, the vehicle 500 decelerates at the moment when the start of detecting the adjacent vehicle 502 cutting in (lane change). If deceleration occurs immediately after acceleration, smooth acceleration and deceleration cannot be achieved, which raises concerns about reduced ride comfort for the driver and others.

[0165] In the above embodiment, even before the adjacent vehicle 502 begins to move laterally to cut in (lane change), the acceleration and deceleration of the vehicle 500 are controlled by using the probability of cutting in, determined based on the relative speed between the adjacent vehicle 502 and the vehicle 500 in the direction of travel. For example, even if the preceding vehicle 501 is accelerating, as long as it is determined that the adjacent vehicle 502 has a high probability of cutting in before the adjacent vehicle 502 moves laterally, the vehicle 500 can maintain a constant speed or decelerate without accelerating. This enables smooth acceleration and deceleration, thereby improving ride comfort.

[0166] about Figure 5 (A) Figure 8 In this implementation, when the adjacent vehicle 502 is within the monitoring area 530 (in other words, in a position where it can cut in) and the relative speed between the vehicle 500 and the adjacent vehicle 502 has elapsed for a first predetermined time (a first time threshold), Figure 6 S605: Yes), the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches the workshop control to vehicle speed control. Figure 6(S606). In other words, after a first predetermined time has elapsed, the target acceleration calculation unit 206 corrects the acceleration and deceleration of its own vehicle 500. Therefore, the likelihood of an adjacent vehicle 502 cutting in front can be easily determined based on the relative speed between the adjacent vehicle 502 and the own vehicle 500 in the direction of travel. Furthermore, since the acceleration and deceleration of the own vehicle 500 are corrected after a first predetermined time has elapsed while the relative position is in a fixed state, a more appropriate timing correction can be achieved.

[0167] about Figure 5 (A) Figure 8 In the implementation method, when the target acceleration calculation unit 206 (acceleration / deceleration control unit) performs vehicle acceleration / deceleration control to maintain the vehicle's own vehicle 500's vehicle-to-vehicle distance D1 within a certain range, if the relative position (adjacent vehicle relationship value) between the vehicle's own vehicle 500 and the adjacent vehicle 502 shows that the adjacent vehicle 502 is within the monitoring area 530 (in other words, in a position that can insert itself directly in front of the vehicle's own vehicle 500) for a continuous period exceeding a first predetermined time (first time threshold), it switches to speed control that controls the acceleration / deceleration of the vehicle's own vehicle 500 by changing the speed of the vehicle's own vehicle 500 to the target vehicle speed. Figure 6 (S606). This makes it easy to prepare for adjacent vehicles 502 to cut in.

[0168] about Figure 5 (A) Figure 8 In this implementation, the lane change detection unit 205 (lane change detection unit) detects the cutting in by the adjacent vehicle 502 based on the lateral relative position between the white line 520B between the adjacent lane 510A and its own lane 510B and the adjacent vehicle 502. Figure 6 (S607). Therefore, it is easy to determine when the adjacent vehicle 502 has started cutting in (lane change).

[0169] about Figure 5 (A) Figure 8 In this implementation, the lane change detection unit 205 (lane change detection unit) sets a monitoring area 530 to monitor the possibility of lane cutting. Figure 5 (A) Figure 5 (D)). The monitoring area 530 in the direction of travel is set between the preceding vehicle 501 and the vehicle itself 500. Thus, by focusing on the adjacent vehicle 502, which has a relatively high probability of cutting in, the possibility of cutting in can be determined, and the computational load can be suppressed.

[0170] about Figure 5 (A) Figure 8The implementation method involves initiating workshop control (correction of the vehicle's own acceleration and deceleration) based on the relative speed in the direction of travel. Figure 6 In S605 (Yes → S606), when the continuous time during which the relative speed in the direction of travel indicates that the adjacent vehicle 502 is in a position that can cut in front of the vehicle 500 exceeds a second predetermined time (second time threshold) (S613: Yes), the target acceleration calculation unit 206 (acceleration / deceleration control unit) releases the speed control (correction of the acceleration / deceleration of the vehicle 500) and returns to vehicle control (S614). Therefore, even if the vehicle 500's acceleration / deceleration correction is initiated based on the relative speed in the direction of travel indicating a high probability of the adjacent vehicle 502 cutting in, the speed control based on the relative speed in the direction of travel can be released when the adjacent vehicle 502 does not actually cut in. Thus, the acceleration and deceleration of the vehicle 500 can be controlled more appropriately to reflect the situation of the adjacent vehicle 502.

[0171] about Figure 5 (A) Figure 8 The implementation method determines whether the relative position of the vehicle 500 and the adjacent vehicle 502 in the direction of travel is fixed. Figure 6 When performing S605, two or more indicators can be used, including the relative speed, relative position, relative distance, or relative acceleration between the adjacent vehicle 502 and the vehicle 500 in the direction of travel. Even if there is an adjacent vehicle 502 within the monitoring area 530 (the adjacent vehicle 502 is in a position where it can cut in) and one of the indicators shows a fixed relative position in the direction of travel, the target acceleration calculation unit 206 (acceleration / deceleration control unit) can limit the switching to vehicle speed control (based on the correction of the acceleration / deceleration of the vehicle 500 based on the adjacent vehicle relationship value). As a result, the acceleration / deceleration correction of the vehicle 500 can be performed more appropriately.

[0172] about Figure 5 (A) Figure 8 In this implementation method, even if the relative positions of adjacent vehicles 502 and the vehicle 500 in the direction of travel are fixed ( Figure 6 S605: Yes, when the preceding vehicle 501 is decelerating, the target acceleration calculation unit 206 (acceleration / deceleration control unit) can also limit the switching of vehicle speed control based on the relative speed between the adjacent vehicle 502 and its own vehicle 500 in the direction of travel (correction of the acceleration / deceleration of its own vehicle 500). As a result, the acceleration / deceleration correction of its own vehicle 500 can be performed more appropriately.

[0173] about Figure 5 (A) Figure 8In this implementation, when the lane change detection unit 205 (lane change detection unit) detects that the adjacent vehicle 502 has cut in (lane change) into its own lane 510B and sets the adjacent vehicle 502 as the new leading vehicle ( Figure 5 (D) Figure 6 S607: Yes → S608), the target acceleration calculation unit 206 (acceleration / deceleration control unit) performs vehicle acceleration / deceleration control to maintain the vehicle's own vehicle 500's inter-vehicle distance D1 between the new leading vehicle 502 and its own vehicle 500 within a certain range. Figure 6 (S609). Thus, even when a new lead vehicle 502 is generated, autonomous driving can continue appropriately. Figure 9 (A) Figure 14 The implementation method is the same.

[0174] about Figure 5 (A) Figure 8 In this implementation, the target acceleration calculation unit 206 (acceleration / deceleration control unit) performs workshop control for the new lead vehicle 502. Figure 6 In S609), when the relative speed between the new leading vehicle 502 and its own vehicle 500 in the direction of travel is within a first speed range including zero ( Figure 6 S610: Yes), the vehicle distance D1 is increased by the first deceleration (S611). If the relative speed between the new preceding vehicle 502 and the vehicle 500 is not within the first speed range (S610: No), the vehicle distance D1 is increased by the second deceleration, which has a larger absolute value than the first deceleration (S612). Thus, vehicle control can be initiated based on the relative speed between the new preceding vehicle 502 (the original adjacent vehicle) and the vehicle 500.

[0175] exist Figure 2 In this embodiment, the vehicle control device 200 includes a camera sensor 230 (camera unit) and an external recognition information conversion unit 202 (white line detection unit). The camera sensor 230 acquires an image of the vehicle ahead, and the external recognition information conversion unit 202 detects white lines between adjacent lanes and the vehicle's lane based on the image. The external recognition information conversion unit 202 detects white lines near the vehicle that the camera sensor 230 cannot capture, based on the vehicle's continuous behavior or a comparison of past and current images of the vehicle ahead. Therefore, it is possible to detect white line portions near the vehicle that the camera sensor 230 cannot capture.

[0176] about Figure 9 (A) Figure 13In this implementation, the lane change detection unit 205 (lane change detection unit) determines the likelihood of the adjacent vehicle 902 cutting in based on the lateral relative position between the first white line threshold 941 and the adjacent vehicle 902 (in other words, the lateral relative position between the white line 920B between the adjacent lane 910A and its own lane 910B and the adjacent vehicle 902). Figure 11 (S1106). Therefore, even in situations where it is difficult to determine the possibility of cutting in line based on the relative speed between the adjacent vehicle 902 and the vehicle 900 in the direction of travel (for example, when the adjacent vehicle 902 starts cutting in line before the relative position between the adjacent vehicle 902 and the vehicle 900 in the direction of travel becomes fixed for a first predetermined time), the possibility of the adjacent vehicle 902 cutting in line can be determined.

[0177] about Figure 9 (A) Figure 13 In this implementation, the lane change detection unit 205 (lane change detection unit) sets a first white line threshold 941 (first distance threshold) related to the lateral relative distance between the white line 920B between the adjacent lane 910A and its own vehicle lane 910B and the adjacent vehicle 902. Figure 9 (A) Figure 9 (D) Figure 11 (S1103). Furthermore, when adjacent vehicle 902 crosses the first white line threshold 941 ( Figure 9 (C) Figure 11 S1106: Yes), the lane change detection unit 205 determines that the adjacent vehicle 902 may cut in and switches to speed control (correcting the acceleration and deceleration of its own vehicle 900). Figure 11 (S1107).

[0178] Furthermore, the lane change detection unit 205 sets a second white line threshold 942 (second distance threshold) that is smaller than the first white line threshold 941 for the lateral relative distance between the white line 920B and the adjacent vehicle 902. Figure 9 (A) Figure 9 (D) Figure 11 S1103). Furthermore, when the adjacent vehicle 902 crosses the second white line threshold 942 ( Figure 9 (D) Figure 11 S1108: Yes), the lane change detection unit 205 determines that the adjacent vehicle 902 has begun to cut into its own lane 910B and sets the adjacent vehicle 902 as the new leading vehicle. Figure 11 (S1109). This allows for a smooth transition between vehicles that cut in front of them.

[0179] about Figure 9 (A) Figure 13In the implementation method, when an adjacent vehicle 902 leaves the first white line threshold 941 (first distance threshold) after crossing the first white line threshold 941 but before crossing the second white line threshold 942 (second distance threshold), Figure 10 (D) Figure 11 S1111: Yes), the lane change detection unit 205 (lane change detection unit) releases the speed control (correction of the acceleration and deceleration of its own vehicle 900 based on the relationship value with adjacent vehicles) that accompanied the crossing of the first white line threshold 941 and returns to the vehicle control. Figure 11 (S1113).

[0180] Therefore, even if speed control (correction of vehicle 900's acceleration / deceleration) is initiated based on the high probability of adjacent vehicle 902 cutting in, determined by the lateral relative distance between white line 920B and adjacent vehicle 902, the speed control based on lateral relative distance can be deactivated when adjacent vehicle 902 does not actually cut in. Thus, the acceleration / deceleration of vehicle 900 can be controlled more appropriately to reflect the situation of adjacent vehicle 902.

[0181] about Figure 14 In the implementation of this method, when the turn signal of the adjacent vehicle 902 indicates a lane change toward its own vehicle's lane 910B ( Figure 14 S1406: Yes), the target acceleration calculation unit 206 (acceleration and deceleration control unit) switches to vehicle speed control (correction of the acceleration and deceleration of the vehicle itself 900). Figure 14 (S1407). This allows preparation for the start of the adjacent vehicle 902 cutting in.

[0182] about Figure 14 In the implementation method, when a cut-in request is received from an adjacent vehicle via vehicle-to-vehicle communication ( Figure 14 S1406: Yes), the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches to vehicle speed control (correction of the vehicle's own acceleration / deceleration). Figure 14 (S1407). This allows preparation for adjacent vehicles to cut in.

[0183] <B. Variation> exist Figure 5 (A) Figure 5In embodiment (D), the monitoring area 530 is positioned in front of the vehicle 500. However, the range of the monitoring area 530 is not limited to this. For example, the monitoring area 530 may also include the sides of the vehicle 500. If the sides of the vehicle 500 cannot be detected using the sensors described above, additional sensors such as camera sensors, lidar, or LiDAR can be added to expand the monitoring area 530. This allows the relative speed between the vehicle 500 and adjacent vehicles to be obtained, and the acceleration of the vehicle 500 can be corrected based on the relative speed of the adjacent vehicles.

[0184] Furthermore, the monitoring area 530 can also include the area behind the vehicle 500. If the sensors described above cannot detect the area behind the vehicle 500, additional sensors such as cameras, lidar, or LiDAR can be added to expand the monitoring area 530. This allows the relative speed between the vehicle 500 and vehicles behind it to be obtained, and the acceleration of the vehicle 500 can be corrected based on the relative speed of the vehicles behind. Vehicles behind are not limited to those behind the vehicle in lane 510B, but may also include those behind vehicles in adjacent lane 510A.

[0185] When the monitoring area 530 includes the side and / or rear of the vehicle 500, the front portion can be managed as the first monitoring area, the side portion as the second monitoring area, and the rear portion as the third monitoring area. In this case, two or three of the first to third monitoring areas may overlap.

[0186] Figure 9 (A) Figure 10 The implementation method of (D) is the same.

[0187] The embodiments of the present invention have been described in detail above, but the present invention is not limited to the described embodiments, and various design changes can be made within the scope of the spirit of the invention as set forth in the claims. For example, the described embodiments are detailed descriptions made to illustrate the present invention in an easily understandable manner, and are not necessarily limited to having all the described configurations. Furthermore, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added to the configuration of another embodiment. Moreover, other configurations can be added, deleted, or replaced in a part of the configuration of each embodiment. Symbol Explanation

[0188] 100…Vehicle (own vehicle), 108…Vehicle control device, 120, 121, 122…Camera sensors (camera unit), 123, 124…Distance sensors, 200…Vehicle control device, 201…Own vehicle position inference unit, 202…External identification information conversion unit, 203…Inter-vehicle distance calculation unit, 204…Relative speed calculation unit, 205…Lane change detection unit (lane change detection unit), 206…Target acceleration calculation unit (acceleration / deceleration control unit), 207…Motion control unit, 230… Camera sensor (camera unit), 231…distance sensor, 235…communication device, 300…vehicle (own vehicle), 301…vehicle (prior vehicle), 310A…adjacent lane, 310B…own vehicle lane, 310C…adjacent lane, 320A~320D…white line, 400…vehicle (own vehicle), 401…vehicle (prior vehicle), 402, 403, 404…vehicle (adjacent vehicle), 410A…adjacent lane, 410B…own vehicle lane, 410C…adjacent lane, 42… 0A~420D…White line, 430…Monitoring area, 500…Vehicle (own vehicle), 501…Vehicle (prior vehicle), 502…Vehicle (adjacent vehicle), 510A…Adjacent lane, 510B…Own vehicle lane, 510C…Adjacent lane, 520A~520C…White line, 530…Monitoring area, 540…White line threshold, 900…Vehicle (own vehicle), 901…Vehicle (prior vehicle), 902…Vehicle (adjacent vehicle), 910A…Adjacent lane, 910B…Own vehicle lane Lane, 910C…adjacent lane, 920A~920C…white line, 930…monitoring area, 941…first white line threshold, 942…second white line threshold, 1000…vehicle (own vehicle), 1001…vehicle (prior vehicle), 1002…vehicle (adjacent vehicle), 1010A…adjacent lane, 1010B…own vehicle lane, 1010C…adjacent lane, 1020A~1020C…white line, 1030…monitoring area, 1041…first white line threshold, 1042…second white line threshold.

Claims

1. A vehicle control device that automatically controls the speed of its own vehicle, characterized in that, have: The preceding vehicle relationship value detection unit detects the relative relationship value between itself and a preceding vehicle traveling in the same lane as its own vehicle in terms of the direction of travel. An acceleration / deceleration control unit controls the acceleration / deceleration of its own vehicle based on the preceding vehicle relationship value; The adjacent vehicle relationship value detection unit detects the relative relationship value between itself and an adjacent vehicle traveling in the same direction as its own vehicle in an adjacent lane adjacent to its own vehicle in the same direction of travel. as well as The lane change detection unit detects adjacent vehicles cutting into its own lane. The lane change detection unit determines the likelihood of an adjacent vehicle cutting in front of it based on the adjacent vehicle relationship value in the direction of travel. The adjacent vehicle relationship value is the relative speed, relative distance, relative acceleration, or relative position of the adjacent vehicle and the vehicle in the direction of travel. The acceleration / deceleration control unit adjusts the acceleration / deceleration of its own vehicle based on the probability of cutting in, determined according to the relationship value between adjacent vehicles in the direction of travel. When the acceleration / deceleration control unit performs vehicle speed control to maintain the distance to the preceding vehicle within a certain range, if the consecutive time during which the adjacent vehicle relationship value indicates that the adjacent vehicle is in a position that can insert directly in front of the vehicle exceeds a first time threshold, the unit switches to speed control to control the acceleration / deceleration of the vehicle in a way that the vehicle speed is consistent with the target vehicle speed or changes to a way that ...

2. The vehicle control device according to claim 1, characterized in that, The lane change detection unit detects the cutting in by an adjacent vehicle based on the relative position between the white line between the adjacent lane and its own lane and the adjacent vehicle, or the lateral relative position between the adjacent vehicle and its own vehicle.

3. The vehicle control device according to claim 1, characterized in that, The lane change detection unit sets a monitoring area to monitor the possibility of lane cutting. The scope of the monitoring area in the direction of travel is defined between the preceding vehicle and the vehicle itself.

4. The vehicle control device according to claim 1, characterized in that, The lane change detection unit determines the likelihood of an adjacent vehicle cutting in based on the lateral relative position between the white line between the adjacent lane and its own lane and the adjacent vehicle, or the lateral relative position between the adjacent vehicle and its own vehicle.

5. The vehicle control device according to claim 1, characterized in that, After the acceleration / deceleration of the vehicle itself is corrected based on the neighboring vehicle relationship value in the direction of travel, if the continuous time during which the neighboring vehicle relationship value indicates that the neighboring vehicle is in a position that can insert directly in front of the vehicle itself exceeds a second time threshold, the acceleration / deceleration control unit releases the correction of the acceleration / deceleration of the vehicle itself.

6. The vehicle control device according to claim 1, characterized in that, The lane change detection unit sets a first distance threshold related to the lateral relative distance between the white line between the adjacent lane and the vehicle's own lane and the adjacent vehicle, or the lateral relative distance between the adjacent vehicle and the vehicle itself. When an adjacent vehicle crosses the first distance threshold, it is determined that the adjacent vehicle may cut in, and the acceleration or deceleration of the vehicle itself is adjusted accordingly. Furthermore, the lane change detection unit sets a second distance threshold that is smaller than the first distance threshold based on the lateral relative distance between the white line and the adjacent vehicle or the lateral relative distance between the adjacent vehicle and its own vehicle. When the adjacent vehicle crosses the second distance threshold, it is determined that the adjacent vehicle has begun to cut into its own lane and the adjacent vehicle is set as the new leading vehicle.

7. The vehicle control device according to claim 6, characterized in that, When an adjacent vehicle passes the first distance threshold and then leaves the first distance threshold or a third distance threshold above the first distance threshold before passing the second distance threshold, the lane change detection unit releases the acceleration / deceleration correction of its own vehicle that accompanies the passing of the first distance threshold.

8. The vehicle control device according to claim 1, characterized in that, have: A camera unit that acquires an image of the front of its own vehicle; and The white line detection unit detects the white line between the adjacent lane and its own lane based on the image ahead. The white line detection unit detects white lines near its own vehicle that the camera unit cannot capture, based on the continuous behavior of the vehicle itself or by comparing past and current images of the front.

9. The vehicle control device according to claim 1, characterized in that, When the turn signal of an adjacent vehicle indicates a lane change toward the lane of the vehicle itself, the acceleration / deceleration control unit corrects the acceleration / deceleration of the vehicle itself.

10. The vehicle control device according to claim 1, characterized in that, When a cut-off request is received from a neighboring vehicle via vehicle-to-vehicle communication, the acceleration / deceleration control unit corrects the acceleration / deceleration of its own vehicle.

11. The vehicle control device according to claim 1, characterized in that, The adjacent vehicle relationship value includes at least two of the following: relative speed, relative distance, relative acceleration, and relative position between the adjacent vehicle and the vehicle itself in the direction of travel. Even if the adjacent vehicle is in a position where it can cut in and one of the relative speed, relative distance, relative acceleration, and relative position shows that the relative position is fixed, the acceleration / deceleration control unit will limit the correction of its own vehicle's acceleration / deceleration based on the adjacent vehicle relationship value if the other values ​​do not show that the relative position is fixed.

12. The vehicle control device according to claim 1, characterized in that, When the preceding vehicle is decelerating, the acceleration / deceleration control unit limits the correction of its own vehicle's acceleration / deceleration based on the adjacent vehicle relationship value.

13. The vehicle control device according to claim 1, characterized in that, When the lane change detection unit detects that the adjacent vehicle is cutting into its own lane and sets the adjacent vehicle as the new leading vehicle, the acceleration / deceleration control unit performs lane control to maintain the lane distance between the new leading vehicle and its own vehicle within a certain range.

14. The vehicle control device according to claim 13, characterized in that, The acceleration / deceleration control unit, in the workshop control for the new lead vehicle, The inter-vehicle distance is increased by a first deceleration when the relative speed between the new leading vehicle and the vehicle itself is within a first speed range including zero. If the relative speed between the new leading vehicle and the vehicle itself is not within the range of the first speed, the vehicle-to-vehicle distance is increased by a second deceleration whose absolute value is greater than the first deceleration.

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