VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

Abstract

Vehicle control device (13) mounted on its own vehicle (30) to control its own vehicle (30) according to the position of another vehicle (50) in front of its own vehicle (30), the vehicle control device (13) comprising: a setting device which sets a parameter (S) which specifies a position of the other vehicle (50) relative to the own vehicle (30) in a transverse direction perpendicular to a path (41) of the own vehicle (30), wherein the parameter (S) is a own-track probability which is set such that the other vehicle (50) is more likely to be selected than a vehicle ahead if the position of the other vehicle (50) relative to the own vehicle (30) in the transverse direction is closer to the path (41) of the own vehicle (30); a determining device which determines, on the basis of the parameter (S), whether the other vehicle (50) is on the path (41) of the own vehicle (30); a detection device that detects whether a relative movement in the lateral direction has been carried out by the vehicle itself (30) and / or the other vehicle (50); and a correction device that corrects the parameter (S) assigned to a corresponding position of the other vehicle (50) when a relative movement in the lateral direction has been detected, wherein If a lane separation line (43) is detected on a road on which the own vehicle (30) is traveling, the detection device detects a relative movement in the lateral direction based on the result of a determination of whether the own vehicle (30) or the other vehicle (50) has crossed the lane separation line (43), and if the lane separation line (43) is not detected, a relative movement in the lateral direction is detected based on a change in the relative position of the own vehicle (30) and the other vehicle (50) in the lateral direction, and If the detection device has detected a relative movement in the lateral direction, the correction device makes a correction value of the parameter (S) used when the lane separation line (43) is detected larger than a correction value of the parameter (S) used when the lane separation line (43) is not detected.

Description

Technical field

[0001] The present invention relates to a vehicle control technology that is mounted on a vehicle to detect another vehicle in front of the vehicle. State of the art

[0002] Vehicle control devices are known that use search waves, such as millimeter waves, to control vehicles equipped with these devices. In particular, such a vehicle control device emits millimeter waves within a predetermined angular range around its own vehicle, detects the reflected waves to determine the location of another vehicle, and controls its own vehicle to follow the detected vehicle.

[0003] This type of vehicle control device is described in US 6,094,616 A. The vehicle control device described in US 6,094,616 A detects other vehicles traveling in the same lane (the lane in which the vehicle is traveling) and in an adjacent lane (a lane adjacent to the vehicle's own lane) and determines whether another vehicle traveling in the adjacent lane has entered the vehicle's lane. The vehicle control device described in US 6,094,616 A also determines whether another vehicle traveling in the same lane has left its lane. In this case, if the other vehicle traveling in the same lane moves laterally and begins to leave its lane, the device causes the other vehicle to leave the detection range early by reducing the width of the detection area for the other vehicle's position.Conversely, if another vehicle traveling in an adjacent lane moves laterally to enter the lane, the system will increase the width of the detection area to ensure the other vehicle's position is detected.

[0004] DE 10 2004 013 818 A1 discloses a vehicle control device mounted on a vehicle to control the vehicle according to the position of another vehicle in front of it, wherein the vehicle control device comprises: an adjustment device that sets a parameter indicating the position of the other vehicle relative to the vehicle in a transverse direction perpendicular to a path of the vehicle; a determination device that determines, based on the parameter, whether the other vehicle is on the path of the vehicle; a detection device that detects whether a relative movement in the transverse direction has been carried out by the other vehicle;and a correction device that changes the parameter when a relative movement in the lateral direction is detected, wherein, if a lane separator line is detected on a road on which the vehicle is traveling, the detection device detects a relative movement in the lateral direction based on the result of a determination of whether the other vehicle has crossed the lane separator line, and if the lane separator line is not detected, a relative movement in the lateral direction is detected based on a change in the relative position of the vehicle and the other vehicle in the lateral direction. Summary of the invention: Technical problem

[0005] According to the vehicle control device described in US 6,094,616 A, a vehicle leaving its lane can be triggered by changing its width to detect the other vehicle's position. A vehicle entering the lane can also be triggered. However, the entry of another vehicle into the lane is gradual, as is the exit of another vehicle from the lane. Therefore, there is a reaction delay when determining whether another vehicle is entering the lane or leaving the lane.

[0006] It is an object of the present invention to provide a vehicle control technology that can quickly determine whether another vehicle is on the path of the vehicle in question. This object is achieved by a vehicle control device with the features of claim 1 or 9, and by a vehicle control method with the features of claim 8 or 10. The dependent claims are directed to advantageous embodiments of the invention. Solution to the problem

[0007] The present invention relates to a vehicle control device mounted on a vehicle to control the vehicle according to the position of another vehicle in front of it. The device includes an adjustment device, a determination device, a detection device, and a correction device. The adjustment device sets a parameter that specifies the position of the other vehicle relative to the vehicle in a transverse direction perpendicular to the path of the vehicle. Based on this parameter, the determination device determines whether the other vehicle is on the path of the vehicle. The detection device detects whether a relative movement in the transverse direction has occurred between at least one of the vehicles and the other vehicle. The correction device corrects the parameter if a relative movement in the transverse direction is detected. Advantageous effects of the invention

[0008] If a parameter, set according to the relative position of the vehicle and another vehicle, is used to determine whether another vehicle traveling in front of the vehicle is on the vehicle's path, the parameter changes with the relative movement of the vehicle or the other vehicle in the lateral direction. This change in the parameter is gradual. Therefore, when determining whether another vehicle is on the vehicle's path, there may be a delay in the determination. In this regard, the vehicle control device of the present invention, with the configuration described above, corrects the parameter when there is relative movement in the lateral direction involving at least one of the vehicles.Thus, the vehicle control device of the present invention can improve the reaction capability in determining whether another vehicle is on the path of the own vehicle when a relative movement of the own vehicle or the other vehicle has occurred in the transverse direction. Brief description of the drawings Fig. Figure 1 is a configuration diagram that generally represents a vehicle control device. Fig. Figure 2 is a diagram that represents a probability characteristic curve field of the own lane. Fig. Figure 3 is a set of diagrams, each representing an example of a lateral movement in the direction of entry. Fig. Figure 4 is a set of diagrams that illustrate an example of lateral movement in the direction of exiting. Fig. Figure 5 is a flowchart that represents a process according to a first embodiment. Fig. Figure 6 is a time diagram representing a case where the process is carried out according to the first embodiment. Fig. Figure 7 is a flowchart that represents a process according to a second embodiment. Fig. Figure 8 is a flowchart that represents a subroutine of a first process. Description of the embodiments

[0009] The following describes some embodiments with reference to the drawings. The same or equivalent parts in the embodiments described below are assigned the same reference numerals in the drawings, and a prior description is used for those parts that have the same reference numerals. First embodiment

[0010] A first embodiment of the present invention is described below with reference to the drawings. A vehicle control device, comprising an object detection device, is mounted on a vehicle and is equipped with an ACC function (ACC: adaptive cruise control). The vehicle control device uses the ACC function to enable the vehicle to follow another vehicle in such a way that the distance between the vehicle and another vehicle detected by the object detection device becomes equal to a target distance suitable for the vehicle's speed. If no other vehicle is detected, the vehicle control device controls the vehicle to travel at a preset target speed.

[0011] In Fig. 1 The vehicle control device of the present embodiment includes a radar device 11, an image acquisition device 12, an inter-vehicle distance control ECU 13, an internal combustion engine ECU 14, and a brake ECU 15. In the vehicle control device, the inter-vehicle distance control ECU 13 serves as an object detection device that uses information obtained from the radar device 11 and the image acquisition device 12 and cooperates with the internal combustion engine ECU 14 and the brake ECU 15 to control the inter-vehicle distance.

[0012] The radar device 11 and the image acquisition device 12 are connected to the ECUs 13 to 15 via a vehicle-specific network, enabling them to communicate with each other. The inter-vehicle distance control ECU 13 is connected to an ACC switch 16. The internal combustion engine ECU 14 is connected to a transmission 17, a throttle motor 18, and a throttle sensor 19. The brake ECU 15 is connected to a vehicle speed sensor 20 and a brake actuator 21. These devices are connected via an associated line, which is used, for example, for serial communication.

[0013] The radar device 11, the image acquisition device 12, and the ECUs 13 to 15 are information processors, each containing components such as a microcomputer and a wiring harness interface. The microcomputer contains components such as a CPU, ROM, RAM, I / O port, and CAN communication device.

[0014] The radar device 11 detects the distance, relative speed, and relative position of other vehicles and provides the detected results to the inter-vehicle distance control ECU 13. The image acquisition device 12 includes an image capture device for taking an image, such as that of an object. The image acquisition device 12 takes an image of the surroundings of the vehicle in order to apply predetermined processing to the captured image and provides the processing results to the inter-vehicle distance control ECU 13.

[0015] The inter-vehicle distance control ECU 13 uses as a basis information about another vehicle, current speed, current acceleration and similar information transmitted by the radar device 11 and the image acquisition device 12, in order to transmit an acceleration instruction to the internal combustion engine ECU 14 and the brake ECU 15 to instruct the own vehicle to accelerate.

[0016] The ACC switch 16 receives the driver's activation command for ACC. Upon receiving the command, the distance control ECU 13 transmits an acceleration instruction to the internal combustion engine ECU 14 and the brake ECU 15. The driver's activation of the ACC includes switching ACC on / off, switching between a mode that maintains a predetermined distance and a mode that maintains a predetermined vehicle speed, and instructing or commanding a vehicle speed.

[0017] The internal combustion engine ECU 14 controls the throttle motor 18 while monitoring the throttle opening detected by the throttle sensor 19. Based on tabulated data correlating throttle openings with vehicle speeds and acceleration instructions, the internal combustion engine ECU 14 determines, for example, the throttle opening according to the acceleration instruction received from the inter-vehicle distance control ECU 13 and the current speed. Furthermore, based on the vehicle speed and the throttle opening, the internal combustion engine ECU 14 determines whether a gear change is necessary. If so, the internal combustion engine ECU 14 instructs the transmission 17 to select a gear position.

[0018] The brake ECU 15 brakes the vehicle by controlling the opening and closing of the valve and the valve position of the brake actuator 21. The brake actuator 21 controls the acceleration (or deceleration) of the vehicle by increasing, maintaining, or decreasing the wheel cylinder pressure of each wheel using pressure generated by a pump in a working fluid (e.g., oil). The brake ECU 15 brakes the vehicle according to the acceleration instruction sent by the inter-vehicle distance control ECU 13.

[0019] The radar device 11 serves as a first detection device that detects the position of another vehicle relative to the vehicle itself. The radar device 11, for example, emits a high-frequency signal in the millimeter wave band and detects the position of an object within a detection range, which is an area located at a predetermined detection angle in the forward direction of the vehicle. Specifically, the radar device 11 includes a transmitter / receiver 11a and a distance calculator 11b. The transmitter / receiver 11a emits search waves and receives the reflected waves by means of several antennas. The distance calculator 11b calculates the distance between the vehicle itself and the other vehicle. Furthermore, the radar device 11 includes a relative velocity calculator 11c and an azimuth calculator 11d. The relative velocity calculator 11c calculates the relative speed of the vehicle itself and the other vehicle.The azimuth calculator 11d calculates the azimuth of another vehicle relative to the vehicle itself. The distance calculator 11b calculates the distance between the vehicle and another vehicle based on the transmission time of the search waves and the reception time of the reflected waves. The relative velocity calculator 11c calculates a relative velocity based on the frequency of the waves reflected by another vehicle (the frequency modified by the Doppler effect). The azimuth calculator 11d calculates the azimuth of another vehicle based on the phase difference of the reflected waves received by the antennas. Note that the radar device 11 can determine the position of another vehicle relative to the vehicle itself if the location and azimuth of the other vehicle can be calculated.The radar device 11 periodically transmits search waves in the direction of another vehicle and periodically receives the reflected waves from the other vehicle. In addition, the radar device 11 periodically calculates the reflection position at which the search waves were reflected and periodically calculates the relative speed between the vehicle and the other vehicle. As a result, the radar device 11 transmits information, including at least one reflection position (position based on the reflected waves), as initial detection information to the inter-vehicle distance control ECU 13.

[0020] The image acquisition device 12 includes an imager 12a (imaging device). The imager 12a is a single-lens imaging device, such as a CCD camera, a CMOS image sensor, or a near-infrared camera. The imager 12a is mounted on the vehicle such that it is positioned in the vehicle's width direction at the center of the vehicle at a predetermined height to capture a bird's-eye view image of an area in front of the vehicle that spreads out at a predetermined angle (the detection range of the radar device 11). An image processor 12b extracts feature points (feature points indicating the presence of another vehicle) from the image captured by the imager 12a. In particular, the image processor 12b extracts edge points from the image based on the image's luminance information and performs a Hough transform on the extracted edge points.In the Hough transform, points extracted as feature points include, for example, points on a straight line that are multiple consecutive edge points, or points whose straight lines intersect at right angles. Note that the image acquisition device 12 acquires an image and extracts feature points in a control cycle that is the same as, or different from, that of the radar device 11. As a result, the image acquisition device 12 sends information, which includes at least the results of the feature point extraction (positions based on the acquired image within the detection range), as second acquisition information to the inter-vehicle distance control ECU 13.

[0021] The following describes the processing performed by the inter-vehicle distance control ECU 13 of the present embodiment (processing to determine whether another vehicle is present in the vehicle's lane). For each other vehicle traveling in the same direction, the inter-vehicle distance control ECU 13 uses a lane probability S as a parameter to determine whether another vehicle is present in the lane in which the vehicle is traveling. With reference to Fig. 2 describes the probability of a self-driving lane S.

[0022] In the present embodiment, a probability curve field is defined as a determination area extending over a predetermined region on a virtual plane (virtual coordinate space) in front of the vehicle 30 in the direction of travel, in order to correlate other vehicles with lane probabilities S. The determination area is used to determine whether another vehicle is present on the path of the vehicle 30. In this case, the inter-vehicle distance control ECU 13 serves as a setting device that adjusts a parameter indicating the position of another vehicle relative to the vehicle 30 in a transverse direction perpendicular to the path of the vehicle 30. The probability curve field is arranged within a region detectable by the radar device 11.The probabilities S of a vehicle staying in its own lane are correlated with positions (coordinates) in the probability characteristic field. The inter-vehicle distance control ECU 13 maps the position of another vehicle relative to its own vehicle 30 onto the coordinate space of the probability characteristic field in order to determine the probability S of the other vehicle staying in its own lane relative to its own vehicle 30. Fig. Figure 2 shows an example of the probability characteristic curve field in which own-lane probabilities S, ranging from 30 to 90, are correlated in a virtual coordinate space where the relative positions of other vehicles in front of the own vehicle are specified. As shown in Fig. As shown in Figure 2, a higher self-tracking probability S (S=90) is set at a position closer to the path of the own vehicle 30 (closer to the center line of the own track), and the set value gradually decreases at positions that are further away from the path of the own vehicle 30 in the transverse direction. In this way, the self-tracking probability S in the probability characteristic field is set such that it gradually decreases in the transverse direction perpendicular to the path of the own vehicle 30. Furthermore, the self-tracking probability S is set such that the range of correlated positions is partially increased at positions that are further away from the own vehicle 30.The reason for the above settings is that the error in the position of the object detected by the radar device 11 increases at a position farther away from the own vehicle 30. The inter-vehicle distance control ECU 13 calculates the own-track probability S of the detected other vehicle based on the other vehicle's position and the set probability characteristic field, and then compares the calculated own-track probability S with a predetermined threshold Th. If the own-track probability S is equal to or greater than the threshold Th, the inter-vehicle distance control ECU 13 selects the other vehicle detected by the radar device 11 as a leading vehicle for use in following control of the own vehicle 30.If the own lane probability S is less than the threshold Th, the inter-vehicle distance control ECU 13 deselects the other vehicle detected by the radar device 11 if the other vehicle has already been selected as a preceding vehicle for use in following control of the own vehicle 30.

[0023] For example, if in the probability characteristic curve field that is in Fig. As shown in Figure 2, if the position of the other vehicle is detected at position P1 near the path of the own vehicle 30 (near the center line of the own lane), the own lane probability S is equal to 90. If the position of the other vehicle is detected at position P2, which is shifted laterally relative to the path of the own vehicle 30, the own lane probability S is approximately 40. If, in this situation, the threshold Th is set to, for example, 50, the vehicle at position P1 is selected as a vehicle ahead, since the own lane probability S is equal to or greater than the threshold Th.The vehicle at position P2 is not selected as a vehicle ahead because the self-tracking probability S is less than the threshold Th (the vehicle at position P2, if it has already been selected as a vehicle ahead, is deselected).

[0024] Even if special values ​​for the self-track probability S are found in the probability characteristic curve field of the Fig. Figure 2 shows only examples. That is, any probability characteristic field can be used, as long as the own lane probabilities S are set such that another vehicle is more likely to be selected than a vehicle ahead if the position of the other vehicle relative to the own vehicle 30 in the transverse direction is closer to the path of the own vehicle 30 (the center line of the own lane).

[0025] When determining, using the probability of following the same lane S, whether a different vehicle than the one ahead should be selected, a change in the vehicle's driving behavior, such as a lane change, must be taken into account. This is because if the vehicle itself (30) or another vehicle changes lanes, the position of the other vehicle relative to the vehicle itself (30) changes significantly within the coordinate space of the probability curve field, and consequently, the probability of following the same lane S changes significantly. Fig. Figure 3 shows examples where the probability of a vehicle traveling in its own lane S increases with changes in the driving behavior of a vehicle. Fig. Figure 4 shows examples where the probability of driving in the own lane S decreases.

[0026] Fig. Figure 3(a) shows an example where the vehicle 30 is traveling in a first lane 41 and another vehicle 50, traveling in a second lane 42, changes lanes by crossing a white line (lane separation line) 43 to enter the first lane 41 and is in front of the vehicle 30, which is traveling in the first lane 41. Since, in such a case, the other vehicle 50 is moving in the direction of travel towards the leading position of the vehicle 30, the probability S of the other vehicle 50 being in its own lane increases with its movement.

[0027] Fig. Figure 3(b) shows an example where another vehicle 50 is traveling in the first lane 41, and the driver's own vehicle 30, which is traveling in the second lane 42, changes lanes by crossing the white line 43 to enter the first lane 41 and is behind the other vehicle 50, which is traveling in the first lane 41. In such a case, as the driver's own vehicle 30 enters the first lane 41, the lateral relative position of the driver's own vehicle 30 and the other vehicle 50, which is traveling in front of the driver's own vehicle 30, becomes closer. Thus, the probability S of the driver's own lane increases with the movement of the driver's own vehicle 30.

[0028] Fig. Figure 4(a) shows an example where the vehicle 30 is traveling in the first lane 41 and another vehicle 50, which is traveling in front of the vehicle 30 in the first lane 41, changes lanes by crossing the white line 43 to leave the first lane 41. Since in such a case the other vehicle 50 is moving in a direction that differs from the position in front of the vehicle 30 in the direction of travel, the probability S of the other vehicle 50 remaining in its own lane decreases with its movement.

[0029] Fig. Figure 4(b) shows an example where another vehicle 50 is traveling in the first lane 41, and the driver's own vehicle 30, which is traveling behind the other vehicle 50 in the first lane 41, changes lanes by crossing the white line 43 to leave the first lane 41. In such a case, when the driver's own vehicle 30 enters the first lane 41, the lateral relative positions of the driver's own vehicle 30 and the other vehicle 50, which is traveling in front of the driver's own vehicle 30, diverge from each other. Thus, the driver's own lane probability S decreases with the movement of the driver's own vehicle 30.

[0030] Accordingly, the lane changes that occur in Fig. Figure 3 shows the probability of maintaining one's own lane S gradually increasing with the lateral movement of one's own vehicle (30) or the other vehicle (50). In the case of lane changes shown in Fig. As shown in Figure 4, the probability of maintaining one's own lane S decreases gradually with the lateral movement of one's own vehicle or the other vehicle 50. Thus, in the lane changes that are shown in the Fig. 3 and Fig. As shown in Figure 4, the selection and de-selection of the vehicle ahead does not occur immediately after the vehicle's movement begins. Consequently, the reaction time to selecting and de-selection of the vehicle ahead is reduced.

[0031] Thus, in the present embodiment, when a relative movement in a transverse direction (hereinafter referred to as transverse relative movement) of the own vehicle 30 or of the other vehicle 50 in the direction of entry is detected, as is the case in Fig. 3(a) or Fig. As shown in Figure 3(b), a correction value N, which indicates an entry probability, is added to the own lane probability S, which is calculated based on the probability characteristic curve field. That is, in the present embodiment, the own lane probability S is corrected if a vehicle performs a lateral relative movement in the entry direction. The lateral relative movement in the entry direction is detected in this case based on the change in the position of the other vehicle 50, which is detected by the radar device 11. That is, the inter-vehicle distance control ECU 13 of the present embodiment monitors the magnitude of the lateral movement (the magnitude of the relative movement in the lateral direction) of the other vehicle 50 with respect to its own vehicle 30 based on the detected value derived from the radar device 11.The inter-vehicle distance control ECU 13 determines whether a vehicle has undergone lateral relative movement based on whether the magnitude of the movement per unit of time has exceeded a predetermined value. When the correction value N is added to the self-tracking probability S (when the self-tracking probability S is corrected), the inter-vehicle distance control ECU 13 performs a process. The process performed while the vehicle's lateral movement is ongoing differs from the process performed when the lateral movement has ceased. Specifically, while the vehicle's lateral movement is ongoing, the correction value N is set to an initial predetermined value N1, and when the lateral movement subsequently ceases, the correction value N is gradually decreased from this initial predetermined value N1.This means that a situation can arise in which the self-tracking probability S exceeds the threshold Th due to the addition of the correction value N for detecting a lateral movement of the vehicle, and another vehicle 50 is selected as a preceding vehicle. In this situation, the self-tracking probability S becomes lower than the threshold Th at the end position of the other vehicle 50's lateral movement. Thus, in the present embodiment, when the vehicle's lateral movement has ended, the correction value N, which is added to the self-tracking probability S, is gradually reduced so that the selected preceding vehicle is not immediately deselected.

[0032] Similarly, if a lateral relative movement of one's own vehicle 30 or of the other vehicle 50 in one direction of departure is detected, as is the case in Fig. 4(a) or Fig. As shown in Figure 4(b), a correction value N, which indicates a probability of leaving the lane, is added to the lane-keeping probability S, which is calculated based on the probability characteristic curve field (the lane-keeping probability S is corrected). Since the lane-keeping probability S decreases when a lateral relative movement of a vehicle in the direction of leaving is detected, the correction value N added to the lane-keeping probability S is set to a negative value.

[0033] Note that if the self-tracking probability S, calculated based on the probability characteristic field, is sufficiently smaller than the threshold Th, this means that the lateral relative positions of the own vehicle 30 and the other vehicle 50 differ sufficiently from each other (the own vehicle 30 and the other vehicle 50 have a sufficient lateral distance from each other). If, in such a case, the other vehicle 50 is selected immediately as a preceding vehicle upon detection of a lateral movement of the other vehicle 50, the selection is very likely to be an erroneous one. If the value of the self-tracking probability S is sufficiently larger than the threshold Th, this means that the other vehicle 50 is present on the path of the own vehicle 30.If, in such a case, the other vehicle 50 is immediately excluded as a preceding vehicle upon detection of a lateral movement by the other vehicle 50, this exclusion is very likely to be erroneous. Accordingly, the first predetermined value N1, which is set as the correction value N for the self-tracking probability S, can be set to a lower value than the threshold value Th (for example, to approximately 20 to 30 if the threshold value Th is equal to 50). While the lateral movement is ongoing, selection as a preceding vehicle or exclusion as a preceding vehicle can be ensured.

[0034] Fig. Figure 5 is a flowchart representing a process performed by the inter-vehicle distance control ECU 13 of the present embodiment. This process is performed for all other vehicles 50 detected by the radar device 11 and is repeated with a predetermined control cycle.

[0035] First, the inter-vehicle distance control ECU 13 of the present embodiment determines whether a lateral relative movement of the own vehicle 30 or of the other vehicle 50 has been carried out in the direction of entry (S101). As described above, the process in S101 (detection of the vehicle's lateral movement) monitors the magnitude of any lateral movement of the other vehicle 50 relative to the own vehicle 30 and determines whether a lateral relative movement has been carried out in the direction of entry based on whether the magnitude of the movement per unit time has exceeded a predetermined value. If it is determined that a lateral movement has been carried out in the direction of entry (Yes in S101), the inter-vehicle distance control ECU 13 sets the correction value N of the own lane probability S to the first predetermined value N1 (N=N1) (S102).If the result of the determination is the same as in the previous control cycle, this means that the correction value N of the own-lane probability S is maintained at the first predetermined value N1. If it is determined that no lateral movement in the entry direction was performed (No in S101), the inter-vehicle distance control ECU 13 determines whether a lateral relative movement was performed by the own vehicle 30 or the other vehicle 50 in a direction of departure (S103). Similar to the process in S101, the process in S103 (vehicle lateral movement detection) monitors the magnitude of a lateral movement of the other vehicle 50 relative to the own vehicle 30 and determines whether a lateral relative movement was performed in a direction of departure based on whether the magnitude of the movement per unit time exceeded a predetermined value.If it is determined that a lateral movement in one direction of a departure has been carried out (Yes in S103), the Inter-vehicle Distance Control ECU 13 sets the correction value N of the own-lane probability S to a value whose sign is the opposite of that of the first predetermined value N1 (N=-N1) (S104).

[0036] If it is determined that a lateral movement in one direction of exit was not performed (No in S103), the inter-vehicle distance control ECU 13 determines whether the correction value N of the self-tracking probability S is greater than 0 (S105). If it is determined that the correction value N of the self-tracking probability S is greater than 0 (Yes in S105), the inter-vehicle distance control ECU 13 decreases the correction value N of the self-tracking probability S (N=N-1) (S106). The reason the process in S105 (decreasing the correction value N) is performed is that the period during which the correction value N of the self-tracking probability S is determined to be greater than 0 corresponds to the gradual decrease period of the correction value N that follows the detection of a lateral movement in an entry direction.If it is determined that the correction value N of the self-tracking probability S is not greater than 0 (No in S105), the inter-vehicle distance control ECU 13 determines whether the correction value N of the self-tracking probability S is less than 0 (S107). If it is determined that the correction value N of the self-tracking probability S is less than 0 (Yes in S107), the inter-vehicle distance control ECU 13 increases the correction value N of the self-tracking probability S (N=N+1) (S108). The reason the process in S108 (increasing the correction value N) is performed is that the period during which the correction value N of the self-tracking probability S is determined to be less than 0 corresponds to the gradual decrease period of the correction value N that follows the detection of a lateral movement in one direction of departure.

[0037] After determining (setting) the correction value N of the self-tracking probability S using the processing steps above, the inter-vehicle distance control ECU 13 adds the correction value N to the self-tracking probability S calculated using the characteristic curve field to calculate a corrected self-tracking probability (hereinafter referred to as the corrected probability) S* (S*=S+N) (S109). Since the correction value N of the self-tracking probability S is a positive value during the gradual reduction period of the correction value N, which follows the lateral movement of the vehicle in the entry direction, the corrected probability S* becomes greater than the self-tracking probability S (S*>S).On the other hand, since the correction value N of the self-driving lane probability S is a negative value during the gradual increase period of the correction value N, which follows the lateral movement of the vehicle in the direction of exiting, the corrected probability S* becomes smaller than the self-driving lane probability S (S* <S).

[0038] The inter-vehicle distance control ECU 13 then compares the calculated corrected probability S* with the threshold Th and determines whether the corrected probability S* is equal to or greater than the threshold Th (S110). If it is determined that the corrected probability S* is equal to or greater than the threshold Th (Yes in S110), the inter-vehicle distance control ECU 13 selects the other vehicle 50, which corresponds to the corrected probability S* (selected target vehicle), as a vehicle ahead (S111). In the process of S111 (selection of the vehicle ahead), the selection of a vehicle ahead is maintained if a selected target vehicle has already been selected as a vehicle ahead.If it is determined that the corrected probability S* is less than the threshold Th (No in S110), the inter-vehicle distance control ECU 13 excludes the other vehicle 50, which corresponds to the corrected probability S* (excluded target vehicle), as a vehicle ahead (S112). In the S112 process (exclusion as a vehicle ahead), a non-selection state is maintained if the excluded target vehicle has already not been selected as a vehicle ahead. If the excluded target vehicle was selected as a vehicle ahead in the S112 process, the excluded target vehicle is excluded as a vehicle ahead. The inter-vehicle distance control ECU 13 terminates the sequence of processing steps.The inter-vehicle distance control ECU 13, by performing the processing steps in S101 and S103, serves as a detection device to recognize whether a lateral relative movement has been carried out by the own vehicle 30 and / or the other vehicle 50. If a lateral relative movement has been carried out, the inter-vehicle distance control ECU 13, by performing the processing steps in S102 and S104 to S109, serves as a correction device to correct a parameter (own lane probability S) that indicates the lateral position of the other vehicle 50 relative to the own vehicle 30. The inter-vehicle distance control ECU 13, by performing the process in S110 and using a parameter (own lane probability S), serves as a determination device to determine whether another vehicle 50 is on the path of the own vehicle 30.

[0039] Fig. Figure 6 shows a timing diagram illustrating an example of a case in which the inter-vehicle distance control ECU 13 of the present embodiment performs the processing steps. Fig. 6. The solid line indicates the corrected probability S*, and the dashed line indicates the self-tracking probability S before the correction.

[0040] First, at time t1, the inter-vehicle distance control ECU 13 detects a lateral relative movement of its own vehicle 30 or the other vehicle 50 in the direction of entry and determines whether an entry has occurred. The correction value N, which indicates an entry probability, is set to the first predetermined value N1 in this case. The inter-vehicle distance control ECU 13 adds this correction value N to the own lane probability S to calculate the corrected probability S*. In the scenario of Fig. 6. Another vehicle 50 is traveling at a distance from the leading position of the own vehicle 30, and therefore the own lane probability S before the correction is relatively low, and the corrected probability S* is below the threshold Th. Thus, the other vehicle 50 is not selected as a vehicle ahead. The lateral relative movement of the own vehicle 30 or the other vehicle 50 in the direction of entry continues until time t2. In this situation, the inter-vehicle distance control ECU 13 gradually reduces the correction value N, which indicates the probability of occurrence, from time t2 to time t3 (gradually reduces the correction value N).

[0041] Then, at time t4, the inter-vehicle distance control ECU 13 again determines whether a lane entry has occurred. At time t4, the addition of the correction value N causes the lane-bound probability S, which indicates a value greater than at time t1, to exceed the threshold value Th. In response, the inter-vehicle distance control ECU 13 selects the other vehicle 50 as the vehicle ahead. The entry determination continues until time t5 and ends at time t5. At this time, the inter-vehicle distance control ECU 13 gradually decreases the correction value N, which indicates a probability of occurrence (gradually reduces the correction value N).If the occurrence of a close-in event is again determined at time t6, which lies within the gradual reduction period, the inter-vehicle distance control ECU 13 sets the correction value N, which indicates a probability of close-in, to the first predetermined value N1. After the close-in determination has continued until time t7, the inter-vehicle distance control ECU 13 determines the occurrence of a close-out event at time t8, which lies within the gradual reduction period. As a result, the correction value N, which indicates a probability of close-out, should show a negative value of the first predetermined value N1. The close-out determination is carried out until time t9. Then, the inter-vehicle distance control ECU 13 gradually increases the correction value N, which indicates a probability of close-out, until time t10, at which the correction value N is zero.

[0042] The vehicle control device according to the present embodiment achieves the following advantageous effects with the above configuration.

[0043] If the own-track probability S (parameter), which increases as a vehicle approaches the path of the own vehicle 30, is used to determine whether another vehicle 50 is traveling in front of the own vehicle 30 on the path of the own vehicle 30, the own-track probability S increases / decreases with the lateral relative movement of the own vehicle 30 or the other vehicle 50. The own-track probability S increases / decreases gradually. Thus, there can be a delay in determining whether the other vehicle is on the path of the own vehicle 30. In this regard, the vehicle control device of the present embodiment adds or subtracts the own-track probability S to / from the correction value N when a lateral relative movement of the own vehicle 30 or the other vehicle 50 is detected.Thus, the vehicle control device of the present embodiment can improve the responsiveness of the determination of whether another vehicle 50 is on the path of its own vehicle 30 when a lateral relative movement of its own vehicle 30 or of the other vehicle 50 is detected.

[0044] In the vehicle control device of the present embodiment, the correction value N is gradually changed when the detection of the lateral relative movement of the vehicle 30 or the other vehicle 50 is completed. This ensures that the vehicle control device of the present embodiment does not immediately perform the control to select or deselect a vehicle 50 other than a vehicle ahead when the vehicle's lateral movement ends.

[0045] In the vehicle control device of the present embodiment, the first predetermined value N1 is set to a value that is less than the threshold value Th. Thus, if a lateral relative movement is carried out by the other vehicle 50, which is positioned where the self-tracking probability S in the probability characteristic field is low, the corrected probability S* is controlled by adding the first predetermined value N1 such that it does not immediately exceed the threshold value Th. In this way, it is prevented that the other vehicle 50 is erroneously selected as a vehicle ahead. Second embodiment

[0046] A vehicle control device according to the present embodiment has the same general configuration as the vehicle control device of the first embodiment, but differs in some of the processing steps performed by the inter-vehicle distance control ECU 13. Furthermore, the image acquisition device 12 of the present embodiment detects a lane divider line, such as a white line, painted on the road ahead of the vehicle 30, using an image (image of the road) captured by the imager 12a. In other words, the image acquisition device 12 of the present embodiment acts as a second detection device that detects a lane divider line on the road on which the vehicle 30 is traveling.The white line, shown as an example of the lane divider according to the present embodiment, should not be considered limiting. The detection target is not restricted to a white line, but can, for example, be a lane divider in a different color. Furthermore, the lane divider, such as the white line, as a detection target does not necessarily have to be a continuous line, but can be a dashed line or something similar.

[0047] In the present embodiment, whether a lateral relative movement in the direction of entering or exiting the lane is performed by a vehicle is determined based on whether the vehicle 30 or the other vehicle 50 has crossed the white line. The reason why the lateral relative movement can be determined based on the above condition is that the behavior of the vehicle crossing the white line is attributed to the driver's operation to change lanes (there is a high probability that the vehicle will change lanes). Whether another vehicle 50 has crossed the white line is determined based on whether a portion of the white line, detected by the image acquisition device 12, was blocked by another vehicle 50.On the other hand, based on whether the detected white line is present within a predetermined area near the path of the own vehicle 30, it is determined whether the own vehicle 30 has crossed the white line.

[0048] Similar to the first embodiment, the vehicle control device of the present embodiment corrects the lane-keeping probability S by adding the correction value N to the lane-keeping probability S when the vehicle 30 or the other vehicle 50 has crossed the white line. In this case, the correction value N is set to a second predetermined value N2, which is greater than the first predetermined value N1 (first predetermined value N1 < second predetermined value N2). The occurrence of a lateral relative movement in the direction of a vehicle entering or leaving the lane can be determined more accurately by determining whether a vehicle has crossed the white line, rather than using the change in the relative position relationship between the vehicles obtained based on the detection results of the radar device 11.Thus, in the present embodiment, the second predetermined value N2, which is used as the correction value N, is set to a greater value than the first predetermined value N in the case where the vehicle has crossed the white line.

[0049] Fig. Figure 7 is a flowchart representing a process performed by the inter-vehicle distance control ECU 13 of the present embodiment. This process is performed for all other vehicles 50 detected by the radar device 11 and is repeated with a predetermined control cycle.

[0050] The vehicle control device of the present embodiment first determines whether a white line has been detected by the image acquisition device 12 (S201). If the vehicle control device of the present embodiment then determines that a white line has been detected by the image acquisition device 12 (Yes in S201), the inter-vehicle distance control ECU 13 performs a first process (S202). In particular, the inter-vehicle distance control ECU 13 performs a process (first process) to determine whether a lateral relative movement in the direction of entering or exiting a lane has been carried out by a vehicle, based on whether its own vehicle 30 or the other vehicle 50 has crossed the white line.If the vehicle control device of the present embodiment determines that no white line has been detected by the image acquisition device 12 (No in S201), the inter-vehicle distance control ECU 13 performs a second process (S203). In particular, the inter-vehicle distance control ECU 13 performs a process (second process) to determine whether a lateral relative movement in the direction of entering or exiting a lane has been carried out by a vehicle, based on the change in the lateral relative position of its own vehicle 30 and the other vehicle 50. In the second process, process steps similar to those described in S201 are performed. Fig. 5 shown, which were referred to in the first embodiment, were carried out.

[0051] Fig. Figure 8 is a flowchart that represents a subroutine of the first process.

[0052] First, the inter-vehicle distance control ECU 13 of the present embodiment determines whether the vehicle 30 or the other vehicle 50 has crossed the white line by a lateral relative movement in the direction of entry (S301). If it is determined that a vehicle has crossed the white line by a lateral movement in the direction of entry (Yes in S301), the inter-vehicle distance control ECU 13 sets the correction value N of the own-lane probability S to the second predetermined value N2 (N=N2) (S302). If the same result of the determination was obtained in the previous control cycle, this means that the correction value N of the own-lane probability S is maintained at the second predetermined value N2.If it is determined that the vehicle did not cross the white line due to a lateral movement in the direction of entry (No in S301), the inter-vehicle distance control ECU 13 determines whether the own vehicle 30 or the other vehicle 50 crossed the white line due to a lateral relative movement in the direction of exit (S303). If it is determined that a vehicle crossed the white line due to a lateral movement in the direction of exit (Yes in S303), the inter-vehicle distance control ECU 13 sets the correction value N of the own lane probability S to a value whose sign is the opposite of that of the second predetermined value N2 (N=-N2) (S304).

[0053] If it is determined that the vehicle did not cross the white line due to a lateral movement in the direction of exit (No in S303), the inter-vehicle distance control ECU 13 determines whether the correction value N is greater than 0 (S305). If it is determined that the correction value N of the self-driving lane probability S is greater than 0 (Yes in S305), the inter-vehicle distance control ECU 13 decreases the correction value N of the self-driving lane probability S (N=N-1) (S306). The reason the process in S305 (decreasing the correction value N) is performed is that the period during which the correction value N of the self-driving lane probability S is determined to be greater than 0 corresponds to the gradual decrease period of the correction value N following the determination that the vehicle crossed the white line due to a lateral movement in the direction of entry.If it is determined that the correction value N of the lane-bound probability S is not greater than 0 (No in S305), the inter-vehicle distance control ECU 13 determines whether the correction value N of the lane-bound probability S is less than 0 (S307). If it is determined that the correction value N of the lane-bound probability S is less than 0 (Yes in S307), the inter-vehicle distance control ECU 13 increases the correction value N of the lane-bound probability S (N=N+1) (S308). The reason the process in S308 (increasing the correction value N) is performed is that the period during which the correction value N of the lane-bound probability S is determined to be less than 0 corresponds to the gradual decrease period of the correction value N following the determination that the vehicle has crossed the white line by a lateral movement in the direction of exiting.

[0054] After determining (setting) the correction value N of the self-tracking probability S by the processing steps above, the inter-vehicle distance control ECU 13 adds the correction value N to the self-tracking probability S calculated using the probability characteristic field to calculate a corrected probability S* (S*=S+N) (S309). The correction value N of the self-tracking probability S is a positive value during the period when the vehicle is performing a lateral movement in the direction of entry and crossing the white line, and during the gradual reduction period after the vehicle has crossed the white line. Therefore, the corrected probability S* is greater than the self-tracking probability S (S*>S).On the other hand, since the correction value N of the self-tracking probability S is negative during the period in which the vehicle makes a lateral movement in the direction of exiting and crosses the white line, and during the gradual increase period after the vehicle has crossed the white line, the corrected probability S* becomes smaller than the self-tracking probability S (S* <S).

[0055] The inter-vehicle distance control ECU 13 then compares the calculated corrected probability S* with the threshold Th and determines whether the corrected probability S* is equal to or greater than the threshold Th (S310). If it is determined that the corrected probability S* is equal to or greater than the threshold Th (Yes in S310), the inter-vehicle distance control ECU 13 selects the other vehicle 50, which corresponds to the corrected probability S* (selected target vehicle), as a vehicle ahead (S311). In the process of S311 (selection of a vehicle ahead), a selection of a vehicle ahead is retained if the selected target vehicle has already been selected as a vehicle ahead.If it is determined that the corrected probability S* is less than the threshold Th (No in S310), the inter-vehicle distance control ECU 13 excludes the other vehicle 50, which corresponds to the corrected probability S* (excluded target vehicle), as a vehicle ahead (S312). In the S312 process (exclusion as a vehicle ahead), the non-selection state is maintained if an excluded target vehicle has already not been selected as a vehicle ahead. Thus, if the excluded target vehicle has already been selected as a vehicle ahead in the S312 process, the excluded target vehicle is excluded as a vehicle ahead. The inter-vehicle distance control ECU 13 then terminates the sequence of processing steps.The inter-vehicle distance control ECU 13, by performing the processing steps in S301 and S303, serves as a detection device to recognize whether a lateral relative movement has occurred, based on the result of determining whether the vehicle 30 and / or the other vehicle 50 has crossed the white line. If a lateral relative movement has occurred, the inter-vehicle distance control ECU 13, by performing the processing steps in S302 and S304 to S309, serves as a correction device to adjust a parameter (own lane probability S) that indicates the lateral position of the other vehicle 50 relative to the vehicle 30.The inter-vehicle distance control ECU 13 serves, by carrying out the process in S310, as a determining device to determine, using a parameter (own lane probability S), whether another vehicle 50 is on the path of the own vehicle 30.

[0056] The vehicle control device of the present embodiment achieves the following advantageous effects with the above configuration in addition to the advantageous effects achieved by the vehicle control device of the first embodiment.

[0057] If the vehicle 30 or the other vehicle 50 crosses a lane divider, such as a white line, there is a high probability that the vehicle 30 or the other vehicle 50 will change lanes. In this regard, the vehicle control device of the present embodiment, when a lane divider, such as a white line, is detected in front of the vehicle, determines whether the vehicle 30 or the other vehicle 50 is crossing the white line. If it is determined that a vehicle is crossing the white line, the second predetermined value N2 is added to the vehicle's lane probability S. Accordingly, the vehicle control device of the present embodiment can improve the accuracy of determining a vehicle's lateral relative movement in the direction of entering or exiting a lane.

[0058] In the vehicle control device of the present embodiment, when a white line is detected in front of the vehicle, a vehicle's lateral relative movement in the direction of entering or exiting a lane is determined based on whether a vehicle has crossed the white line. Conversely, if no white line is detected in front of the vehicle, a vehicle's lateral relative movement in the direction of entering or exiting a lane is determined based on the detection of the vehicles' lateral relative positions. Accordingly, the vehicle control device of the present embodiment can determine a vehicle's lateral relative movement in the direction of entering or exiting a lane regardless of the presence of a lane divider, such as a white line on the road.Furthermore, the correction value N of the own lane probability S, which is used when a white line is detected in front of the own vehicle, is set to a value greater than the correction value N used when no white line is detected (first predetermined value N1 < second predetermined value N2). Thus, the vehicle control device of the present embodiment can improve the responsiveness to controlling the selection or de-selection of a vehicle 50 other than a vehicle ahead when it is detected that a vehicle is crossing the white line while changing lanes. Modifications

[0059] In the first embodiment, the same first predetermined value N1 is used as the correction value N of the self-tracking probability S for the case of detecting a lateral relative movement in the direction of entry and for the case of detecting a lateral relative movement in the direction of exit. However, different values ​​can be used for the respective cases.

[0060] In the second embodiment, the first predetermined value N1, which is used as the correction value N for the own lane probability S in the case where no white line in front of the own vehicle was detected, differs from the second predetermined value N2, which is used as the correction value N in the case where a white line was detected. However, these values ​​can be the same.

[0061] The flowcharts shown in the above embodiments are only examples. Therefore, the processing steps of the inter-vehicle distance control ECU 13 need not be performed in the order shown in the flowcharts.

[0062] In the second embodiment, if a white line is detected in front of the vehicle, the first process is performed to determine whether a vehicle is undergoing lateral relative movement in the direction of entering or exiting a lane, based on whether the vehicle has crossed the white line. If, in the second embodiment, no white line is detected in front of the vehicle, the second process is performed to determine whether a vehicle is undergoing lateral relative movement in the direction of entering or exiting a lane, based on the results of detecting the vehicles' lateral relative positions. However, such a configuration of the second embodiment should not be considered limiting.This can be configured, for example, such that the first process is carried out when a white line is detected in front of the vehicle, and the second process is not carried out if a white line is not detected. That is to say, the vehicle control device of the present modification can be configured to carry out only the process for accurately determining whether another vehicle 50 is entering or leaving its own lane (the lane in which the vehicle 30 is traveling).

[0063] In a vehicle control device that is a modification of the second embodiment, the correction value N of the self-tracking probability S is first set to the first predetermined value N1 when a white line is detected in front of the vehicle and it is determined that a lateral relative movement has been carried out by a vehicle. Furthermore, the vehicle control device of the present modification can be configured such that the correction value N is set to the second predetermined value N2 when it is detected that a vehicle is crossing the white line.

[0064] In a vehicle control device that is a modification of the second embodiment, a positive value can be used as the correction value N of the lane-keeping probability S if the vehicle 30 and the other vehicle 50 are traveling in the same lane and it is detected that both vehicles have crossed the white line. Note that both the vehicle 30 and the other vehicle 50 crossing the white line while traveling in the same lane means that they are both entering the same lane. In the vehicle control device of the present modification, if the vehicle 30 and the other vehicle 50 are traveling in the same lane, preferably a departure of either the vehicle 30 or the other vehicle 50 can be detected, and a negative value can be used as the correction value N of the lane-keeping probability S.Furthermore, under this condition, a process such as not adding the correction value N can be performed.

Claims

[1] Vehicle control device (13) mounted on its own vehicle (30) to control its own vehicle (30) according to the position of another vehicle (50) in front of its own vehicle (30), the vehicle control device (13) comprising: a setting device which sets a parameter (S) which specifies a position of the other vehicle (50) relative to the own vehicle (30) in a transverse direction perpendicular to a path (41) of the own vehicle (30), wherein the parameter (S) is a own-track probability which is set such that the other vehicle (50) is more likely to be selected than a vehicle ahead if the position of the other vehicle (50) relative to the own vehicle (30) in the transverse direction is closer to the path (41) of the own vehicle (30); a determining device which determines, on the basis of the parameter (S), whether the other vehicle (50) is on the path (41) of the own vehicle (30); a detection device that detects whether a relative movement in the lateral direction has been carried out by the vehicle itself (30) and / or the other vehicle (50); and a correction device that corrects the parameter (S) assigned to a corresponding position of the other vehicle (50) when a relative movement in the lateral direction has been detected, wherein If a lane separation line (43) is detected on a road on which the own vehicle (30) is traveling, the detection device detects a relative movement in the lateral direction based on the result of a determination of whether the own vehicle (30) or the other vehicle (50) has crossed the lane separation line (43), and if the lane separation line (43) is not detected, a relative movement in the lateral direction is detected based on a change in the relative position of the own vehicle (30) and the other vehicle (50) in the lateral direction, and If the detection device has detected a relative movement in the lateral direction, the correction device makes a correction value of the parameter (S) used when the lane separation line (43) is detected larger than a correction value of the parameter (S) used when the lane separation line (43) is not detected. [2] Vehicle control device (13) according to claim 1, wherein the parameter (S) in an area in front of the vehicle (30) is set such that it has a maximum value at a front position of the vehicle (30) and a smaller value at a position further away from the front position, The determining device determines that the other vehicle (50) is on the path (41) of its own vehicle (30) when the parameter (S) is equal to or greater than a threshold value, and The setting device adjusts the parameter (S) such that it has a larger value when a relative position of the own vehicle (30) and the other vehicle (50) in the transverse direction is closer to the path (41) of the own vehicle (30). [3] Vehicle control device (13) according to claim 2, wherein the correction device corrects the parameter (S) by reducing a correction quantity of the parameter (S) when a relative position of the own vehicle (30) and the other vehicle (50) has changed in the transverse direction in a direction of leaving the path (41) of the own vehicle (30). [4] Vehicle control device (13) according to claim 2 or 3, wherein the correction device corrects the parameter (S) by increasing a correction quantity of the parameter (S) when a relative position of the own vehicle (30) and the other vehicle (50) has changed in the transverse direction in a direction of approaching the path (41) of the own vehicle (30). [5] Vehicle control device (13) according to one of claims 1 to 4, wherein the detection device detects a relative movement in the transverse direction based on the result of a determination of whether the own vehicle (30) or the other vehicle (50) has crossed a lane separation line (43) on a road on which the own vehicle (30) is driving. [6] Vehicle control device (13) according to any one of claims 1 to 5, wherein, when the detection device has completed the detection of a relative movement in the transverse direction, the correction device reduces a correction value of the parameter (S). [7] Vehicle control device (13) according to any one of claims 1 to 6, wherein, when the determining device has determined that the other vehicle (50) is on a path (41) of the own vehicle (30), the own vehicle (30) is controlled such that it follows the determined other vehicle (50). [8] Vehicle control method mounted on a vehicle (30) to control the vehicle (30) according to the position of another vehicle (50) in front of the vehicle (30), comprising the following steps: Setting a parameter (S) that specifies a position of the other vehicle (50) relative to the own vehicle (30) in a transverse direction perpendicular to a path (41) of the own vehicle (30), wherein the parameter (S) is a own-track probability that is set such that the other vehicle (50) is more likely to be selected than a vehicle ahead if the position of the other vehicle (50) relative to the own vehicle (30) in the transverse direction is closer to the path (41) of the own vehicle (30); Determine whether the other vehicle (50) is on a path (41) of the own vehicle (30), based on the parameter (S); Detect whether a relative movement in the lateral direction was carried out by the own vehicle (30) and / or the other vehicle (50); and Correcting the parameter (S) assigned to a corresponding position of the other vehicle (50) when a relative movement in the lateral direction has been carried out, wherein If a lane separation line (43) has been detected on a road on which the own vehicle (30) is traveling, the detection step detects a relative movement in the lateral direction based on the result of a determination of whether the own vehicle (30) or the other vehicle (50) has crossed the lane separation line (43), and if the lane separation line (43) has not been detected, a relative movement in the lateral direction is detected based on a change in the relative position of the own vehicle (30) and the other vehicle (50) in the lateral direction, and If a relative movement in the lateral direction has been detected, the step of correcting makes a correction size of the parameter (S) used when the lane separation line (43) is detected larger than a correction size of the parameter (S) used when the lane separation line (43) is not detected. [9] Vehicle control device (13) mounted on its own vehicle (30) to control its own vehicle (30) according to the position of another vehicle (50) in front of its own vehicle (30), the vehicle control device (13) comprising: an adjustment device that sets a parameter (S) that specifies a position of the other vehicle (50) in relation to the own vehicle (30) in a transverse direction perpendicular to a path (41) of the own vehicle (30); a determining device which determines, on the basis of the parameter (S), whether the other vehicle (50) is on the path (41) of the own vehicle (30); a detection device that detects whether a relative movement in the lateral direction has been carried out by the vehicle itself (30) and / or the other vehicle (50); and a correction device that corrects the parameter (S) when a relative movement in the transverse direction is detected, wherein If a lane separation line (43) is detected on a road on which the vehicle (30) is traveling, the detection device detects a relative movement in the lateral direction based on the result of a determination of whether the vehicle (30) or the other vehicle (50) has crossed the lane separation line (43), and if the lane separation line (43) is not detected, a relative movement in the lateral direction is detected based on a change in the relative position of the vehicle (30) and the other vehicle (50) in the lateral direction. if the detection device has detected a relative movement in the lateral direction, the correction device makes a correction value of the parameter (S) used when the lane separation line (43) is detected larger than a correction value of the parameter (S) used when the lane separation line (43) is not detected, and When the detection device has finished detecting a relative movement in the transverse direction, the correction device reduces the correction value of the parameter (S). [10] Vehicle control method mounted on a vehicle (30) to control the vehicle (30) according to the position of another vehicle (50) in front of the vehicle (30), comprising the following steps: Setting a parameter (S) that specifies a position of the other vehicle (50) relative to the own vehicle (30) in a transverse direction perpendicular to a path (41) of the own vehicle (30); Determine whether the other vehicle (50) is on a path (41) of the own vehicle (30), based on the parameter (S); Detect whether a relative movement in the lateral direction was carried out by the own vehicle (30) and / or the other vehicle (50); and Correcting the parameter (S) when a relative movement in the transverse direction has been carried out, whereby If a lane separation line (43) has been detected on a road on which the own vehicle (30) is traveling, the detection step detects a relative movement in the lateral direction based on the result of a determination of whether the own vehicle (30) or the other vehicle (50) has crossed the lane separation line (43), and if the lane separation line (43) has not been detected, a relative movement in the lateral direction is detected based on a change in the relative position of the own vehicle (30) and the other vehicle (50) in the lateral direction. if a relative movement in the lateral direction has been detected, the step of correcting makes a correction size of the parameter (S) used when the lane separation line (43) is detected larger than a correction size of the parameter (S) used when the lane separation line (43) is not detected, and. When the step of detecting a relative movement in the transverse direction is completed, the step of correcting reduces the correction magnitude of the parameter (S).

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