Vehicle control device

Abstract

To provide a vehicle control device which can improve ride comfort of a driver.SOLUTION: A lane change detection section 205 of a vehicle control device 200 determines an interruption possibility just before an own vehicle by an adjacent vehicle on the basis of an adjacent vehicle relation value (relative speed between the own vehicle and the adjacent vehicle, for instance) in a traveling direction. An acceleration / deceleration control section 206 corrects acceleration / deceleration of the own vehicle on the basis of the interruption possibility determined on the basis of the adjacent vehicle relation value in the traveling direction.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle control device that performs driving assistance. [Background technology]

[0002] Conventionally, vehicle control devices that control the traveling of a vehicle have been known. Some vehicle control devices have a function of adaptive cruise control (ACC) that has a function of a preceding vehicle following control that follows a preceding vehicle traveling in front of the host vehicle, and a function of a vehicle speed control that travels at a preset vehicle speed. During the preceding vehicle following control or vehicle speed control of the ACC, a neighboring vehicle or a cutting-in vehicle may cut in front of the host vehicle.

[0003] For example, Patent Document 1 discloses a technology that, when an adjacent vehicle or a cutting-in vehicle cuts in between the vehicle itself and the vehicle ahead, and the cutting-in vehicle's speed is faster than the vehicle itself, does not allow the vehicle itself to accelerate for a predetermined period of time after the cutting-in occurs, thereby reducing the sense of discomfort or anxiety felt by the driver (summary).

[0004] Furthermore, Patent Document 2 discloses a technology that, when an adjacent vehicle or a vehicle cutting in between the vehicle itself and the vehicle ahead is cut in, the speeds of the vehicle itself and the cutting in vehicle are compared, and in a situation where the speed of the cutting in vehicle is high and the distance between the vehicles is gradually increasing, the vehicle itself is subjected to a following control that does not decelerate, thereby enabling the execution of following control suited to the driving behavior of the cutting in vehicle (abstract, Figure 6). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2018-039318 A [Patent Document 2] International Publication No. 2018 / 216123 Summary of the Invention [Problem to be solved by the invention]

[0006] In Patent Documents 1 and 2, after the host vehicle is cut in by an adjacent vehicle or a cut-in vehicle between the host vehicle and the preceding vehicle, the host vehicle is controlled based on the relative speed between the host vehicle and the cut-in vehicle. However, when the host vehicle is performing vehicle-to-vehicle control to follow the preceding vehicle, the preceding vehicle may accelerate and the vehicle-to-vehicle distance from the preceding vehicle may become longer than the target vehicle-to-vehicle distance, and the host vehicle may accelerate to approach the target vehicle-to-vehicle distance. At this time, the adjacent vehicle may cut in. In this case, if the acceleration / deceleration of the host vehicle is controlled after cutting in, the host vehicle may suddenly decelerate due to the reduction in acceleration caused by the cutting in of the adjacent vehicle immediately after the acceleration is increased to follow the preceding vehicle, which may impair the driver's riding comfort.

[0007] In this way, if the host vehicle is controlled based on the relative speed between the host vehicle and the cutting-in vehicle after the cutting-in vehicle cuts in front of the host vehicle, a sudden deceleration may occur, which may impair the driver's riding comfort.

[0008] The present invention has been made in consideration of the above-mentioned problems, and has an object to provide a vehicle control device that can improve the riding comfort of the driver. [Means for solving the problem]

[0009] In order to achieve the above object, the vehicle control device according to the present invention comprises: The vehicle speed is automatically controlled, a preceding vehicle relation value detection unit that detects a preceding vehicle relation value that is a relative relation value in a traveling direction between the host vehicle and a preceding vehicle traveling immediately before the host vehicle in the host vehicle lane in which the host vehicle is traveling; an acceleration / deceleration control unit that controls an acceleration / deceleration of the host vehicle based on the preceding vehicle-related value in the traveling direction; an adjacent vehicle relation value detection unit that detects an adjacent vehicle relation value that is a relative relation value in the traveling direction between the host vehicle and an adjacent vehicle traveling in the same direction as the host vehicle in an adjacent lane adjacent to the host vehicle lane; a lane change detection unit that detects a lane change by the adjacent vehicle into the host vehicle lane; having the lane change detection unit determines a possibility of the adjacent vehicle cutting in immediately before the host vehicle based on the adjacent vehicle relation value in the traveling direction; The acceleration / deceleration control unit corrects the acceleration / deceleration of the host vehicle based on the possibility of the host vehicle cutting in determined based on the adjacent vehicle relation value in the traveling direction. It is characterized by: Effect of the Invention

[0010] According to the present invention, it is possible to improve the ride comfort for the driver by quickly detecting a cutting-in vehicle and suppressing sudden deceleration of the vehicle caused by a sudden decrease in inter-vehicle distance when the vehicle cuts in, for example. Further features related to the present invention will become apparent from the description of the present specification and the accompanying drawings. In addition, the problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention; [Diagram 2] 1 is a functional block diagram of a vehicle control device and its peripherals according to an embodiment of the present invention; [Diagram 3] FIG. 1 is a diagram showing a first scene in which a vehicle according to an embodiment of the present invention is traveling. [Figure 4] FIG. 4 is a diagram showing a second scene in which the vehicle according to the embodiment of the present invention is traveling. [Diagram 5] 5(A) to 5(D) are explanatory diagrams showing first to fourth states of a scene in which interrupt possibility-related control according to one embodiment of the present invention is performed. [Figure 6] 4 is a flowchart of interruptibility-related control according to an embodiment of the present invention. [Figure 7] 5 is a first timing chart when interrupt possibility-related control is executed according to one embodiment of the present invention. [Figure 8] 11 is a second timing chart when interrupt possibility-related control is executed according to an embodiment of the present invention. [Figure 9]Figs. 9(A) to 9(D) are explanatory diagrams showing the first to fourth states of a first scenario in which first interrupt-related control according to an embodiment of the present invention is implemented. [Figure 10] Figs. 10(A) to 10(D) are explanatory diagrams showing the first to fourth states of a second scenario in which first interrupt-related control according to an embodiment of the present invention is implemented. [Figure 11] Flowchart of first interrupt-related control according to an embodiment of the present invention. [Figure 12] First timing chart when first interrupt-related control according to an embodiment of the present invention is executed. [Figure 13] Second timing chart when first interrupt-related control according to an embodiment of the present invention is executed. [Figure 14] Flowchart of second interrupt-related control according to an embodiment of the present invention.

Mode for Carrying Out the Invention

[0012] <A. Various Embodiments According to the Present Invention> [A-1. Configuration] (A-1-1. Configuration of Vehicle) Fig. 1 is a diagram showing a schematic configuration of a vehicle 100 according to an embodiment of the present invention. The vehicle 100 (hereinafter also referred to as "own vehicle 100") is a rear-wheel drive vehicle with a general configuration. As shown in Fig. 1, the vehicle 100 includes an engine 101, an automatic transmission 102, a propeller shaft 103, a differential gear 104, a drive shaft 105, four wheels 106, an exhaust pipe 107, a vehicle control device 108, various sensors 109, a brake device 110, and an electric power steering 111. The engine 101 is a power source for traveling, and is, for example, an in-cylinder injection type gasoline engine. The brake device 110 includes a wheel speed sensor.

[0013] The vehicle 100 is provided with devices, actuators, and equipment including a vehicle control device 108 and various sensors 109. These devices, actuators, and equipment can exchange signals and data through an in-vehicle LAN (Local Area Network) or CAN (Controller Area Network) communication. The vehicle control device 108 obtains information from the outside of the vehicle 100 through the sensors 109, and transmits command values ​​for implementing control such as automatic driving to the engine 101, the braking device 110, the electric power steering 111, and the like. A wheel speed sensor of the braking device 110 generates a pulse waveform in response to the rotation of the wheels 106, and transmits it to the vehicle control device 108.

[0014] The vehicle 100 is provided with imaging sensors 120, 121, 122 and distance sensors 123, 124. The imaging sensor 120 is disposed at the front of the vehicle 100 and captures an image of the area in front of the vehicle 100. The imaging sensor 121 is disposed at the rear of the vehicle 100 and captures an image of the area behind the vehicle 100. The imaging sensor 122 is disposed on a side of the vehicle 100 and captures an image of the area to the side of the vehicle 100. The imaging sensors 120, 121, 122 are configured as monocular cameras or stereo cameras using multiple monocular cameras. The imaging sensors 120, 121, 122 are capable of detecting objects around the vehicle 100 and road environments such as white lines.

[0015] The distance sensor 123 is disposed at the front of the vehicle 100 and detects the distance (long distance) to an object in front of the vehicle 100. The distance sensor 123 may be, for example, a laser radar. The distance sensors 124 are disposed at the left front side, right front side, left rear side, and right rear side of the vehicle 100 and detect the distance (short distance) to an object around the vehicle 100. The distance sensor 124 may be, for example, an ultrasonic sensor.

[0016] The type, mounting position, number, etc. of each sensor 120, 121, 122, 123, 124 can be appropriately changed depending on the application, specifications, etc. of the vehicle 100. For example, as the type of sensor, a LiDAR may be used in addition to or instead of an image sensor, laser radar, or ultrasonic sensor. The detection contents of each sensor 120, 121, 122, 123, 124 are supplied to the vehicle control device 108. Each sensor 120, 121, 122, 123, 124 may be positioned as a part of the various sensors 109.

[0017] 1 is one example of a vehicle to which the present invention can be applied, and the configuration of the vehicle 100 is not limited thereto. For example, the vehicle may employ a continuously variable transmission (CVT) instead of the automatic transmission 102. The power source for running the vehicle may be not only a gasoline engine, but also a diesel engine, a natural gas engine, an electric motor, or the like.

[0018] (A-1-2. Vehicle control device and its peripheral configuration) Fig. 2 is a functional block diagram of a vehicle control device 200 and its periphery according to an embodiment of the present invention. The vehicle control device 200 in Fig. 2 can be used, for example, as the vehicle control device 108 of the vehicle 100 in Fig. 1. As shown in Fig. 2, the vehicle control device 200 receives inputs from an image sensor 230, a distance sensor 231, an input switch unit 232, a wheel sensor 233, a position detector 234, and a communication device 235. In addition, the vehicle control device 200 outputs to various actuators / ECUs 240 and a warning device 241.

[0019] 1. The input from the image sensor 230 is used to detect a white line or an object ahead of the vehicle, to distinguish between the vehicle's lane and other lanes adjacent to the vehicle's lane, and to detect the distance or speed between the vehicle and the object from the difference in object information detected by the left and right image sensors. The image data from the image sensor 230 is input to the vehicle control device 200. The image sensor 230 can also be used as a distance sensor 231, which will be described later.

[0020] The distance sensor 231 includes, for example, the distance sensors 123 and 124 in FIG. 1 or a lidar. The distance sensor is used to detect the distance to an object by transmitting millimeter waves or radio waves to the surroundings of the vehicle and receiving the reflected waves. Distance data from the distance sensor 231 is input to the vehicle control device 200.

[0021] The image sensor 230 and the distance sensor 231 can detect the vicinity and distance of the vehicle. The image sensor 230 and the distance sensor 231 can also detect the direction indicators of adjacent vehicles, which will be described later, and are also used when receiving a cut-in request.

[0022] The input switch unit 232 is, for example, a dedicated mechanical switch provided around the driver's seat. The input switch unit 232 may also be a GUI (Graphical User Interface) switch or the like. The input switch unit 232 receives, through a user operation, an instruction to control the vehicle at a determined target vehicle speed and start constant speed traveling, or an instruction to stop constant speed traveling.

[0023] The wheel sensor 233 includes a wheel speed sensor attached to each wheel of the vehicle to detect the rotation speed of the wheel, and a controller that generates a vehicle speed signal by integrating the detection values ​​detected by the wheel speed sensors. The vehicle speed signal data from the wheel sensor 233 is input to the vehicle control device 200.

[0024] The position detector 234 is composed of a direction sensor that measures the direction ahead of the vehicle, and a GPS (Global Positioning System) receiver that measures the position of the vehicle based on radio waves from a satellite.

[0025] The communication device 235 is mounted on the outside or inside of the vehicle and is used when performing vehicle-to-vehicle communication between the vehicle and an adjacent vehicle, which will be described later, or road-to-vehicle communication at an interchange or construction section, and is a device that receives interrupt requests from adjacent vehicles.

[0026] The various actuators / ECUs 240 may be any known type, and include, for example, mechanical elements (actuators) such as an accelerator pedal that controls the driving force, a brake pedal that controls the braking force, a parking brake, a steering wheel that controls the vehicle's direction of travel, a shift lever that controls the vehicle's direction of travel, and various electronic control devices (ECUs) that control these.

[0027] The warning device 241 notifies the user of the detection of an adjacent vehicle, the possibility of the adjacent vehicle cutting in, detection of the cutting in of the adjacent vehicle, calculation of the target acceleration of the vehicle 100 determined based on the behavior of the object, deceleration of the target vehicle speed, suspension of vehicle control, etc. For example, the warning device 241 notifies the user of the target vehicle speed deceleration and suspension of vehicle control using the display 251 or the speaker 252. In addition, the warning device 241 can also notify the user by vibration of each mirror or steering wheel, etc.

[0028] Next, a description will be given of the configuration of the vehicle control device 200. As shown in Fig. 2, the vehicle control device 200 includes a vehicle position estimation unit 201, an external environment recognition information conversion unit 202, a vehicle distance calculation unit 203, a relative speed calculation unit 204, a lane change detection unit 205, a target acceleration calculation unit 206, and an operation control unit 207.

[0029] The vehicle position estimation unit 201 calculates and estimates the position in which the vehicle is traveling with respect to the driving lane based on information output from the position detector 234, the wheel sensor 233, the distance sensor 231, or the image sensor 230, for example.

[0030] The external environment recognition information conversion unit 202 converts the information on the object and the surrounding environment detected by the distance sensor 231 and the image sensor 230, and the positional relationship of the host vehicle outputted from the host vehicle position estimation unit 201, into a coordinate system.

[0031] The vehicle distance calculation unit 203 calculates the distance in the travel direction and the lateral direction between the vehicle and an object detected by various sensors. This calculates the distance in the travel direction and the lateral direction between the vehicle in front of the vehicle and the vehicle in the adjacent lane, as well as the distance in the travel direction and the lateral direction between the vehicle in the rear of the vehicle.

[0032] The relative speed calculation unit 204 calculates the relative speed between the vehicle and objects detected by various sensors. This calculates the relative speed in the forward direction and the lateral direction between the vehicle in the adjacent lane and the vehicle in front of the vehicle, as well as the vehicle in the rear of the vehicle.

[0033] The lane change detection unit 205 detects the relative relationship between the vehicle in the adjacent lane, which is an object detected by the various sensors, the vehicle distance calculation unit 203, and the relative speed calculation unit 204, and the vehicle itself, and judges the possibility that the adjacent vehicle will change lanes into the vehicle's lane (or cut in). The possibility of cutting in is judged from the behavior of the adjacent vehicle. For example, if an adjacent vehicle traveling in the adjacent lane stops slightly ahead of the vehicle itself (if the relative position between the adjacent vehicle and the vehicle in the traveling direction is approximately constant), it can be judged that there is a possibility (or a high possibility) of cutting in. Such a judgment can be made based on whether the relative position, relative speed or relative distance, or relative acceleration between the adjacent vehicle and the vehicle in the traveling direction is within a predetermined range.

[0034] If it is determined that there is a possibility that an adjacent vehicle will cut in, the target acceleration is corrected by the target acceleration calculation unit 206, which will be described later. For example, when the host vehicle is performing vehicle distance control with respect to the preceding vehicle, the correction of the target acceleration may include switching to vehicle speed control, or reducing (deceleration) the target acceleration or limiting the acceleration. Vehicle distance control is a control that controls the acceleration / deceleration of the host vehicle so that the vehicle distance between the host vehicle and the preceding vehicle matches the target vehicle distance (or is maintained within the target vehicle distance range), and is also called preceding vehicle following control. Vehicle speed control is a control that controls the acceleration / deceleration of the host vehicle so that the vehicle speed matches the target vehicle speed (or is maintained within the target vehicle speed range), and is also called constant speed automatic driving.

[0035] In addition, when an adjacent vehicle starts to cut in to the vehicle's lane or after the vehicle has cut in, the target acceleration of the vehicle may be corrected by the target acceleration calculation unit 206 based on whether the values ​​of the relative position, relative distance, relative speed, or relative acceleration in the traveling direction or lateral direction of the adjacent vehicle or the cutting in vehicle are within any range.

[0036] The operation control unit 207 calculates target values ​​for controlling various actuators / ECUs 240 when performing the preceding vehicle following control or constant speed automatic driving, and outputs control instructions. The operation control unit 207 has an accelerator control unit 211 that controls the acceleration of the host vehicle, a brake control unit 212 that controls the braking of the host vehicle, and a steering control unit 213 that controls the steering of the host vehicle.

[0037] [A-2. Control] (A-2-1. Description of the scene) Next, a first scene in which a vehicle according to an embodiment of the present invention is traveling will be described with reference to Fig. 3. In Fig. 3, a vehicle 300 (hereinafter also referred to as "own vehicle 300") equipped with a vehicle control device according to the present invention and a vehicle 301 (hereinafter also referred to as "preceding vehicle 301") traveling immediately before the own vehicle 300 are traveling.

[0038] The road on which the host vehicle 300 and the preceding vehicle 301 are traveling includes three lanes 310A, 310B, and 310C. Hereinafter, the lane 310B on which the host vehicle 300 and the preceding vehicle 301 are traveling is also referred to as the host vehicle lane 310B. The lanes 310A and 310C adjacent to the host vehicle lane 310B are also referred to as adjacent lanes 310A and 310C. The adjacent lane 310A is defined by white lines 320A and 320B, the host vehicle lane 310B is defined by white lines 320B and 320C, and the adjacent lane 310C is defined by white lines 320C and 320D. The number of lanes included in the road is not limited to three, and may be two or four or more (similar to FIG. 4 and the like).

[0039] The host vehicle 300 is executing adaptive cruise control (ACC). That is, when the preceding vehicle 301 is present, the host vehicle 300 executes a control to follow the preceding vehicle 301. In addition, when the preceding vehicle 301 is not present or when the preceding vehicle 301 is present but a predetermined condition is satisfied, the host vehicle 300 may execute a constant speed travel control to travel at a vehicle speed arbitrarily set by the driver.

[0040] Next, a second scene in which a vehicle according to an embodiment of the present invention is traveling will be described with reference to Fig. 4. In Fig. 4, a vehicle 400 (hereinafter also referred to as "own vehicle 400") equipped with a vehicle control device according to the present invention and vehicles 401, 402, 403, and 404 (hereinafter also referred to as "other vehicles 401, 402, 403, and 404") traveling immediately in front of or beside the own vehicle 400 are traveling.

[0041] The road on which the host vehicle 400 and the other vehicles 401-404 are traveling includes three lanes 410A, 410B, and 410C. Hereinafter, the lane 410B on which the host vehicle 400 and the other vehicles 401 are traveling will also be referred to as the host vehicle lane 410B. In addition, the lanes 410A and 410C adjacent to the host vehicle lane 410B will also be referred to as adjacent lanes 410A and 410C. The adjacent lane 410A is defined by white lines 420A and 420B, the host vehicle lane 410B is defined by white lines 420B and 420C, and the adjacent lane 410C is defined by white lines 420C and 420D. Further, the other vehicle 401 traveling immediately before the host vehicle 400 in the host vehicle lane 410B is also referred to as a preceding vehicle 401, and the other vehicles 402-404 traveling in the adjacent lanes 410A, 410C are also referred to as adjacent vehicles 402-404.

[0042] The host vehicle 400 is executing ACC. That is, when the preceding vehicle 401 exists, the host vehicle 400 executes a preceding vehicle following control for the preceding vehicle 401. Furthermore, when the preceding vehicle 401 does not exist or when the preceding vehicle 401 exists but a predetermined condition is satisfied, the host vehicle 400 may execute a constant speed traveling control to travel at a vehicle speed arbitrarily set by the driver.

[0043] During the execution of ACC, the vehicle control device of the host vehicle 400 uses a monitoring area 430. The monitoring area 430 is a detection area for adjacent vehicles (e.g., adjacent vehicles 402 to 404) and vehicles cutting in when ACC is being executed. In the example of Fig. 4, the range of the monitoring area 430 in the traveling direction (traveling direction range) is set from the front end of the host vehicle 400 to the front end of the preceding vehicle 401. Moreover, the range of the monitoring area 430 in the lateral direction (lateral range) is set as between the outer white lines 420A, 420D of the adjacent lanes 410A, 410C.

[0044] The travel direction range and lateral range of the monitoring area 430 are not limited to the above. For example, the travel direction range may be from the rear end of the host vehicle 400 to the front end of the preceding vehicle 401, or from the rear end of the host vehicle 400 to the rear end of the preceding vehicle 401. The rearmost position of the travel direction range may be set to a position behind the rear end of the host vehicle 400. In this case, if the current various sensors cannot detect a vehicle (other vehicle) behind the rear end of the host vehicle 400, a sensor may be added to detect vehicles in the host vehicle lane 410B or adjacent lanes 410A and 410C behind the rear end of the host vehicle 400.

[0045] The lateral range of the monitoring area 430 may be changed according to the number of adjacent lanes. That is, when adjacent lanes 410A and 410C exist on both sides of the host vehicle lane 410B, the lateral range may be between the outer white lines 420A and 420D of the adjacent lanes 410A and 410C. When adjacent lanes exist only on one side of the host vehicle lane 410B (for example, when adjacent lane 410A exists only), the lateral range may be between the outer white lines 420A and 420C of the adjacent lane 410A and the host vehicle lane 410B. Of the white lines 420A to 420D, the portions that cannot be imaged by the front image sensor 120 (FIG. 1) (non-imageable portions) may be detected or estimated based on the continuous behavior (travel direction, lateral direction, etc.) of the host vehicle 400 or a comparison of past and current forward images.

[0046] (A-2-2. Overview of acceleration / deceleration control associated with interrupts) Next, the acceleration / deceleration control of the vehicle will be described. As described above, the vehicle is capable of ACC including preceding vehicle following control (vehicle distance control) and constant speed automatic driving (vehicle speed control). In the present invention, for example, when an adjacent vehicle starts to cut into the vehicle's lane during preceding vehicle following control, or based on the possibility of cutting in, the acceleration / deceleration control of the vehicle is switched or corrected.

[0047] Specifically, when the lateral position of an adjacent vehicle present in the adjacent vehicle detection range (such as 430 in Figure 4) exceeds the white line threshold value (described later), or when a cut-in request (including those made via vehicle-to-vehicle communication and those made via turn signals) is received from the adjacent vehicle, the vehicle control device of the vehicle determines that the adjacent vehicle has started to cut in (details will be described later with reference to Figures 9(A) to 14).

[0048] Furthermore, when an adjacent vehicle traveling in an adjacent lane and within a monitoring area maintains a relative position to the vehicle in the traveling direction (when the relative position between the adjacent vehicle and the vehicle in the traveling direction is approximately constant), the vehicle control device of the vehicle determines that there is a (high) possibility of cutting in. Such a determination can be made based on whether or not the relative relationship value (relative position, relative distance, relative speed, or relative acceleration) between the adjacent vehicle and the vehicle in the traveling direction is within a predetermined range (details will be described later with reference to Figs. 5 to 8).

[0049] Hereinafter, the acceleration / deceleration control based on the lateral position of an adjacent vehicle in a monitoring area (such as 430 in FIG. 4) is also referred to as a first cut-in related control. Also, the acceleration / deceleration control based on a cut-in request from an adjacent vehicle is also referred to as a second cut-in related control. Furthermore, the acceleration / deceleration control based on a relative relationship value between the adjacent vehicle and the vehicle in the traveling direction (hereinafter also referred to as an "adjacent vehicle relationship value") is also referred to as a cut-in possibility related control.

[0050] The cut-in possibility-related control may be able to prepare for the cut-in of an adjacent vehicle at an earlier timing than the first and second cut-in related controls. On the other hand, depending on the behavior of the adjacent vehicle, the cut-in possibility-related control may not be able to determine whether the adjacent vehicle has cut in. Therefore, by using the cut-in possibility-related control together with the first and second cut-in related controls, it is possible to more reliably determine whether the adjacent vehicle has cut in. However, it is also possible to use only one or both of the cut-in possibility-related control and the first and second cut-in related controls.

[0051] (A-2-3. Control related to possibility of cutting in (Acceleration / deceleration control based on adjacent vehicle relationship value in the direction of travel)) Next, the cut-in possibility related control will be described with reference to Figures 5 to 8. As described above, the cut-in possibility related control is acceleration / deceleration control (determination of a cut-in vehicle and correction of the acceleration of the vehicle) based on the relative relationship value between the vehicle and an adjacent vehicle in the traveling direction.

[0052] 5(A) to 5(D) are explanatory diagrams showing first to fourth states of a scene in which a cut-in possibility-related control according to an embodiment of the present invention is performed. In FIG. 5(A) to FIG. 5(D), the host vehicle 500 and other vehicles 501 and 502 are traveling in the same direction. The road in FIG. 5(A) to FIG. 5(D) includes lanes 510A and 510B. Hereinafter, the lane 510B in which the host vehicle 500 and other vehicles 501 are traveling is also referred to as the host vehicle lane 510B. In addition, the lane 510A adjacent to the host vehicle lane 510B is also referred to as the adjacent lane 510A. The adjacent lane 510A is defined by white lines 520A and 520B, and the host vehicle lane 510B is defined by white lines 520B and 520C. Further, the other vehicle 501 traveling immediately before the host vehicle 500 in the host vehicle lane 510B is also referred to as a preceding vehicle 501, and the other vehicle 502 traveling in the adjacent lane 510A is also referred to as an adjacent vehicle 502.

[0053] 5(A) to 5(D), the host vehicle 500 continues ACC. In Fig. 5(A), the host vehicle 500 follows the preceding vehicle 501 by vehicle distance control. Specifically, the vehicle control device of the host vehicle 500 controls the acceleration / deceleration of the host vehicle 500 so that the vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 is maintained as a target vehicle distance. In addition, another vehicle 502 traveling in the adjacent lane 510A is approaching the host vehicle 500 from behind.

[0054] The vehicle control device of the vehicle 500 sets the monitoring area 530. In addition, when the white line 520B can be detected, the vehicle control device of the vehicle 500 sets the white line threshold 540. The white line threshold 540 is a threshold (virtual white line) for determining whether or not the adjacent vehicle 502 has started to cut into the vehicle lane 510B. The white line threshold 540 is inclined with respect to the white line 520B. That is, the white line threshold 540 has a larger lateral offset value with respect to the white line 520B as it is closer to the vehicle 500, and a smaller lateral offset value with respect to the white line 520B as it is closer to the preceding vehicle 501. In the example of FIG. 5(A) to FIG. 5(D), the lateral offset value with respect to the white line 520B at the front end of the preceding vehicle 501 is zero (however, it does not have to be zero). Alternatively, the traveling direction position at which the lateral offset value with respect to the white line 520B becomes zero may be another position (for example, a position a predetermined distance away from the front or rear end of the preceding vehicle 501). A specific fixed value may be used as the inclination or lateral offset value of the white line threshold 540. Alternatively, the inclination or lateral offset value of the white line threshold 540 may be calculated using a table or map that uses at least one of the relative speed or relative acceleration between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction, or the inter-vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 in the traveling direction, or the target inter-vehicle distance, or the relative distance.

[0055] In Fig. 5(B), the preceding vehicle 501 accelerates while the host vehicle 500 continues to perform vehicle-to-vehicle control with respect to the preceding vehicle 501, so that the vehicle-to-vehicle distance D1 becomes longer than that in Fig. 5(A). Therefore, when vehicle-to-vehicle control is continued, the vehicle control device of the host vehicle 500 tries to accelerate the host vehicle 500 so that the vehicle-to-vehicle distance D1 becomes the target vehicle-to-vehicle distance. Meanwhile, the other vehicle 502 has passed the host vehicle 500 and entered the monitoring area 530. Therefore, the vehicle control device of the host vehicle 500 uses a relative relationship value (adjacent vehicle relationship value) between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction to determine the possibility of the adjacent vehicle 502 cutting in. As the adjacent vehicle relationship value, for example, the relative speed [km / h] between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is used.

[0056] If the adjacent vehicle 502 maintains the position of Fig. 5(B) for a certain period of time (for example, if the relative speed remains zero for a certain period of time), it is considered that the adjacent vehicle 502 may change lanes (cut in) between the preceding vehicle 501 and the vehicle 500. Therefore, if the adjacent vehicle 502 maintains the position of Fig. 5(B) for a certain period of time, the vehicle control device of the vehicle 500 stops the vehicle distance control with respect to the preceding vehicle 501 and switches to vehicle speed control. As a result, the vehicle 500 starts to travel at a target speed, and the vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 may deviate from the target vehicle distance used in the vehicle distance control.

[0057] As described above, when the host vehicle 500 continues the vehicle distance control for the preceding vehicle 501, if the preceding vehicle 501 accelerates and the vehicle distance D1 becomes longer than the target vehicle distance, the vehicle control device of the host vehicle 500 accelerates the host vehicle 500 so that the vehicle distance D1 matches the target vehicle distance. However, when the vehicle distance control for the preceding vehicle 501 is stopped and a shift is made to vehicle speed control, the host vehicle 500 continues to travel at a constant speed even if the preceding vehicle 501 accelerates. This makes it possible to prepare for the cutting in of the adjacent vehicle 502.

[0058] 5B, the adjacent vehicle 502 does not exceed the white line threshold 540. Whether or not the adjacent vehicle 502 has exceeded the white line threshold 540 is determined by comparing the relative position of the right front corner of the adjacent vehicle 502 (either the left front corner or the right front corner of the adjacent vehicle 502, whichever is closer to the white line 520B) with the white line threshold 540.

[0059] In FIG. 5(C), adjacent vehicle 502 has crossed white line threshold 540 and is heading toward host vehicle lane 510B. When adjacent vehicle 502 crosses white line threshold 540, the vehicle control device of host vehicle 500 determines that adjacent vehicle 502 has started to change lanes to host vehicle lane 510B (cutting in between host vehicle 500 and preceding vehicle 501). In this case, the vehicle control device of host vehicle 500 sets adjacent vehicle 502 as a new preceding vehicle and starts inter-vehicle control for the new preceding vehicle 502. That is, the vehicle control device of host vehicle 500 controls acceleration / deceleration of host vehicle 500 so that inter-vehicle distance D1 between host vehicle 500 and new preceding vehicle 502 maintains the target inter-vehicle distance.

[0060] FIG. 5(D) shows a state in which a new preceding vehicle 502 (the original adjacent vehicle) has completed a lane change to the host vehicle's lane 510B (cutting in between the host vehicle 500 and the original preceding vehicle 501).

[0061] FIG. 6 is a flowchart of the cut-in possibility related control according to one embodiment of the present invention. Each step in FIG. 6 will be described below in relation to FIG. 5(A) to FIG. 5(D). In step S601, the vehicle control device of the host vehicle 500 performs ACC distance control (see FIG. 5(A)). In step S602, the vehicle control device of the host vehicle 500 judges whether or not another vehicle (adjacent vehicle) is present in the adjacent lane 510A and in the monitoring area 530. If an adjacent vehicle is present (S602: TRUE), the process proceeds to step S603. If an adjacent vehicle is not present (S602: FALSE), the process does not judge whether a cut-in vehicle has occurred and does not correct the acceleration of the host vehicle based on the judgment.

[0062] In step S603, the vehicle control device of the vehicle 500 acquires the relative speed between the vehicle 500 and the adjacent vehicle 502 in the traveling direction. The relative speed in the traveling direction is used in step S605, which will be described later, in order to determine the possibility that the adjacent vehicle 502 will cut into the vehicle lane 510B. Note that, instead of the relative speed in the traveling direction, another relative relationship value (adjacent vehicle relationship value) between the vehicle 500 and the adjacent vehicle 502 in the traveling direction may be used as long as it is possible to determine the possibility of the adjacent vehicle 502 cutting in. As such an adjacent vehicle relationship value, for example, a relative position or relative distance or relative acceleration in the traveling direction may be used. In addition, the number of adjacent vehicles to be targeted is not limited to one, and may be multiple adjacent vehicles. The relative speed may be negative on the side approaching the vehicle 500 and positive on the side moving away from the vehicle 500, or vice versa. Although not shown in FIG. 6, in order to control the distance between the vehicle and the preceding vehicle 501, the vehicle control device of the vehicle 500 also acquires the relative position, relative distance, relative speed, and relative acceleration between the vehicle 500 and the preceding vehicle 501 in the traveling direction.

[0063] In step S604, the vehicle control device of the host vehicle 500 acquires a relative relationship value of the adjacent vehicle 502 in the lateral direction. The relative relationship value in the lateral range here includes the relative position, relative distance, relative speed, and relative acceleration between the host vehicle 500 and the adjacent vehicle 502, as well as the relative position and relative distance between the white line 520B and the adjacent vehicle 502. The target adjacent vehicle is not limited to one, and may be multiple adjacent vehicles. Although not shown in FIG. 6, the vehicle control device of the host vehicle 500 also acquires the relative position, relative distance, relative speed, and relative acceleration between the host vehicle 500 and the preceding vehicle 501 in the lateral direction for vehicle distance control with respect to the preceding vehicle 501.

[0064] In step S605, the vehicle control device of the host vehicle 500 determines whether the relative position between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant. Whether the relative position in the traveling direction is constant is determined based on whether a state in which the relative speed between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is zero or within a predetermined range including zero continues for a first predetermined time. Alternatively, whether the relative position in the traveling direction is constant may be determined based on whether a state in which the relative distance between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is within a predetermined range continues for a first predetermined time. Alternatively, whether the relative position in the traveling direction is constant may be determined based on whether a state in which the relative acceleration between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is zero or within a predetermined range including zero continues for a first predetermined time.

[0065] The first predetermined time (first time threshold) may be a specific fixed value, or may be calculated using a table or map that uses at least one of the relative speed, relative distance, or relative acceleration between the vehicle 500 and the adjacent vehicle 502 in the traveling direction, or the inter-vehicle distance D1 between the vehicle 500 and the preceding vehicle 501 in the traveling direction, or the target inter-vehicle distance.

[0066] In addition, when determining whether the relative position in the traveling direction is constant, two or more indicators of the relative position, relative speed, relative distance, and relative acceleration in the traveling direction may be used. In this case, even if one of the indicators indicates that the relative position in the traveling direction is constant, if another value does not indicate that the relative position in the traveling direction is constant, it may be determined that the relative position in the traveling direction is not constant.

[0067] If the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605: true), the process proceeds to step S606. If not (S605: false), the process does not determine whether a vehicle is cutting in and does not correct the acceleration of the vehicle 500 based on the determination.

[0068] In addition, when the relative position between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant, the acceleration of the host vehicle 500 may be corrected by using a flag such as a cut-in possibility flag or a first predetermined time lapse flag.

[0069] In step S606, the vehicle control device of the host vehicle 500 switches the driving control of the host vehicle 500 from vehicle distance control to vehicle speed control. Instead of switching to vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G]. After step S606, even if the preceding vehicle 501 accelerates and the vehicle distance D1 becomes longer than the target vehicle distance, the host vehicle 500 continues to travel at a constant speed (FIG. 5(B)). On the other hand, if the preceding vehicle 501 decelerates and the vehicle distance D1 becomes shorter than the target vehicle distance, the vehicle distance control may be performed with priority over the vehicle speed control, and the host vehicle 500 may be decelerated so that the vehicle distance D1 from the preceding vehicle 501 becomes the target vehicle distance, although this is not shown in FIG. 6. In other words, in step S606, if the vehicle distance D1 from the preceding vehicle 501 is equal to or greater than the target vehicle distance, the vehicle speed control may be selected, and if the vehicle distance D1 is less than the target vehicle distance, the vehicle distance control may be selected.

[0070] In step S607, the vehicle control device of the host vehicle 500 judges whether the adjacent vehicle 502 has exceeded the white line threshold 540. The white line threshold 540 is a threshold obtained by offsetting a predetermined fixed value from the white line 520B. Alternatively, the white line threshold 540 is a threshold calculated using a table or map according to the relative speed, inter-vehicle distance D1, relative acceleration, or target inter-vehicle distance between the host vehicle 500 and the preceding vehicle 501 in the traveling direction, and is judged based on the relative position of the adjacent vehicle 502 and the white line threshold 540.

[0071] If there is no white line 520B or if it cannot be detected, it may be determined whether the adjacent vehicle 502 has exceeded the white line threshold 540 (or whether the adjacent vehicle 502 has started to cut in) based on the lateral relative relationship value between the adjacent vehicle 502 (other vehicle) and the vehicle 500. As the lateral relative relationship value between the adjacent vehicle 502 and the vehicle 500, the following distance D1 between the vehicle 500 and the preceding vehicle 501, the relative vehicle speed, or the amount of change in the relative vehicle speed within a predetermined time, or the amount of change in the inter-vehicle distance D1 within a predetermined time may be used. If the adjacent vehicle 502 has exceeded the white line threshold 540 (S607: true), the process proceeds to the next step S608. If not (S607: false), the process proceeds to step S613.

[0072] In step S608, the vehicle control device of the host vehicle 500 switches the preceding vehicle (the other vehicle immediately preceding the host vehicle 500 in the host vehicle lane 510B) from the other vehicle 501 to the other vehicle 502. In other words, when the adjacent vehicle 502 exceeds the white line threshold value 540, the host vehicle 500 recognizes the adjacent vehicle 502 as a cutting-in vehicle or a new preceding vehicle, instead of the preceding vehicle 501 that the host vehicle 500 has been following up until that point.

[0073] In step S609, the vehicle control device of the host vehicle 500 switches the driving control of the host vehicle 500 from vehicle speed control to vehicle distance control. At this time, the new preceding vehicle 502 (the former adjacent vehicle) is set as the target of the vehicle distance control. Note that when the adjacent vehicle 502 cuts in and becomes the new preceding vehicle 502, the vehicle distance D1 between the host vehicle 500 and the new preceding vehicle 502 is assumed to be shorter than the target vehicle distance.

[0074] In step S610, the vehicle control device of the host vehicle 500 judges whether the relative speed in the traveling direction between the host vehicle 500 and the new preceding vehicle 502 is 0 or close to 0 (within a predetermined range including 0). If the relative speed in the traveling direction is 0 or close to 0 (S610: true), the process proceeds to step S611. If not (S610: false), the process proceeds to step S612.

[0075] In step S611, the vehicle control device of the host vehicle 500 limits the deceleration (negative acceleration) of the host vehicle 500. As described above, when the adjacent vehicle 502 cuts in and becomes the new preceding vehicle 502, it is assumed that the inter-vehicle distance D1 between the host vehicle 500 and the new preceding vehicle 502 is shorter than the target inter-vehicle distance. In this state, when the relative speed between the host vehicle 500 and the new preceding vehicle 502 is close to zero, the host vehicle 500 and the new preceding vehicle 502 are unlikely to suddenly approach each other. Therefore, the deceleration is limited so that the inter-vehicle distance D1 gradually increases. The acceleration / deceleration of the host vehicle 500 may be calculated using a table or map that uses at least one of the relative speed, inter-vehicle distance, relative acceleration, and target inter-vehicle distance in the traveling direction between the host vehicle 500 and the new preceding vehicle 502.

[0076] In step S612, the vehicle control device of the host vehicle 500 strengthens the deceleration. If the relative speed between the host vehicle 500 and the new preceding vehicle 502 is not near zero, the inter-vehicle distance D1 between the host vehicle 500 and the new preceding vehicle 502 rapidly shortens or lengthens. Therefore, in order to increase the inter-vehicle distance D1 to the target inter-vehicle distance as soon as possible, a larger deceleration is permitted.

[0077] In either case of steps S611 and S612, when the inter-vehicle distance D1 between the host vehicle 500 and the new preceding vehicle 502 reaches the target inter-vehicle distance, inter-vehicle control is continued so as to maintain that state.

[0078] As described above, if the adjacent vehicle 502 does not exceed the white line threshold value 540 (S607: false), the process proceeds to step S613. In step S613, the vehicle control device of the host vehicle 500 judges whether or not the time since step S605: true has elapsed the second predetermined time. If the time has elapsed (S613: true), the vehicle control device judges that the adjacent vehicle 502 is not likely to cut in, and the process proceeds to step S614. If not (S613: false), the process returns to step S607. The second predetermined time (second time threshold) may be a specific fixed value. Alternatively, the second predetermined time may be calculated using a table or a map that uses at least one of the relative speed, relative distance, or relative acceleration between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction, or the inter-vehicle distance D1 or the target inter-vehicle distance between the host vehicle 500 and the preceding vehicle 501 in the traveling direction.

[0079] In step S614, the vehicle control device of the host vehicle 500 switches the driving control of the host vehicle 500 from vehicle speed control to vehicle distance control. At this time, the vehicle control device sets the preceding vehicle 501, which was the same as the target of the previous vehicle distance control, as the target of the vehicle distance control.

[0080] Fig. 7 is a first timing chart when a cut-in possibility related control according to an embodiment of the present invention is executed. In the following, Fig. 7 will be explained in relation to Figs. 5(A) to 5(D) and 6. In the example of Fig. 7, in the ACC of the host vehicle 500, a switch of the preceding vehicle from another vehicle 501 to another vehicle 502 occurs.

[0081] Prior to time Δt11 in Fig. 7, vehicle distance control is being performed with respect to the preceding vehicle 501 (S601 in Fig. 6). At time Δt11, the relative speed between the vehicle 500 and the adjacent vehicle 502 in the traveling direction becomes zero (or is within a predetermined range including zero). After that, the state in which the relative speed is zero (or is within a predetermined range including zero) continues.

[0082] Time point Δt12 is a time point when the continuous time during which the relative speed in the traveling direction is zero (or the continuous time included in a predetermined range including zero) has elapsed a first predetermined time (S605 in FIG. 6: true). Therefore, the vehicle control device of the host vehicle 500 switches the traveling control of the host vehicle 500 from vehicle distance control to vehicle speed control (S606 in FIG. 6). Therefore, even if the preceding vehicle 501 accelerates after time point Δt12 and the vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes wider than the target vehicle distance, the host vehicle 500 continues the vehicle speed control to keep the vehicle speed constant. Instead of switching to vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G]. Note that, for the acceleration / deceleration command value in FIG. 7, the dashed line after time point Δt12 indicates a value in the case where vehicle distance control is continued without switching from vehicle distance control to vehicle speed control.

[0083] At time Δt13 in FIG. 7, adjacent vehicle 502 starts to cut into host vehicle lane 510B (i.e., adjacent vehicle 502 crosses white line threshold 540) (S607 in FIG. 6: true), and the preceding vehicle is switched from other vehicle 501 to other vehicle 502 (S608 in FIG. 6). At this time, a switching flag or the like may be used for management. After the preceding vehicle is switched, driving control is switched from vehicle speed control to vehicle distance control (S609 in FIG. 6). Then, acceleration / deceleration of host vehicle 500 is controlled so that inter-vehicle distance D1 between host vehicle 500 and new preceding vehicle 502 matches the target inter-vehicle distance (or is within the target inter-vehicle distance area).

[0084] Therefore, after time Δt13 in Fig. 7, the vehicle control device of the host vehicle 500 controls the acceleration (acceleration / deceleration command value) according to the inter-vehicle distance D1 (or the relative speed) between the host vehicle 500 and the new preceding vehicle 502. If the relative speed in the traveling direction between the host vehicle 500 and the new preceding vehicle 502 is zero or close to zero (or within a predetermined range including zero) and the inter-vehicle distance D1 does not suddenly become shorter or a sufficient inter-vehicle distance D1 can be secured (S610 in Fig. 6: true), the deceleration is limited to gradually bring the inter-vehicle distance D1 closer to the target inter-vehicle distance (S611 in Fig. 6). Although not shown in Fig. 7, if the relative speed is not close to zero (or is not within a predetermined range including zero) and the inter-vehicle distance D1 suddenly becomes shorter or a sufficient inter-vehicle distance D1 cannot be secured (S610 in Fig. 6: false), the deceleration is strengthened to secure the inter-vehicle distance D1 (S612 in Fig. 6).

[0085] If vehicle-to-vehicle distance control is maintained in a situation where the preceding vehicle 501 accelerates from time Δt12 and then the adjacent vehicle 502 cuts in at time Δt13, the host vehicle 500 will accelerate and then decelerate in order to follow the preceding vehicle 501. In that case, sudden acceleration and sudden deceleration will occur as shown by the dashed line in the acceleration / deceleration command value in FIG. 7. However, when the present invention is applied, the vehicle-to-vehicle distance control is switched from vehicle distance control to vehicle speed control at time Δt12 before the adjacent vehicle 502 starts cutting in. Then, because the acceleration of the host vehicle 500 is corrected by vehicle speed control from time Δt12 to Δt13, the above-mentioned sudden acceleration and sudden deceleration (dashed line) will not occur even if the adjacent vehicle 502 cuts in.

[0086] Fig. 8 is a second timing chart when the cut-in possibility related control according to one embodiment of the present invention is executed. In the following, Fig. 8 will be explained in relation to Figs. 5(A) to 5(D) and 6. In the example of Fig. 8, in the ACC of the host vehicle 500, switching of the preceding vehicle from the other vehicle 501 to the other vehicle 502 does not occur.

[0087] Prior to time Δt21 in Fig. 8, inter-vehicle control is being performed with respect to the preceding vehicle 501 (S601 in Fig. 6). At time Δt21, the relative speed between the vehicle 500 and the adjacent vehicle 502 in the traveling direction becomes zero (or is within a predetermined range including zero). After that, the state in which the relative speed is zero (or is within a predetermined range including zero) continues.

[0088] Time point Δt22 is the time point when the continuous time during which the relative speed is zero (or the continuous time included in a predetermined range including zero) has elapsed a first predetermined time (S605 in FIG. 6: true). Therefore, the vehicle control device of the host vehicle 500 switches the driving control of the host vehicle 500 from vehicle distance control to vehicle speed control (S606 in FIG. 6). Therefore, even if the preceding vehicle 501 accelerates after time point Δt22 and the vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes wider than the target vehicle distance, the host vehicle 500 continues the vehicle speed control that keeps the vehicle speed constant. Instead of switching to vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G].

[0089] At time Δt23 in FIG. 8, after switching to vehicle speed control (S606 in FIG. 6), a second predetermined time has elapsed while the adjacent vehicle 502 does not exceed the white line threshold 540 (S613 in FIG. 6: true), and it is determined that there is no possibility of the adjacent vehicle 502 cutting in. Then, the vehicle control device of the host vehicle 500 switches the driving control from vehicle speed control to vehicle distance control (S614 in FIG. 6). The new vehicle distance control after time Δt23 targets the preceding vehicle 501, as in the vehicle distance control up to time Δt22. Therefore, the vehicle control device of the host vehicle 500 controls the acceleration / deceleration of the host vehicle 500 so that the vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes the target vehicle distance (or falls within the target vehicle distance range).

[0090] The second predetermined time may be a specific fixed value, or may be calculated using a table or map that uses at least one of the relative speed, relative distance, or relative acceleration between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction, or the inter-vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 in the traveling direction, or the target inter-vehicle distance.

[0091] In addition, if the host vehicle 500 does not detect the preceding vehicle 501 after a second predetermined time has elapsed due to the acceleration of the preceding vehicle 501, the vehicle control device of the host vehicle 500 may execute vehicle speed control to control the acceleration of the host vehicle 500 so that the host vehicle 500 travels at a preset target vehicle speed or the current vehicle speed.

[0092] (A-2-4. First cut-in related control (acceleration / deceleration control based on the lateral position of adjacent vehicles)) Next, the first cut-in-related control will be described with reference to Figures 9(A) to 13. As described above, the first cut-in-related control is acceleration / deceleration control based on the lateral position of the adjacent vehicle.

[0093] 9(A) to 9(D) are explanatory diagrams showing first to fourth states of a first scene in which a first cut-in-related control according to an embodiment of the present invention is performed. In FIG. 9(A) to FIG. 9(D), a host vehicle 900 and other vehicles 901 and 902 are traveling in the same direction. The road in FIG. 9(A) to FIG. 9(D) includes lanes 910A and 910B. Hereinafter, the lane 910B in which the host vehicle 900 and other vehicles 901 are traveling is also referred to as the host vehicle lane 910B. In addition, the lane 910A adjacent to the host vehicle lane 910B is also referred to as the adjacent lane 910A. The adjacent lane 910A is defined by white lines 920A and 920B, and the host vehicle lane 910B is defined by white lines 920B and 920C. Further, the other vehicle 901 traveling immediately before the host vehicle 900 in the host vehicle lane 910B is also referred to as a preceding vehicle 901, and the other vehicle 902 traveling in the adjacent lane 910A is also referred to as an adjacent vehicle 902.

[0094] 9(A) to 9(D), the host vehicle 900 continues ACC. In Fig. 9(A), the host vehicle 900 follows the preceding vehicle 901 by vehicle distance control. Specifically, the vehicle control device of the host vehicle 900 controls the acceleration / deceleration of the host vehicle 900 so that the vehicle distance D1 between the host vehicle 900 and the preceding vehicle 901 is maintained as a target vehicle distance. In addition, another vehicle 902 traveling in an adjacent lane 910A is approaching the host vehicle 900 from behind.

[0095] A vehicle control device of the host vehicle 900 sets a monitoring area 930. The monitoring area 930 is a detection area for adjacent vehicles (e.g., adjacent vehicle 902) and vehicles cutting in when ACC is being executed. In the example of Fig. 9(A) to Fig. 9(D), the range of the monitoring area 930 in the traveling direction (traveling direction range) is set from the front end of the host vehicle 900 to the front end of the preceding vehicle 901. Moreover, the range of the monitoring area 930 in the lateral direction (lateral range) is set as between the outer white lines 920A, 920C of the adjacent lane 910A and the host vehicle lane 910B.

[0096] The travel direction range and lateral range of the monitoring area 930 are not limited to the above. For example, the travel direction range may be from the rear end of the host vehicle 900 to the front end of the preceding vehicle 901, or from the rear end of the host vehicle 901 to the rear end of the preceding vehicle 901. The rearmost position of the travel direction range may be set to a position behind the rear end of the host vehicle 900. In this case, if the current various sensors cannot detect a vehicle (other vehicle) behind the rear end of the host vehicle 900, a sensor may be added to detect a vehicle in the host vehicle lane 910B or adjacent lane 910A behind the rear end of the host vehicle 900. In addition, the lateral range of the monitoring area 930 may be changed according to the number of adjacent lanes.

[0097] Furthermore, when the white line 920B can be detected, the vehicle control device of the host vehicle 900 sets a first white line threshold 941 and a second white line threshold 942. The first white line threshold 941 is a threshold (virtual white line) for determining whether or not there is a possibility (or whether or not the possibility is high) of the adjacent vehicle 902 cutting into the host vehicle lane 510B. The second white line threshold 942 is a threshold (virtual white line) for determining whether or not the adjacent vehicle 902 has started cutting into the host vehicle lane 910B.

[0098] The first white line threshold 941 is inclined with respect to the white line 920B. That is, the closer the first white line threshold 941 is to the host vehicle 900, the larger the lateral offset value with respect to the white line 920B, and the closer the first white line threshold 941 is to the preceding vehicle 901, the smaller the lateral offset value with respect to the white line 920B. In the example of Figs. 9(A) to 9(D), the lateral offset value with respect to the white line 920B at the leading edge of the preceding vehicle 901 is zero (however, it does not have to be zero). Alternatively, the position in the traveling direction where the lateral offset value with respect to the white line 920B becomes zero may be another position (for example, a position a predetermined distance away from the leading edge or rear end of the preceding vehicle 901). A specific fixed value may be used for the inclination or lateral offset value of the first white line threshold 941. Alternatively, the inclination or lateral offset value of the first white line threshold 941 may be calculated using a table or map that uses at least one of the relative speed, relative distance, or relative acceleration between the host vehicle 900 and the adjacent vehicle 902 in the direction of travel, or the inter-vehicle distance D1 between the host vehicle 900 and the preceding vehicle 901 in the direction of travel or the target inter-vehicle distance.

[0099] The second white line threshold 942 is inclined with respect to the white line 920B between the white line 920B and the first white line threshold 941. That is, the closer the second white line threshold 942 is to the host vehicle 900, the larger the lateral offset value with respect to the white line 920B, and the closer the second white line threshold 942 is to the preceding vehicle 901, the smaller the lateral offset value with respect to the white line 920B. In the example of Figs. 9(A) to 9(D), the lateral offset value with respect to the white line 920B at the leading edge of the preceding vehicle 901 is zero (however, it does not have to be zero). Alternatively, the position in the traveling direction where the lateral offset value with respect to the white line 920B becomes zero may be another position (for example, a position a predetermined distance away from the leading edge or rear end of the preceding vehicle 901). A specific fixed value may be used for the inclination or lateral offset value of the second white line threshold 942. Alternatively, the inclination or lateral offset value of the second white line threshold 942 may be calculated using a table or map that uses at least one of the relative speed, relative distance, or relative acceleration between the host vehicle 500 and the adjacent vehicle 502 in the direction of travel, or the inter-vehicle distance D1 or target inter-vehicle distance between the host vehicle 900 and the preceding vehicle 901 in the direction of travel.

[0100] 9(B), the host vehicle 900 continues to perform vehicle distance control with respect to the preceding vehicle 901. Meanwhile, another vehicle 902 has passed the host vehicle 900 and entered the monitoring area 930. Therefore, the vehicle control device of the host vehicle 900 judges the possibility of the adjacent vehicle 902 cutting in using the relative position or relative distance between the adjacent vehicle 902 and the first white line threshold value 941 in the lateral direction.

[0101] In Fig. 9(C), the adjacent vehicle 902 exceeds the first white line threshold 941. Therefore, it is considered that there is a possibility that the adjacent vehicle 902 will change lanes (cut in) between the preceding vehicle 901 and the host vehicle 900. Therefore, the vehicle control device of the host vehicle 900 stops the vehicle distance control for the preceding vehicle 901 and switches to vehicle speed control. As a result, the host vehicle 900 starts traveling at a target speed, and there is a possibility that the vehicle distance D1 between the host vehicle 900 and the preceding vehicle 901 will deviate from the target vehicle distance.

[0102] As described above, when the host vehicle 900 continues the vehicle distance control with respect to the preceding vehicle 901, if the preceding vehicle 901 accelerates and the vehicle distance D1 becomes longer than the target vehicle distance, the vehicle control device of the host vehicle 900 accelerates the host vehicle 900 so that the vehicle distance D1 matches the target vehicle distance. However, when the vehicle distance control with respect to the preceding vehicle 901 is stopped and a shift is made to vehicle speed control, the host vehicle 900 continues to travel at a constant speed even if the preceding vehicle 901 accelerates. This makes it possible to prepare for the cutting in of the adjacent vehicle 902.

[0103] In Fig. 9(D), the adjacent vehicle 902 crosses the second white line threshold 942 and enters the host vehicle lane 910B. When the adjacent vehicle 902 crosses the second white line threshold 942, the vehicle control device of the host vehicle 900 determines that the adjacent vehicle 902 has started to change lanes to the host vehicle lane 910B (cutting in between the host vehicle 900 and the preceding vehicle 901). In this case, the vehicle control device of the host vehicle 900 sets the adjacent vehicle 902 as a new preceding vehicle and starts inter-vehicle control for the new preceding vehicle 902. That is, the vehicle control device of the host vehicle 900 controls the acceleration / deceleration of the host vehicle 900 so that the inter-vehicle distance D1 between the host vehicle 900 and the new preceding vehicle 902 is maintained as the target inter-vehicle distance.

[0104] 10(A) to 10(D) are explanatory diagrams showing first to fourth states of a second scene in which a first cut-in-related control according to an embodiment of the present invention is performed. In FIG. 10(A) to FIG. 10(D), a host vehicle 1000 and other vehicles 1001 and 1002 are traveling in the same direction. The road in FIG. 10(A) to FIG. 10(D) includes lanes 1010A and 1010B. Hereinafter, the lane 1010B in which the host vehicle 1000 and other vehicles 1001 are traveling is also referred to as the host vehicle lane 1010B. In addition, the lane 1010A adjacent to the host vehicle lane 1010B is also referred to as the adjacent lane 1010A. The adjacent lane 1010A is defined by white lines 1020A and 1020B, and the host vehicle lane 1010B is defined by white lines 1020B and 1020C. Further, the other vehicle 1001 traveling just before the host vehicle 1000 in the host vehicle lane 1010B is also referred to as a preceding vehicle 1001, and the other vehicle 1002 traveling in the adjacent lane 1010A is also referred to as an adjacent vehicle 1002.

[0105] 10(A) to 10(D), the host vehicle 1000 continues ACC. Figs. 10(A) to 10(C) are similar to Figs. 9(A) to 9(C). That is, in Fig. 10(A), the host vehicle 1000 is following a preceding vehicle 1001 by vehicle distance control. Also, another vehicle 1002 traveling in an adjacent lane 1010A is approaching the host vehicle 1000 from behind. Also, the vehicle control device of the host vehicle 1000 sets a monitoring area 1030, a first white line threshold 1041, and a second white line threshold 1042.

[0106] 10B, the host vehicle 1000 continues to perform distance control with respect to the preceding vehicle 1001. Meanwhile, the other vehicle 1002 has passed the host vehicle 1000 and entered the monitoring area 1030. Therefore, the vehicle control device of the host vehicle 1000 judges the possibility of the adjacent vehicle 1002 cutting in using the relative position or relative distance between the adjacent vehicle 1002 and the first white line threshold value 1041 in the lateral direction.

[0107] In Fig. 10(C), the adjacent vehicle 1002 exceeds the first white line threshold 1041. Therefore, it is considered that the adjacent vehicle 1002 may change lanes (cut in) between the preceding vehicle 1001 and the host vehicle 1000. Therefore, the vehicle control device of the host vehicle 1000 stops the vehicle distance control for the preceding vehicle 1001 and switches to vehicle speed control. As a result, the host vehicle 1000 starts traveling at a target speed, and the vehicle distance D1 between the host vehicle 1000 and the preceding vehicle 1001 may deviate from the target vehicle distance.

[0108] 10(D), the adjacent vehicle 1002 is away from the first white line threshold 1041. Therefore, it is considered that there is no (or a low) possibility that the adjacent vehicle 1002 will change lanes (cut in) between the preceding vehicle 1001 and the vehicle 1000. Therefore, the vehicle control device of the vehicle 1000 stops vehicle speed control and resumes vehicle distance control with respect to the preceding vehicle 1001.

[0109] In addition, if the adjacent vehicle 1002 once exceeds the first white line threshold 1041 and then moves away from the first white line threshold 1041, and the preceding vehicle 1001 accelerates, causing the host vehicle 1000 to no longer detect the preceding vehicle 1001, the vehicle control device of the host vehicle 1000 may perform vehicle speed control to control the acceleration of the host vehicle 1000 so that the host vehicle 1000 travels at a predetermined target vehicle speed or the current vehicle speed.

[0110] Fig. 11 is a flowchart of the first interrupt-related control according to one embodiment of the present invention. Each step in Fig. 11 will be described below in association with Figs. 9(A) to 9(D) (or Figs. 10(A) to 10(D)). In step S1101, the vehicle control device of the host vehicle 900 performs ACC distance control (see Fig. 9(A)).

[0111] In step S1102, the vehicle control device of the host vehicle 900 determines whether or not the white line 920B can be detected. If the white line 920B can be detected (S1102: true (TRUE)), the process proceeds to step S1103. If not (S1102: false (FALSE)), the correction of acceleration based on the cut-in determination of this embodiment ends. Although not shown in FIG. 11, if the white line cannot be detected (S1102: false), it is also possible to perform steps similar to steps S1106, S1108, and S1111 described below based on the lateral relative position, relative speed, relative distance, or relative acceleration between the host vehicle 900 and the adjacent vehicle 902 instead of the white line 920B.

[0112] In step S1103, the vehicle control device of the host vehicle 900 calculates a first white line threshold 941 and a second white line threshold 942. As described above, the first white line threshold 941 is a threshold (virtual white line) for determining whether or not there is a possibility (or whether or not there is a high possibility) of the adjacent vehicle 502 cutting into the host vehicle lane 510B. The second white line threshold 942 is a threshold (virtual white line) for determining whether or not the adjacent vehicle 902 has started cutting into the host vehicle lane 910B. As described above, the first white line threshold 941 can be inclined with respect to the white line 920B (or the lateral offset value with respect to the white line 920B can be changed). The second white line threshold 942 can be inclined with respect to the white line 920B (or the lateral offset value with respect to the white line 920B can be changed) between the white line 920B and the first white line threshold 941.

[0113] In step S1104, the vehicle control device of the vehicle 900 judges whether or not an adjacent vehicle 902 is detected within the monitoring area 930. If an adjacent vehicle 902 is detected (S1104: true), the process proceeds to step S1105. If not (S1104: false), the correction of acceleration based on the cut-in judgment of this embodiment is terminated. The monitoring area 930 is classified into a travel direction range and a lateral direction range. As described above, the travel direction range and the lateral direction range of the monitoring area 930 can be set appropriately. In addition, among the white lines 920A to 920C, a portion that is too close to the vehicle 900 and cannot be imaged by the forward image sensor 120 (FIG. 1) (imaging unavailable portion) may be detected or estimated based on the continuous behavior of the vehicle 900 or a comparison of past and current forward images.

[0114] In step S1105, the vehicle control device of the host vehicle 900 acquires the relative position or relative distance in the lateral direction between the adjacent vehicle 902 and the white line 920B (as well as the first white line threshold value 941 and the second white line threshold value 942).

[0115] In step S1106, the vehicle control device of the host vehicle 900 judges whether or not the adjacent vehicle 902 has exceeded the first white line threshold 941. If it has exceeded (S1106: true), the process proceeds to step S1107. In that case, the cut-in judgment flag may be set to ON. If not (S1106: false), the correction of acceleration based on the cut-in judgment of this embodiment is terminated.

[0116] In step S1107, the vehicle control device of the host vehicle 900 switches the driving control of the host vehicle 900 from vehicle distance control to vehicle speed control. The target vehicle speed used in the vehicle speed control is set to the vehicle speed at the time of the switch or a lower vehicle speed. Instead of switching to the vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G]. After step S1107, the host vehicle 900 continues to travel at a constant speed even if the preceding vehicle 901 accelerates and the vehicle distance D1 becomes longer than the target vehicle distance. On the other hand, if the preceding vehicle 901 decelerates and the vehicle distance D1 becomes shorter than the target vehicle distance, the vehicle distance control may be performed with priority over the vehicle speed control, and the host vehicle 900 may be decelerated so that the vehicle distance D1 from the preceding vehicle 901 becomes the target vehicle distance. In other words, in step S1107, if the distance D1 to the preceding vehicle 901 is equal to or greater than the target distance, the vehicle speed control may be selected, and if the distance D1 is less than the target distance, the vehicle distance control may be selected.

[0117] In step S1108, the vehicle control device of the host vehicle 900 determines whether or not the adjacent vehicle 902 has exceeded the second white line threshold 942. If it has exceeded the threshold (S1108: true), the process proceeds to step S1109. In that case (or after step S1109 or S1110), the cut-in determination flag may be turned off.

[0118] In step S1109, the vehicle control device of the host vehicle 900 switches the preceding vehicle (the other vehicle immediately preceding the host vehicle 900 in the host vehicle lane 910B) from the other vehicle 901 to the other vehicle 902. In other words, when the adjacent vehicle 902 exceeds the second white line threshold value 942, the host vehicle 900 recognizes the adjacent vehicle 902 as a cutting-in vehicle or a new preceding vehicle, instead of the preceding vehicle 901 that the host vehicle 900 has been following up until that point.

[0119] In step S1110, the vehicle control device of the host vehicle 900 switches the driving control of the host vehicle 900 from vehicle speed control to vehicle distance control. At this time, the new preceding vehicle 902 (the former adjacent vehicle) is made the target of vehicle distance control. Note that when the adjacent vehicle 902 cuts in and becomes the new preceding vehicle 902, it is assumed that the vehicle distance D1 between the host vehicle 900 and the new preceding vehicle 902 is shorter than the target vehicle distance. After step S1110, the same processes as steps S610 to S612 in FIG. 6 may be performed.

[0120] If the second white line threshold 942 is not exceeded (S1108: false), the process proceeds to step S1111. In step S1111, the vehicle control device of the host vehicle 900 determines whether the adjacent vehicle 902 has moved away from the first white line threshold 941. If the adjacent vehicle 902 has moved away (step S1111: true), the process proceeds to step S1113. If the adjacent vehicle 902 has not moved away (step S1111: false), the process proceeds to step S1112. Note that in order to provide a hysteresis characteristic, in step S1111, a third white line threshold that is closer to the adjacent lane 910A than the first white line threshold 941 may be used instead of the first white line threshold 941.

[0121] In step S1112, the vehicle control device of the host vehicle 900 judges whether or not the time since step S1106: true has elapsed a third predetermined time. If so (S1112: true), it is judged that the adjacent vehicle 902 has no (or low) possibility of cutting in, and the process proceeds to step S1113. If not (S1112: false), it is judged that the adjacent vehicle 902 has a (or high) possibility of cutting in, and the process returns to step S1108. A specific fixed value can be used for the third predetermined time (third time threshold). Alternatively, the third predetermined time may be calculated using a table or map that uses at least one of the relative speed, relative distance, or relative acceleration between the host vehicle 900 and the adjacent vehicle 902 in the traveling direction, or the inter-vehicle distance D1 or the target inter-vehicle distance between the host vehicle 500 and the preceding vehicle 501 in the traveling direction.

[0122] In step S1113, the vehicle control device of the host vehicle 900 switches the travel control of the host vehicle 900 from vehicle speed control to vehicle distance control. At this time, the vehicle distance control targets the preceding vehicle 901, which is the same as the target of the previous vehicle distance control. If the host vehicle 900 does not detect the preceding vehicle 901 after a third predetermined time has elapsed due to the acceleration of the preceding vehicle 901, the vehicle control device of the host vehicle 900 may execute vehicle speed control that controls the acceleration of the host vehicle 900 so that the host vehicle 900 travels at a preset target vehicle speed or the current vehicle speed.

[0123] Fig. 12 is a first timing chart when the first interrupt-related control according to one embodiment of the present invention is executed. In the following, Fig. 12 will be explained in relation to Figs. 9(A) to 9(D) and 11. In the example of Fig. 12, in the ACC of the host vehicle 900, a switch of the preceding vehicle from another vehicle 901 to another vehicle 902 occurs.

[0124] Before time Δt31 in FIG. 12, vehicle distance control is being performed for the preceding vehicle 901 (S1101 in FIG. 11). At time Δt31, the adjacent vehicle 902 exceeds the first white line threshold 941 (FIG. 9(C), step S1106 in FIG. 11: true). Therefore, the vehicle control device of the host vehicle 900 turns on the cut-in determination flag and switches the driving control of the host vehicle 900 from vehicle distance control to vehicle speed control (S1107 in FIG. 11). Therefore, even if the preceding vehicle 901 accelerates after time Δt31 and the vehicle distance D1 between the host vehicle 900 and the preceding vehicle 901 becomes wider than the target vehicle distance, the host vehicle 900 continues the vehicle speed control to keep the vehicle speed constant. Note that instead of switching to vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G].

[0125] At time Δt32 in FIG. 12, the adjacent vehicle 902 starts to cut in to the host vehicle's lane 910B (i.e., the adjacent vehicle 902 has exceeded the second white line threshold 942) (S1108 in FIG. 11: true), and the preceding vehicle is switched from the other vehicle 901 to the other vehicle 902 (S1109 in FIG. 11). At this time, a switching flag or the like may be used for management. After the preceding vehicle is switched, the driving control is switched from vehicle speed control to vehicle distance control (S1110 in FIG. 11). Then, the acceleration / deceleration of the host vehicle 900 is controlled so that the vehicle distance D1 between the host vehicle 900 and the new preceding vehicle 902 matches the target vehicle distance (or is within the target vehicle distance area).

[0126] At time Δt33 in FIG. 12, the adjacent vehicle 902 crosses the white line 920B (the lateral distance between the adjacent vehicle 902 and the white line 920B becomes zero or less). The dashed and dotted lines in FIG. 12 for the acceleration / deceleration command value and vehicle speed relate to a comparative example. In this comparative example, the acceleration of the host vehicle 900 is corrected at time Δt33 when the adjacent vehicle 902 crosses the white line 920B. Therefore, sudden deceleration occurs in order to lengthen the vehicle-to-vehicle distance D1, which has suddenly shortened. In contrast, in the embodiment according to the present invention, at time Δt32, the vehicle-to-vehicle distance control is switched to one in which the adjacent vehicle 902 becomes the new preceding vehicle 902, and deceleration is started. Therefore, the host vehicle 900 does not undergo sudden deceleration, and the ride comfort of the driver is not impaired.

[0127] 12, the acceleration command value of the host vehicle 900 becomes equal to or greater than 0. In response to this, the vehicle control device of the host vehicle 900 turns off the cut-in determination flag. The timing for turning off the cut-in determination flag may be, for example, the time point Δt32 or Δt33.

[0128] Fig. 13 is a second timing chart when the first interrupt-related control according to one embodiment of the present invention is executed. In the following, Fig. 12 will be explained in relation to Figs. 10(A) to 10(D) and 11. In the example of Fig. 13, in the ACC of the host vehicle 1000, switching of the preceding vehicle from the other vehicle 1001 to the other vehicle 1002 does not occur.

[0129] Before time Δt41 in FIG. 13, vehicle distance control is being performed for the preceding vehicle 1001 (S1101 in FIG. 11). At time Δt41, the adjacent vehicle 1002 exceeds the first white line threshold 1041 (FIG. 10(C), step S1106 in FIG. 11: true). Therefore, the vehicle control device of the host vehicle 1000 turns on the cut-in determination flag and switches the driving control of the host vehicle 1000 from vehicle distance control to vehicle speed control (S1107 in FIG. 11). Therefore, even if the preceding vehicle 1001 accelerates after time Δt41 and the vehicle distance D1 between the host vehicle 1000 and the preceding vehicle 1001 becomes wider than the target vehicle distance, the host vehicle 1000 continues the vehicle speed control to keep the vehicle speed constant. Note that instead of switching to vehicle speed control, the acceleration may be made smaller than the current acceleration, or the acceleration may be set to 0 [G].

[0130] At time Δt42 in Fig. 13, the adjacent vehicle 1002 moves away from the first white line threshold 1041 (S1111 in Fig. 11: true). At this time, the vehicle control device of the host vehicle 1000 switches the driving control of the host vehicle 1000 from vehicle speed control to vehicle distance control (S1113 in Fig. 11). At that time, the preceding vehicle 1001, which was the same target of the previous vehicle distance control, is set as the target of the vehicle distance control. In addition, the cut-in determination flag is turned off.

[0131] When switching to inter-vehicle control at time Δt42, the inter-vehicle distance D1 between the host vehicle 1000 and the preceding vehicle 1001 is longer than the target inter-vehicle distance. Therefore, the vehicle control device of the host vehicle 1000 increases the acceleration command value to increase the vehicle speed of the host vehicle 1000, thereby controlling the inter-vehicle distance D1 to match the target inter-vehicle distance (or to fall within the target inter-vehicle distance range). Note that if the host vehicle 1000 no longer detects the preceding vehicle 1001 at time Δt42 due to the acceleration of the preceding vehicle 1001, the vehicle control device of the host vehicle 1000 may execute vehicle speed control that controls the acceleration of the host vehicle 1000 so that the host vehicle 1000 travels at a preset target vehicle speed or the current vehicle speed.

[0132] (A-2-5. Second interruption-related control (acceleration / deceleration control based on an interruption request from an adjacent vehicle)) Next, the second cut-in-related control will be described with reference to Fig. 14. As described above, the second cut-in-related control is acceleration / deceleration control based on a cut-in request from an adjacent vehicle.

[0133] Fig. 14 is a flowchart of the second cut-in-related control according to an embodiment of the present invention. Each step in Fig. 14 will be described below with reference to Figs. 9(A) to 9(D). In step S1401, the vehicle control device of the host vehicle 900 performs the ACC distance control (see Fig. 9(A)).

[0134] Steps S1401 to S1405 in Fig. 14 are similar to steps S1101 to S1105 in Fig. 11. However, the second cut-in-related control (Fig. 14) does not use the first white line threshold 941 (Fig. 9(A)). Therefore, in step S1403, it is sufficient to calculate only the second white line threshold 942.

[0135] In step S1406, the vehicle control device of the host vehicle 900 determines whether or not a cut-in request has been received from the adjacent vehicle 902. If a cut-in request has been received (S1406: true), the process proceeds to step S1407. If not (S1406: false), the correction of acceleration based on the cut-in determination of this embodiment is terminated.

[0136] The cut-in request may include a signal by vehicle-to-vehicle communication between the vehicle 900 and the adjacent vehicle 902, or a turn signal of the adjacent vehicle 902 flashing toward the vehicle's lane 910B, or a signal by road-to-vehicle communication at a merging section of an interchange or construction section. In this embodiment, the cut-in request is output from the adjacent vehicle 902 at a predetermined cycle until the cut-in is completed. Alternatively, in the case of a signal by vehicle-to-vehicle communication or road-to-vehicle communication, the cut-in request may be transmitted only once, and then another signal conveying the progress of the cut-in (cutting in, cut-in completed, etc.) may be transmitted from the adjacent vehicle 902 to the vehicle 900.

[0137] Steps S1407 to S1410 in FIG. 14 are similar to steps S1107 to S1110 in FIG.

[0138] In step S1411, the vehicle control device of the vehicle 900 judges whether or not a cut-in request has been received from the adjacent vehicle 902. As described above, in this embodiment, the cut-in request is output from the adjacent vehicle 902 at a predetermined cycle until the cut-in is completed. Therefore, if a cut-in request has not been received, it can be judged that the adjacent vehicle 902 has stopped cutting in. Therefore, if a cut-in request has not been received (S1411: true), the process proceeds to step S1413. If not (S1411: false), the process proceeds to step S1412. Note that the cut-in request is transmitted only once, and if another signal is subsequently transmitted to convey the progress of the cut-in (cutting in progress, cut-in completed, etc.), in step S1411, it may be judged whether or not a signal conveying the stop of the cut-in has been received.

[0139] Steps S1412 and S1413 are similar to steps S1112 and S1113 in FIG.

[0140] (A-2-6. Further explanation of interruptibility related control) The above describes the cut-in possibility related control with reference to Figs. 5(A) to 8. In that case, as a typical example, a case was described in which the cut-in possibility (or a cut-in vehicle) is determined based on the relative speed in the traveling direction before the adjacent vehicle 502 cuts into the host vehicle lane 510B, and the acceleration is corrected. Below, the cut-in possibility related control will be described in more detail, including other cases. The following description will be made in association with Figs. 5(A) to 8.

[0141] The behavior of the preceding vehicle 501 and the adjacent vehicle 502 in the traveling direction is classified into three types: acceleration, deceleration, and constant speed. Therefore, the combinations of the behavior of the preceding vehicle 501 and the adjacent vehicle 502 in the traveling direction are classified into nine patterns. In addition, when the host vehicle 500 is performing inter-vehicle control with respect to the preceding vehicle 501, the behavior of the host vehicle 500 and the preceding vehicle 501 in the traveling direction is basically the same.

[0142] Furthermore, in the cut-in possibility determination control, it is determined whether the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (for example, whether the relative speed between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is zero or close to zero) (S605 in FIG. 6). Therefore, it is possible to classify the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction into two patterns, that is, when the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant and when it is not. For each of the nine combination patterns of the behavior of the preceding vehicle 501 and the adjacent vehicle 502 in the traveling direction, there are two patterns, that is, when the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant and when it is not, so that it is possible to classify into a total of 18 patterns (however, as will be described later, it is assumed that some patterns will not actually occur). Each of these 18 patterns will be described below.

[0143] Pattern 1: The preceding vehicle 501 accelerates, the adjacent vehicle 502 accelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 1, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control for the preceding vehicle 501 (S601 in FIG. 6). In this state, when the preceding vehicle 501 accelerates and the inter-vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes longer than the target inter-vehicle distance, the host vehicle 500 corrects or increases the acceleration of the host vehicle so as to bring the inter-vehicle distance D1 closer to the target inter-vehicle distance.

[0144] Pattern 2: The preceding vehicle 501 accelerates, the adjacent vehicle 502 accelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are constant (S605 in FIG. 6: true). In pattern 2, the host vehicle 500 switches from vehicle distance control to vehicle speed control (S606 in FIG. 6). In this state, when the preceding vehicle 501 accelerates, the inter-vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 increases. Therefore, the adjacent vehicle 502 becomes more likely to cut in between the preceding vehicle 501 and the host vehicle 500.

[0145] Pattern 3: The preceding vehicle 501 decelerates, the adjacent vehicle 502 accelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 3, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control for the preceding vehicle 501 (S601 in FIG. 6). In this state, when the preceding vehicle 501 decelerates and the inter-vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes shorter than the target inter-vehicle distance, the host vehicle 500 corrects or reduces the acceleration of the host vehicle so as to bring the inter-vehicle distance D1 closer to the target inter-vehicle distance.

[0146] Pattern 4: This is the case where the preceding vehicle 501 decelerates, the adjacent vehicle accelerates, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction remains constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 decelerates, the vehicle 501 also decelerates, so in reality, the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction does not remain constant, and it is assumed that pattern 4 does not actually occur.

[0147] Pattern 5: The preceding vehicle 501 has a constant speed, the adjacent vehicle 502 accelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 5, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 accelerates or decelerates the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0148] Pattern 6: This is the case where the preceding vehicle 501 has a constant speed, the adjacent vehicle 502 accelerates, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 has a constant speed, the vehicle 501 also has a constant speed, so in reality, the relative position between the vehicle 500 (constant speed) and the adjacent vehicle 502 (accelerating) in the traveling direction is not constant, and it is assumed that pattern 6 will not actually occur.

[0149] Pattern 7: The preceding vehicle 501 accelerates, the adjacent vehicle 502 decelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 7, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 corrects or increases the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0150] Pattern 8: This is the case where the preceding vehicle 501 accelerates, the adjacent vehicle 502 decelerates, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction remains constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 accelerates, the vehicle 501 also accelerates, so in reality, the relative position between the vehicle 500 (accelerating) and the adjacent vehicle 502 (decelerating) in the traveling direction does not remain constant, and it is assumed that pattern 8 does not actually occur.

[0151] Pattern 9: The preceding vehicle 501 decelerates, the adjacent vehicle 502 decelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 9, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 reduces the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0152] Pattern 10: The preceding vehicle 501 decelerates, the adjacent vehicle 502 decelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction remain constant (S605 in FIG. 6: true). In pattern 10, since the preceding vehicle 501 decelerates, the host vehicle 500 maintains the vehicle distance control without switching from vehicle distance control to vehicle speed control, as described above. The host vehicle 500 then decelerates to match the preceding vehicle 501 so that the vehicle distance D1 between the host vehicle 500 and the preceding vehicle 501 becomes the target vehicle distance.

[0153] Pattern 11: The preceding vehicle 501 has a constant speed, the adjacent vehicle 502 decelerates, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 11, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 maintains or increases / decreases the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0154] Pattern 12: This is the case where the preceding vehicle 501 has a constant speed, the adjacent vehicle 502 decelerates, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 has a constant speed, the vehicle 501 also has a constant speed, so in reality, the relative position between the vehicle 500 (constant speed) and the adjacent vehicle 502 (decelerating) in the traveling direction is not constant, and it is assumed that pattern 12 will not actually occur.

[0155] Pattern 13: The preceding vehicle 501 accelerates, the adjacent vehicle 502 travels at a constant speed, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 13, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 corrects or increases the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0156] Pattern 14: This is the case where the preceding vehicle 501 accelerates, the adjacent vehicle 502 travels at a constant speed, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 accelerates, the vehicle 501 also accelerates, so in reality, the relative position between the vehicle 500 (accelerating) and the adjacent vehicle 502 (constant speed) in the traveling direction is not constant, and it is assumed that pattern 14 will not actually occur.

[0157] Pattern 15: The preceding vehicle 501 decelerates, the adjacent vehicle 502 travels at a constant speed, and the relative positions of the vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 15, the vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the vehicle 500 corrects or reduces the acceleration of the vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0158] Pattern 16: This is the case where the preceding vehicle 501 decelerates, the adjacent vehicle 502 travels at a constant speed, and the relative position between the vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605 in FIG. 6: true). However, when the preceding vehicle 501 decelerates, the vehicle 501 also decelerates, so in reality, the relative position between the vehicle 500 (decelerating) and the adjacent vehicle 502 (constant speed) in the traveling direction is not constant, and it is assumed that pattern 16 will not actually occur.

[0159] Pattern 17: The preceding vehicle 501 is traveling at a constant speed, the adjacent vehicle 502 is traveling at a constant speed, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are not constant (S605 in FIG. 6: false). In pattern 17, the host vehicle 500 does not switch from vehicle distance control to vehicle speed control, and maintains vehicle distance control with respect to the preceding vehicle 501 (S601 in FIG. 6). In this state, the host vehicle 500 maintains or increases or decreases the acceleration of the host vehicle 500 so as to maintain the vehicle distance D1 at the target vehicle distance.

[0160] Pattern 18: The preceding vehicle 501 travels at a constant speed, the adjacent vehicle 502 travels at a constant speed, and the relative positions of the host vehicle 500 and the adjacent vehicle 502 in the traveling direction are constant (S605 in FIG. 6: true). In pattern 18, the host vehicle 500 switches from vehicle distance control to vehicle speed control (S606 in FIG. 6). In this state, the host vehicle 500 reduces its vehicle speed below that of the preceding vehicle 501, thereby increasing the vehicle distance D1. Therefore, the adjacent vehicle 502 becomes more likely to cut in between the preceding vehicle 501 and the host vehicle 500.

[0161] [A-3. Actions and Effects of Various Embodiments of the Present Invention] 5(A) to 8, the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches the vehicle distance control to vehicle speed control based on the possibility of cutting in determined based on the relative speed (adjacent vehicle relation value) between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction (S606 in FIG. 6). In other words, the target acceleration calculation unit 206 corrects the acceleration / deceleration of the host vehicle 500 based on the possibility of cutting in.

[0162] According to this embodiment, the acceleration / deceleration of the vehicle 500 is controlled according to the possibility of the adjacent vehicle 502 cutting in, not only when the adjacent vehicle 502 actually starts cutting in (changing lanes) into the vehicle's lane 510B by moving laterally (in the lane width direction) and is set as a new preceding vehicle, but also when the adjacent vehicle 502 is moving straight in the adjacent lane 510A. This makes it possible to control the acceleration / deceleration of the vehicle 500 according to the possibility of cutting in.

[0163] Particularly in this embodiment, instead of or in addition to the behavior of the adjacent vehicle 502 in the lateral direction (lane width direction), the possibility of cutting in is determined based on the relative speed in the traveling direction between the adjacent vehicle 502 and the vehicle 500. Therefore, it is possible to determine the possibility of cutting in earlier, and to smoothly accelerate and decelerate the vehicle 500.

[0164] For example, consider a case where an adjacent vehicle 502 cuts in between the preceding vehicle 501 and the vehicle 500 while the preceding vehicle 501 is accelerating while the vehicle 500 is performing vehicle-to-vehicle control to keep the vehicle-to-vehicle distance D1 constant (FIG. 5C). For example, if the adjacent vehicle 502 cuts in (changes lanes) from the adjacent lane 510A to the vehicle lane 510B by detecting only the lateral movement of the adjacent vehicle 502, the vehicle 500 will accelerate in accordance with the acceleration of the preceding vehicle 501 until the start of the cut-in (lane change) of the adjacent vehicle 502 is detected. Then, the vehicle 500 decelerates at the point in time when the start of the cut-in (lane change) of the adjacent vehicle 502 is detected. If the vehicle 500 decelerates immediately after accelerating in this way, smooth acceleration and deceleration cannot be achieved, which may deteriorate the ride comfort of the driver, etc.

[0165] In the above embodiment, even before the adjacent vehicle 502 starts to move laterally to cut in (change lanes), the acceleration / deceleration of the vehicle 500 is controlled using the possibility of cutting in determined based on the relative speeds of the adjacent vehicle 502 and the vehicle 500 in the traveling direction. For example, even if the preceding vehicle 501 is accelerating, if it is determined that there is a possibility or a high possibility of the adjacent vehicle 502 cutting in before the adjacent vehicle 502 moves laterally, the vehicle 500 can travel at a constant speed or decelerate without accelerating. This allows smooth acceleration and deceleration, improving the ride comfort.

[0166] With respect to the embodiment of Figs. 5(A) to 8, when the adjacent vehicle 502 is within the monitoring area 530 (in other words, in a position where it can cut in) and the relative speed between the vehicle 500 and the adjacent vehicle 502 has passed a first predetermined time (first time threshold) (S605 in Fig. 6: true), the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches the vehicle distance control to vehicle speed control (S606 in Fig. 6). In other words, the target acceleration calculation unit 206 corrects the acceleration / deceleration of the vehicle 500 when the first predetermined time has passed. This makes it possible to easily determine the possibility of the adjacent vehicle 502 cutting in based on the relative speed between the adjacent vehicle 502 and the vehicle 500 in the traveling direction. In addition, since the acceleration / deceleration of the vehicle 500 is corrected when the time indicating that the relative position is constant has passed the first predetermined time, correction can be made at a more appropriate timing.

[0167] 5(A) to 8, when performing vehicle distance control to control acceleration / deceleration of the host vehicle 500 so as to keep the vehicle distance D1 from the preceding vehicle 501 within a certain range, if the continuous time indicated by the relative positions (adjacent vehicle relation value) of the host vehicle 500 and the adjacent vehicle 502 within the monitoring area 530 (in other words, being in a position where the adjacent vehicle 502 can cut in immediately before the host vehicle 500) exceeds a first predetermined time (first time threshold), the target acceleration calculation unit 206 (acceleration / deceleration control unit) switches to vehicle speed control to control acceleration / deceleration of the host vehicle 500 so that the speed of the host vehicle 500 becomes the target vehicle speed (S606 in FIG. 6). This makes it easier to prepare for the adjacent vehicle 502 cutting in.

[0168] 5(A) to 8, the lane change detection unit 205 (lane change detection unit) detects the cutting in of the adjacent vehicle 502 based on the lateral relative position between the adjacent vehicle 502 and the white line 520B between the adjacent lane 510A and the vehicle's lane 510B (S607 in FIG. 6). This makes it possible to easily determine when the adjacent vehicle 502 has started to cut in (change lanes).

[0169] With respect to the embodiment shown in Figs. 5(A) to 8, lane change detection unit 205 (lane change detection unit) sets a monitoring area 530 for monitoring the possibility of cutting in (Figs. 5(A) to 5(D)). The range of monitoring area 530 in the traveling direction is set between preceding vehicle 501 and host vehicle 500. This makes it possible to reduce the computational load by narrowing down the determination of the possibility of cutting in to adjacent vehicle 502 that is relatively likely to cut in.

[0170] With regard to the embodiment of Fig. 5(A) to Fig. 8, after starting the inter-vehicle control (correction of the acceleration / deceleration of the host vehicle 500) based on the relative speed in the traveling direction (S605: true → S606 in Fig. 6), when the continuous time during which the relative speed in the traveling direction indicates that the adjacent vehicle 502 is in a position where it can cut in just before the host vehicle 500 exceeds a second predetermined time (second time threshold) (S613: true), the target acceleration calculation unit 206 (acceleration / deceleration control unit) cancels the vehicle speed control (correction of the acceleration / deceleration of the host vehicle 500) and returns to the inter-vehicle control (S614). As a result, even if it is determined based on the relative speed in the traveling direction that the adjacent vehicle 502 is highly likely to cut in and correction of the acceleration / deceleration of the host vehicle 500 is started, if the adjacent vehicle 502 does not actually cut in, it becomes possible to cancel the vehicle speed control based on the relative speed in the traveling direction. Therefore, it is possible to control the acceleration / deceleration of the host vehicle 500 by more appropriately reflecting the situation of the adjacent vehicle 502.

[0171] With respect to the embodiment of Fig. 5(A) to Fig. 8, when judging whether the relative position between the host vehicle 500 and the adjacent vehicle 502 in the traveling direction is constant (S605 in Fig. 6), two or more indicators among the relative speed, the relative position, and the relative distance between the adjacent vehicle 502 and the host vehicle 500 in the traveling direction may be used. Even if the adjacent vehicle 502 is in the monitoring area 530 (the adjacent vehicle 502 is in a position where it can cut in) and one of the indicators indicates that the relative position in the traveling direction is constant, if another value does not indicate that the relative position in the traveling direction is constant, the target acceleration calculation unit 206 (acceleration / deceleration control unit) can limit switching to vehicle speed control (correction of the acceleration / deceleration of the host vehicle 500 based on the adjacent vehicle relation value). This makes it possible to more appropriately correct the acceleration / deceleration of the host vehicle 500.

[0172] 5(A) to 8, even if the relative position between adjacent vehicle 502 and host vehicle 500 in the traveling direction is constant (S605 in FIG. 6: true), if preceding vehicle 501 is decelerating, target acceleration calculation unit 206 (acceleration / deceleration control unit) may limit switching to vehicle speed control based on the relative speed between adjacent vehicle 502 and host vehicle 500 in the traveling direction (correction of acceleration / deceleration of host vehicle 500). This makes it possible to more appropriately correct the acceleration / deceleration of host vehicle 500.

[0173] With regard to the embodiment of Figs. 5(A) to 8, when the lane change detection unit 205 (lane change detection unit) detects an intrusion (lane change) of the adjacent vehicle 502 into the vehicle lane 510B and sets the adjacent vehicle 502 as a new preceding vehicle (Fig. 5(D), S607: true → S608 in Fig. 6), the target acceleration calculation unit 206 (acceleration / deceleration control unit) executes vehicle distance control that controls the acceleration / deceleration of the vehicle 500 so as to maintain the inter-vehicle distance D1 between the new preceding vehicle 502 and the vehicle 500 within a certain range (S609 in Fig. 6). This makes it possible to appropriately continue automatic driving when a new preceding vehicle 502 appears. The same applies to the embodiments of Figs. 9(A) to 14.

[0174] 5(A) to 8, in vehicle distance control for the new preceding vehicle 502 (S609 in FIG. 6), if the relative speed in the traveling direction between the new preceding vehicle 502 and the host vehicle 500 is within a first speed range including zero (S610 in FIG. 6: true), the target acceleration calculation unit 206 (acceleration / deceleration control unit) increases the vehicle distance D1 at a first deceleration (S611). If the relative speed between the new preceding vehicle 502 and the host vehicle 500 is not within the first speed range (S610: false), the target acceleration calculation unit 206 increases the vehicle distance D1 at a second deceleration having an absolute value greater than that of the first deceleration (S612). This makes it possible to start vehicle distance control according to the relative speed between the new preceding vehicle 502 (the previous adjacent vehicle) and the host vehicle 500.

[0175] 2, the vehicle control device 200 includes an image sensor 230 (imaging unit) that acquires an image ahead of the vehicle, and an external environment recognition information conversion unit 202 (white line detection unit) that detects a white line between an adjacent lane and the vehicle's lane based on the forward image. The external environment recognition information conversion unit 202 detects a white line in the vicinity of the vehicle that cannot be imaged by the image sensor 230 based on the continuous behavior of the vehicle or a comparison between past and current forward images. This makes it possible to detect a white line portion in the vicinity of the vehicle that cannot be imaged by the image sensor 230.

[0176] 9(A) to 13, the lane change detection unit 205 (lane change detection unit) determines the possibility of the adjacent vehicle 902 cutting in based on the lateral relative position between the first white line threshold 941 and the adjacent vehicle 902 (in other words, the lateral relative position between the adjacent vehicle 902 and the white line 920B between the adjacent lane 910A and the vehicle's lane 910B) (S1106 in FIG. 11). This makes it possible to determine the possibility of the adjacent vehicle 902 cutting in even when it is difficult to determine the possibility of cutting in based on the relative speed between the adjacent vehicle 902 and the vehicle's lane 900 in the traveling direction (for example, when the adjacent vehicle 902 starts cutting in before the relative position between the adjacent vehicle 902 and the vehicle's lane 900 in the traveling direction becomes constant for a first predetermined time).

[0177] 9(A) to 13, the lane change detection unit 205 (lane change detection unit) sets a first white line threshold 941 (first distance threshold) related to the lateral relative distance between the adjacent vehicle 902 and the white line 920B between the adjacent lane 910A and the host vehicle lane 910B (FIGS. 9(A) to 9(D), S1103 in FIG. 11). When the adjacent vehicle 902 exceeds the first white line threshold 941 (FIG. 9(C), S1106 in FIG. 11: true), the lane change detection unit 205 determines that there is a possibility that the adjacent vehicle 902 will cut in, and switches to vehicle speed control (corrects the acceleration / deceleration of the host vehicle 900) (S1107 in FIG. 11).

[0178] Furthermore, the lane change detection unit 205 sets a second white line threshold 942 (second distance threshold) that is smaller than the first white line threshold 941 with respect to the lateral relative distance between the white line 920B and the adjacent vehicle 902 (FIGS. 9(A) to 9(D), S1103 in FIG. 11). Furthermore, when the adjacent vehicle 902 exceeds the second white line threshold 942 (FIG. 9(D), S1108 in FIG. 11: true), the lane change detection unit 205 determines that the adjacent vehicle 902 has started to cut in to the host vehicle's lane 910B, and sets the adjacent vehicle 902 as a new preceding vehicle (S1109 in FIG. 11). This makes it possible to smoothly switch the preceding vehicle in response to the cutting in.

[0179] With regard to the embodiment of Figures 9(A) to 13, when the adjacent vehicle 902 moves away from the first white line threshold 941 (first distance threshold) after exceeding the first white line threshold 941 but before exceeding the second white line threshold 942 (second distance threshold) (Figure 10(D), S1111 in Figure 11: true), the lane change detection unit 205 (lane change detection unit) cancels the vehicle speed control (correction of the acceleration / deceleration of the host vehicle 900 based on the adjacent vehicle relationship value) associated with exceeding the first white line threshold 941 and returns to vehicle distance control (S1113 in Figure 11).

[0180] Accordingly, even when it is determined that there is a high possibility of an intrusion by the adjacent vehicle 902 based on the lateral relative distance between the white line 920B and the adjacent vehicle 902 and vehicle speed control (correction of the acceleration and deceleration of the host vehicle 900) is started, if the adjacent vehicle 902 does not actually make an intrusion, it is possible to cancel the vehicle speed control based on the lateral relative distance. Therefore, it is possible to more appropriately reflect the situation of the adjacent vehicle 902 and control the acceleration and deceleration of the host vehicle 900.

[0181] Regarding the embodiment of FIG. 14, when the direction indicator of the adjacent vehicle 902 indicates a lane change to the host vehicle lane 910B (S1406 in FIG. 14: true), the target acceleration calculation unit 206 (acceleration and deceleration control unit) performs a switch to vehicle speed control (correction of the acceleration and deceleration of the host vehicle 900) (S1407 in FIG. 14). Thereby, it becomes possible to prepare for the start of an intrusion by the adjacent vehicle 902.

[0182] Regarding the embodiment of FIG. 14, when an intrusion request is received from an adjacent vehicle by vehicle-to-vehicle communication (S1406 in FIG. 14: true), the target acceleration calculation unit 206 (acceleration and deceleration control unit) performs a switch to vehicle speed control (correction of the acceleration and deceleration of the host vehicle) (S1407 in FIG. 14). Thereby, it becomes possible to prepare for the start of an intrusion by the adjacent vehicle.

[0183] <B. Modification Example> In the embodiments of FIGS. 5(A) to 5(D), the monitoring area 530 is arranged in front of the host vehicle 500. However, the range of the monitoring area 530 is not limited to this. For example, the monitoring area 530 may also include the side of the host vehicle 500 in its range. When the side of the host vehicle 500 cannot be detected by the above-described sensors, another sensor such as an imaging sensor, a laser radar, or a lidar may be added to expand the monitoring area 530. Thereby, the relative speed between the host vehicle 500 and the side vehicle (adjacent vehicle) can be obtained, and the acceleration of the host vehicle 500 may be corrected based on the relative speed of the side vehicle.

[0184] The monitoring area 530 may also include the area behind the vehicle 500. If the area behind the vehicle 500 cannot be detected by the above-mentioned sensors, another sensor such as an image sensor, laser radar, or lidar may be added to expand the monitoring area 530. This makes it possible to obtain the relative speed between the vehicle 500 and the following vehicle, and the acceleration of the vehicle 500 may be corrected based on the relative speed of the following vehicle. The following vehicle is not limited to a following vehicle in the vehicle lane 510B, but may also include a following vehicle in the adjacent lane 510A.

[0185] When the monitoring area 530 includes the sides and / or rear of the vehicle 500, the front area may be managed separately as a first monitoring area, the side area as a second monitoring area, and the rear area as a third monitoring area. In this case, two or three of the first to third monitoring areas may overlap each other.

[0186] The same applies to the embodiments of Figs. 9(A) to 10(D).

[0187] Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the spirit of the present invention described in the claims. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those having all of the configurations described. In addition, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. [Explanation of symbols]

[0188] 100: vehicle (own vehicle), 108: vehicle control device, 120, 121, 122: imaging sensor (imaging unit), 123, 124: distance sensor, 200: vehicle control device, 201: own vehicle position estimation unit, 202: external environment recognition information conversion unit, 203: inter-vehicle distance calculation unit, 204: relative speed calculation unit, 205: lane change detection unit (lane change detection unit), 206: target acceleration calculation unit (acceleration / deceleration control unit), 207: operation control unit, 23 0: imaging sensor (imaging unit), 231: distance sensor, 235: communication device, 300: vehicle (own vehicle), 301: vehicle (preceding vehicle), 310A: adjacent lane, 310B: own vehicle lane, 310C: adjacent lane, 320A to 320D: white line, 400: vehicle (own vehicle), 401: vehicle (preceding vehicle), 402, 403, 404: vehicle (adjacent vehicle), 410A: adjacent lane, 410B: own vehicle lane, 410C: adjacent lane, 420A to 420D: white lines, 430: monitoring area, 500: vehicle (own vehicle), 501: vehicle (preceding vehicle), 502: vehicle (adjacent vehicle), 510A: adjacent lane, 510B: own vehicle lane, 510C: adjacent lane, 520A to 520C: white lines, 530: monitoring area, 540: white line threshold, 900: vehicle (own vehicle), 901: vehicle (preceding vehicle), 902: vehicle (adjacent vehicle), 910A: adjacent lane, 910B: own vehicle lane , 910C: adjacent lane, 920A to 920C: white lines, 930: monitoring area, 941: first white line threshold, 942: second white line threshold, 1000: vehicle (own vehicle), 1001: vehicle (preceding vehicle), 1002: vehicle (adjacent vehicle), 1010A: adjacent lane, 1010B: own vehicle lane, 1010C: adjacent lane, 1020A to 1020C: white lines, 1030: monitoring area, 1041: first white line threshold, 1042: second white line threshold

Claims

1. A vehicle control device that automatically controls the speed of a vehicle, The vehicle control device includes: a preceding vehicle relation value detection unit that detects a preceding vehicle relation value that is a relative relation value in a traveling direction between the host vehicle and a preceding vehicle traveling immediately before the host vehicle in the host vehicle lane in which the host vehicle is traveling; an acceleration / deceleration control unit that controls an acceleration / deceleration of the host vehicle based on the preceding vehicle-related value; an adjacent vehicle relation value detection unit that detects an adjacent vehicle relation value that is a relative relation value in the traveling direction between the host vehicle and an adjacent vehicle traveling in the same direction as the host vehicle in an adjacent lane adjacent to the host vehicle lane; a lane change detection unit that detects an intrusion of the adjacent vehicle into the host vehicle lane; having the lane change detection unit determines a possibility of the adjacent vehicle cutting in immediately before the host vehicle based on the adjacent vehicle relation value in the traveling direction; the acceleration / deceleration control unit corrects an acceleration / deceleration of the host vehicle based on the possibility of the host vehicle cutting in determined based on the adjacent vehicle relation value in the traveling direction; the adjacent vehicle relation value is a relative speed, a relative distance, a relative acceleration, or a relative position between the adjacent vehicle and the host vehicle in the traveling direction, When the adjacent vehicle is in a position where it can cut in and the time during which the relative speed, the relative distance, the relative acceleration, or the relative position indicates a state in which the relative position is constant has exceeded a first time threshold, the acceleration / deceleration control unit corrects the acceleration / deceleration of the host vehicle. A vehicle control device comprising:

2. The lane change detection unit detects the cutting in of the adjacent vehicle based on a relative position between a white line between the adjacent lane and the host vehicle lane and the adjacent vehicle, or a lateral relative position between the adjacent vehicle and the host vehicle. The vehicle control device according to claim 1 .

3. The lane change detection unit sets a monitoring area for monitoring a possibility of the cutting-in, 3. The vehicle control device according to claim 1, wherein the range of the monitoring area in the traveling direction is set between the preceding vehicle and the host vehicle.

4. The lane change detection unit determines the possibility of the adjacent vehicle cutting in based on a lateral relative position between a white line between the adjacent lane and the vehicle lane and the adjacent vehicle, or a lateral relative position between the adjacent vehicle and the vehicle. The vehicle control device according to any one of claims 1 to 3.

5. After starting to correct the acceleration / deceleration of the host vehicle based on the adjacent vehicle relation value in the traveling direction, when a continuous time period indicating that the adjacent vehicle is in a position where it can cut in just before the host vehicle, which is indicated by the adjacent vehicle relation value, exceeds a second time threshold, the acceleration / deceleration control unit cancels the correction of the acceleration / deceleration of the host vehicle. The vehicle control device according to any one of claims 1 to 4.

6. The lane change detection unit setting a first distance threshold value related to a lateral relative distance between a white line between the adjacent lane and the host vehicle lane and the adjacent vehicle, or a lateral relative distance between the adjacent vehicle and the host vehicle; When the adjacent vehicle exceeds the first distance threshold, it is determined that there is a possibility that the adjacent vehicle will cut in, and the acceleration / deceleration of the host vehicle is corrected; Furthermore, the lane change detection unit setting a second distance threshold value that is smaller than the first distance threshold value for a lateral relative distance between the white line and the adjacent vehicle or a lateral relative distance between the adjacent vehicle and the host vehicle; When the adjacent vehicle exceeds the second distance threshold, it is determined that the adjacent vehicle has started to cut into the host vehicle lane, and the adjacent vehicle is set as a new preceding vehicle. The vehicle control device according to any one of claims 1 to 5.

7. The lane change detection unit cancels a correction of the acceleration / deceleration of the host vehicle caused by exceeding the first distance threshold when the adjacent vehicle moves away from the first distance threshold or a third distance threshold equal to or greater than the first distance threshold after exceeding the first distance threshold and before exceeding the second distance threshold. The vehicle control device according to claim 6 .

8. The vehicle control device includes: an imaging unit for acquiring an image of a front side of the host vehicle; a white line detection unit that detects a white line between the adjacent lane and the vehicle's lane based on the forward image; Equipped with The white line detection unit detects a white line in the vicinity of the vehicle that cannot be captured by the imaging unit based on a continuous behavior of the vehicle or a comparison of past and current forward images. The vehicle control device according to any one of claims 1 to 7.

9. When the turn indicator of the adjacent vehicle indicates a lane change to the host vehicle lane, the acceleration / deceleration control unit corrects the acceleration / deceleration of the host vehicle. The vehicle control device according to any one of claims 1 to 8.

10. When a cut-in request is received from the adjacent vehicle through vehicle-to-vehicle communication, the acceleration / deceleration control unit corrects the acceleration / deceleration of the own vehicle. The vehicle control device according to any one of claims 1 to 9.

11. A vehicle control device that automatically controls the speed of a vehicle, The vehicle control device includes: a preceding vehicle relation value detection unit that detects a preceding vehicle relation value that is a relative relation value in a traveling direction between the host vehicle and a preceding vehicle traveling immediately before the host vehicle in the host vehicle lane in which the host vehicle is traveling; an acceleration / deceleration control unit that controls an acceleration / deceleration of the host vehicle based on the preceding vehicle-related value; an adjacent vehicle relation value detection unit that detects an adjacent vehicle relation value that is a relative relation value in the traveling direction between the host vehicle and an adjacent vehicle traveling in the same direction as the host vehicle in an adjacent lane adjacent to the host vehicle lane; a lane change detection unit that detects an intrusion of the adjacent vehicle into the host vehicle lane; having the lane change detection unit determines a possibility of the adjacent vehicle cutting in immediately before the host vehicle based on the adjacent vehicle relation value in the traveling direction; the acceleration / deceleration control unit corrects an acceleration / deceleration of the host vehicle based on the possibility of the host vehicle cutting in determined based on the adjacent vehicle relation value in the traveling direction; the adjacent vehicle relation value includes at least two of a relative speed, a relative distance, a relative acceleration, and a relative position between the adjacent vehicle and the host vehicle in the traveling direction; Even if the adjacent vehicle is in a position where it can cut in and one of the relative speed, the relative distance, the relative acceleration, and the relative position indicates that the relative position is constant, if another value does not indicate that the relative position is constant, the acceleration / deceleration control unit limits the correction of the acceleration / deceleration of the host vehicle based on the adjacent vehicle relationship value. A vehicle control device comprising:

12. When the preceding vehicle is decelerating, the acceleration / deceleration control unit limits the correction of the acceleration / deceleration of the host vehicle based on the adjacent vehicle relation value. The vehicle control device according to any one of claims 1 to 11.

13. When the lane change detection unit detects an intrusion of the adjacent vehicle into the host vehicle lane and sets the adjacent vehicle as a new preceding vehicle, the acceleration / deceleration control unit executes vehicle distance control for controlling acceleration / deceleration of the host vehicle so as to maintain a vehicle distance between the new preceding vehicle and the host vehicle within a certain range. The vehicle control device according to any one of claims 1 to 12.

14. The acceleration / deceleration control unit, in the vehicle distance control with respect to the new preceding vehicle, When the relative speed between the new preceding vehicle and the host vehicle is within a first speed range including zero, the vehicle-to-vehicle distance is increased at a first deceleration; When the relative speed between the new preceding vehicle and the own vehicle is not within the first speed range, the inter-vehicle distance is increased by applying a second deceleration whose absolute value is greater than that of the first deceleration. The vehicle control device according to claim 13 .

Images