Travel control device, travel control method, and storage medium

Abstract

The present application provides a kind of about the approach between vehicle and other vehicle and the driving control device of proper output alarm, driving control method and storage medium.There is recognition part in the driving control device, which identifies the other vehicles in the periphery of vehicle;And control part, which controls the lateral movement of the vehicle based on the other vehicles, the control part is based on as the other vehicles in the front of the vehicle, the front vehicle, and as the other vehicles adjacent to the vehicle, adjacent vehicle, to change the timing of inhibiting the lateral movement or the inhibition intensity of inhibiting the lateral movement.

Description

Technical Field

[0001] This invention relates to a driving control device, a driving control method, and a storage medium. Background Technology

[0002] In recent years, efforts have intensified to provide sustainable transportation systems that also take into account people in particularly vulnerable positions among traffic participants. To achieve this, research and development related to driver assistance is being undertaken to further improve the safety and convenience of transportation. For example, a path generation device is disclosed, characterized in that a reference path in the driving lane is set as a target path within a predetermined interval from the vehicle to its front, and the target path is generated by modifying the reference path in a manner that ensures a safe area between the vehicle and other vehicles, extending from the side of other vehicles toward the driving lane, further ahead of the predetermined interval (see, for example, Patent Document 1).

[0003] Prior technology literature

[0004] [Patent Documents]

[0005] Patent Document 1: Japanese Patent Application Publication No. 2023-107501 Summary of the Invention

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

[0007] However, regarding driving assistance, the aforementioned technologies do not take into account multiple surrounding vehicles when setting the area where the vehicle can move, cannot properly set the movable area, and sometimes cannot properly suppress (or alert) the approach between the vehicle and other vehicles.

[0008] One of the objectives of this invention is to provide a driving control device, driving control method, and procedure that can appropriately suppress (or warn) the approach of a vehicle to other vehicles in order to solve the aforementioned problems. This will, in turn, contribute to the development of sustainable transportation systems.

[0009] [Solutions for solving the problem]

[0010] The driving control device, driving control method and program involved in this invention adopt the following structure.

[0011] (1): One aspect of the present invention relates to a driving control device, wherein the driving control device comprises: an identification unit that identifies other vehicles around the vehicle; and a control unit that controls the lateral movement of the vehicle based on the other vehicles, wherein the control unit changes the timing of suppressing the lateral movement or the intensity of suppressing the lateral movement based on a preceding vehicle located in front of the vehicle as another vehicle and an adjacent vehicle adjacent to the vehicle as another vehicle.

[0012] (2): In the above (1) scheme, the control unit changes the timing of suppressing lateral movement or the intensity of suppressing lateral movement based on the preceding vehicle, the adjacent vehicle, and the preceding adjacent vehicle adjacent to the preceding vehicle.

[0013] (3): In the above (1) scheme, when the adjacent vehicle is between the side of the first side of the vehicle and the side of the first side of the preceding vehicle, the control unit suppresses the lateral movement of the vehicle at an earlier first time compared to when the adjacent vehicle is in other positions, or suppresses the lateral movement of the vehicle with a stronger first suppression intensity compared to when the adjacent vehicle is in other positions.

[0014] (4): In the above (1) scheme, when the adjacent vehicle is between the side of the first side of the preceding vehicle and the imaginary line, the control unit suppresses the lateral movement of the vehicle at a second time, or suppresses the lateral movement of the vehicle with a second suppression intensity. The imaginary line is a line set at the middle or approximately the middle between the side of the first side of the preceding vehicle and the side of the second side of the preceding adjacent vehicle that is present on the first side of the preceding vehicle and adjacent to the preceding vehicle.

[0015] (5): In the above (2) scheme, when the adjacent vehicle is between the side of the second side of the preceding adjacent vehicle and the imaginary line, the control unit suppresses the lateral movement of the vehicle at a third time, or suppresses the lateral movement of the vehicle with a third suppression intensity. The imaginary line is a line set at the middle or approximately the middle between the side of the first side of the preceding vehicle and the side of the second side of the preceding adjacent vehicle that is adjacent to the first side of the preceding vehicle.

[0016] (6): In the above (1) scheme, when the adjacent vehicle is located at a position far away from the vehicle on the side of the adjacent vehicle that is adjacent to the preceding vehicle, the control unit suppresses the lateral movement of the vehicle at a fourth time, or suppresses the lateral movement of the vehicle with a fourth suppression intensity.

[0017] (7): In the above (1) scheme, when the adjacent vehicle exists at a position closer to the vehicle side than the imaginary line, the control unit sets the driving path of the vehicle based on the adjacent vehicle. The imaginary line is the line between the side of the first side of the preceding vehicle and the side of the second side of the preceding adjacent vehicle that is adjacent to the preceding vehicle on the first side of the preceding vehicle.

[0018] (8): In the above (1) scheme, when the adjacent vehicle is located at a position further away from the vehicle side than the imaginary line, the control unit sets the driving path of the vehicle based on the preceding vehicle. The imaginary line is the line between the side of the first side of the preceding vehicle and the side of the second side of the preceding adjacent vehicle that is adjacent to the preceding vehicle on the first side of the preceding vehicle.

[0019] (9): In the above-mentioned scheme (1), when the adjacent vehicle is in the first area, the control unit suppresses the lateral movement of the vehicle at a first time, or suppresses the lateral movement of the vehicle with a first suppression intensity; when the adjacent vehicle is in the second area, the control unit suppresses the lateral movement of the vehicle at a second time, or suppresses the lateral movement of the vehicle with a second suppression intensity; when the adjacent vehicle is in the third area, the control unit suppresses the lateral movement of the vehicle at a third time, or suppresses the lateral movement of the vehicle with a third suppression intensity; when the adjacent vehicle is in the fourth area, the control unit suppresses the lateral movement of the vehicle at a fourth time, or suppresses the lateral movement of the vehicle with a fourth suppression intensity. Regarding the timing, the earlier timing is listed first, then... Regarding the second, third, and fourth timing points, in terms of intensity, the stronger intensities are listed first, second, third, and fourth in that order. The first region is the area between the side of the first side of the vehicle and the side of the first side of the preceding vehicle. The second region is the area between the side of the first side of the preceding vehicle and an imaginary line, where the imaginary line is a line drawn between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is adjacent to the preceding vehicle. The third region is the area between the side of the second side of the adjacent preceding vehicle and the imaginary line. The fourth region is the area further away from the vehicle than the side of the second side of the adjacent preceding vehicle that is the vehicle side.

[0020] (10): Another aspect of the present invention relates to a control method, wherein the driving control method causes a computer to perform the following processing: identify other vehicles around the vehicle; control the lateral movement of the vehicle based on the other vehicles; and change the timing or intensity of suppressing the lateral movement based on a preceding vehicle in front of the vehicle that is the other vehicle and an adjacent vehicle adjacent to the vehicle that is the other vehicle.

[0021] (11): Another aspect of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: identifying other vehicles around the vehicle; controlling the lateral movement of the vehicle based on the other vehicles; and changing the timing or intensity of suppressing the lateral movement based on a preceding vehicle in front of the vehicle as another vehicle and an adjacent vehicle adjacent to the vehicle as another vehicle.

[0022] [Invention Effects]

[0023] According to the schemes (1)-(11), the driving control device, driving control method or program can properly suppress (or alert) the approach between the vehicle and other vehicles.

[0024] According to the scheme in (2), the control unit further considers the adjacent vehicles in front of the vehicle, thereby being able to more appropriately suppress (or warn) the approach between the vehicle and other vehicles.

[0025] According to the scheme in (3), when an adjacent vehicle is located near another vehicle, that is, when an adjacent vehicle is located in the area of ​​the travel path of the preceding vehicle, the control unit can appropriately suppress (or warn) the approach between the vehicle and the adjacent vehicle.

[0026] According to the scheme in (4), the control unit can appropriately suppress (or warn) the approach between the vehicle and the adjacent vehicle when the adjacent vehicle is not located in the area of ​​the driving track of the preceding vehicle but is located near the vehicle.

[0027] According to the scheme in (5), when an adjacent vehicle is located close to the adjacent vehicle in front, the control unit can suppress lateral movement that takes into account the low possibility of interference between the vehicle and the adjacent vehicle.

[0028] According to the scheme in (6), the control unit can achieve lateral movement control that takes into account the low possibility of interference to adjacent vehicles due to lateral movement, and further suppresses alarms to the driver, thus reducing the driver's annoyance.

[0029] According to the scheme in (7), when an adjacent vehicle is located on the side closer to the vehicle than the imaginary line, the control unit can set a driving path that takes into account the possibility of interference to the adjacent vehicle due to the lateral movement of the vehicle.

[0030] According to the scheme of (8), when the adjacent vehicle is located at a position further away from the vehicle side than the imaginary line, the control unit can set the driving path in a way that does not have too large a lateral offset from the vehicle, since the possibility of the lateral movement of the vehicle interfering with the adjacent vehicle is low.

[0031] According to the scheme in (9), the control unit achieves the effects of (2) to (6) mentioned above. Attached Figure Description

[0032] Figure 1 This is a structural diagram of vehicle system 1 that utilizes the vehicle control system involved in the implementation method.

[0033] Figure 2 It is a diagram used to illustrate a region.

[0034] Figure 3 It is a diagram showing the relationship between a designated area and other vehicles.

[0035] Figure 4 This is a flowchart illustrating an example of the processing flow performed by the driving support device 100.

[0036] [Explanation of Labels in the Attached Images]

[0037] 1. Vehicle System

[0038] 10 cameras

[0039] 80 Driving Controls

[0040] 82 Steering Wheel

[0041] 100 Driving Support Devices

[0042] 110 Identification Department

[0043] 120 Emergency Department

[0044] Lane Keeping Control Unit 130

[0045] 140 Control Department. Detailed Implementation

[0046] <Implementation Method>

[0047] [Overall Structure]

[0048] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control system described in the embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0049] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU 60, driving controls 80, driving support devices 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected through multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. The driving support device 100 is an example of a "driving control device".

[0050] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted anywhere on the vehicle equipped with vehicle system 1 (hereinafter referred to as vehicle M). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, the back of the rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of vehicle M. Camera 10 can also be a stereo camera.

[0051] Radar device 12 radiates millimeter-wave and other radio waves around the vehicle M and detects the radio waves reflected by objects (reflected waves) to detect at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any part of the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0052] The LIDAR14 illuminates the periphery of vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR14 determines the distance to the object based on the time from emission to reception. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on vehicle M.

[0053] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the cameras 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the driver support device 100. Alternatively, the object recognition device 16 can directly output the detection results from the cameras 10, radar device 12, and LIDAR 14 to the driver support device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0054] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via wireless base stations.

[0055] The HMI30 provides various information to the occupants of vehicle M and accepts input operations from them. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc. The HMI30 is equipped with display devices. These display devices (display units), for example, are located in the center of the instrument panel of vehicle M and are display devices that show various information from vehicle M, such as speedometers indicating the vehicle M's speed or tachometers indicating the rotational speed of the internal combustion engine in vehicle M; these are called multi-information displays.

[0056] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0057] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented using INS (Inertial Navigation System) output from the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain the path equivalent to the path on the map from the navigation server.

[0058] MPU 60 includes, for example, a lane recommendation unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100 [m] in the vehicle's direction of travel), and determines a recommended lane for each block by referring to the second map information 62. The lane recommendation unit 61 determines which lane to drive in from the left. When the path on the map has branching points, the lane recommendation unit 61 determines the recommended lane in a way that allows the vehicle M to travel on a reasonable path to the branch destination.

[0059] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. The second map information 62 may include road information, traffic restriction information, residential information (address and postal code), facility information, telephone number information, etc. The second map information 62 can be updated at any time by communicating with other devices through the communication device 20.

[0060] The driving controls 80, in addition to the steering wheel 82, include a steering indicator switch, accelerator pedal, brake pedal, gear shift lever, and other controls. Sensors are installed in the driving controls 80 to detect the amount or presence of operation, and the detection results are output to some or all of the driving support device 100, the driving force output device 200, the braking device 210, and the steering device 220. The steering wheel 82 does not necessarily have to be ring-shaped; it can also be an irregularly shaped steering wheel, a lever, a button, etc. A steering wheel grip sensor 86 is installed in the steering wheel 82.

[0061] The steering wheel grip sensor 86 is implemented, for example, by a capacitance sensor, a piezoelectric element, etc. The steering wheel grip sensor 86 detects whether the driver is gripping the steering wheel 82. Gripping refers to the state in which the driver holds the steering wheel 82, the state in which the hand is in contact with the steering wheel 82 and applies a force to the steering wheel 82 that is greater than a specified degree.

[0062] The steering wheel grip sensor 86 can also detect grip based on images captured by a camera, or by using optical methods such as radar devices to detect grip (methods that do not require contact with the sensor).

[0063] The driving assistance device 100 includes, for example, a recognition unit 110, a processing unit 120, a lane keeping control unit 130, and a control unit 140. Some or all of these functional units are implemented by executing programs (software) through hardware processors such as CPUs (Central Processing Units). Some or all of these components can be implemented by hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the cooperation of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the driving assistance device 100, or it can be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by mounting the storage medium (non-transitory storage medium) to the drive unit.

[0064] The recognition unit 110 identifies the position, speed, acceleration, and other states of objects surrounding the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can also be represented by representative points such as the object's center of gravity or corners, or by a region. The "state" of an object can also include its acceleration, jerk, or "action state" (e.g., whether it is currently or is about to change lanes).

[0065] The identification unit 110 identifies, for example, the lane in which vehicle M is traveling (driving lane). For instance, the identification unit 110 identifies the driving lane by comparing the pattern of road markings (e.g., the arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding vehicle M identified based on images captured by camera 10. The identification unit 110 is not limited to identifying road markings; it can also identify driving lanes by identifying road markings, including driving road boundaries (road boundaries) such as shoulders, curbs, median strips, and guardrails. In this identification, the position of vehicle M obtained from navigation device 50 and INS-based processing results may also be taken into consideration. The identification unit 110 identifies temporary stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0066] When identifying a driving lane, the identification unit 110 identifies the position and posture of the vehicle M relative to the driving lane. For example, the identification unit 110 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the centers of the lanes, as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the identification unit 110 may identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane.

[0067] The processing unit 120 divides the area surrounding vehicle M based on the position of the preceding vehicle and the positions of adjacent vehicles. Details regarding the processing by the processing unit 120 will be described later.

[0068] The lane keeping control unit 130 controls the steering device 220 to prevent the vehicle M from leaving the driving lane. For example, the lane keeping control unit 130 controls the steering device 220 to keep the vehicle M in the center or near the center of the driving lane detected by the recognition unit 110. Hereinafter, this control will sometimes be referred to as "lane keeping control". The lane keeping control unit 130 performs both manual lane keeping control and non-manual lane keeping control.

[0069] Manual lane keeping control is a control that is performed when the driver is holding the steering wheel 82 (the steering wheel holding sensor 86 detects the holding state of the steering wheel 82). The conditions for performing manual lane keeping control are less stringent than the conditions for performing non-manual lane keeping control. For example, manual lane keeping control is performed when the vehicle speed M is above a predetermined speed and the driver is monitoring the road ahead.

[0070] Non-hands-on lane keeping control is a control that is performed when the driver is not holding the steering wheel 82 (the steering wheel holding sensor 86 does not detect the steering wheel 82 being held). Non-hands-on lane keeping control can be performed, for example, when the following conditions are met: the vehicle M is traveling at a speed above a specified speed, the vehicle M is traveling on a specified road (e.g., a road or road category pre-set to enable non-hands-on lane keeping control), and the driver is monitoring the road ahead. Non-hands-on lane keeping control is performed when the driver is monitoring the road ahead, and is not performed or is stopped when the driver is not monitoring the road ahead.

[0071] The conditions for enabling manual and non-manual lane keeping control described above are just one example. Other conditions may also be included (e.g., vehicle M follows the preceding vehicle), or some conditions may be omitted. The conditions for enabling manual lane keeping control should be less stringent than the conditions for enabling non-manual lane keeping control (the conditions for enabling non-manual lane keeping control should be more stringent than the conditions for enabling manual lane keeping control).

[0072] The control unit 140 controls the lateral movement of the vehicle based on other vehicles. Details regarding the processing of the control unit 140 will be described later.

[0073] The driving force output device 200 outputs driving force (torque) for driving the vehicle M to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU that controls them. The ECU controls the above-mentioned structure according to information input from the control unit 140 or from the driving operation unit 80.

[0074] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the control unit 140 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel.

[0075] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels based on information input from the lane keeping control unit 130 or the lane changing control unit 160, or information input from the driving control unit 80.

[0076] [Details of the control department's processing]

[0077] The control unit 140 adjusts the timing or intensity of lateral movement suppression based on other vehicles, such as those ahead of the vehicle and adjacent vehicles adjacent to the vehicle. For example, the control unit 140 may advance the timing of lateral movement suppression or increase the intensity of lateral movement suppression.

[0078] Specifically, the control unit 140 adjusts the timing or intensity of lateral movement suppression based on the preceding vehicle, adjacent vehicles, and adjacent preceding vehicles. These controls will be explained below.

[0079] The following processing can also be performed when vehicle M is traveling on a road with lanes, or when it is traveling on a road without lanes.

[0080] Figure 2 This is a diagram used to illustrate the regions. The processing unit 120 sets a first region (1), a second region (2), a third region (3), and a fourth region (4). Hereinafter, without distinguishing these regions, they are sometimes referred to as setting regions. In order to set the above-mentioned setting regions, the processing unit 120 sets dividing lines A, B, C, and D, and sets the setting regions based on the set dividing lines. In the following description, the right direction is set as the first side (first direction) and the left direction is set as the second side (second direction) based on the travel direction of the vehicle M. However, it is also possible that the left direction is the second side and the right direction is the first side.

[0081] The dividing line A is the side of the first side of vehicle M and the side of the second side of vehicle M.

[0082] The dividing line B represents the first side and the second side of the preceding vehicle m1. The preceding vehicle m1 is, for example, the vehicle closest to vehicle M.

[0083] The dividing line C is an imaginary line set at the middle or approximately the middle between the side of the first side of the preceding vehicle m1 and the side of the second side of the preceding adjacent vehicle m2, which exists on the first side of the preceding vehicle m1 and is adjacent to the preceding vehicle m1.

[0084] The dividing line C is an imaginary line set at the middle or approximately the middle between the side of the second side of the preceding vehicle m1 and the side of the first side of the preceding adjacent vehicle m3, which exists on the second side of the preceding vehicle m1 and is adjacent to the preceding vehicle m1.

[0085] The dividing line D is the side of the second side of the adjacent vehicle m2.

[0086] The dividing line D is the side of the first side of the adjacent vehicle m3.

[0087] The first region (1) is the region between dividing line A and dividing line B. On the first side, dividing line A is closer to the center (inner side) than dividing line B, so the region between dividing line A and dividing line B is designated as the first region (1). On the second side, dividing line A is not closer to the center than dividing line B, so the region between dividing line A and dividing line B is not designated as the first region (1).

[0088] The second region is the area between dividing line B and dividing line C.

[0089] The third region is the area between dividing line C and dividing line D.

[0090] The fourth region is located on the outer side of the third region.

[0091] Figure 3This is a diagram showing the relationship between a designated area and other vehicles. Adjacent vehicle m4, adjacent to vehicle M, exists in the second area (2). Adjacent vehicle m5, adjacent to vehicle M, exists in the third area (3). The areas in question are, for example, the areas where the side E of the adjacent vehicle exists.

[0092] When an adjacent vehicle is present in the first area (1), the control unit 140 suppresses the lateral movement of vehicle M at a first opportune moment, or suppresses the lateral movement of vehicle M with a first suppression intensity. Suppressing lateral movement means outputting an alarm to suppress lateral movement. Suppression intensity refers to the intensity of the alarm. The so-called suppression of lateral movement may also mean controlling the steering in a manner that does not involve lateral movement, instead of the above (or in addition to the above).

[0093] The control unit 140 sets the travel path of vehicle M based on the shape of each set area in a time series, the travel path trajectory of vehicle M, and the travel path trajectories of adjacent vehicles. The travel path refers to the range within which vehicle M can move, such as the range within which vehicle M can move laterally. The shape of each set area is used to determine the area to which adjacent vehicles belong. By utilizing the travel path trajectory of vehicle M, it is possible to identify whether the travel path range has deviated from the travel path trajectory, the degree of deviation, etc., before vehicle M travels. By utilizing the shape of each set area, the travel path trajectory of vehicle M, and the travel path trajectories of adjacent vehicles as described above, the control unit 140 can suppress approaching adjacent vehicles.

[0094] When setting the travel path of vehicle M, the travel path of preceding vehicles can be further utilized to determine the travel path of vehicle M. For example, the control unit 140 can imagine the future travel paths of adjacent vehicles based on their travel paths, and set the future travel path of vehicle M in a way that maintains a predetermined distance from the travel path while ensuring that the future travel path does not change excessively from the travel path of vehicle M. The control unit 140 can also further set a travel path that follows the preceding vehicle. In this case, the travel path of vehicle M can also be further utilized to determine the travel path of vehicle M. For example, the control unit 140 can set the travel path of vehicle M by increasing the proportion of utilization of the travel path of adjacent vehicles compared to the utilization of the travel path of the preceding vehicle. The setting of the travel path of vehicle M can also be set by a pre-set travel path generation algorithm.

[0095] When an adjacent vehicle is present in the second region (2), the control unit 140 suppresses the lateral movement of vehicle M at a second timing, or suppresses the lateral movement of vehicle M with a second suppression intensity. When an adjacent vehicle is present in the second region (2), the control unit 140 sets the travel path of vehicle M based on the shape of each set region in the time series, the travel trajectory of vehicle M, and the travel trajectories of adjacent vehicles, just as when an adjacent vehicle is present in the first region (1). At this time, the travel path of vehicle M can also be further determined using the travel trajectory of the preceding vehicle.

[0096] When an adjacent vehicle is present on the side closer to vehicle M than the dividing line C, the control unit 140 sets the travel path of vehicle M based on the adjacent vehicles. Figure 3 In the example, the adjacent vehicle m4 is located closer to vehicle M than the dividing line C. Therefore, the control unit 140 sets a driving path in the first area (1) or the second area (2) so that vehicle M moves without getting too close to the adjacent vehicle m4. This allows for driving closer to adjacent vehicles compared to following the vehicle in front.

[0097] When an adjacent vehicle is present in the third region (3), the control unit 140 suppresses the lateral movement of vehicle M at a third time or suppresses the lateral movement of vehicle M with a third suppression intensity.

[0098] The control unit 140 sets the travel path of vehicle M based on the shape of each set area in the time series, the travel trajectory of vehicle M, and the travel trajectory of the preceding vehicle. At this time, the travel trajectories of adjacent vehicles can also be used to determine the travel path of vehicle M. For example, the control unit 140 can imagine the future travel path of the preceding vehicle based on its travel trajectory and set the future travel path of vehicle M by following that travel path. The control unit 140 can also further utilize the travel paths of adjacent vehicles. For example, the control unit 140 can determine the travel path of vehicle M by ensuring that the distance between vehicle M and adjacent vehicles is not less than a predetermined distance while simultaneously following the preceding vehicle. For example, the control unit 140 can also set the travel path of vehicle M by increasing the proportion of utilization of the travel trajectory of the preceding vehicle compared to the utilization of the travel trajectories of adjacent vehicles. The setting of the travel path of vehicle M can also be done using a pre-set travel path generation algorithm.

[0099] When an adjacent vehicle is located further away from vehicle M than the dividing line C, the control unit 140 sets the vehicle's travel path based on the preceding vehicle. Figure 3In the example where an adjacent vehicle (e.g., instead of adjacent vehicle m4, adjacent vehicle m5) is located further away from vehicle M than the dividing line C, the control unit 140 can also set a driving path to make vehicle M travel by following the preceding vehicle m1. Thus, the following of the preceding vehicle is prioritized compared with adjacent vehicles that are far away from vehicle M.

[0100] When an adjacent vehicle is present in the fourth region, the control unit 140 suppresses the lateral movement of vehicle M at a fourth timing point, or suppresses the lateral movement of vehicle M with a fourth suppression intensity. Suppression may not be performed when an adjacent vehicle is present in the fourth region. For example, alarms and steering control may not be activated. When an adjacent vehicle is present in the fourth region (4), the control unit 140 sets the driving path of vehicle M based on the shape of each set region in the time series, the driving trajectory of vehicle M, and the driving trajectory of the preceding vehicle, in the same manner as when an adjacent vehicle is present in the third region (3). In this case, the driving trajectories of adjacent vehicles can also be used to further determine the driving path of vehicle M.

[0101] exist Figure 3 In the example, there are adjacent vehicles to the left and right of vehicle M. In this case, the suppression intensity is controlled at the appropriate time corresponding to the area where each adjacent vehicle exists. When vehicle M moves to the right, suppression control is performed corresponding to the set area where the adjacent vehicle on the right exists; when vehicle M moves to the left, suppression control is performed corresponding to the set area where the adjacent vehicle on the left exists. Regarding the setting of the driving path, the driving path can also be set by considering the upper region (first region (1) is the uppermost) of the adjacent vehicles in the first region (1), second region (2), third region (3), and fourth region (4).

[0102] The timing is determined in the order of first, second, third, and fourth opportune moments, with the earlier timing appearing first. An earlier opportune moment refers to, for example, a timing corresponding to the degree of positional shift of vehicle M or adjacent vehicles. Suppression at the first opportune moment means, for example, suppression is performed when the degree of positional shift of vehicle M or adjacent vehicles in the direction of approach meets a first-degree requirement. Suppression at the second opportune moment means, for example, suppression is performed when the degree of positional shift of vehicle M or adjacent vehicles in the direction of approach meets a second-degree requirement (a degree greater than the first degree). In the case of suppression at the third opportune moment, a third degree greater than the second degree is used; in the case of suppression at the fourth opportune moment, a fourth degree greater than the third degree is used. The above example of timing variation is one example; the threshold for suppression can also be changed using TTC (Time To Collision) or other judgment criteria.

[0103] The suppression intensity is determined in the order of first, second, third, and fourth, with the strongest intensity appearing first. For example, if vehicle M or an adjacent vehicle moves a predetermined distance in a closer direction, control is applied according to the set suppression intensity. Timing and suppression intensity can also be considered simultaneously. For example, the timing can be advanced and the suppression intensity can also be increased.

[0104] For example, in Figure 3 In the example, the lateral distance between adjacent vehicle m5 and vehicle M is closer than that between adjacent vehicle m4 and vehicle M, but the alarm for adjacent vehicle m4 is triggered earlier and stronger than that for adjacent vehicle m5. Figure 3 As shown, when vehicle M is following vehicle m1, vehicle M sometimes moves to the first side, moving behind vehicle m1 to follow its trajectory. Therefore, as described above, the alarm for adjacent vehicle m4 is issued earlier than the alarm for adjacent vehicle m5, and the alarm intensity for adjacent vehicle m4 is stronger than the alarm intensity for adjacent vehicle m5. The alarm timing is advanced and the alarm intensity is increased depending on the behavior of vehicle M.

[0105] The above processing can be performed when the vehicle M is automatically driving or when the vehicle M is supporting driving, or when the driver is manually driving.

[0106] It should be noted that the process of setting the third region (3) and the fourth region (4) as described above, or setting the fourth region (4), can also be omitted. For example, it can be determined that the fourth region (4) is contained within the third region (3), or it can be determined that the third region (3) and the fourth region (4) are contained within the second region (2).

[0107] [Flowchart (1)]

[0108] Figure 4 This is a flowchart illustrating an example of the processing flow performed by the driving support device 100. The processing unit 120 identifies the preceding vehicle m1 (step S100). Next, the processing unit 120 identifies adjacent preceding vehicles (step S102). Next, the processing unit 120 sets a designated area based on the position of each vehicle (step S104).

[0109] Next, the processing unit 120 determines the position of the adjacent vehicle (step S106). Next, the processing unit 120 determines the set area to which the adjacent vehicle belongs (step S108). Next, the processing unit 120 executes suppression control corresponding to the determined set area (step S110). Thus, the processing of the first routine of this flowchart ends.

[0110] Through the above processing, the driving support device 100 can determine the set area to which the adjacent vehicle belongs and achieve appropriate control corresponding to the set area to which the adjacent vehicle belongs.

[0111] The control unit 140 can also provide the driver of vehicle M with information corresponding to the designated area where adjacent vehicles exist. The information provided to the driver utilizes sound information, images, etc. Images, for example, are displayed on a display unit installed in vehicle M. The display unit can be a display unit located in the center of the dashboard of vehicle M, or a multi-information display located in front of the driver's seat. For example, information about the designated area where adjacent vehicles exist can be displayed on the display unit, or information indicating that an adjacent vehicle is close to a designated area near vehicle M can be displayed on the display unit. The control unit 140 can also output different sounds from the speakers when adjacent vehicles are in a designated area close to vehicle M and when adjacent vehicles are in a designated area far from vehicle M. For example, when adjacent vehicles are in a designated area close to vehicle M, the control unit 140 can output relaxing music from the speakers to calm the driver. For example, when adjacent vehicles are in a designated area far from vehicle M, the control unit 140 can output upbeat pop music from the speakers.

[0112] According to the embodiments described above, the driving support device 100 changes the timing or intensity of suppressing lateral movement based on the preceding vehicle in front of vehicle M and the adjacent vehicle adjacent to vehicle M, thereby enabling it to appropriately output an alarm regarding the proximity of the vehicle to other vehicles.

[0113] The implementation methods described above can be performed as follows.

[0114] A driving control device, comprising:

[0115] A storage device containing a program; and

[0116] Hardware processor,

[0117] The hardware processor performs the following processing by executing a program stored in the storage device:

[0118] Identify other vehicles in the vicinity of the vehicle;

[0119] Controlling the lateral movement of the vehicle based on the other vehicles; and

[0120] The timing or intensity of suppressing lateral movement is adjusted based on the preceding vehicle in front of the other vehicle and the adjacent vehicle next to the other vehicle.

[0121] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A driving control device, wherein, The driving control device includes: The identification unit identifies other vehicles in the vicinity of the vehicle; and The control unit controls the lateral movement of the vehicle based on the other vehicles. The control unit adjusts the timing or intensity of suppressing lateral movement based on the preceding vehicle (which is the other vehicle) and the adjacent vehicle (which is the other vehicle) adjacent to the vehicle.

2. The driving control device according to claim 1, wherein, The control unit adjusts the timing or intensity of suppressing lateral movement based on the preceding vehicle, the adjacent vehicle, and the preceding adjacent vehicle adjacent to the preceding vehicle.

3. The driving control device according to claim 1, wherein, When the adjacent vehicle is located between the side of the vehicle on its first side and the side of the preceding vehicle on its first side, the control unit suppresses the lateral movement of the vehicle at an earlier first moment compared to when the adjacent vehicle is located in other positions, or suppresses the lateral movement of the vehicle with a stronger first suppression intensity compared to when the adjacent vehicle is located in other positions.

4. The driving control device according to claim 1, wherein, When an adjacent vehicle is located between the side of the preceding vehicle on its first side and the imaginary line, the control unit suppresses the lateral movement of the vehicle at a second opportune moment, or suppresses the lateral movement of the vehicle with a second suppression intensity. The imaginary line is a line located at the midpoint or approximately the midpoint between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is present on the first side of the preceding vehicle and is adjacent to the preceding vehicle.

5. The driving control device according to claim 2, wherein, When the adjacent vehicle is located between the side of the preceding adjacent vehicle on its second side and the imaginary line, the control unit suppresses the lateral movement of the vehicle at a third opportune moment, or suppresses the lateral movement of the vehicle with a third suppression intensity. The imaginary line is a line located at the midpoint or approximately the midpoint between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is present on the first side of the preceding vehicle and is adjacent to the preceding vehicle.

6. The driving control device according to claim 1, wherein, When the adjacent vehicle is located at a position far from the vehicle on a second side (the side of the vehicle) of the preceding adjacent vehicle, the control unit suppresses the lateral movement of the vehicle at a fourth timing, or suppresses the lateral movement of the vehicle with a fourth suppression intensity.

7. The driving control device according to claim 1, wherein, When an adjacent vehicle is positioned closer to the vehicle than the imaginary line, the control unit determines the vehicle's travel path based on the adjacent vehicle. The imaginary line is the line between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is adjacent to the preceding vehicle on the first side of the preceding vehicle.

8. The driving control device according to claim 1, wherein, When an adjacent vehicle is located further away from the vehicle on the imaginary line, the control unit sets the vehicle's travel path based on the preceding vehicle. The imaginary line is the line between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is adjacent to the preceding vehicle on the first side of the preceding vehicle.

9. The driving control device according to claim 1, wherein, When an adjacent vehicle is present in the first area, the control unit suppresses the lateral movement of the vehicle at a first opportune moment, or suppresses the lateral movement of the vehicle with a first suppression intensity. When an adjacent vehicle is present in the second area, the control unit suppresses the lateral movement of the vehicle at a second timing, or suppresses the lateral movement of the vehicle with a second suppression intensity. When the adjacent vehicle is present in the third area, the control unit suppresses the lateral movement of the vehicle at a third time, or suppresses the lateral movement of the vehicle with a third suppression intensity. When the adjacent vehicle is present in the fourth region, the control unit suppresses the lateral movement of the vehicle at a fourth time, or suppresses the lateral movement of the vehicle with a fourth suppression intensity. Regarding the timing, the earlier timings are listed first, followed by the second timing, the third timing, and the fourth timing. Regarding intensity, the stronger intensities are listed first, followed by the order: first inhibition intensity, second inhibition intensity, third inhibition intensity, and fourth inhibition intensity. The first region is the area between the first side of the vehicle and the first side of the preceding vehicle. The second region is the area between the side of the first side of the advancing vehicle and the imaginary line. The imaginary line is a line drawn at the midpoint or approximately midpoint between the side of the first side of the preceding vehicle and the side of the second side of the adjacent preceding vehicle that is adjacent to the first side of the preceding vehicle. The third region is the area between the side of the second side of the adjacent preceding vehicle and the imaginary line. The fourth region is the region that is farther away from the vehicle than the second side of the adjacent preceding vehicle, which is the vehicle side.

10. A driving control method, wherein, The driving control method causes the computer to perform the following processing: Identify other vehicles in the vicinity of the vehicle; Controlling the lateral movement of the vehicle based on the other vehicles; and The timing or intensity of suppressing lateral movement is adjusted based on the preceding vehicle in front of the other vehicle and the adjacent vehicle next to the other vehicle.

11. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Identify other vehicles in the vicinity of the vehicle; Controlling the lateral movement of the vehicle based on the other vehicles; and The timing or intensity of suppressing lateral movement is adjusted based on the preceding vehicle in front of the other vehicle and the adjacent vehicle next to the other vehicle.

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