Vehicle control device, vehicle control method, and program

Abstract

To improve convenience for an occupant of a vehicle.SOLUTION: A vehicle control device automatically controls steering of the vehicle and perform an automated lane change based on surrounding conditions and instruction information that is a lane change instruction. The instruction information includes first instruction information transmitted in response to operation of a first operator and second instruction information transmitted in response to operation of a second operator different from the first operator. When determining that a lane change is possible based on the surrounding conditions when the first instruction information is acquired, the vehicle control device executes first lane change control to allow the vehicle to change the lane to an adjacent lane. In response to acquisition of the second instruction information, the vehicle control device transitions to a lane change standby state, maintains the standby state until a lane change is possible based on the surrounding conditions, and, when determining that a lane change is possible based on the surrounding conditions in the standby state, the vehicle control device executes second lane change control to allow the vehicle to change the lane to an adjacent lane.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, efforts to provide sustainable transportation systems that take various situations into consideration have become more active. To achieve this, efforts are being made to further improve traffic safety and convenience through research and development of driving assistance technologies. For example, a cruise control device has been disclosed in which the system proposes a lane change and performs an automated lane change if the proposal is accepted, or when the driver operates the turn signal lever (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] WO2020 / 230304 publication Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional technologies have sometimes been insufficient in convenience for vehicle occupants (e.g., drivers). For example, there is only one type of lane change that can be performed according to the driver's intention, and it is not possible to realize automatic lane changes that reflect the driver's intention, which has resulted in insufficient convenience.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a vehicle control device, a vehicle control method, and a program that can improve convenience for vehicle occupants (e.g., drivers), thereby contributing to the development of sustainable transportation systems. [Means for solving the problem]

[0006] A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a recognition unit that recognizes the situation around the vehicle, and a control unit that automatically controls the steering of the vehicle to perform an automated lane change based on the situation around the vehicle recognized by the recognition unit and instruction information that is an instruction to change lanes, the instruction information including first instruction information transmitted in response to operation of a first operator and second instruction information transmitted in response to operation of a second operator different from the first operator, the control unit, in response to acquiring the first instruction information, executes first lane change control to cause the vehicle to change lanes to an adjacent lane if it determines that a lane change is possible based on the situation around the vehicle at the time of acquiring the first instruction information, and, in response to acquiring the second instruction information, transitions to a standby state for the lane change and maintains the standby state until a lane change is possible based on the situation around the vehicle, and, in response to determining that a lane change is possible based on the situation around the vehicle in the standby state, executes second lane change control to cause the vehicle to change lanes to an adjacent lane.

[0007] (2): In the above aspect (1), the control unit turns on the direction indicator when the first operating element is operated.

[0008] (3): In the above aspect (1), when the second operator is operated, the control unit does not turn on the direction indicator from the time the operation is performed until the standby state ends, and turns on the direction indicator after the standby state ends.

[0009] (4): In any of the above aspects (3), the control unit turns on the turn signal a predetermined time before starting to change lanes of the vehicle to an adjacent lane if it determines that a lane change is possible based on the surrounding conditions during the standby state of the second lane change control.

[0010] (5): In the above aspect (1), the control unit determines that the lane change is possible when a first condition is met and executes the first lane change control, and determines that the lane change is possible when a second condition, which is stricter to meet than the first condition, is met and executes the second lane change control.

[0011] (6): In the above aspect (5), the first condition and the second condition are that the distance in the direction of travel between the vehicle and another vehicle in the lane into which the vehicle is changing lanes is equal to or greater than a first threshold, and the time it takes for the other vehicle to reach a reference position set for the vehicle is equal to or greater than a second threshold.

[0012] (7): In the above aspect (1), the first operator is a turn signal lever switch, and the second operator is a button switch.

[0013] (8): In the above aspect (1), when the control unit determines, in response to acquisition of the first instruction information, that a lane change is not possible based on the surrounding conditions at the time of acquisition of the first instruction information, the control unit causes the vehicle to maintain traveling in the lane in which the vehicle is traveling.

[0014] (9): In the above aspect (1), the control unit causes the vehicle to maintain the lane in which the vehicle is traveling during the standby state of the second lane change control.

[0015] (10): In the above aspect (1), the control unit cancels the execution of the second lane change control in response to the acquisition of the second instruction information when the standby state continues for a predetermined time or when the vehicle has traveled a predetermined distance in the standby state.

[0016] (11): In the above aspect (1), the second lane change control maintains the waiting state until it becomes possible to change lanes, even if it is determined that a lane change is not possible due to the surrounding conditions, i.e., the presence of other vehicles around the vehicle, during the waiting state for a lane change, and causes the vehicle to change lanes to an adjacent lane when it is determined that a lane change is possible based on the surrounding conditions during the waiting state.

[0017] (12): In the above aspect (1), the first lane change control causes the vehicle to change lanes after a first time has elapsed since the first instruction information was acquired if there are no vehicles around the vehicle that may interfere with the lane change of the vehicle, and the second lane change control causes the vehicle to change lanes after a second time has elapsed since the second instruction information was acquired if there are no vehicles around the vehicle that may interfere with the lane change of the vehicle while waiting for the lane change, and the second time is longer than the first time.

[0018] (13): Another aspect of the present invention provides a vehicle control method in which a computer recognizes the situation around a vehicle, and automatically controls the steering of the vehicle to perform an automated lane change based on the recognized situation around the vehicle and instruction information that is an instruction to change lanes, the instruction information including first instruction information transmitted in response to operation of a first operator and second instruction information transmitted in response to operation of a second operator different from the first operator, and in response to acquisition of the first instruction information, if it is determined that a lane change is possible based on the situation around the vehicle at the time of acquisition of the first instruction information, a first lane change control is executed to cause the vehicle to change lanes to an adjacent lane, and in response to acquisition of the second instruction information, the computer transitions to a standby state for the lane change, maintains the standby state until a lane change is possible based on the situation around the vehicle, and in response to determination that a lane change is possible based on the situation around the vehicle in the standby state, a second lane change control is executed to cause the vehicle to change lanes to an adjacent lane.

[0019] (14): Another aspect of the present invention provides a program for causing a computer to recognize the situation around a vehicle, and automatically control the steering of the vehicle to perform an automated lane change based on the recognized situation around the vehicle and instruction information that is an instruction to change lanes, the instruction information including first instruction information transmitted in response to operation of a first operator and second instruction information transmitted in response to operation of a second operator different from the first operator, and the program causes a computer to execute a first lane change control to change lanes to an adjacent lane when it is determined that a lane change is possible based on the situation around the vehicle at the time of acquiring the first instruction information, and to enter a standby state for the lane change based on the situation around the vehicle and maintain the standby state until a lane change is possible based on the situation around the vehicle, and to execute a second lane change control to change lanes to an adjacent lane when it is determined that a lane change is possible based on the situation around the vehicle in the standby state. [Effects of the Invention]

[0020] According to the aspects (1) to (14), convenience for the vehicle occupant (e.g., the driver) can be improved. For example, since lane change control is performed according to the operation, the vehicle occupant can select lane change control according to the occupant's preference.

[0021] According to the second aspect, the intention of the vehicle occupants who want to change lanes early can be reflected.

[0022] According to the aspect (3), the turn signal can be turned on at an appropriate timing according to the timing when the waiting state ends and the lane change is started.

[0023] According to the fourth aspect, the turn signal can be turned on at an appropriate timing before the lane change is initiated, thereby notifying other vehicles in the vicinity that the lane change is being initiated.

[0024] According to the aspect (5), it is possible to realize a lane change that better reflects the intentions of the vehicle occupants. In the first lane change control, it is considered that the occupants intend to change lanes at that timing, and therefore operate the vehicle after checking the surroundings to some extent. Therefore, by proactively changing lanes, it is possible to realize vehicle behavior that is in line with the intentions of the occupants. In the second lane change control, a lane change is performed based on the intention of the occupants, who want to change lanes at a timing when the system determines that a lane change is possible. Therefore, a larger safety margin can be set, allowing for lane changes with ample space to maneuver.

[0025] According to the aspect (6), the first lane change control allows lane changes even if the inter-vehicle distance or the time until reaching another vehicle is relatively small, and the second lane change control allows lane changes with a large safety margin.

[0026] According to the seventh aspect, the turn lever switch controls the lane change in accordance with the driver's intention, while the button operation allows the lane change to be performed with a margin of error, prioritizing the system's judgment. In this way, the lane change control can be used differently depending on the operator.

[0027] According to the eighth aspect, when lane change control is not performed, the vehicle can maintain its driving lane. Therefore, even when the vehicle cannot change lanes, the vehicle's driving behavior is prevented from becoming unstable.

[0028] According to the aspect (9), the vehicle is kept traveling in the lane in which the vehicle is traveling during the standby state of the second lane change control, so that the traveling behavior during the standby state is stabilized.

[0029] According to the aspect (10), it is possible to prevent the occupant from unintentionally changing lanes when he or she has forgotten about it. [Brief explanation of the drawings]

[0030] [Figure 1]1 is a configuration diagram of a vehicle system 1 that uses a vehicle control system according to an embodiment. [Figure 2] 10 is a diagram for explaining a first operator 84, a second operator 86, a first lane change control, and a second lane change control. FIG. [Figure 3] FIG. 2 is a diagram for explaining an example of a situation in which a first lane change control is executed. [Figure 4] FIG. 4 is a diagram for explaining an example of a situation in which the first lane change control is not executed. [Figure 5] FIG. 10 is a diagram for explaining an example of a situation in which the second lane change control is executed. [Figure 6] FIG. 4 is a diagram for comparing a first lane change control and a second lane change control. [Figure 7] 10 is a flowchart showing an example of a processing flow of a first lane change control. [Figure 8] 10 is a flowchart showing an example of a processing flow of second lane change control. DETAILED DESCRIPTION OF THE INVENTION

[0031] [Overall configuration] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control system according to an embodiment. The vehicle on which the vehicle system 1 is mounted may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0032] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU 60, an operator 80, a turn signal 90, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. The configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The driving assistance device 100 is an example of a "vehicle control device."

[0033] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of a vehicle (hereinafter referred to as vehicle M) in which the vehicle system 1 is installed. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0034] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0035] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 may be attached to any location on the vehicle M.

[0036] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0037] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0038] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI 30 is equipped with a display device. The display device is, for example, a so-called multi-information display, provided in the center of the instrument panel of the vehicle M, and displays various information about the vehicle M, such as a speedometer that indicates the traveling speed of the vehicle M or a tachometer that indicates the rotation speed (rotational speed) of the internal combustion engine equipped in the vehicle M.

[0039] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

[0040] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) that uses the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 52 may share some or all of the components with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or any input position) to a destination input by the occupant using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is information that represents road shapes using, for example, links indicating roads and nodes connected by the links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or tablet device owned by the occupant. The navigation device 50 may transmit the current position and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0041] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, every 100 m in the vehicle traveling direction) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines, for example, which lane from the left the vehicle M should take. When a branch point is present on the route on the map, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable route to the branch point. For example, when the vehicle M arrives a predetermined distance before the branch road on which the vehicle M is traveling, the recommended lane determination unit 61 determines a lane connecting to the branch road as the recommended lane. The recommended lane determination unit 61 and the second map information 62 may be functional units or information included in another device, such as the driving assistance device 100.

[0042] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 62 may include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices.

[0043] The operators 80 include, for example, a steering wheel 82 as well as an accelerator pedal, a brake pedal, a shift lever, and other operators. The operators 80 are fitted with sensors that detect the amount of operation or whether or not an operation is performed, and the detection results are output to the driving assistance device 100 or some or all of the driving force output device 200, the brake device 210, and the steering device 220. The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregularly shaped steering wheel, a joystick, a button, or the like. The operators 80 include a first operator 84 and a second operator 86. The direction indicator 90 turns on or off in response to operation of the first operator 84. The first operator 84 and the second operator 86 will be described in detail below.

[0044] The driving assistance device 100 includes, for example, a recognition unit 110 and a control unit 150. The recognition unit 110 and the control unit 150 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), or an SOC (System On Chip), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0045] The recognition unit 110 recognizes the position, speed, acceleration, and other states of objects around the vehicle M based on information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of an object may include the acceleration or jerk of the object, or the "behavioral state" (for example, whether or not the object is changing lanes or is about to change lanes).

[0046] The recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the pattern of road dividing lines (e.g., an arrangement of solid lines and dashed lines) obtained from the second map information 62 with the pattern of road dividing lines around the vehicle M recognized from an image captured by the camera 10. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by the INS may be taken into consideration. The recognition unit 110 recognizes stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0047] When recognizing the driving lane, the recognition unit 110 recognizes the position and orientation of the vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle it forms with a line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and orientation of the vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the vehicle M with respect to either side edge of the driving lane (a road dividing line or a road boundary) as the relative position of the vehicle M with respect to the driving lane.

[0048] The control unit 150 executes driving assistance control. For example, the control unit 150 automatically controls the driving force output device 200 and the braking device 210 without relying on the driver's operation, thereby automatically controlling the speed of the vehicle M. The control unit 150 executes so-called adaptive cruise control (ACC).

[0049] The control unit 150 controls the steering device 220 so that the vehicle M does not deviate from the driving lane. For example, the control unit 150 controls the steering device 220 so that the vehicle M travels in the center or near the center of the driving lane recognized by the recognition unit 110. Hereinafter, this control may be referred to as "lane keeping control." The control unit 150 executes hands-on lane keeping control and hands-off lane keeping control.

[0050] Hands-on lane keeping control is a control that is executed when the driver is gripping the steering wheel (when a steering grip sensor (not shown) detects that the driver is gripping the steering wheel). The conditions under which hands-on lane keeping control can be executed are less stringent than the conditions under which hands-off lane keeping control can be executed.

[0051] Hands-off lane keeping control is a control that is executed when the driver is not gripping the steering wheel (when a steering grip sensor, not shown, does not detect that the driver is gripping the steering wheel). Hands-off lane keeping control can be executed, for example, when the following conditions are met: the speed of vehicle M is equal to or greater than a predetermined speed, vehicle M is traveling on a predetermined road (for example, a road or type of road that has been set in advance as one for which hands-off lane keeping control can be executed), and the driver is monitoring the road ahead. When the driver is monitoring the road ahead, hands-off lane keeping control is executed, and when the driver is not monitoring the road ahead, hands-off lane keeping control is not executed or is stopped.

[0052] The above-described conditions under which the hands-on lane keeping control and the hands-off lane keeping control can be executed are merely examples, and other conditions (for example, vehicle M following a vehicle ahead) may be included, or some conditions may be omitted. The conditions under which the hands-on lane keeping control can be executed may be looser than the conditions under which the hands-off lane keeping control can be executed (the conditions under which the hands-off lane keeping control can be executed may be stricter than the conditions under which the hands-on lane keeping control can be executed). Whether the driver is monitoring the road ahead is recognized by driving assistance device 100 based on an image captured by a camera (not shown) that captures an image of the driver.

[0053] The control unit 150 automatically changes lanes of the vehicle M. Details of this control will be described later. The automatic lane change control may be performed on the condition that hands-off lane keeping control or hands-on lane keeping control is executed.

[0054] The driving force output device 200 outputs a driving force (torque) to the driving wheels for driving the vehicle M. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU that controls these. The ECU controls the above components in accordance with information input from the driving assistance device 100 or information input from the operator 80.

[0055] The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the driving assistance device 100 or information input from the operator 80, so that a brake torque corresponding to the braking operation is output to each wheel.

[0056] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the operator 80.

[0057] [Lane change control] In response to acquisition of the first instruction information, the control unit 150 executes first lane change control to cause the vehicle M to change lanes to an adjacent lane if it determines that a lane change is possible based on the surrounding conditions at the time the first instruction information is acquired. The term "when" the first instruction information is acquired refers not only to the time point but also to a certain length of time. In response to acquisition of the second instruction information, the control unit 150 transitions to a waiting state for a lane change, maintains the waiting state until a lane change is possible based on the surrounding conditions, and executes second lane change control to cause the vehicle M to change lanes to an adjacent lane if it determines that a lane change is possible based on the surrounding conditions in the waiting state. The second lane change control maintains the waiting state until a lane change is possible even in a situation in which a lane change is determined to be impossible due to the presence of other vehicles around the vehicle M, which is the surrounding conditions, and causes the vehicle M to change lanes to an adjacent lane if it determines that a lane change is possible based on the surrounding conditions in the waiting state. When it is determined that a lane change is not possible based on the surrounding conditions, it may be due to other external circumstances in addition to (or instead of) the presence of other vehicles around the vehicle M as described above. The other external circumstances are, for example, external circumstances that cause the control unit 150 to hesitate to change lanes, such as the shape of the road, such as a sharp curve, or a change in the surrounding recognition situation, such as a sudden change in weather.

[0058] The first lane change control causes vehicle M to change lanes after a first time has elapsed since the first instruction information was acquired if there are no other vehicles around vehicle M that could interfere with vehicle M's lane change. The second lane change control causes vehicle M to change lanes after a second time has elapsed since the second instruction information was acquired if there are no other vehicles around vehicle M that could interfere with vehicle M's lane change while waiting for a lane change. The second time is longer than the first time. Even if vehicle M is able to change lanes as described above, the lane change by the second lane change control is performed at a later timing than the lane change by the first lane change control.

[0059] The first instruction information is transmitted to the control unit 150 in response to the operation of the first operator 84. The first instruction information is, for example, information (e.g., a signal) that is output by the first operator 84 when the first operator 84 is operated. The second instruction information is transmitted to the control unit 150 in response to the operation of a second operator 86 that is different from the first operator 84. The second instruction information is, for example, information (e.g., a signal) that is output by the second operator 86 when the second operator 86 is operated. The standby state is a state in which the vehicle M is traveling in the driving lane without starting a lane change (see FIG. 5 and the description of FIG. 5 below for details).

[0060] FIG. 2 is a diagram illustrating a first operator 84, a second operator 86, a first lane change control, and a second lane change control. The first operator 84 is, for example, a turn signal lever switch. For example, when the driver performs a predetermined operation on the first operator 84, the first operator 84 outputs first instruction information. The predetermined operation is, for example, operating the turn signal lever switch in the direction of the desired lane change for a predetermined period of time, or pushing the turn signal lever switch to a predetermined position. More specifically, the predetermined operation is operating the turn signal lever switch in the direction of the desired lane change while maintaining a predetermined position for a predetermined period of time. The first lane change control is executed in response to the operation of the first operator 84.

[0061] The second operator 86 is, for example, a button switch. The second operator 86 is attached to a position that is easy for the driver to operate, such as a spoke of a steering wheel or an instrument panel, as shown in FIG. 2. For example, when the driver performs a predetermined operation on the second operator 86 (operates a button), the second operator 86 outputs second instruction information. Second lane change control is executed in response to the operation of the second operator 86.

[0062] Alternatively, the first operator 84 or the second operator 86 may be a button on a touch panel or another form. The first operator 84 may be, for example, a button used to operate the direction indicator 90 or another form, and the second operator 86 may be in a form different from the first operator 84.

[0063] [First lane change control] 3 is a diagram illustrating an example of a situation in which the first lane change control is executed. Assume that at time T, the driver performs an operation on the first operator 84 to automatically change the lane of the vehicle M from lane L1 to lane L2. Lane L1 is the lane in which the vehicle M is traveling. Lane L2 is the lane adjacent to lane L1. The control unit 150 turns on the turn indicator 90 in response to the above operation. The control unit 150 turns on the turn indicator 90 when the first operator 84 is operated. For example, the turn indicator 90 turns on at the timing when the operation is performed.

[0064] Furthermore, the control unit 150 determines whether the vehicle M can change lanes from lane L1 to lane L2 based on the surrounding conditions in response to the above operation. For example, whether the lane change is possible is determined when the above operation is performed or within a predetermined time period after the operation. The control unit 150 determines that the lane change is possible, for example, when a first condition is satisfied. The first condition is, for example, that the degree of interference with the traveling of surrounding vehicles, such as another vehicle m1 traveling on lane L2, is equal to or less than a first threshold. The first condition is, for example, that the distance in the traveling direction between the vehicle M and another vehicle m1 in the lane into which the vehicle M is to change lanes is equal to or greater than a first threshold, and that the time it takes for the other vehicle m1 to reach a reference position set for the vehicle M is equal to or greater than a second threshold. In the following example, the first condition is satisfied when both conditions are satisfied, and is not satisfied when either condition is not satisfied.

[0065] In the example of FIG. 3, the distance from vehicle M to another vehicle m1 is equal to or greater than a first threshold, and the time (X1 in FIG. 3) until the other vehicle m1 reaches a reference position set for vehicle M is equal to or greater than a second threshold. When the control unit 150 determines that the first condition is satisfied, it causes vehicle M to change lanes to lane L2 within a predetermined time (immediately). In the example of FIG. 3, at time T+1, the control unit 150 causes vehicle M to change lanes ahead of the other vehicle m1. Note that in this example, the turn signal may be turned on after the first condition is satisfied. As described above, the control unit 150 can cause vehicle M to change lanes quickly in response to the operation of the first operating element 84.

[0066] 4 is a diagram illustrating an example of a situation in which the first lane change control is not executed. Assume that at time T, the driver performs an operation on the first operator 84 to automatically change lanes of the vehicle M from lane L1 to lane L2. The control unit 150 turns on the turn indicator 90 in response to the above operation. The control unit 150 turns on the turn indicator 90 when the first operator 84 is operated.

[0067] Furthermore, the control unit 150 determines whether the first condition is satisfied in response to the above operation. In the example of FIG. 4, the distance from the vehicle M to the other vehicle m1 is less than the first threshold, and the time (X2 in FIG. 4) until the other vehicle m1 reaches the reference position set for the vehicle M is less than the second threshold. At time T, the control unit 150 determines that the first condition is not satisfied and issues a notice to the driver indicating that the first lane change control cannot be executed. In other words, the first lane change control is canceled. The notice may be issued, for example, using sound or an image, or by vibrating the steering wheel, the driver's seat, the driver's seat belt, or the like. For example, the control unit 150 outputs a sound indicating the impossibility of the notice using the HMI 30. The control unit 150 also turns off the turn indicator 90. The turn indicator 90 may be turned off before the impossibility notice, after the impossibility notice, or at the same time as the impossibility notice. In the case of a one-touch turn signal operation input, the turn signal 90 is turned on a number of times corresponding to the one-touch turn signal (for example, three times), and remains off after the number of times has passed. Depending on whether or not a lane change is possible thereafter, the turn signal 90 may be turned on or off again. The one-touch turn signal is a function in which, when the turn signal lever switch is operated to a predetermined degree (for example, lightly), the turn signal 90 is turned on a predetermined number of times and then automatically turned off. Furthermore, if the first operator 84 is a switch other than the turn signal lever switch, the turn signal 90 does not have to be turned on at all until the timing when the vehicle M changes lanes is reached.

[0068] At time T+1, a predetermined time after the notification of impossibility has elapsed, the control unit 150 controls the vehicle M to travel in lane L1. When the control unit 150 determines, in response to acquisition of the first instruction information, that a lane change is not possible based on the surrounding conditions at the time of acquisition of the first instruction information, the control unit 150 causes the vehicle M to maintain traveling in the lane in which the vehicle M is traveling. As described above, the control unit 150 can realize control according to the surrounding conditions.

[0069] [Second lane change control] 5 is a diagram illustrating an example of a situation in which the second lane change control is executed. At time T, the driver operates the second operator 86 to automatically change lanes of the vehicle M from lane L1 to lane L2. At time T+1, the control unit 150 accepts the lane change request and notifies the driver of the completion of acceptance. The notification is made, for example, by sound, image, vibration, or the like, as described above.

[0070] When a lane change is received, the control unit 150 determines whether or not a second condition is satisfied. The second condition is that one or both of the following conditions are satisfied: the distance in the traveling direction between the vehicle M and another vehicle m1 present in the lane into which the vehicle M is to change lanes is equal to or greater than a third threshold; and the time it takes for the vehicle m1 to reach a reference position set for the vehicle M is equal to or greater than a fourth threshold. In the following example, the second condition is satisfied when both conditions are satisfied, and the second condition is not satisfied when either condition is not satisfied.

[0071] The second condition is a stricter condition to satisfy (a condition that is more difficult to achieve) than the first condition described above. The second condition is a condition that results in a lower degree of interference with the progress of other vehicles when vehicle M changes lanes than under the first condition. A lower degree of interference means that the speed of other vehicles is less likely to change, or that the impact on drivers of other vehicles caused by vehicle M changing lanes is smaller. For example, the third threshold is a distance longer than the first threshold of the first lane change control. For example, the fourth threshold is a time longer than the second threshold of the first lane change control.

[0072] In the example of Fig. 5, the distance from vehicle M to another vehicle m1 is less than the third threshold, and the time it takes for the other vehicle m1 to reach the reference position set for vehicle M is less than the fourth threshold. In this case, at time T+2, the control unit 150 maintains the state in which vehicle M is traveling in lane L1 in the standby state of the second lane change control (maintains vehicle M traveling in the lane in which vehicle M is traveling), and lets the other vehicle m1 pass. "Letting go" means waiting until the other vehicle m1 overtakes vehicle M.

[0073] After the other vehicle m1 has overtaken the vehicle M, at time T+3, the control unit 150 notifies the driver of the start of the vehicle change. The notification is performed, for example, by sound, image, vibration, or the like as described above. In the above example, an example of "letting go" based on the other vehicle m1 waiting until the other vehicle m1 has overtaken the vehicle M has been described, but similar processing may also be performed in the case of "letting go" based on the other vehicle m1 waiting until the vehicle M has overtaken the other vehicle m1 and is at a predetermined distance from the other vehicle m1.

[0074] After the notification, at time T+4, the control unit 150 turns on the turn indicator 90. For example, when the second operating element 86 is operated, the control unit 150 does not turn on the turn indicator from the time the second operating element 86 is operated until the standby state ends, and turns on the turn indicator 90 after the standby state ends. If the control unit 150 determines that a lane change is possible based on the surrounding conditions during the standby state of the second lane change control, it turns on the turn indicator 90 a predetermined time before starting to change the vehicle M into the adjacent lane.

[0075] The "standby state" is a state between a first timing and a second timing. The first timing is the timing when the second operating element 86 is operated or when acceptance of a lane change is completed. The second timing is the timing when it is determined that the second condition is satisfied, the timing when the turn signal 90 is turned on (for example, the timing immediately before turning on), the timing when a notification of the start of a lane change is given, the timing when a lane change is started, or a predetermined timing associated with any of these.

[0076] At time T+5 after turning on the direction indicator 90 for a predetermined time, the control unit 150 starts changing lanes of the vehicle M. At time T+6, the control unit 150 causes the vehicle M to enter the lane L2.

[0077] As described above, even if another vehicle is present in the lane to which the vehicle M is to change lanes, the control unit 150 can let the other vehicle pass and cause the vehicle M to change lanes.

[0078] In this way, in the first lane change control, if a lane change is not possible based on the surrounding circumstances when the driver expresses his or her intention to change lanes (when the first operator 84 is operated), the first lane change control is canceled. This is because the driver wants to change lanes at the timing when he or she operates the first operator 84, and therefore, if a lane change is not possible at this timing, canceling the lane change early reflects the driver's intention.

[0079] In contrast, in the second lane change control, the driver expresses his or her intention to change lanes at an appropriate timing (by operating the second operator 86). Therefore, even if the lane change is not possible based on the surrounding conditions, the second lane change control does not cancel the second lane change control, but makes the vehicle M wait until an appropriate timing arrives. Then, when an appropriate timing arrives, the second lane change control makes the vehicle M change lanes. This is because, when the driver operates the second operator 86, he or she wants to change lanes at an appropriate timing, not at the timing when the second operator 86 is operated, and therefore, even if the lane change is not possible at the timing when the second operator 86 is operated, making the vehicle M change lanes after waiting reflects the driver's intention.

[0080] This allows the driver to change lanes according to his or her own will, improving convenience. For example, if the driver wants to stay ahead of another vehicle m1 as much as possible, or if the driver wants to reach a lane closest to a branching road as quickly as possible, the driver operates the first operating element 84. In this case, the first lane change control is executed according to the driver's will. If the driver wants to change lanes in a way that affects the other vehicle m1 as little as possible, or if the driver wants to change lanes at a timing that is optimal for the surrounding conditions, the driver operates the second operating element 86. In this case, the second lane change control is executed according to the driver's will. This improves convenience for the driver.

[0081] [Comparison between first lane change control and second lane change control] FIG. 6 is a diagram for comparing the first lane change control and the second lane change control. In the example of FIG. 6, it is assumed that there are no other vehicles nearby that may interfere with the lane change of vehicle M, and vehicle M can change lanes at any time. When the first operator 84 is operated, the control unit 150 turns on the turn signal 90, and starts the lane change if the first condition is met. In the first lane change control, the turn signal 90 is turned on and the lane change is started earlier than when the driver's intention to change lanes is expressed (when the first operator 84 is operated) compared to the second lane change control described below. The first lane change control respects the driver's intention to change lanes at the timing when the driver operates the first operator 84. In the first lane change control, the first condition described above is more relaxed than the second condition, and the first lane change control is more likely to reflect the driver's intention.

[0082] When the second operating element 86 is operated, the control unit 150 turns on the direction indicator 90 and starts a lane change if the second condition is satisfied. The timing for turning on the direction indicator 90 in the second lane change control is, for example, later than the timing for turning on the direction indicator 90 in the first lane change control. The timing for starting a lane change in the second lane change control is, for example, later than the timing for starting a lane change in the first lane change control. The timing for determining that the second condition in the second lane change control is satisfied is, for example, later than the timing for determining that the first condition in the first lane change control is satisfied.

[0083] As described above, the timing of the lane change operation in the first lane change control is earlier than the timing of the lane change operation in the second lane change control, and the driver can recognize this characteristic or the control concept for lane changes and operate the first operator 84 or the second operator 86, thereby achieving control that is more in line with the driver's intentions, thereby improving convenience for the user.

[0084] In the above, in a situation where a lane change is possible at any time, the timing of the lane change operation of the first lane change control and the timing of the lane change operation of the second lane change control are described as being different, but alternatively, these timings may be the same.

[0085] [Flowchart (First lane change control)] FIG. 7 is a flowchart showing an example of the processing flow of the first lane change control. First, the control unit 150 determines whether the first operator 84 has been operated (step S100). If the first operator 84 has been operated, the control unit 150 turns on the turn indicator 90 and determines whether a first condition is met (step S102). If the first condition is met, the control unit 150 causes the vehicle M to change lanes (step S104). The turn indicator 90 may be turned on at the timing of step S104 instead of the timing of step S102. That is, the turn indicator 90 may be turned on at a timing corresponding to a lane change. For example, if the first operator 84 is a switch other than a turn signal lever switch, the turn indicator 90 may be turned on at the timing of step S104.

[0086] If the first condition is not met, the control unit 150 sends an unacceptable notification to the driver indicating that the vehicle change cannot be accepted (step S106). Next, the control unit 150 causes the vehicle M to maintain the driving lane (step S108). This ends the processing of one routine of this flowchart. As described above, if the first condition is met, the control unit 150 can cause the vehicle M to change lanes early at the timing of the operation of the first operating element 84.

[0087] [Flowchart (Second lane change control)] 8 is a flowchart showing an example of the processing flow of the second lane change control. First, the control unit 150 determines whether the second operator 86 has been operated (step S200). If the second operator 86 has been operated, the control unit 150 determines whether a second condition is met (step S202). If the second condition is met, the control unit 150 causes the vehicle M to change lanes (step S204). For example, as explained above in FIG. 5, the lane change is initiated after a notification of the start of a lane change is given and the direction indicator 90 is turned on. This ends the processing of one routine of this flowchart.

[0088] If the second condition is not satisfied, the control unit 150 causes the vehicle M to travel in the driving lane in a standby state (step S206), and returns to the processing of step S202. In this manner, the vehicle M remains in a standby state until the second condition is satisfied. The control unit 150 may cancel the execution of the second lane change control if the standby state continues for a predetermined time, or if the vehicle M has traveled a predetermined distance in the standby state.

[0089] As described above, even if the second condition is not satisfied, the control unit 150 can allow the vehicle M to change lanes by passing the other vehicle m1 in the waiting state.

[0090] According to the embodiment described above, when the control unit 150 determines that a lane change is possible based on the surrounding conditions at the time the first instruction information is acquired, it executes a first lane change control to cause the vehicle M to change lanes to an adjacent lane, and when the control unit 150 acquires the second instruction information, it transitions to a waiting state for a lane change, maintains the waiting state until a lane change is possible based on the surrounding conditions, and when it determines that a lane change is possible based on the surrounding conditions in the waiting state, it executes a second lane change control to cause the vehicle M to change lanes to an adjacent lane, thereby improving convenience for the vehicle occupants (e.g., the driver).

[0091] The above-described embodiment can be expressed as follows. a storage device storing a program; a hardware processor; The hardware processor executes the program stored in the storage device, A process of recognizing the situation around the vehicle; and performing a process of automatically controlling the steering of the vehicle to perform an automated lane change based on the recognized surrounding situation and instruction information that is an instruction to change lanes; the instruction information includes first instruction information transmitted in response to an operation of a first operator and second instruction information transmitted in response to an operation of a second operator different from the first operator, in response to acquisition of the first instruction information, when it is determined that a lane change is possible based on the surrounding situation at the time of acquisition of the first instruction information, executes a first lane change control to cause the vehicle to change lanes to an adjacent lane; transitioning to a waiting state for the lane change in response to acquisition of the second instruction information, maintaining the waiting state until it is determined that the lane change is possible based on the surrounding conditions, and executing a second lane change control for causing the vehicle to change lanes to an adjacent lane when it is determined that the lane change is possible based on the surrounding conditions in the waiting state; The control device is configured as follows.

[0092] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0093] 1 Vehicle System 10 Camera 80 Controls 84 1st controller 86 2nd controller 90 Turn signal 100 Driving assistance device 110 Recognition part 150 control section

Claims

1. a recognition unit that recognizes the situation around the vehicle; a control unit that automatically controls steering of the vehicle to perform an automated lane change based on the surrounding situation recognized by the recognition unit and instruction information that is an instruction to change lanes, the instruction information includes first instruction information transmitted in response to an operation of a first operator, and second instruction information transmitted in response to an operation of a second operator different from the first operator, The control unit in response to acquisition of the first instruction information, when it is determined that a lane change is possible based on the surrounding situation at the time of acquisition of the first instruction information, executes a first lane change control to cause the vehicle to change lanes to an adjacent lane; transitioning to a waiting state for the lane change in response to acquisition of the second instruction information, maintaining the waiting state until it is determined that the lane change is possible based on the surrounding conditions, and executing a second lane change control for causing the vehicle to change lanes to an adjacent lane when it is determined that the lane change is possible based on the surrounding conditions in the waiting state; Vehicle control device.

2. the control unit turns on the direction indicator when the first operating element is operated, The vehicle control device according to claim 1 .

3. when the second operator is operated, the control unit does not turn on the direction indicator from the time the second operator is operated until the standby state ends, and turns on the direction indicator after the standby state ends. The vehicle control device according to claim 1 .

4. the control unit turns on the turn signal before a predetermined time has elapsed since the start of the lane change of the vehicle to the adjacent lane when it determines that a lane change is possible based on the surrounding situation in the standby state of the second lane change control. The vehicle control device according to claim 3.

5. The control unit When a first condition is satisfied, it is determined that the lane change is possible and the first lane change control is executed; When a second condition that is stricter to be satisfied than the first condition is satisfied, it is determined that the lane change is possible and the second lane change control is executed. The vehicle control device according to claim 1 .

6. The first condition and the second condition are that one or both of the following are satisfied: a distance in a traveling direction between the vehicle and another vehicle present in a lane into which the vehicle is to change lanes is equal to or greater than a first threshold; and a time required for the other vehicle to reach a reference position set for the vehicle is equal to or greater than a second threshold. The vehicle control device according to claim 5.

7. the first operator is a turn signal lever switch, the second operator is a button switch; The vehicle control device according to claim 1 .

8. When the control unit determines that a lane change is not possible based on the surrounding situation at the time of acquiring the first instruction information in response to acquisition of the first instruction information, the control unit causes the vehicle to maintain traveling in the lane in which the vehicle is traveling. The vehicle control device according to claim 1 .

9. The control unit causes the vehicle to maintain traveling in the lane in which the vehicle is traveling in the standby state of the second lane change control. The vehicle control device according to claim 1 .

10. the control unit cancels the execution of the second lane change control in response to acquisition of the second instruction information when the standby state continues for a predetermined time or when the vehicle has traveled a predetermined distance in the standby state. The vehicle control device according to claim 9.

11. The second lane change control includes: In the lane change standby state, even if it is determined that the lane change is not possible due to the presence of other vehicles around the vehicle, which is the surrounding situation, the standby state is maintained until the lane change becomes possible, and when it is determined that the lane change is possible based on the surrounding situation in the standby state, the vehicle is caused to change lanes to an adjacent lane. The vehicle control device according to claim 1 .

12. the first lane change control causes the vehicle to change lanes after a first time has elapsed since the first instruction information was acquired, when there is no vehicle around the vehicle that may interfere with the lane change of the vehicle; the second lane change control causes the vehicle to change lanes after a second time has elapsed since the second instruction information was acquired, when there is no vehicle around the vehicle that may interfere with the lane change of the vehicle in the lane change standby state; The second time period is longer than the first time period. The vehicle control device according to claim 1 .

13. The computer Recognizes the situation around the vehicle, Based on the recognized surrounding situation and instruction information that is an instruction to change lanes, the steering of the vehicle is automatically controlled to change lanes automatically; the instruction information includes first instruction information transmitted in response to an operation of a first operator, and second instruction information transmitted in response to an operation of a second operator different from the first operator, in response to acquisition of the first instruction information, when it is determined that a lane change is possible based on the surrounding situation at the time of acquisition of the first instruction information, executes a first lane change control to cause the vehicle to change lanes to an adjacent lane; transitioning to a waiting state for the lane change in response to acquisition of the second instruction information, maintaining the waiting state until it is determined that the lane change is possible based on the surrounding conditions, and executing a second lane change control for causing the vehicle to change lanes to an adjacent lane when it is determined that the lane change is possible based on the surrounding conditions in the waiting state; Vehicle control method.

14. On the computer, Recognize the situation around the vehicle, Based on the recognized surrounding situation and instruction information that is an instruction to change lanes, the steering of the vehicle is automatically controlled to perform an automatic lane change; the instruction information includes first instruction information transmitted in response to an operation of a first operator, and second instruction information transmitted in response to an operation of a second operator different from the first operator, in response to acquisition of the first instruction information, when it is determined that a lane change is possible based on the surrounding situation at the time of acquisition of the first instruction information, executing a first lane change control to cause the vehicle to change lanes to an adjacent lane; transitioning to a waiting state for the lane change in response to acquisition of the second instruction information, maintaining the waiting state until it is determined that the lane change is possible based on the surrounding conditions, and executing a second lane change control for causing the vehicle to change lanes to an adjacent lane when it is determined that the lane change is possible based on the surrounding conditions in the waiting state; Program for.

Images