Vehicle control device and control method

Abstract

To effectively prevent giving a feeling of uneasiness to an occupant on an own vehicle due to offsetting.SOLUTION: A vehicle control device includes: a longitudinal movement control unit 151 which controls vertical acceleration / deceleration of an own vehicle VH so that a first timing and a second timing are different timings from each other on the basis of a relation between the own vehicle VH and a front target VH1 and a relation between the own vehicle VH and an approaching vehicle VH2 when detecting the front target VH1 in an adjacent region L1 and detecting the approaching vehicle VH2 in an adjacent lane L2; and a lateral movement control unit 152 which controls a lateral speed of the own vehicle VH at each of the first and second timings different from each other such that a lateral position of the own vehicle VH is offset to a target lateral position which is apart from the front target VH1 on a lane L in a lateral direction at the first timing and the lateral position of the own vehicle VH is offset to a target lateral position which is apart from the approaching vehicle VH2 on the lane L in the lateral direction at the second timing.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device and a control method.

Background Art

[0002] When a preceding vehicle that is slower than the host vehicle approaching the host vehicle is detected in an adjacent lane adjacent to the host lane in which the host vehicle is traveling, offset control is known in which the lateral position of the host vehicle is offset from the center of the host lane in the direction opposite to the preceding vehicle to secure a distance between the host vehicle and the preceding vehicle.

[0003] For example, Patent Document 1 discloses an apparatus that prohibits execution of offset control for a preceding vehicle or cancels the offset control being executed when a preceding vehicle traveling in a first adjacent lane and a following vehicle traveling in a second adjacent lane adjacent to the opposite side of the first adjacent lane are detected.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] In the apparatus described in Patent Document 1, when canceling the offset control by detecting a following vehicle approaching the host vehicle in the second adjacent lane, the host vehicle is uniformly laterally moved toward the center of the host lane regardless of the positional relationship between the preceding vehicle or the following vehicle and the host vehicle. For this reason, depending on the timing of canceling the offset control, the host vehicle may behave in a manner of approaching the preceding vehicle that was the target of the offset control, which may give a sense of unease to the passengers of the host vehicle.

[0006] The technology of the present disclosure aims to effectively prevent giving a sense of unease to the passengers of the host vehicle by offset.

[0007] The vehicle control device of the present disclosure is a vehicle control device that controls the running of the host vehicle so that the lateral position of the host vehicle becomes a predetermined target lateral position set within the lane, when a forward target approaching the host vehicle is detected in front of the host vehicle in an adjacent area adjacent to the lane, and an approaching vehicle approaching the host vehicle is detected in an adjacent lane adjacent to the lane on the side opposite to the adjacent area, a longitudinal movement control unit that controls the acceleration and deceleration in the longitudinal direction of the host vehicle so that a first timing that is an overtaking timing between the host vehicle and the forward target and a second timing that is an overtaking timing between the host vehicle and the approaching vehicle are different timings; a lateral movement control unit that controls the lateral speed of the host vehicle so that at each of the different first and second timings, at the first timing, the lateral position of the host vehicle is offset to a target lateral position laterally separated from the forward target within the lane, and at the second timing, the lateral position of the host vehicle is offset to a target lateral position laterally separated from the approaching vehicle within the lane.

Brief Description of Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0009] Hereinafter, a vehicle control device and a control method according to the present embodiment will be described with reference to the drawings.

[0010] [Hardware Configuration] FIG. 1A is a schematic diagram showing the hardware configuration of a vehicle VH to which the control device according to the present embodiment is applied. Hereinafter, when it is necessary to distinguish the vehicle VH from other vehicles, etc., it may be referred to as the host vehicle.

[0011] The vehicle VH has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device 14, and the like. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area in which various programs are expanded when executed by the CPU 11. The interface device 14 is a communication device for communicating with an external device.

[0012] ECU 10 is a central device that performs driving assistance such as offset control (Vehicle Lateral Offset: VLO), following distance control (Adaptive Cruise Control: ACC), and lane keeping assistance control (Lane Trace Asist: LTA). Driving assistance is a concept that includes autonomous driving. The ECU 10 is communicably connected to a drive device 20, a steering device 21, a braking device 22, an in-vehicle sensor device 30, an external sensor device 40, and the like.

[0013] The drive device 20 generates a driving force to be transmitted to the drive wheels of the vehicle VH. The steering device 21 applies a steering force to the wheels of the vehicle VH. The braking device 22 applies a braking force to the wheels of the vehicle VH.

[0014] The in-vehicle sensor device 30 is a group of sensors that detect the state of the vehicle VH. Specifically, the in-vehicle sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, and the like.

[0015] The vehicle speed sensor 31 detects the traveling speed of the vehicle VH (hereinafter referred to as the vehicle speed V). The accelerator sensor 32 detects the operation amount of an accelerator pedal (not shown) by the driver. The brake sensor 33 detects the operation amount of a brake pedal (not shown) by the driver. The steering angle sensor 34 detects the rotation angle of a steering wheel or a steering shaft (not shown) of the vehicle VH, that is, the steering angle. The in-vehicle sensor device 30 transmits the state of the vehicle VH detected by each of the sensors 31 to 34 to the ECU 10 at a predetermined cycle.

[0016] The external sensor device 40 is a group of sensors that recognize target information regarding targets around the vehicle VH. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, and the like. Here, examples of the target information include surrounding vehicles, pedestrians, white lines on the road, falling objects, stationary structures, and the like.

[0017] The radar sensor 41 detects targets existing around the vehicle VH. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves (millimeter waves) in the millimeter-wave band and receives the millimeter waves (reflected waves) reflected by the targets existing within the radiation range. The millimeter-wave radar obtains the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc., based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans pulsed laser light with a shorter wavelength than millimeter waves in a plurality of directions, and by receiving the reflected light reflected by the target, obtains the shape of the target detected in front of the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc.

[0018] The camera sensor 42 images the surroundings of the vehicle VH and obtains target information around the vehicle VH by processing the captured image data. As the camera sensor 42, for example, a digital camera having an image sensor such as a CMOS or a CCD can be used. The target information is information representing the type of the target detected around the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc. The type of the target may be recognized by machine learning such as pattern matching.

[0019] The external sensor device 40 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. The ECU 10 determines the relative relationship between the vehicle VH and the target by synthesizing the relative relationship between the vehicle VH and the target obtained by the radar sensor 41 and the relative relationship between the vehicle VH and the target obtained by the camera sensor 42. Note that the external sensor device 40 does not necessarily have to include both the radar sensor 41 and the camera sensor 42, and may include only the camera sensor 42, for example.

[0020] [Software Configuration] Figure 1B is a schematic diagram showing the software configuration of the ECU 10 according to this embodiment. As shown in Figure 1B, the ECU 10 includes, as functional elements, a lane recognition unit 100, an approaching object recognition unit 110, a lateral position recognition unit 120, an ACC control unit 130, an LTA control unit 140, an offset control unit 150, and the like. Each of these functional elements 100 to 150 is realized by the CPU 11 of the ECU 10 reading out the program stored in the ROM 12 and executing it in the RAM 13. Note that all or part of each of the functional elements 100 to 150 can also be provided in another ECU separate from the ECU 10, or in an information processing device of a facility (such as a management center) capable of communicating with the vehicle VH.

[0021] The lane recognition unit 100 recognizes the lane in which the host vehicle VH is traveling (hereinafter referred to as the host lane) and the lane adjacent to the host lane (hereinafter referred to as the adjacent lane). The lane recognition unit 100 recognizes the boundary lines of the host lane and the adjacent lane, for example, based on an image of the surroundings of the host vehicle VH acquired by the external sensor device 40. Here, the boundary lines include not only white lines and yellow lines drawn on the road surface but also curbstones, guardrails, and the like. The lane recognition unit 100 recognizes the host lane and the adjacent lane based on the recognized boundary lines.

[0022] The approaching object recognition unit 110 recognizes whether there is an object approaching the host vehicle VH (hereinafter referred to as an approaching object) in the adjacent lane recognized by the lane recognition unit 100 or in an adjacent area such as a road shoulder adjacent to the host lane. Here, the approaching objects include a preceding vehicle whose vehicle speed is slower than that of the host vehicle VH, a following vehicle whose vehicle speed is faster than that of the host vehicle VH, and stationary structures such as pylons and temporary guardrails existing in front of and to the side of the host vehicle VH. The approaching object detection unit 110 recognizes the distance and relative speed between the host vehicle VH and the approaching object based on the detection result of the external sensor device 40. The distance is the distance in the traveling direction of the host vehicle VH. The relative speed is the speed that is the difference between the speed of the host vehicle VH in the traveling direction and the speed of the approaching object.

[0023] The lateral position recognition unit 120 recognizes the lateral position of the host vehicle VH. Here, the lateral position of the host vehicle VH refers to the position of the host vehicle VH in the lane width direction within the host lane. Hereinafter, the lane width direction is referred to as the lateral direction, and the traveling direction of the host vehicle VH orthogonal to the lateral direction is referred to as the longitudinal direction. The lateral position recognition unit 120 recognizes the lateral position of the host vehicle VH within the host lane based on the position of the host vehicle VH with respect to the boundary line of the host lane recognized by the lane recognition unit 100.

[0024] The ACC control unit 130 executes ACC based on the target vehicle speed or the target inter-vehicle distance. Since ACC itself is well-known, it will be briefly described below. ACC includes two types of control: constant speed running control and following running control. The constant speed running control is a control for running the vehicle VH at a constant speed according to the target vehicle speed. The following running control is a control for causing the host vehicle VH to follow the preceding vehicle so that the actual inter-vehicle distance between the preceding vehicle traveling in the host lane and the host vehicle SV becomes the target inter-vehicle distance.

[0025] The ACC control unit 130 detects a following target vehicle to be followed in front of the host vehicle VH within the host lane recognized by the lane recognition unit 100 based on the detection result of the external sensor device 40. When there is no following target vehicle, the ACC control unit 130 executes the constant speed running control. In this case, the ACC control unit 130 controls the operation of the drive device 20 and the brake device 22 based on the target acceleration obtained from the deviation between the vehicle speed V and the target vehicle speed. The vehicle speed V may be obtained based on the detection result of the vehicle speed sensor 31. On the other hand, when there is a following target vehicle within the host lane, the ACC control unit 130 executes the following running control. In this case, the ACC control unit 130 controls the operation of the drive device 20 and the brake device 22 based on the target acceleration obtained from the deviation between the actual inter-vehicle distance and the target inter-vehicle distance. The inter-vehicle distance between the host vehicle VH and the following target vehicle may be obtained based on the detection result of the external sensor device 40.

[0026] While the ACC is activated, the LTA control unit 140 performs LTA control to automatically change the steering angle (the steering angle of the steered wheels) so that the lateral position of the host vehicle VH is maintained at the target lateral position within the driving lane. Since LTA itself is well-known, it will be briefly described below. The LTA control unit 140 sets the target lateral position of the host vehicle VH based on the boundary line of the host lane recognized by the lane recognition unit 100. The target lateral position is set, for example, at approximately the center in the lane width direction of the host lane. The LTA control unit 110 changes the steering angle of the host vehicle VH by controlling the operation of the steering device 21 so that the lateral position of the host vehicle VH recognized by the lateral position recognition unit 120 is maintained near the target lateral position within the driving lane.

[0027] When a predetermined offset condition is satisfied, the offset control unit 150 performs an offset process to offset the target lateral position used by the LTA control unit 140 to the left or right from approximately the center within the host lane. Hereinafter, an example of a specific offset process will be described with reference to FIG. 2.

[0028] FIG. 2A is an example of an offset process when the approaching object recognition unit 110 detects a left leading vehicle VH1 traveling at a slower speed than the host vehicle VH in a left adjacent lane L1 adjacent to the left side of the host lane L. When the approaching object recognition unit 110 detects the left leading vehicle VH1, the offset control unit 150 determines whether the offset condition is satisfied. Specifically, when the longitudinal distance between the host vehicle VH detected by the external sensor device 40 and the left leading vehicle VH1 is equal to or less than a predetermined longitudinal threshold value, and the lateral distance between the left leading vehicle VH1 detected by the external sensor device 40 and the lane boundary line is equal to or less than a predetermined lateral threshold value, the offset control unit 150 determines that the offset condition is satisfied.

[0029] When the offset condition is satisfied, the offset control unit 150 generates a path plan to change the target lateral position TY to a position shifted by a predetermined offset amount W in the direction opposite to the left leading vehicle VH1 (right direction) from the center L0 of the host vehicle lane L. When the offset control unit 150 generates a path plan, it controls the operation of the steering device 21 so that the lateral position of the host vehicle VH is maintained near the changed target lateral position TY. As a result, when the host vehicle VH overtakes the left leading vehicle VH1, a distance can be secured between the host vehicle VH and the left leading vehicle VH1. When the offset condition ceases to be satisfied, the offset control unit 150 terminates the offset control, that is, returns the target lateral position TY to the center LO of the host vehicle lane L.

[0030] In the example shown in FIG. 2A, the case where a left leading vehicle VH1 having a lower vehicle speed than the host vehicle VH is detected in the left adjacent lane L1 has been described. However, the offset control unit 150 also executes offset control when the approaching object recognition unit 110 detects a right leading vehicle having a lower vehicle speed than the host vehicle VH in the right adjacent lane L2. In this case, the target lateral position TY may be offset in the direction opposite to the right leading vehicle (left direction) from the center L0 of the host vehicle lane L. Further, the control target of the offset process is not limited to a leading vehicle having a lower vehicle speed than the host vehicle VH, and may be, for example, a stationary structure such as a pylon installed on the adjacent lanes L1 and L2 or the road shoulder adjacent to the host vehicle lane L.

[0031] As shown in FIG. 2B, when the approaching object recognition unit 110 detects a right following vehicle VH2 having a higher vehicle speed than the host vehicle VH in the right adjacent lane L2 while the relationship between the left leading vehicle VH1 and the host vehicle VH satisfies a predetermined offset condition, the offset control unit 150 determines whether or not a predetermined cancellation condition is satisfied. Specifically, the offset control unit 150 determines that the cancellation condition is satisfied when the inter-vehicle distance between the right following vehicle VH2 and the host vehicle VH is equal to or less than a predetermined distance, or when the TTC (Time to Collision) between the right following vehicle VH2 and the host vehicle VH is equal to or less than a predetermined time. TTC is a value obtained by dividing the inter-vehicle distance between the right following vehicle VH2 and the host vehicle VH by the relative speed between the right following vehicle VH2 and the host vehicle VH.

[0032] Even when the relationship between the left leading vehicle VH1 and the host vehicle VH satisfies the offset condition, if the relationship between the right following vehicle VH2 and the host vehicle VH satisfies the cancellation condition, the offset control unit 150 cancels the offset control. That is, if the cancellation condition is satisfied before the start of the offset control, the offset control is not executed. If the cancellation condition is satisfied after the start of the offset control, the offset control is terminated.

[0033] Although the description based on the drawings is omitted, when the relationship between the right leading vehicle and the host vehicle VH satisfies the offset condition and the relationship between the left following vehicle and the host vehicle VH satisfies the cancellation condition, or when the relationship between the host vehicle VH and the stationary structure in the front side satisfies the offset condition and the relationship between the following vehicle on the side opposite to the stationary structure and the host vehicle VH satisfies the cancellation condition, the offset control unit 150 also cancels the offset control.

[0034] By the way, when the offset control is performed based on a preset longitudinal speed or lateral speed, depending on the timing at which the cancellation condition is satisfied, the host vehicle VH may exhibit a vehicle behavior of approaching the left leading vehicle VH1 that was the control target of the offset. FIG. 2C is a schematic diagram for explaining an example of such a vehicle behavior. Specifically, as shown in FIG. 2B, it is assumed that the offset control is canceled because the relationship between the right following vehicle VH2 and the host vehicle VH satisfies the cancellation condition while the host vehicle VH is offset to the right of the center L0 of the host lane L with the left leading vehicle VH1 as the control target. In such a situation, if the offset control is canceled without adjusting the lateral speed or longitudinal speed, as shown in FIG. 2C, when the host vehicle VH returns to the center L0 of the host lane L, the vehicle behavior of approaching the left leading vehicle VH1 occurs, which may give a sense of uneasiness to the passengers of the host vehicle VH.

[0035] Therefore, in the present embodiment, when the right following vehicle VH2 is detected during the execution of the offset with the left leading vehicle VH1 (or a stationary structure) as the control target, based on the relationship between the right following vehicle VH2 and the host vehicle VH and the relationship between the left leading vehicle VH1 (or a stationary structure) and the host vehicle VH, the longitudinal speed and lateral speed used for the offset control are appropriately adjusted. Specifically, as shown in FIG. 1B, the offset control unit 150 includes a longitudinal movement control unit 151 that adjusts the longitudinal speed and a lateral movement control unit 152 that adjusts the lateral speed. Hereinafter, the details of the processes performed by the longitudinal movement control unit 151 and the lateral movement control unit 152 will be described. In addition, the process when a left following vehicle is detected during the execution of the offset with the right leading vehicle (or a stationary structure) of the host vehicle VH as the control target is omitted because only the left and right are reversed.

[0036] FIG. 3A is an example when the right following vehicle VH2 with a higher vehicle speed than the host vehicle VH is detected during the execution of the offset process with the left leading vehicle VH1 with a lower vehicle speed than the host vehicle VH as the control target, and the relationship between the right following vehicle VH2 and the host vehicle VH satisfies the cancellation condition. That is, the vehicle speed V of the host vehicle VH is faster than the vehicle speed V1 of the left leading vehicle VH1 and slower than the vehicle speed V2 of the right following vehicle VH2 (V2 > V > V1).

[0037] In this case, the longitudinal movement control unit 151 determines whether the offset continuation possible condition is satisfied, that is, whether the host vehicle VH can overtake the left leading vehicle VH1 before being overtaken by the right following vehicle VH2, based on the inter-vehicle distance between the host vehicle VH and the right following vehicle VH2 and the inter-vehicle distance between the host vehicle VH and the left leading vehicle VH1, by accelerating the host vehicle VH within a range of a predetermined upper limit acceleration or less (that is, increasing the longitudinal speed). The timing at which the host vehicle VH overtakes the left leading vehicle VH1 is an example of the first timing of the present disclosure, and the timing at which the host vehicle VH is overtaken by the right following vehicle VH2 is an example of the second timing of the present disclosure.

[0038] When the offset continuation condition is not satisfied, as shown in Fig. 3B, the offset control unit 150 temporarily cancels the offset control by returning the lateral position of the host vehicle VH to the center L0 of the host vehicle lane L. At this time, in order to let the following vehicle VH2 on the right pass by, the longitudinal movement control unit 151 decreases the longitudinal speed of the host vehicle VH, that is, decelerates the host vehicle VH. The deceleration for decelerating the host vehicle VH may be set to a larger value as the vehicle speed of the following vehicle VH2 on the right is higher. In this case, in order to prevent a large change in the longitudinal behavior of the host vehicle VH, the deceleration is set to a value equal to or higher than a predetermined lower limit deceleration.

[0039] As shown in Fig. 3C, when the following vehicle VH2 on the right overtakes the host vehicle VH, the offset control unit 150 resumes the offset with the leading vehicle VH1 on the left as the control target. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so as to ensure a sufficient lateral distance between the leading vehicle VH1 on the left and the host vehicle VH before the host vehicle VH catches up with the leading vehicle VH1 on the left. In this case, in order to prevent a large change in the lateral behavior of the host vehicle VH, the lateral movement speed is set to a value equal to or lower than a predetermined upper limit lateral speed.

[0040] Fig. 4A is an example when the offset continuation condition is satisfied. In Fig. 4A, the vehicle speed V2' of the following vehicle VH2 on the right is higher than the vehicle speed V of the host vehicle VH, but is lower than the vehicle speed V2 of the following vehicle VH2 shown in Fig. 3A (V2 > V2' > V > V1).

[0041] When the offset continuation condition is satisfied, as shown in Fig. 4B, the offset control unit 150 continues the offset. At this time, the longitudinal movement control unit 151 increases the longitudinal speed of the host vehicle VH, that is, accelerates the host vehicle VH, so that the host vehicle VH overtakes the leading vehicle VH1 on the left before the host vehicle VH is caught up by the following vehicle VH2 on the right. The acceleration for accelerating the host vehicle VH may be set to a larger value as the vehicle speed of the following vehicle VH2 on the right is higher. In this case, in order to prevent a large change in the longitudinal behavior of the host vehicle VH, the acceleration is set to a value equal to or lower than a predetermined upper limit acceleration.

[0042] As shown in FIG. 4C, when the host vehicle VH overtakes the preceding vehicle VH1 on the left, the offset control unit 150 returns the lateral position of the host vehicle VH to the center L0 of the host lane L. At this time, the lateral movement control unit 152 increases the lateral movement speed of the offset control so that the host vehicle VH can return to the center L0 of the host lane L before being overtaken by the following vehicle VH2 on the right. In this case, in order to prevent a large change in the lateral behavior of the host vehicle VH, the lateral speed is set to a value equal to or less than a predetermined upper limit lateral speed.

[0043] FIG. 5A is an example in which, during the execution of an offset for a relatively long stationary structure OJ1 existing on the road shoulder S (an example of the adjacent area in the present disclosure) adjacent to the left side of the host lane L, a following vehicle VH2 on the right with a higher vehicle speed than the host vehicle VH is detected, and the relationship between the following vehicle VH2 on the right and the host vehicle VH satisfies the cancellation condition. Examples of such a stationary structure OJ1 include, for example, pylons and temporary guardrails installed due to long-term road construction.

[0044] When the longitudinal distance of the stationary structure OJ1 is relatively long, the longitudinal movement control unit 150A determines that the offset continuation possible condition is not satisfied. In this case, as shown in FIG. 5B, the offset control unit 150 temporarily cancels the offset by returning the lateral position of the host vehicle VH to the center L0 of the host lane L. At this time, the longitudinal movement control unit 151 decelerates the host vehicle VH in order to pass by the following vehicle VH2 on the right. As shown in FIG. 5C, when the following vehicle VH2 on the right overtakes the host vehicle VH, the offset control unit 150 resumes the offset for the stationary structure OJ1. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so that a sufficient distance can be secured between the stationary structure OJ1 and the host vehicle VH before the host vehicle VH reaches the stationary structure OJ1.

[0045] FIG. 5D is an example of a case where a relatively short stationary structure OJ2 existing on the road shoulder S adjacent to the left side of the own-lane L is the control target, a right following vehicle VH2 traveling at a higher vehicle speed than the own vehicle VH is detected during the execution of the offset, and the relationship between the right following vehicle VH2 and the own vehicle VH satisfies the cancellation condition. Examples of such a stationary structure OJ2 include, for example, a parked vehicle on the road shoulder S or a pylon installed in a short section.

[0046] When the longitudinal distance of the stationary structure OJ2 is relatively short, the longitudinal movement control unit 151 determines that the offset continuation possible condition is satisfied. In this case, as shown in FIG. 5E, the offset control unit 150 continues the offset. At this time, the longitudinal movement control unit 151 accelerates the own vehicle VH so that the own vehicle VH overtakes the stationary structure OJ2 before the own vehicle VH is overtaken by the right following vehicle VH2. As shown in FIG. 5F, when the own vehicle VH overtakes the stationary structure OJ2, the offset control unit 150 returns the lateral position of the own vehicle VH to the center L0 of the own-lane L. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so that the own vehicle VH can return to the center L0 of the own-lane L before the own vehicle VH is overtaken by the right following vehicle VH2.

[0047] FIG. 6 is an example of a case where a left leading vehicle VH1 traveling at a lower vehicle speed than the own vehicle VH is the control target, and a right leading vehicle VH3 traveling at a lower vehicle speed than the own vehicle VH and traveling substantially parallel to the left leading vehicle VH1 is detected during the execution of the offset. That is, the vehicle speed V of the own vehicle VH is higher than the vehicle speed V1 of the left leading vehicle VH1 and the vehicle speed V3 of the right leading vehicle VH3, but the vehicle speed V1 of the left leading vehicle VH1 and the vehicle speed V3 of the right leading vehicle VH3 are substantially equal (V > V1 ≒ V3). In such a state, even if the longitudinal speed and the lateral speed are adjusted, there is a high possibility that a sufficient distance cannot be secured between either one of the vehicles and the own vehicle VH when overtaking the left leading vehicle VH1 or the right leading vehicle VH3.

[0048] In such a case, the lateral movement control unit 152 first obtains a first lateral distance D1, which is the distance from the boundary line between the host vehicle lane L and the left adjacent lane L1 to the left leading vehicle VH1, and a second lateral distance D2, which is the distance from the boundary line between the host vehicle lane L1 and the right adjacent lane L2 to the right leading vehicle VH3. When both of these lateral distances D1 and D2 can be obtained, the lateral movement control unit 152 generates a path plan that allows the host vehicle VH to overtake the left leading vehicle VH1 and the right leading vehicle VH3 while passing through the intermediate position between the left leading vehicle VH1 and the right leading vehicle VH3 within the host vehicle lane L.

[0049] In the example shown in FIG. 6A, the first lateral distance D1 is greater than the second lateral distance D2 (D1 > D2). In such a case, as shown in FIG. 6B, the lateral movement control unit 152 generates a path plan that offsets the lateral position of the host vehicle VH to the left adjacent lane L1 side from the center L0 of the host vehicle lane L. On the other hand, when neither of the lateral distances D1 and D2 can be obtained, the lateral movement control unit 150B cannot generate a path plan. In this case, the offset control unit 150 cancels the offset.

[0050] In the example shown in FIG. 6, the case where the left leading vehicle VH1 and the right leading vehicle VH3, whose vehicle speeds are slower than that of the host vehicle VH, are detected as approaching objects has been described. However, since the same processing is performed even when one or both of the approaching objects are stationary structures, the descriptions thereof are omitted.

[0051] Next, based on FIG. 7, a routine of the offset control process by the CPU 11 of the ECU 10 will be described. This routine is started, for example, when the LTA is activated.

[0052] In step S100, the ECU 10 determines whether the offset control is in operation. If the offset control is not in operation (No), the ECU 10 proceeds to the process of step S110. On the other hand, if the offset control is in operation (Yes), the ECU 10 proceeds to the process of step S220.

[0053] In step S110, the ECU 10 determines whether the offset condition is satisfied. If the offset condition is satisfied (Yes), the ECU 10 proceeds to the process of step S120. On the other hand, if the offset condition is not satisfied (No), the ECU 10 returns from this routine.

[0054] In step S120, the ECU 10 determines whether it has detected a vehicle approaching from behind the host vehicle VH in the adjacent lane L2. If it has not detected an approaching vehicle (No), the ECU 10 proceeds to the process of step S125 and executes offset control. On the other hand, if it has detected an approaching vehicle (Yes), the ECU 10 proceeds to the process of step S130.

[0055] In step S130, the ECU 10 determines whether the cancellation condition is satisfied. If the cancellation condition is not satisfied (No), the ECU 10 proceeds to the process of step S125 and executes offset control. On the other hand, if the cancellation condition is satisfied (Yes), the ECU 10 proceeds to the process of step S140.

[0056] In step S140, the ECU 10 determines whether it can avoid the host vehicle SV from approaching a preceding vehicle or a stationary structure that is the target of offset control by adjusting the longitudinal speed and the lateral speed. If it determines that it can avoid (Yes), the ECU 10 proceeds to step S144 and generates a path plan for adjusting the longitudinal speed and the lateral speed. Next, in step S148, the running of the host vehicle VH is controlled based on the path plan generated in step S144.

[0057] On the other hand, if it is determined in step S140 that avoidance is not possible (No), the ECU 10 proceeds to the process of step S150. In step S150, it is determined whether it is possible to detect the first lateral distance D1 of the preceding vehicle or stationary structure to be subjected to offset control and the second lateral distance D2 of the approaching vehicle. If the first lateral distance D1 and the second lateral distance D2 can be detected (Yes), the ECU 10 proceeds to step S154 and generates a path plan based on the first lateral distance D1 and the second lateral distance D2. Next, in step S158, the running of the host vehicle VH is controlled based on the path plan generated in step S154. On the other hand, if in step S150, the first lateral distance D1 and / or the second lateral distance D2 cannot be detected (No), the ECU 10 ends this routine without executing offset control.

[0058] In step S220, the ECU 10 determines whether it has detected an approaching vehicle approaching the host vehicle VH in the adjacent lane L2. If no approaching vehicle is detected (No), the ECU 10 proceeds to the process of step S225 and continues the offset. On the other hand, if an approaching vehicle is detected (Yes), the ECU 10 proceeds to the process of step S230.

[0059] In step S230, the ECU 10 determines whether the cancellation condition is satisfied. If the cancellation condition is not satisfied (No), the ECU 10 proceeds to the process of step S225 and continues the offset. On the other hand, if the cancellation condition is satisfied (Yes), the ECU 10 proceeds to the process of step S240.

[0060] In step S240, the ECU 10 determines whether it is possible to avoid the host vehicle SV from approaching the preceding vehicle or stationary structure that is the target of offset control by adjusting the longitudinal speed and lateral speed. If it is determined that avoidance is possible (Yes), the ECU 10 proceeds to step S244 and generates a path plan for adjusting the longitudinal speed and lateral speed. Next, in step S248, the running of the host vehicle VH is controlled based on the path plan generated in step S244.

[0061] On the other hand, if it is determined in step S240 that avoidance is not possible (No), the ECU 10 proceeds to the process of step S250. In step S250, it is determined whether the first lateral distance D1 of the preceding vehicle or stationary structure that is the target of offset control and the second lateral distance D2 of the approaching vehicle can be detected. If the first lateral distance D1 and the second lateral distance D2 can be detected (Yes), the ECU 10 proceeds to step S254 and generates a path plan based on the first lateral distance D1 and the second lateral distance D2. Next, in step S258, the running of the host vehicle VH is controlled based on the path plan generated in step S254. On the other hand, if the first lateral distance D1 and / or the second lateral distance D2 cannot be detected in step S250 (No), the ECU 10 proceeds to the process of step S260, cancels the offset, and then ends this routine.

[0062] As described above, the vehicle control device and the control method program according to the present embodiment have been described. However, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the object of the present disclosure. The technology of the present disclosure can also be applied to an autonomous vehicle that automatically performs part or all of the driving operations.

Claims

1. A vehicle control device that controls the running of the host vehicle so that the lateral position of the host vehicle becomes a predetermined target lateral position set within the lane, when a preceding target approaching the host vehicle is detected in front of the host vehicle in an adjacent area adjacent to the lane, and a following vehicle approaching the host vehicle is detected in an adjacent lane adjacent to the lane on the side opposite to the adjacent area, a longitudinal movement control unit that controls the acceleration and deceleration in the longitudinal direction of the host vehicle so that a first timing that is an overtaking timing between the host vehicle and the preceding target and a second timing that is an overtaking timing between the host vehicle and the following vehicle become different timings, based on the relationship between the host vehicle and the preceding target and the relationship between the host vehicle and the following vehicle, and a lateral movement control unit that controls the lateral speed of the host vehicle so that at each of the different first and second timings, at the first timing, the lateral position of the host vehicle is offset to a target lateral position laterally separated from the preceding target within the lane, and at the second timing, the lateral position of the host vehicle is offset to a target lateral position laterally separated from the following vehicle within the lane. A vehicle control device comprising a vehicle control device.

2. The vehicle control device according to claim 1, wherein the longitudinal movement control unit controls the acceleration and deceleration within a range of predetermined upper and lower limit values, and when the lateral movement control unit cannot make the first timing and the second timing different in the control of the acceleration and deceleration, the lateral position of the host vehicle is offset to a target lateral position set based on a first lateral distance that is the distance from the boundary between the lane and the adjacent area to the preceding target and a second lateral distance that is the distance from the boundary between the lane and the adjacent lane to the following vehicle. A vehicle control device a vehicle control device.

3. The vehicle control device according to claim 1, wherein the adjacent area is another adjacent lane adjacent to the lane on the side opposite to the adjacent lane, the preceding target is another vehicle traveling in the other adjacent lane and is a preceding vehicle with a lower vehicle speed than the host vehicle, and the following vehicle is another vehicle traveling in the adjacent lane and is a following vehicle with a higher vehicle speed than the host vehicle. If the longitudinal movement control unit cannot make the second timing earlier than the first timing even when accelerating the host vehicle at a predetermined upper limit acceleration, the longitudinal movement control unit decelerates the host vehicle so that the following vehicle overtakes the host vehicle before the host vehicle overtakes the preceding vehicle. After the following vehicle overtakes the host vehicle, the lateral movement control unit offsets the host vehicle to a target lateral position that is laterally separated from the preceding vehicle before the first timing by increasing the lateral speed of the host vehicle. Vehicle control device.

4. The vehicle control device according to claim 1, The adjacent area is another adjacent lane adjacent to the lane on the side opposite to the adjacent lane. The forward target is another vehicle traveling in the other adjacent lane, and is a preceding vehicle having a lower vehicle speed than the host vehicle. The approaching vehicle is another vehicle traveling in the adjacent lane, and is a following vehicle having a higher vehicle speed than the host vehicle. If the longitudinal movement control unit can make the second timing earlier than the first timing by accelerating the host vehicle at an acceleration equal to or less than a predetermined upper limit acceleration, the longitudinal movement control unit accelerates the host vehicle so that the host vehicle overtakes the preceding vehicle before being overtaken by the following vehicle. After the host vehicle overtakes the preceding vehicle, the lateral movement control unit offsets the host vehicle to a target lateral position that is laterally separated from the following vehicle before the second timing by increasing the lateral speed of the host vehicle. Vehicle control device.

5. A vehicle control method for controlling the travel of a host vehicle so that the lateral position of the host vehicle becomes a predetermined target lateral position set within a lane, When a forward target approaching the host vehicle is detected in front of the host vehicle in an adjacent area adjacent to the lane, and an approaching vehicle approaching the host vehicle is detected in an adjacent lane adjacent to the lane on the side opposite to the adjacent area, based on the relationship between the host vehicle and the forward target and the relationship between the host vehicle and the approaching vehicle, the longitudinal acceleration and deceleration of the host vehicle is controlled so that the first timing, which is the overtaking timing between the host vehicle and the forward target, and the second timing, which is the overtaking timing between the host vehicle and the approaching vehicle, are different timings. At each of the different first and second timings, at the first timing, the lateral position of the host vehicle is offset to a target lateral position that is laterally separated from the forward object in the lane, and at the second timing, the lateral speed of the host vehicle is controlled so that the lateral position of the host vehicle is offset to a target lateral position that is laterally separated from the approaching vehicle in the lane. A method for controlling a vehicle.

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