Driving control method and driving control device

Abstract

The processor (10) using the driving control method decelerates the host vehicle (V3) when a predetermined condition is satisfied in autonomous driving, and causes the host vehicle (V3) to travel on a first lane (L2) on which the host vehicle (V3) travels when a predetermined condition is satisfied in a lane change execution in which the host vehicle (V3) moves from the first lane (L2) to a second lane (L3).

Description

Technical Field

[0001] This invention relates to a method and device for autonomous driving control of vehicles. Background Technology

[0002] A device is known to perform the following: In autonomous lane changing, if other vehicles approaching the vehicle are detected behind the destination lane, the lane change is completed when the lane change is about to be completed; otherwise, the vehicle returns to the original lane.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-203099 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] If deceleration control is activated during lane change, there is a possibility that other vehicles behind the vehicle at the destination of the lane change may approach it.

[0008] The problem this invention aims to solve is that even when deceleration control is engaged during lane changes, other vehicles behind the vehicle at the destination of the lane change do not get too close to the vehicle.

[0009] Technical methods for solving technical problems

[0010] The present invention solves the above-mentioned problem by slowing down the vehicle when certain conditions are met during autonomous driving, and by allowing the vehicle to travel in the first lane when certain conditions are met during lane change operations that move the vehicle from the first lane to the second lane.

[0011] Invention Effects

[0012] According to the present invention, even when deceleration control is engaged during lane change, it is possible to prevent other vehicles behind the vehicle from getting too close to the destination of the lane change. Attached Figure Description

[0013] Figure 1 It is a block diagram representing the hardware structure of the driving control system.

[0014] Figure 2 This is the first flowchart representing the processing sequence of driving control.

[0015] Figure 3 It is a diagram illustrating the movement of a vehicle.

[0016] Figure 4 This is the second flowchart representing the processing sequence of driving control.

[0017] Figure 5 This is the third flowchart representing the processing sequence of driving control. Detailed Implementation

[0018] Figure 1 This describes the hardware structure of the driving control system 100 equipped with the driving control device 1 of this embodiment. This driving control method is implemented using the hardware of the driving control system 100, which includes the processor 10 of the driving control device 1 that controls the driving of the vehicle. The vehicle is the object of control of the driving control device 1.

[0019] The driving control system 100 includes one or more sensors 2, a vehicle information acquisition device 3, and a other vehicle information acquisition device 4.

[0020] Multiple sensors 2 are installed in the vehicle, forming a cooperative sensor group. Sensor 2 detects the presence or absence of objects, including other vehicles, around the vehicle, the distance to the objects, the relative speed of the objects, and the relative acceleration. Sensor 2 detects other vehicles traveling in front of, behind, and to the left or right of the vehicle (oncoming lane, adjacent lane, and next adjacent lane). Sensor 2 detects at least the first lane in which the vehicle is traveling, the second lane adjacent to the first lane (different from the first lane), and the third lane adjacent to the second lane (becoming next adjacent to the first lane) in front of and behind other vehicles. The detection information obtained by sensor 2 is provided to processor 10. In addition, sensor 2 can detect its own detection function failure, such as the inability to obtain detection information or the insufficient accuracy of the detection information. When sensor 2 detects a detection function failure, it notifies processor 10 of this.

[0021] Sensor 2 includes one or more cameras 21 disposed on the vehicle. The one or more cameras 21 capture images of the vehicle's surroundings in all directions. Cameras 21 include image sensors with imaging elements such as CCDs, ultrasonic cameras, and infrared cameras. Cameras 21 include at least a front camera that captures images of the front of the vehicle, a rear camera that captures images of the rear and even the rear sides of the vehicle, and left and right side cameras that capture images of the left and right sides, the front of the left and right sides, and the rear of the vehicle. The form of the camera 21 is not limited as long as it can capture images of the vehicle's entire surroundings. A single camera 21 mounted on a pedestal with a rotating mechanism can be used, or it can be used in conjunction with one or more other cameras 21.

[0022] Sensor 2 includes a radar device 22 that detects (ranges) the presence, position, and changes in position of objects around the vehicle. Radar device 22 measures the distance and direction of an object by emitting electromagnetic waves towards it and measuring its reflected waves. Radar device 22 includes lidar, millimeter-wave radar (LRF), LiDAR (light detection and ranging) unit, ultrasonic radar, and sonar.

[0023] In addition, sensor 2 is equipped with a GPS (Global Positioning System) unit, a gyroscope sensor, and a vehicle speed sensor to detect the vehicle's position at various times.

[0024] Each sensor 2 can also acquire information from the on-board device and external devices according to its respective function. Each sensor 2 sends the acquired detection information to the vehicle information acquisition device 3, other vehicle information acquisition devices 4, or processor 10 according to requests or instructions. Processor 10 can acquire detection information directly from camera 21 and radar device 22, or through vehicle information acquisition device 3 and other vehicle information acquisition devices 4.

[0025] The vehicle information acquisition device 3 calculates the vehicle's current position, attitude, speed, acceleration, motion, and direction of travel based on the detection information obtained from the sensor 2, and provides this information to the processor 10.

[0026] The other vehicle information acquisition device 4 calculates the position, posture, speed, acceleration, motion, and direction of travel of objects around the vehicle, including other vehicles, based on the detection information obtained from the sensor 2, and provides this information to the processor 10.

[0027] Furthermore, the driving control system 100 includes map information 5 and lane information 51. Map information 5 and lane information 51 are recorded in an onboard storage device or an external server accessible to the processor 10 via the communication device 30. Map information 5 is high-precision map information that includes lane information 51, which is referenced during the execution of autonomous lane change control. Lane information 51 includes identification information that identifies multiple lanes belonging to the road. Lane information 51 includes information such as whether lane markings are displayed, whether the lane markings can be identified by the sensor 2, and whether each lane belongs to the Operating Design Zone (ODD) for autonomous driving.

[0028] The navigation device 6, referring to map information 5, calculates the path to the set destination. This path includes the target track with the identified driving lanes. The path and target track calculated by the navigation device 6 are provided to the vehicle controller 200 for autonomous driving control.

[0029] The driving control system 100 includes a vehicle controller 200. The vehicle controller 200 includes a steering control unit 210 and a drive control unit 220. The vehicle controller 200 receives command values ​​for autonomous driving control according to a driving plan formulated by the processor 10 of the driving control unit 1, enabling the vehicle to travel on a path to its destination. The path consists of a series of consecutive target tracks corresponding to the command values. The target tracks include lateral movement and / or lane changing tracks to avoid approaching other vehicles. The track for lateral movement is calculated based on a target lateral position that avoids approaching other vehicles in front and behind. The track for lane changing, avoiding approaching other vehicles, is calculated based on a target lateral position set in the adjacent lane.

[0030] The command values ​​used for driving control are generated by the vehicle controller 200 or the processor 10. The command values ​​are vehicle control commands used to make the vehicle travel along a target trajectory. The command values ​​include a set speed for the vehicle to travel, and the vehicle controller 200 drives the vehicle at the set speed. The set speed can be automatically set according to legal rules, based on detection information from sensors 2 such as distance to the preceding vehicle, relative speed, and relative acceleration, according to prescribed benchmarks, or it can be set by the driver via the input / output device 20.

[0031] The vehicle controller 200 inputs longitudinal and lateral forces to control the vehicle's driving position based on command values. According to these inputs, it controls the movement of the vehicle body and wheels in a manner that allows the vehicle to autonomously travel along the path to its destination. Based on these controls, at least one of the drive actuators and brake actuators of the vehicle's drive mechanism controlled by the drive control unit 220, and the steering actuator of the steering control unit 210, activated as needed, autonomously actuate to perform autonomous driving control that enables the vehicle to autonomously travel on the target track. The vehicle controller 200 executes autonomous lane-changing control and obstacle avoidance control according to the instructions of the processor 10.

[0032] Even during autonomous driving, the vehicle controller 200 can suspend autonomous driving upon driver intervention and hand over driving back to the driver. The vehicle controller 200 executes driving according to the driver's manual operation-based command values ​​input via the input / output device 20.

[0033] The driving control device 1 of the integrated driving control system 100 includes a processor 10. The processor 10 controls the autonomous driving of the vehicle. As a mode of autonomous driving, the processor 10 autonomously performs obstacle avoidance control and lane change control. The processor 10 includes a ROM (Read Only Memory) 12 storing programs for controlling autonomous driving, a CPU (Central Processing Unit) 11 executing programs stored in the ROM 12, and RAM (Random Access Memory) 13 serving as a storage device. The processor 10 implements this driving control method using the various hardware components of the driving control system 100.

[0034] Processor 10 is used to implement software and functions for ensuring safe driving of the autonomously driven vehicle, including obstacle avoidance control and lane control to move the vehicle from the first lane to the second lane. Figure 1 The various hardware components shown work together to perform their respective functions.

[0035] The obstacle avoidance control in this embodiment is a control technique that decelerates and stops the vehicle under autonomous control when driving is not transferred from the driving control system 100 to the driver. Obstacle avoidance control is a control technique that, in the event of a persistent obstruction that impairs the smooth and stable operation of automated driving, decelerates the vehicle and autonomously guides it to a minimum risk state (MRC), i.e., a stopped state, ensuring there is no approach or interference with obstacles. Specifically, the processor 10 decelerates the vehicle, issues warnings to the surrounding area, and guides the vehicle to a stop in a space such as a shoulder that does not affect traffic flow. Naturally, it avoids approaching obstacles.

[0036] Obstacles include events caused by the vehicle's own equipment and events caused by the external environment. Obstacles caused by the vehicle's own equipment are those for which the on-board diagnostic device outputs a fault code (DTC), such as a broken signal line in any device, a malfunction of the on-board equipment, a malfunction of the vehicle's drive mechanism, or a sensor malfunction. Obstacles caused by the external environment include any one or more of the following: the vehicle's current position moving outside the pre-planned operating design area (ODD) for autonomous driving, an unclear lane for the vehicle, and incomplete detection due to deteriorating weather. The obstacle avoidance control in this embodiment includes a minimum risk management strategy that operates based on the prescribed benchmarks.

[0037] The conditions for activating obstacle avoidance control in autonomous driving are preset based on the obstruction phenomenon. These conditions are appropriately defined based on the performance of sensor 2, each onboard device, and the vehicle's performance.

[0038] The following example specifies the conditions.

[0039] (1) The specified condition is that a fault code (DTC) indicating a malfunction of the on-board unit is output by the on-board diagnostic device (OBD). The specified condition is met by obtaining the specified fault code (DTC) through the processor 10.

[0040] (2) The specified condition is that sensor 2 is in a state of functional loss or malfunction and outputs this message. This specified condition is met by the processor 10 receiving a functional fault signal from sensor 2. The causes of malfunction include those caused by sensor 2 itself, such as a malfunction of camera 21, and those caused by environmental changes, such as the inability to obtain a detection signal due to deteriorating weather. The notification of sensor 2's functional loss or malfunction may also be included in the aforementioned fault codes (DTCs).

[0041] (3) The specified condition is that the vehicle moves outside the Operation Design Area (ODD), which is predefined as the executable range for autonomous driving. The Operation Design Area (ODD) can be defined based on location, road conditions, environmental conditions, etc. The location-based Operation Design Area is pre-stored on map information 5. The current location of the vehicle is obtained by the vehicle information acquisition device 3. The specified condition is met when the current location of the vehicle is not within the Operation Design Area.

[0042] The Operation Design Area (ODD) based on road conditions is defined according to the status of lane markings in the driving lanes. The absence of lane markings or unclear lane markings can hinder the smooth execution of autonomous driving. The specified conditions are the absence of lane markings in the vehicle's lane, unclear lane markings due to deterioration, or lane markings obscured due to construction, etc. These conditions are met by the processor 10 receiving notifications from the sensor 2 indicating incomplete or undetectable lane marking detection. The determination of unclear lane markings or incomplete or undetectable lane markings can be recorded in the lane information 51 of the map information 5. In this case, the processor 10 can obtain information about incomplete or undetectable lane markings from the lane information 51.

[0043] The Operation Design Area (ODD) based on environmental conditions is defined based on the weather and other environmental factors at the vehicle's current location. Severe rain or snowfall reduces detection performance and hinders smooth autonomous operation. A specified condition is that sensor 2 outputs a notification of incomplete detection functionality. This condition is met by the processor 10 receiving the notification of sensor 2's incomplete functionality. Another specified condition is that there is a specified amount of rain / snowfall at the vehicle's location. This condition is met by the sensor 2 obtaining information on a specified amount of snowfall / rainfall. This information can be obtained from an external server via communication device 30, determined based on images captured by camera 21, or based on the working intensity of the windshield wipers. The current location is obtained from the vehicle information acquisition device 3.

[0044] (4) The specified condition is that the driver is in a state of being unable to drive. This specified condition is met by the driver monitoring device 23 obtaining the judgment that the driver is unable to drive.

[0045] Processor 10 executes lane change control to move the vehicle from the first lane to the second lane. The second lane is a different lane from the first lane, and is an adjacent lane to the first lane. The lane change function of processor 10 determines the first lane in which the vehicle is traveling, determines the second lane adjacent to the first lane in which the vehicle is moving, and determines whether there is an area in which the vehicle can travel after moving to the second lane. The lane change function detects the positional relationship between the vehicle in front and the vehicle behind in the second lane, determines the distance and relative speed between the vehicle and the vehicle behind, and controls the speed of the vehicle in order to maintain the distance between the vehicle and the vehicle behind in the second lane at a specified value. The lane change function steers the vehicle to a target lateral position in the second lane. If the lateral movement is completed, the vehicle's orientation is aligned with the direction of travel in the second lane, completing the lane change.

[0046] based on Figure 2 The flowchart illustrates the autonomous driving control process, including deceleration avoidance control, during lane changes.

[0047] Processor 10 acquires detection information from sensor 2 (S1). The detection information includes detection information based on image capture information from camera 21 and detection information based on observation information from radar device 22. Processor 10 acquires vehicle information such as the current position and speed of the vehicle from vehicle information acquisition device 3 (S2). Referring to the detection information from sensor 2 or the lane information 51 from map information 5, processor 10 acquires lane information for the first lane in which the vehicle is traveling and the second lane adjacent to the first lane, as part of the vehicle information. The first lane is included in the path to the destination. The lane positions of the first and second lanes are obtained from the detection information from sensor 2.

[0048] The processor 10 obtains information about other vehicles traveling around the vehicle, such as their presence, position (distance), speed, and acceleration, from the other vehicle information acquisition device 4 (S3). When changing lanes, it obtains information about other vehicles traveling in front of and behind the vehicle in the second lane, that is, the vehicle diagonally in front of the vehicle and the vehicle diagonally behind the vehicle when viewed from the vehicle traveling in the first lane.

[0049] Processor 10 performs a judgment as needed to determine whether the lane change conditions are met (S4; if not in S4, it returns to S1). Lane changes include lane changes required to track the path to the destination, lane changes required to avoid obstacles ahead, and lane changes required to overtake low-speed vehicles ahead. Lane change conditions are the areas that the vehicle can travel in while maintaining a prescribed distance from other vehicles in front or behind in the second lane. If the lane change conditions are met, lane change control to move the vehicle toward the second lane begins (S5). The vehicle's movement includes lateral movement. The vehicle moves laterally from the center of the first lane toward the second lane. Processor 10 illuminates the turn indicator light after the lane change begins and before the vehicle moves toward the second lane and the lane change is completed.

[0050] The processor 10 determines whether the "prescribed conditions" (S6) are met, which are the conditions for enabling autonomous driving avoidance control to operate. To confirm driving safety, the determination of the prescribed conditions is repeatedly performed at a predetermined cycle after autonomous driving control begins. If the prescribed conditions are not met (S6), that is, if there are no risks to autonomous driving, a lane change is performed as planned (S7), and the vehicle travels in the second lane (S8).

[0051] On the other hand, under the specified conditions (S6: Yes), obstacle avoidance control is initiated (S9). Obstacle avoidance control includes at least the vehicle's deceleration control. Obstacle avoidance control includes any one or more of the following: detection of the vehicle's speed, detection of the vehicle's acceleration / deceleration, detection of other vehicles, detection of other vehicles' speeds, detection of other vehicles' acceleration / deceleration, calculation of the vehicle's target speed, generation and output of the vehicle's deceleration control command, detection of the vehicle's obstacle avoidance zone, calculation of the path to the obstacle avoidance zone, detection of obstacles around the obstacle avoidance zone, confirmation of the vehicle's stopped state, and detection of approaching objects after stopping. If obstacle avoidance control is initiated, the processor 10 illuminates the vehicle's hazard warning lights. The hazard warning lights may also be illuminated when the vehicle's speed is less than a specified value. The hazard warning lights are illuminated during the execution of obstacle avoidance control. The hazard warning lights are illuminated at the moment when a deceleration exceeding a specified deceleration occurs.

[0052] If obstacle avoidance control is initiated (S9), the processor 10 aborts lane change (S10). Thus, if the specified conditions are met during lane change execution (S5 onwards) (S6: Yes), the control is set to keep the vehicle in the first lane (S11). That is, lane change control to move to the second lane is temporarily suspended, and the vehicle returns to its original first lane. If the vehicle approaches or enters the second lane, it is moved from that location to the first lane. The vehicle is moved laterally in the opposite direction to the lateral movement to the second lane. Then, the processor 10 decelerates the vehicle (S12) and stops it (S13). The processor 10 activates the turn signal indicator on the first lane side of the vehicle after the movement to the first lane begins. The turn signal indicator continues to operate until the vehicle moves to the first lane. Alternatively, the hazard warning lights may be illuminated after the movement to the first lane is completed. Furthermore, when a lane change from a relatively high-speed overtaking lane to a relatively low-speed driving lane begins, it is preferable to complete the lane change.

[0053] Figure 3 An example representing the content of driving controls. Figure 3 (a) represents the vehicle V1 traveling in lane 1 L2 and another vehicle VX traveling in lane 2 L3 when a lane change is performed. If the lane change begins at time T1, vehicle V1 (T1) moves laterally (along the X direction) towards lane 2 L3. At time T2, a portion of vehicle V1 (T2) enters lane 2 L3; at time T3, the reference position (lateral center or center of gravity) of vehicle V1 (T3) enters lane 2 L3; and at time T4, the entire body of vehicle V1 (T4) enters lane 2 L3. Finally, vehicle V1 (T4) is steered so that its orientation is along the direction of travel in lane 2 L3.

[0054] Figure 3 (b) represents the vehicle V2 traveling in the first lane L2 and another vehicle VX traveling in the second lane L3 after deceleration based on avoidance control following the commencement of lane change. If the lane change begins at time T1, vehicle V2 (T1) moves laterally (along the X direction) towards the second lane L3. This is different from a vehicle that only performs a lane change. Figure 3 (a) Similarly, at time T2, a portion of the body of vehicle V2 (T2) enters the second lane L3; at time T3, the reference position (lateral center or center of gravity) of the body of vehicle V2 (T3) enters the second lane L3; and at time T4, the entire body of vehicle V2 (T4) enters the second lane L3. For example... Figure 3As shown in (b), if deceleration based on avoidance control is performed after lane change begins, the longitudinal position (Y-axis coordinate) corresponding to the lateral position (X-axis coordinate) of the vehicle V2 narrows. Figure 3 (b) In lane change execution where evasive control was applied, the longitudinal movement relative to the vehicle's V2 (T2-T4) is greater than the longitudinal movement when only lane change control was applied. Figure 3 Lane changes are less frequent in (a). That is, Figure 3 (b) shows the ratio of the inter-vehicle distance D2 between other vehicles VX (T3) and this vehicle V2 (T3) at time T3. Figure 3 (a) The other vehicle VX (T3) shown is closer to vehicle V1 (T3) than vehicle V1 (T3) by a distance D1 (D1 > D2).

[0055] Figure 3 (c) represents the vehicle V3 traveling in the first lane L2 and another vehicle VX traveling in the second lane L3 after deceleration based on avoidance control following the commencement of lane change. If the lane change begins at time T1, vehicle V3 (T1) moves laterally towards the second lane L3. At time T2, a portion of the vehicle V3 (T2) enters the second lane L3. During the execution of the lane change that moves vehicle V3 from the first lane L2 to the second lane L3, processor 10 determines that the predetermined conditions for initiating avoidance control are met. If the predetermined conditions are met, vehicle V3 decelerates. In this scenario, processor 10 controls the vehicle to travel in the first lane L2 instead of the second lane L3, which is the destination of the lane change. That is, the vehicle that moved laterally to the right in the diagram during time T1-T2 to change lanes to the second lane L3 moves laterally to the left in the diagram during time T3-T4 to return to the first lane L2, after the predetermined conditions are met.

[0056] This process is executed when the specified conditions are met during the "lane change execution" period. In this embodiment, the start point of the "lane change execution" period is the moment when a portion of the vehicle body exits the first lane L2 where vehicle V1, V2, and V3 are traveling. The end point of the "lane change execution" period is the moment when vehicle V1, V2, and V3 move into the second lane L3. In this embodiment, the end point of the lane change execution is set as the moment when the entire body of vehicle V1, V2, and V3 has moved into the second lane L3. Figure 3In examples (a) and (b), the lane change is executed between times T2 and T4. The control in this embodiment includes both control to return vehicle V1 (T2) or vehicle V2 (T2) to the first lane (L2), and control to return vehicle V1 (T4) or vehicle V2 (T4) to the first lane (L2). Furthermore, whether the vehicle moves to the second lane can also be determined based on a predefined reference point for the vehicle. The reference point can be arbitrarily defined based on the center of the vehicle's width, the right or left side of the vehicle, the right or left rear end of the vehicle, the center of gravity of the vehicle, and the position of either the front or rear wheels.

[0057] The lane change control was not anticipated when the deceleration control was executed in response to the obstacle avoidance control. The lane change control did not reference the obstacle avoidance control information. Therefore, if a lane change was performed at a speed that was either the intended speed or lower than the target speed (the decelerated speed), the distance between the vehicle and other vehicles traveling behind in the second lane (the destination of the lane change) would narrow, potentially delaying the time when other vehicles could recognize the vehicle.

[0058] In this embodiment, when the conditions for lane change avoidance control are met, the vehicle is moved back to its original first lane. Since vehicles following in the original first lane are highly likely to detect the vehicle, a safe following distance is maintained even when the vehicle returns to the first lane. In particular, if lane change avoidance control is activated due to a malfunction in sensor 2, the vehicle cannot detect other vehicles behind it, making lane change difficult. Therefore, as a response to the malfunction of sensor 2, returning the vehicle to its original first lane suppresses the impact on the vehicle and traffic flow.

[0059] based on Figure 4 The flowchart shown illustrates this subroutine. Figure 4 Quote Figure 2 The flowchart was modified to include additional processes S21, S22, and S23. Repeated steps were omitted. Figure 2 The display of S1-S4. Regarding this process, appropriate references are provided. Figure 2 Explanation of S1-S13.

[0060] This process is based on the premise that the lane change conditions are met (S4: Yes), and the avoidance control conditions are met (S6: Yes) after the lane change begins (S5).

[0061] After initiating obstacle avoidance control (S9), it is determined whether the vehicle is decelerating (S21). If the vehicle is decelerating while performing a lane change (S21: Yes), the processor 10 executes a lane change (S7), moving the vehicle to the second lane (S8). In this example, since obstacle avoidance control has been initiated, deceleration is performed after the vehicle moves to the second lane (S12), bringing the vehicle to a stop (S13). The obstacle avoidance control initiated in S9 is completed by the vehicle coming to a stop. If the conditions for obstacle avoidance control are not met (S6: No), and... Figure 2 The process is the same as shown: lane change is performed (S7), the vehicle travels in the second lane (S8), and the process ends.

[0062] Based on the information that the vehicle is decelerating during a lane change, especially at the start of the lane change, it is predicted that there is sufficient distance between the vehicle and the following vehicle in the second lane, the destination of the lane change. Specifically, the prediction assumes that there is no following vehicle in the second lane or that the following vehicle is traveling further behind the vehicle. Furthermore, since a lane change after deceleration is planned, it is predicted that the vehicle's speed is higher than the speed of the following vehicle traveling in the second lane. Therefore, in this embodiment, when the vehicle is decelerating during the lane change, it is moved to the second lane. Since there is sufficient distance to the following vehicle in the second lane, a method of decelerating and stopping the vehicle after moving it to the second lane is employed for avoidance. This allows the likelihood and difficulty of performing a lane change to the second lane to be determined based on the vehicle's speed at the start of the lane change, so that the lane change can be completed even if avoidance control is performed during the lane change. When a lane change is necessary to reach a destination, it is sometimes preferable for the driver to stop the vehicle after performing the lane change. In addition, even if this vehicle changes lanes, it will not disrupt the traffic flow in the second lane.

[0063] The subroutine for when the vehicle decelerates during a lane change (S21: Yes) is explained. Figure 4 The processing flow of the subroutine is represented by dashed lines. This processing is an exception to the process of moving to the second lane when the vehicle decelerates during a lane change. When the vehicle decelerates during a lane change (S21: Yes), and the driver inputs an accelerator or brake operation (e.g., pedal operation) (S22: Yes), the lane change is not performed (S10), and the vehicle moves to the first lane (S11). That is, the vehicle returns to the first lane, which is its original driving lane.

[0064] On the other hand, if no accelerator or brake operation is input (S22: No), and the vehicle's lateral position reaches the prescribed lateral position of the second lane (S23: Yes), a lane change is performed (S7), causing the vehicle to move into the second lane (S8). Otherwise (S23: No), no lane change is performed (S10), and the vehicle continues to travel in the first lane (S11). After moving into the first or second lane (S8, S11), the vehicle decelerates through avoidance control (S12) and comes to a stop (S13). Furthermore, the processing of S22-S23 can be skipped (indicated by dashed lines).

[0065] In this embodiment, after a lane change begins, obstacle avoidance control operates, and the scenario differs from a typical lane change. Even if the vehicle decelerates during a lane change and decides to move to the second lane, if the driver inputs accelerator or brake input, it is possible to predict the driver's desired driving direction, which differs from the lane change to the second lane, such as returning to the first lane (the state before return control). In this process, the driver's intention is prioritized, preventing the vehicle from changing to the second lane and returning to the original first lane, where it continues driving. Thus, driving according to the driver's intention can be executed. In this process, due to the obstacle avoidance control operation, the sensor 2 system may experience abnormal actions. This process allows the driver's perception to be obtained through accelerator or brake pedal operation, prioritizing the driver's judgment and executing a lane change with a higher probability of success.

[0066] based on Figure 5 The flowchart shown illustrates the processing related to deceleration in collision avoidance control. Figure 5 Quote Figure 2 S31~S35 were added to the flowchart. Figure 5 The table summarizes the three processes starting from S9. The first process, 5-1, moves from S9 to S31, then proceeds through S34-S35 and S12-S13 before ending. The second process, 5-2, moves from S9 to S32, then proceeds through S34-S35 and S12-S13 before ending. The third process, 5-3, moves from S9 to S33, then proceeds through S34-S35 and S12-S13 before ending. Duplicate processes are omitted. Figure 2 S1-S8. Regarding this process, appropriate references are made. Figure 2 Explanation of S1-S13.

[0067] The first process (5-1) is explained. After starting the avoidance control (S9), it is determined whether the turning radius of the first lane is above a specified value (S31). The turning radius information is obtained from the lane information 51 in map information 5. If the turning radius of the first lane is above the specified value, the processor 10 performs control to prevent the vehicle from decelerating and prohibits acceleration. If the turning radius of the first lane is above the specified value, for example, 800R or more, the processor 10 determines that the first lane is a roughly straight road and the vehicle is likely accelerating. Therefore, if the turning radius of the first lane is above the specified value (S31: Yes), the vehicle is not decelerated, but acceleration is prohibited (S34). Then deceleration is performed. When the vehicle is traveling on a straight road, if the vehicle is suddenly decelerated during lane-changing avoidance control, the impact on the vehicle's actions and travel will be greater. Therefore, for a vehicle traveling in the first lane with a turning radius above the specified value and in the process of lane changing, even if avoidance control is performed, deceleration control is not performed, but acceleration is prohibited instead. Acceleration is prohibited for this vehicle; please maintain a constant speed for now.

[0068] In this way, when the first lane is straight and the vehicle is highly likely to accelerate, instead of suddenly decelerating, acceleration is prohibited, thereby suppressing the impact on the vehicle's driving state and performing evasive control. By allowing the vehicle to drive smoothly, the impact on traffic flow in the first and second lanes is also suppressed.

[0069] If the turning radius of the first lane is less than the specified value (S31: No), the acceleration prohibition control in S34 will not be performed, and the vehicle will decelerate (S12) and stop (S13).

[0070] The second process (5-2) will be explained. After starting the avoidance control (S9), it is determined whether the speed limit of the first lane is above the prescribed speed (S32). The speed limit information is obtained from the lane information 51 of the map information 5. If the speed limit of the first lane is above the prescribed speed, the processor 10 will control the vehicle to not decelerate and prohibit acceleration. If the speed limit of the first lane is above the prescribed speed, for example, 80 km / h or above, the processor 10 determines that the first lane is a dedicated vehicle road such as a highway, and there is a high probability that the vehicle is accelerating. In addition, if the speed limit of the first lane is high, the speed limit of the second lane may also be high, and the vehicle behind may approach the vehicle at high speed. Similarly, the vehicle behind the vehicle traveling in the first lane may also approach the vehicle at high speed. If the vehicle suddenly decelerates in such a situation, the distance between it and other vehicles behind may be rapidly shortened. In addition, the impact on the vehicle's actions and its travel will be greater. Therefore, if the speed limit of the first lane is above the prescribed speed (S32: Yes), the processor will not decelerate the vehicle, but will control the vehicle to prohibit acceleration (S34). Then, deceleration is performed.

[0071] When the vehicle is traveling in a high-speed lane and lane-changing avoidance control is in operation, sudden deceleration would have a greater impact on the vehicle's actions and travel. Therefore, for a vehicle traveling in the first lane with a speed limit above the prescribed speed limit and undergoing a lane change, even if lane-changing avoidance control is activated, deceleration control is not applied; instead, acceleration is prohibited. Thus, acceleration is prohibited, and constant speed driving is temporarily implemented. When traveling in the first lane with a speed limit above the prescribed speed limit and lane-changing avoidance control is in operation, the processor 10 controls the vehicle's driving by prohibiting acceleration and causing the vehicle to return to the first lane during a lane change.

[0072] In this way, when the first lane is a high-speed road and the vehicle is highly likely to accelerate, instead of suddenly decelerating, acceleration is prohibited, thereby suppressing the impact on the vehicle's driving state and performing evasive control. By allowing the vehicle to drive smoothly, the impact on traffic flow in the first and second lanes is also suppressed.

[0073] On the other hand, if the speed limit in the first lane is less than the prescribed speed (S32: No), the vehicle decelerates (S12) and stops (S13) without going through the acceleration prohibition control in S34.

[0074] The third process (5-3) will be explained. After starting the avoidance control (S9), it is determined whether the vehicle's speed is lower than the speed limit and whether the difference between the speed limit of the first lane and the vehicle's speed is greater than or equal to a specified value (S33). The speed limit information is obtained from the lane information 51 of the map information 5, and the vehicle's speed is obtained from the vehicle information acquisition device 3. If the vehicle's speed is lower than the speed limit and the difference between the speed limit of the first lane and the vehicle's speed is greater than or equal to a specified value, the processor 10 will control the vehicle to not decelerate and prohibit acceleration. For example, this is the case where the vehicle is traveling at 50-70 km / h in the first lane with a speed limit of 100 km / h. On the other hand, it is predicted that the following vehicle in the first lane and the vehicle behind in the second lane are traveling near the speed limit of the first lane and may be traveling at a higher speed than the vehicle. If the vehicle's speed is lower than the speed limit and the difference between the speed limit of the first lane and the vehicle's speed is greater than or equal to a specified value (S33: Yes), the vehicle will not decelerate, but will be prohibited from accelerating (S34). Then, deceleration processing will be performed.

[0075] When the vehicle is traveling at a speed more than or equal to the speed limit and lane change avoidance control is activated, a sudden deceleration would further increase the speed difference with other vehicles, thus amplifying the impact on both the vehicle and other vehicles. Therefore, for a vehicle traveling in the first lane at a speed more than or equal to the speed limit and undergoing lane change avoidance control, deceleration control is not applied; instead, acceleration is prohibited. This prohibits acceleration and temporarily maintains a constant speed. When traveling in the first lane at a speed more than or equal to the speed limit and lane change avoidance control is activated, the processor 10 controls the vehicle's driving by prohibiting acceleration and causing the vehicle to return to the first lane during lane change.

[0076] In this way, when the vehicle is traveling at a speed more than a specified value below the speed limit of the first lane, instead of suddenly decelerating, acceleration prohibition control is implemented to suppress the impact on the vehicle's driving status and perform avoidance control. By allowing the vehicle to drive smoothly, the impact on traffic flow in the first and second lanes is also suppressed.

[0077] On the other hand, if the speed difference between the vehicle speed and the speed limit of the first lane is less than the prescribed value (S33: No), the vehicle decelerates (S12) and stops (S13) without going through the acceleration prohibition control in S34.

[0078] If the condition is met in S31, S32 or S33, after the acceleration prohibition control process in S34, it proceeds to S35.

[0079] Processor 10 determines whether the main vehicle has moved into the first lane (S35). If the reference position (lateral center or center of gravity) of the vehicle body exceeds the prescribed lateral position of the first lane, processor 10 determines that the vehicle is moving into the first lane. The prescribed lateral position of the first lane can also be the lane marking line that serves as the boundary with the second lane. Processor 10 repeatedly makes this determination until the vehicle moves into the first lane (S35: No). If it is determined that the movement into the first lane is complete (S35: Yes), it proceeds to S12. Processor 10 decelerates the vehicle (S12). That is, in this process, acceleration prohibition control is stopped, and then deceleration control begins. After deceleration control, the vehicle is brought to a stop (S13). If the vehicle is confirmed to have stopped, processor 10 completes the avoidance control.

[0080] By slowing down the vehicle after it is determined that it has moved into the first lane, the impact on subsequent vehicles that have timely identified the presence of the vehicle can be suppressed.

[0081] Furthermore, as the processor 10 moves toward the first lane, it reduces the lateral speed of the vehicle. In addition, by reducing the lateral speed of the vehicle while moving toward the first lane, the impact on the vehicle's driving state and on traffic flow in the first and second lanes can be reduced.

[0082] Explanation of reference numerals in the attached figures

[0083] 100: Driving Control System

[0084] 1: Driving control device

[0085] 10: Processor

[0086] 11: CPU

[0087] 12: ROM

[0088] 13: RAM

[0089] 20: Input / output devices

[0090] 30: Communication device

[0091] 2: Sensors

[0092] 21: Camera

[0093] 22: Radar device

[0094] 3: Vehicle information acquisition device

[0095] 4: Other vehicle information acquisition devices

[0096] 5: Map Information

[0097] 51: Lane Information

[0098] 6: Navigation device

[0099] 200: Vehicle controller

[0100] 210: Steering control device

[0101] 220: Drive control device

Claims

1. A driving control method, used in a processor, for controlling the autonomous driving of a vehicle, characterized in that, When the specified conditions are met during the autonomous driving process, the processor causes the vehicle to decelerate. If the specified conditions are met during a lane change operation that moves the vehicle from the first lane to the second lane, the processor causes the vehicle to travel in the first lane.

2. The driving control method according to claim 1, characterized in that, When the vehicle is decelerating while making the lane change, the processor causes the vehicle to move into the second lane.

3. The driving control method according to claim 2, characterized in that, If the driver inputs an accelerator or brake operation after the specified conditions are met, the processor causes the vehicle to move toward the first lane.

4. The driving control method according to claim 3, characterized in that, If the lateral position of the vehicle does not reach the specified lateral position of the second lane, the processor causes the vehicle to move towards the first lane.

5. The driving control method according to claim 1, characterized in that, If the turning radius of the first lane is greater than a specified value, the processor will not decelerate the vehicle and will prohibit acceleration.

6. The driving control method according to claim 1, characterized in that, When the speed limit in the first lane is above the specified speed, the processor will not decelerate the vehicle and will prohibit acceleration.

7. The driving control method according to claim 1, characterized in that, If the speed of the vehicle is lower than the speed limit and the difference between the speed limit of the first lane and the speed of the vehicle is greater than or equal to a specified value, the processor will not decelerate the vehicle and will prohibit acceleration.

8. The driving control method according to any one of claims 5 to 7, characterized in that, After determining that the vehicle has completed its movement into the first lane, the processor causes the vehicle to decelerate.

9. The driving control method according to claim 8, characterized in that, The processor reduces the lateral movement speed of the vehicle.

10. A driving control device, comprising a processor for controlling the autonomous driving of the vehicle, characterized in that, When the specified conditions are met during the autonomous driving process, the processor causes the vehicle to decelerate. If the specified conditions are met during a lane change operation that moves the vehicle from the first lane to the second lane, the processor causes the vehicle to travel in the first lane.

Images