Vehicle control device

Abstract

To reduce possibility that vehicle behavior falters by resulting from frequent changes of a target travel line and to reduce possibility that a crew member feels anxiety and fear when a large vehicle passes through side of an own vehicle.SOLUTION: When a specific passage zone condition is satisfied, in which an own lane adjoins a specific passage zone having a higher possibility that a specific vehicle such as a specific kind of vehicle or a tram car travels than a normal travel lane and in which the present time is contained in a high frequency time zone having a high possibility that the specific vehicle travels on the specific passage zone, a vehicle control device sets a target travel line to a position separated from the specific passage zone rather than a target travel line set when the specific passage zone condition is not satisfied.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a vehicle control device that executes lane keeping control for controlling a steering actuator to make a host vehicle travel along a target travel line set in the host vehicle's own lane. [Background technology]

[0002] 2. Description of the Related Art Conventionally, there has been known a vehicle control device that executes lane keeping control (hereinafter referred to as "LKA") for controlling a steering actuator to make a host vehicle travel along a target line. LKA is an abbreviation for Lane Keeping Assist.

[0003] For example, the vehicle control device described in Patent Document 1 (hereinafter referred to as the "conventional device") determines whether or not there is another vehicle in an adjacent lane adjacent to the "driving lane in which the vehicle is traveling (hereinafter referred to as the "own lane")" during execution of the lane keeping control. If there is another vehicle, the conventional device sets (offsets) the target driving line at a position (offset position) a predetermined distance away from the adjacent lane in which the other vehicle is present, if the other vehicle satisfies any of the following conditions 1 to 3. Note that under normal circumstances, the target driving line is set to the center position (normal position) in the width direction of the own lane.

[0004] Condition 1: The other vehicle is a large vehicle (truck, bus, etc.). Condition 2: The approaching speed of the other vehicle is equal to or greater than a predetermined threshold speed. Condition 3: The headway time is less than or equal to a predetermined threshold time. The headway time is obtained by dividing the distance between the subject vehicle and another vehicle by the closing speed of the other vehicle. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2015-189404 A Summary of the Invention

[0006] Meanwhile, in designated lanes such as bus lanes (or bus priority lanes), trackbeds, and large vehicle lanes, large vehicles such as buses, streetcars, and trucks travel more frequently than in normal lanes. When the vehicle's lane is adjacent to a designated lane, the conventional device switches the target driving line from the normal position to the offset position every time it detects a large vehicle, and switches the target driving line from the offset position to the normal position when the large vehicle is no longer detected. For this reason, in the conventional device, the position of the target driving line changes frequently, which may cause the vehicle's behavior to stagger. The staggering of the vehicle's behavior is likely to cause discomfort to the occupants of the vehicle.

[0007] The vehicle remains stopped and cannot move left or right (laterally). Conventional devices set the target driving line to the normal position if there is no other vehicle that satisfies any of the above conditions 1 to 3, so when the vehicle's lane is adjacent to a designated lane, the vehicle may stop with the target driving line set to the normal position. In such a case, since large vehicles frequently travel in the designated lane as described above, there is a high possibility that the large vehicle will pass "next to the vehicle stopped in the normal position." The vehicle occupants are likely to feel anxious and scared.

[0008] Therefore, the inventors are considering a vehicle control device (hereinafter referred to as the "considered device") that switches the target driving line to an offset position when the vehicle's lane is adjacent to a designated traffic lane. There are time periods when large vehicles frequently drive in the designated traffic lane and time periods when this frequency is low. The considered device sets the target driving line to the offset position even during time periods when this frequency is low. In this case, the vehicle will be driving close to "other vehicles driving in the driving lane on the opposite side of the designated traffic lane" or "obstacles (guardrails, etc.) on the opposite side of the designated traffic lane," which may cause anxiety and fear to the vehicle occupants.

[0009] The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to provide a vehicle control device that can reduce the possibility of the vehicle behavior being unstable due to frequent changes in the target driving line, reduce the possibility that the occupants feel uneasy and scared even if a large vehicle passes beside the stopped vehicle, and reduce the possibility that the occupants feel uneasy and scared about "other vehicles traveling in the lane opposite the specific lane" or "obstacles existing on the opposite side of the specific lane."

[0010] The vehicle control device of the present invention (hereinafter also referred to as the "device of the present invention") is A steering actuator (41) configured to change the steering angle of the steering wheels of the host vehicle; A control unit (10, 40) configured to execute lane keeping control for setting a target driving line (TL) in a driving lane (SL) in which the host vehicle is driving, and controlling the steering actuator so that the host vehicle drives along the target driving line; Equipped with The control unit If the specific lane condition is met that the own lane is adjacent to a specific lane in which a specific vehicle, such as a specific type of vehicle or a streetcar, is more likely to travel than in a normal travel lane (step 615 ``Yes'', step 715 ``Yes'', step 815 ``Yes''), and the current time is included in a high frequency time period in which the specific vehicle is more likely to travel in the specific lane than in a normal time period (step 610 ``Yes'', step 710 ``Yes'', step 810 ``Yes''), the target driving line is set to a position (LO) farther from the specific lane than the target driving line (LM) that is set when the specific lane condition is not met (step 550), It is structured as follows.

[0011] According to the present invention, when the specific lane condition is satisfied that the vehicle's lane is adjacent to the specific lane and the current time is included in the high frequency time period, the target driving line is set at a position farther away from the specific lane than the normal target driving line. As a result, the target driving line does not change frequently, so the possibility of the vehicle's behavior being unstable can be reduced. Furthermore, when the specific vehicle is highly likely to be traveling in the lane adjacent to the vehicle's lane, the specific lane condition is satisfied and the target driving line is set at a position farther away from the specific lane, so the possibility that the occupant will feel anxiety and fear when the specific vehicle passes beside the vehicle can be reduced. In this case, the vehicle stops at a position farther away from the specific lane, so that the possibility that the occupant will feel anxiety and fear even if the specific vehicle passes beside the stopped vehicle can be reduced. When the current time is not included in the high frequency time period, the target driving line is not set at a position farther away from the specific lane, so that the possibility that the occupant will feel anxiety and fear about "other vehicles traveling in the lane on the opposite side of the specific lane" or "obstacles on the opposite side of the specific lane" can be reduced.

[0012] In the above description, in order to facilitate understanding of the invention, the names and / or symbols used in the embodiments described below are added in parentheses to the configurations of the invention corresponding to those embodiments. However, each component of the invention is not limited to the embodiments defined by the names and / or symbols. Other objects, other features, and associated advantages of the present invention will be easily understood from the following description of the embodiments of the present invention, which will be described with reference to the drawings. [Brief description of the drawings]

[0013] [Figure 1] FIG. 1 is a schematic system configuration diagram of a vehicle control device (the present control device) according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a plan view for explaining lane keeping control using a target driving line that is set based on the center line of the vehicle's own lane. [Diagram 3] FIG. 3 is a plan view for explaining lane keeping control using a target driving line that is set when a specific lane condition is met. [Figure 4] FIG. 4 is a flowchart showing a start / end determination routine executed by the CPU of the vehicle control ECU shown in FIG. [Diagram 5] FIG. 5 is a flowchart showing an LKA routine executed by the CPU of the vehicle control ECU shown in FIG. [Figure 6] FIG. 6 is a flowchart showing a specific lane condition determination subroutine executed by the CPU of the vehicle control ECU shown in FIG. [Figure 7] FIG. 7 is a flowchart showing a specific lane condition determination subroutine executed by the CPU of the vehicle control ECU according to the first modified example of the embodiment of the present invention. [Figure 8] FIG. 8 is a flowchart showing a specific lane condition determination subroutine executed by the CPU of the vehicle control ECU according to the second modified example of the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] A vehicle control device according to an embodiment of the present invention (hereinafter, may be referred to as "this control device") is applied to a host vehicle SV, as shown in Fig. 1. The vehicle control device includes a vehicle control ECU 10, an engine ECU 20, a brake ECU 30, a steering ECU 40, and a navigation ECU 50.

[0015] These ECUs are electric control units having a microcomputer as a main component, and are connected to each other via a controller area network (CAN) so that data can be exchanged between them. In this specification, the microcomputer includes a CPU, a ROM, a RAM, an interface (I / F), and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. All or some of the above ECUs 20 to 50 may be integrated into one ECU.

[0016] The vehicle control ECU 10 is connected to sensors (including switches) described below, and receives detection signals or output signals from these sensors.

[0017] The accelerator pedal operation amount sensor 11 detects the operation amount (accelerator opening) of an accelerator pedal 11a, and generates a signal indicative of the accelerator pedal operation amount AP. The brake pedal operation amount sensor 12 detects the operation amount of the brake pedal 12a, and generates a signal indicative of the brake pedal operation amount BP.

[0018] The steering angle sensor 13 detects the steering angle of the steering wheel SW and generates a signal indicative of the steering angle θ. The steering torque sensor 14 detects the steering torque acting on the steering shaft US due to the driver's operation of the steering wheel SW (steering operation) and generates a signal indicative of the steering torque Tr.

[0019] The vehicle speed sensor 15 detects the traveling speed (vehicle speed) of the host vehicle SV and generates a signal representing the vehicle speed SPD. The first acceleration sensor 16 detects the acceleration Gx in the front-rear direction of the host vehicle SV and generates a signal representing the acceleration Gx. The second acceleration sensor 17 detects the acceleration Gy in the lateral direction of the host vehicle SV and generates a signal representing the acceleration Gy.

[0020] The surrounding sensor 18 is a sensor that detects the situation around the host vehicle SV. The surrounding sensor 18 acquires information about the roads around the host vehicle SV (including the driving lane (host lane) in which the host vehicle SV is traveling and adjacent lanes adjacent to the host lane) and information about three-dimensional objects existing on the roads. The three-dimensional objects include, for example, moving objects such as pedestrians, four-wheeled vehicles and two-wheeled vehicles, as well as fixed objects such as guardrails and fences. Hereinafter, these three-dimensional objects may be referred to as "targets." The surrounding sensor 18 is equipped with a radar sensor 18a and a camera sensor 18b.

[0021] The radar sensor 18a emits, for example, millimeter wave band radio waves (hereinafter referred to as "millimeter waves") to the surrounding area of ​​the host vehicle SV and receives millimeter waves (i.e., reflected waves) reflected by targets present within the emission range. The surrounding area of ​​the host vehicle SV includes the area in front of the host vehicle SV, the area behind the host vehicle SV, the area to the right of the host vehicle SV, and the area to the left of the host vehicle SV. The radar sensor 18a determines whether or not there is a target, and calculates target information indicating the relative relationship between the host vehicle SV and the target. The target information includes the distance between the host vehicle SV and the target, the lateral position of the target relative to the host vehicle SV, and the relative speed of the target relative to the host vehicle SV.

[0022] The camera sensor 18b photographs the scenery ahead of the vehicle to obtain image data. Based on the image data, the camera sensor 18b recognizes a plurality of dividing lines that define the driving lane and the adjacent lanes. Furthermore, the camera sensor 18b calculates parameters (e.g., curvature) that indicate the shapes of the driving lane and the adjacent lanes, and parameters that indicate the positional relationship between the host vehicle SV and the driving lane. The parameters that indicate the positional relationship between the host vehicle SV and the driving lane include, for example, the distance between the center position of the host vehicle SV in the vehicle width direction and an arbitrary position on the left white line or the right white line. The information obtained by the camera sensor 18b is referred to as "lane information." The camera sensor 18b may be configured to determine the presence or absence of a target based on the image data and calculate the target information.

[0023] The surrounding sensor 18 outputs information about the surrounding conditions of the vehicle, including "target information and lane information", to the vehicle control ECU 10 as "vehicle surrounding information".

[0024] The engine ECU 20 is connected to the engine actuator 21. The engine actuator 21 includes a throttle valve actuator that changes the opening degree of a throttle valve of the internal combustion engine 22. The engine ECU 20 can change the torque generated by the internal combustion engine 22 by driving the engine actuator 21. The torque generated by the internal combustion engine 22 is transmitted to driving wheels via a transmission (not shown). Therefore, the engine ECU 20 can control the driving force of the vehicle and change the acceleration state (acceleration) by controlling the engine actuator 21. Note that the vehicle may be equipped with an electric motor as a vehicle driving source instead of or in addition to the internal combustion engine 22. In this case, the engine ECU 20 can control the driving force of the host vehicle SV by changing the torque generated by the internal combustion engine and / or the electric motor.

[0025] The brake ECU 30 is connected to the brake actuator 31. The brake actuator 31 includes a hydraulic circuit. The hydraulic circuit includes a master cylinder, a flow path through which the brake fluid flows, a plurality of valves, a pump, and a motor for driving the pump. The brake actuator 31 adjusts the hydraulic pressure supplied to a wheel cylinder built into the brake mechanism 32 in response to an instruction from the brake ECU 30. The wheel cylinder generates a frictional braking force on the wheels due to the hydraulic pressure. Therefore, the brake ECU 30 can control the braking force of the vehicle and change the acceleration state (deceleration, i.e., negative acceleration) by controlling the brake actuator 31.

[0026] The steering ECU 40 is connected to a steering actuator 41. The steering actuator 41 includes a steering motor, which is incorporated in a steering mechanism 42. The steering mechanism 42 is a mechanism for steering the steered wheels (left front wheel and right front wheel) in response to a rotation operation of the steering wheel SW. The steering mechanism 42 includes a steering wheel SW, a steering shaft US connected to the steering wheel SW, and a steering gear mechanism. The steering actuator 41 is configured to generate an assist torque that assists the driver's operation of the steering wheel SW and to generate an automatic steering torque (described later) that changes the steering angle of the steered wheels in response to an instruction from the steering ECU 40.

[0027] The navigation ECU 50 includes a GPS receiver 51, a map database (DB) 52, and It is connected to a VICS (VICS is a registered trademark) receiver 53. VICS is an abbreviation for "Vehicle Information and Communication System."

[0028] The GPS receiver 51 receives a GPS signal for detecting the "latitude and longitude" of the current position of the host vehicle SV.

[0029] The map DB 52 stores map information. The map information includes information about roads. The information about roads includes the positions of dividing lines that define driving lanes, the width of the driving lanes defined by the dividing lines, the curvature of the driving lanes, and the like. Furthermore, the information about the road includes bus lane identification information that corresponds to the position of the dividing line and can identify whether the traveling lane is a bus lane. Here, bus lanes include bus-only lanes and bus priority lanes. Bus-only lanes are lanes on which vehicles other than buses are prohibited from traveling during restricted time periods. Bus priority lanes are lanes on which buses are given priority during restricted time periods. Note that when the bus lane identification information indicates that the traveling lane is a bus lane, the bus lane identification information includes information that can identify the restricted time periods.

[0030] The navigation ECU 50 can obtain information indicating the current position of the vehicle SV and map information, and transmit the information to another ECU (for example, the vehicle control ECU 10). Note that the vehicle control ECU 10 may obtain map information from a system other than the navigation system. The VICS receiver 53 receives road traffic information from a VICS transmitter installed on a road or the like.

[0031] This control device further includes an ETC2.0 vehicle-mounted device 60. The ECU2.0 vehicle-mounted device 60 receives road traffic information from ITS spots provided on roads (for example, expressways).

[0032] The ACC operation switch 70 and the LKA operation switch 72 are switches operated by the driver. By operating the ACC operation switch 70, the driver can set the operation state of adaptive vehicle distance control, which will be described later, to an ON state or an OFF state. Adaptive vehicle distance control is sometimes referred to as "adaptive cruise control." In the following, adaptive vehicle distance control will be simply referred to as "ACC."

[0033] The driver can set the operation state of the lane keeping control (LKA) to the on state or the off state by operating the LKA operation switch 72. The LKA is set to the on state only when the operation state of the ACC is in the on state. When the LKA operation switch 72 is operated when the operation state of the ACC is in the on state and the operation state of the LKA is in the off state, the operation state of the LKA is set to the on state. When the LKA operation switch 72 is operated when the operation state of the ACC is in the on state and the operation state of the LKA is in the on state, the operation state of the LKA is set to the off state. When the operation state of the ACC is set to the off state when the operation state of the LKA is in the on state, the operation state of the LKA is set to the off state.

[0034] (ACC) The vehicle control ECU 10 is configured to execute a well-known ACC (see, for example, Japanese Patent Application Laid-Open No. 2014-148293, Japanese Patent Application Laid-Open No. 2006-315491, and Japanese Patent No. 4172434, etc.).

[0035] The ACC includes two types of control: constant speed cruise control and preceding vehicle following control. The vehicle control ECU 10 executes constant speed cruise control when there is no preceding vehicle traveling in the same lane as the host vehicle SV and located immediately before the host vehicle SV, and executes preceding vehicle following control when there is a preceding vehicle.

[0036] The constant speed cruise control is a control for adjusting the acceleration of the host vehicle SV so that the vehicle speed SPD coincides with the target speed (set speed) Vset, without requiring the operation of the accelerator pedal 11a and the brake pedal 12a. The preceding vehicle following control is a control for causing the host vehicle SV to follow the preceding vehicle while maintaining the inter-vehicle distance between the host vehicle SV and the preceding vehicle at the target inter-vehicle distance Dset, without requiring operation of the accelerator pedal 11a and the brake pedal 12a.

[0037] (LKA) The vehicle control ECU 10 is configured to execute a well-known LKA as one mode of driving assistance control. The LKA is a control (steering control) that changes the steering angle of the steering wheels of the host vehicle SV so that the host vehicle SV travels along a target driving line TL that is set based on a lane marking. The LKA itself is well-known (see, for example, Japanese Patent Application Publication No. 2008-195402, Japanese Patent Application Publication No. 2009-190464, Japanese Patent Application Publication No. 2010-6279, and Japanese Patent No. 4349210, etc.).

[0038] As shown in Fig. 2, the vehicle control ECU 10 acquires information about the "left and right demarcation lines LL and RL" of the vehicle's lane SL based on the lane information included in the vehicle surroundings information. The vehicle control ECU 10 estimates a line connecting the "center positions" in the road width direction (width direction of the vehicle's lane SL) between the left and right demarcation lines LL and RL as the "lane center line LM." The vehicle control ECU 10 sets the center line LM as the target driving line TL.

[0039] The vehicle control ECU 10 calculates LKA control parameters required to execute LKA. The LKA control parameters include the curvature CL of the target driving line TL (=the reciprocal of the curvature radius R of the center line LM), the distance dL, and the yaw angle θL, as shown in FIG. In Fig. 2, the x-axis is an axis extending in the longitudinal direction of the host vehicle SV, and the y-axis is an axis perpendicular to the x-axis. The distance dL is the distance in the y-axis direction between the target driving line TL and the position of the host vehicle SV. In this example, the "position of the host vehicle SV" is the central position of the front end of the host vehicle SV in the vehicle width direction. The yaw angle θL is the angle of the x-axis with respect to the target driving line TL.

[0040] The vehicle control ECU 10 uses the LKA control parameters (CL, dL, θL) to calculate the automatic steering torque Btr for matching the position of the host vehicle SV with the target driving line TL. In detail, the vehicle control ECU 10 calculates the automatic steering torque Btr according to, for example, the following formula 1.

[0041] (Formula 1) Btr=K1·(SPD 2 CL) + K2 dL + K3 θL K1, K2, and K3 are control gains.

[0042] Then, the vehicle control ECU 10 transmits a steering command including the automatic steering torque Btr to the steering ECU 40. When the steering ECU 40 receives the steering command, it controls the steering actuator 41 so that the actual torque applied to the steering mechanism 42 coincides with the "automatic steering torque Btr included in the received steering command."

[0043] (Overview of operation) The operation of the control device will be outlined with reference to FIG. When the vehicle control ECU 10 of the present control device is executing LKA, it determines whether or not the specific lane condition is satisfied. The specific lane condition is satisfied when both of the following conditions SP1 and SP2 are satisfied. Condition SP1: The vehicle's lane SL is adjacent to the bus lane BL. Condition SP2: The current time is included in the regulated time period of the above bus lane BL.

[0044] When the specific lane condition is not satisfied, the vehicle control ECU 10 sets the target driving line TL to the center line LM. On the other hand, when the specific lane condition is satisfied, the vehicle control ECU 10 sets the target driving line TL to the offset line LO. The offset line LO is set at a position a predetermined distance ΔD away from the center line LM in a direction away from the bus lane BL.

[0045] Thereafter, the vehicle control ECU 10 acquires the above LKA control parameters (curvature CL, distance dL, and yaw angle θL) and acquires the automatic steering torque Btr by applying the LKA control parameters to the above formula 1. The vehicle control ECU 10 transmits a steering command including the automatic steering torque Btr to the steering ECU 40, thereby controlling the steering actuator 41 so that the actual torque coincides with the automatic steering torque Btr.

[0046] As can be understood from the above, when the bus lane BL is adjacent to the host lane SL and the current time falls within the restricted time period of the bus lane BL, the target driving line TL is set to the offset line LO. Therefore, during times when buses travel relatively frequently in the bus lane BL, the target driving line TL is set to the offset line LO. This makes it possible to prevent the position of the target driving line TL from changing frequently when the host vehicle SV travels in the "driving lane adjacent to the bus lane BL," thereby reducing the possibility of the vehicle behavior of the host vehicle SV becoming erratic.

[0047] Furthermore, since the host vehicle SV is stopped on the offset line LO, even if the host vehicle SV is stopped, the possibility that the occupants will feel anxiety or fear when a bus passes beside the stopped host vehicle SV can be reduced.

[0048] Furthermore, since the target driving line TL is set to the offset line LO only during times when the bus is traveling relatively frequently, the possibility of occupants feeling anxious or scared about other vehicles traveling in the lane opposite the bus lane BL is reduced.

[0049] (Specific operation) <Start / End Judgment Routine> The CPU of the vehicle control ECU 10 (hereinafter, when written as "CPU", it refers to the CPU of the DSECU 20 unless otherwise specified) executes a routine (start / end determination routine) shown in the flowchart of FIG. 4 every time a predetermined time has elapsed.

[0050] Therefore, at a predetermined timing, the CPU starts the process from step 400 in FIG. 4, proceeds to step 405, and determines whether the value of the execution flag Xexe is "0" or not.

[0051] The value of the execution flag Xexe is set to "1" when an LKA start condition described later is satisfied (see step 415), and is set to "0" when an LKA end condition described later is satisfied (see step 425). Note that in an initial routine executed by the CPU when an ignition key switch (not shown) of the host vehicle SV is changed from the OFF position to the ON position, the value of the execution flag Xexe is set to "0."

[0052] If the value of the execution flag Xexe is "0", the CPU determines "Yes" in step 405 and proceeds to step 410. In step 410, the CPU determines whether or not the LKA start condition is satisfied. The LKA start condition is satisfied when both the following condition ST1 and condition ST2 are satisfied.

[0053] Condition ST1: ACC is running. Condition ST2: The LKA operation switch 72 has been operated.

[0054] If the LKA start condition is not satisfied, the CPU makes a "No" determination in step 410, proceeds to step 495, and temporarily ends this routine.

[0055] If the LKA start condition is satisfied, the CPU determines "Yes" in step 410 and proceeds to step 415, where it sets the value of the execution flag Xexe to "1." After that, the CPU proceeds to step 495, where it temporarily ends this routine.

[0056] On the other hand, if the value of the execution flag Xexe is "1" when the CPU proceeds to step 405, the CPU determines "No" in step 405 and proceeds to step 420. In step 420, the CPU determines whether or not the LKA termination condition is satisfied. The LKA termination condition is satisfied when either of the following conditions EN1 and EN2 is satisfied.

[0057] Condition EN1: ACC has ended. Condition EN2: The LKA operation switch 72 has been operated.

[0058] If the LKA termination condition is not satisfied, the CPU makes a "No" determination in step 420, proceeds to step 495, and temporarily terminates this routine.

[0059] If the LKA end condition is satisfied, the CPU determines "Yes" in step 420 and proceeds to step 425, where it sets the value of the execution flag Xexe to "0." After that, the CPU proceeds to step 495, where it temporarily ends this routine.

[0060] <LKAルーチン> The CPU executes a routine (LKA routine) shown in the flowchart of FIG. 5 every time a predetermined time elapses.

[0061] Therefore, at a predetermined timing, the CPU starts the process from step 500 in FIG. 5, proceeds to step 505, and determines whether the value of the execution flag Xexe is "1" or not.

[0062] If the value of the execution flag Xexe is "0", the CPU makes a "No" determination in step 505, proceeds to step 595, and temporarily ends this routine.

[0063] If the value of the execution flag Xexe is "1", the CPU determines "Yes" in step 505 and executes steps 510 to 525 in order.

[0064] Step 510: The CPU identifies the left and right lane markings LL and RL of the own lane SL based on the lane information. Step 515: The CPU identifies a center line LM based on the left demarcation line LL and the right demarcation line RL. Step 520: The CPU executes a specific lane condition determination subroutine for determining whether or not a specific lane condition exists.

[0065] Step 525: The CPU determines whether the value of the specific flag Xsp is “0” or not. The value of the specific flag Xsp is set to "1" when the specific lane condition is met, and is set to "0" when the specific lane condition is no longer met. The value of the specific flag Xsp is set to "0" in the initial routine.

[0066] If the value of the specific flag Xsp is "0", the CPU determines "Yes" in step 525 and executes steps 530 to 545 in order.

[0067] Step 530: The CPU sets the target driving line TL to the center line LM. Step 535: The CPU obtains the LTA control parameters (curvature CL, distance dL, and yaw angle θL) based on the lane information. Step 540: The CPU obtains the automatic steering torque Btr by applying the above LTA control parameters (curvature CL, distance dL, and yaw angle θL) and vehicle speed SPD to the above equation 1. Step 545: The CPU transmits a steering command including the automatic steering torque Btr to the steering ECU 40. Thereafter, the CPU proceeds to step 595 and ends this routine.

[0068] If the value of the specific flag Xsp is "1" when the CPU proceeds to step 525, the CPU determines "No" in step 525 and proceeds to step 550. In step 550, the CPU sets the target driving line TL to the offset line LO. After that, the CPU proceeds to the processing of step 535 and subsequent steps.

[0069] <Specific lane condition judgment subroutine> When the CPU proceeds to step 520 in Fig. 5, it executes the routine (specific lane condition determination subroutine) shown in the flowchart in Fig. 6. That is, when the CPU proceeds to step 520 in Fig. 5, it starts the process from step 600 in Fig. 6 and proceeds to step 605.

[0070] In step 605, the CPU refers to the bus lane identification information in the map information and determines whether or not a bus lane BL exists within a predetermined range centered on the current position of the host vehicle SV.

[0071] If a bus lane BL exists within the above-mentioned predetermined range, the CPU judges “Yes” in step 605 and proceeds to step 610.

[0072] In step 610, the CPU uses map information to identify the traffic restriction time period of the bus lane BL that exists within the above-mentioned predetermined range, and determines whether the current time is within the above-mentioned traffic restriction time period. Note that the restricted time period may vary depending on the day of the week. In this case, the CPU determines whether the current time falls within the restricted time period corresponding to the current day of the week.

[0073] If the current time is included in the regulated time zone, the CPU determines "Yes" in step 615 and proceeds to step 615. In step 615, the CPU determines whether or not the own lane SL is adjacent to a bus lane BL.

[0074] Step 615 will be described in detail. First, the CPU uses the lane information to determine whether or not there is an adjacent lane adjacent to the own lane SL. If there is no adjacent lane, the CPU determines "No" in step 615.

[0075] If an adjacent lane exists, the CPU uses the map information and image data to determine whether the adjacent lane is a bus lane BL. As an example, the CPU determines that the adjacent lane is a bus lane when both of the following conditions AC1 and AC2 are satisfied. Condition AC1: The distance between the "closest position among the positions of the dividing lines defining the bus lane BL that is closest to the current position of the vehicle SV" and the current position is equal to or less than a predetermined distance. Condition AC2: The image data contains at least one of an image representing a "bus lane sign indicating that the lane is a bus lane BL" and an image representing a "bus lane road marking indicating that the lane is a bus lane BL".

[0076] Regarding the condition AC1, the CPU obtains the closest position by using map information. Regarding condition AC2, template images of bus lane signs and bus lane road markings are registered in advance, and the CPU uses pattern matching to determine whether the image data contains at least one of an image representing a bus lane sign and an image representing a bus lane road marking.

[0077] If the adjacent lane is a bus lane, the CPU determines "Yes" in step 615 and proceeds to step 620. In step 620, the CPU sets the value of the specific flag Xsp to "1", proceeds to step 695 to temporarily end this routine, and then proceeds to step 525 shown in FIG.

[0078] When the CPU proceeds to step 605 , if there is no bus lane BL within a predetermined range centered on the current position, the CPU determines “No” in step 605 and proceeds to step 625 .

[0079] In step 625, the CPU sets the value of the specific flag Xsp to "0", proceeds to step 695 to temporarily end this routine, and then proceeds to step 525 shown in FIG.

[0080] If the current time is not included in the restricted time zone when the CPU proceeds to step 610, the CPU determines "No" in step 610, proceeds to step 625, and sets the value of the specific flag Xsp to "0." After that, the CPU proceeds to step 695 to temporarily end this routine, and proceeds to step 525 shown in FIG. 5.

[0081] If the own lane SL is not adjacent to the bus lane BL when the CPU proceeds to step 615, the CPU determines "No" in step 615, proceeds to step 625, and sets the value of the specific flag Xsp to "0." After that, the CPU proceeds to step 695 to temporarily end this routine, and proceeds to step 525 shown in FIG. 5.

[0082] According to this embodiment, when the specific lane condition is met, the target driving line TL is set at a position (offset line LO) farther away from the "adjacent lane that is the specific lane" than when the specific lane condition is not met. This prevents the position of the target driving line TL from changing frequently, and reduces the possibility that the occupants will feel anxious and scared when a large vehicle (bus) passes beside the host vehicle SV even if the host vehicle SV is stopped. Furthermore, when the specific lane condition is not met, the target driving line TL is set to the center line LM, which reduces the possibility that the occupants will feel anxious and scared about other vehicles, etc. traveling in the lane opposite the bus lane BL.

[0083] The present invention is not limited to the above-described embodiment, and various modifications of the present invention can be adopted.

[0084] (First Modification) In this modified example, the specific lane condition is met when both of the following conditions SP3 and SP4 are met. Condition SP3: The vehicle lane SL is adjacent to the track bed. The track bed is a lane on which trams run. Condition SP4: The current time is included in a high-frequency time period that is set in advance. A high-frequency time period is, for example, a time period during which the number of streetcars operating per hour is equal to or exceeds a threshold number.

[0085] The CPU of the vehicle control ECU 10 of this modified example executes the start / end determination routine shown in Fig. 4 and the LKA routine shown in Fig. 5. When the CPU proceeds to step 520 shown in Fig. 5, it executes the specific lane condition determination subroutine shown in Fig. 7. In the flowchart shown in Fig. 7, the same processes as those in the flowchart shown in Fig. 6 are given the same reference numerals, and the description thereof will be omitted.

[0086] <Specific lane condition judgment subroutine> Therefore, when the CPU proceeds to step 520 in Fig. 5, it starts the process from step 700 in Fig. 7 and proceeds to step 705. In step 705, the CPU uses the map information to determine whether or not a track bed is present within a predetermined range centered on the current position of the host vehicle SV. In detail, the map information includes the position of the track bed, and the CPU refers to the map information to determine whether or not the position of the track bed is included within the above-mentioned predetermined range.

[0087] If a track bed is present within the predetermined range, the CPU determines "Yes" in step 705 and proceeds to step 710. In step 710, the CPU determines whether the current time is within the high frequency time period.

[0088] The vehicle control device prestores a timetable for the streetcar line, and the CPU identifies a high frequency time period for the track bed based on the timetable for the line for the track bed that exists within the above-mentioned specified range. When the timetable differs depending on the day of the week, the CPU identifies the high frequency time period based on the timetable corresponding to the current day of the week.

[0089] If the current time falls within the high frequency time period, the CPU determines "Yes" in step 710 and proceeds to step 715. In step 715, the CPU determines whether the current lane SL is adjacent to the trackbed.

[0090] More specifically, the CPU determines that the own lane SL is adjacent to the trackbed when both of the following conditions AC3 and AC4 are satisfied. Condition AC3: The distance between the "closest position among the positions on the track bed that is closest to the current position of the vehicle SV" and the current position is equal to or less than a predetermined distance. Condition AC4: The image data contains at least one of an image showing a track bed and an image showing a "track bed access sign indicating that the track bed is accessible." The CPU performs this determination using pattern matching.

[0091] If the own lane SL is adjacent to the trackbed, the CPU judges "Yes" in step 715 and proceeds to step 620 shown in Fig. 7, where it sets the value of the specific flag Xsp to "1." After that, the CPU proceeds to step 795, where it temporarily ends this routine, and proceeds to step 525 shown in Fig. 5.

[0092] If the track bed does not exist within the above-mentioned predetermined range when the CPU proceeds to step 705, the CPU judges "No" in step 705 and proceeds to step 625 shown in Fig. 7. In step 625 shown in Fig. 7, the CPU sets the value of the specific flag Xsp to "0". After that, the CPU proceeds to step 795 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0093] If the current time is not included in the high frequency time period when the CPU proceeds to step 710, the CPU determines "No" in step 710. Then, the CPU sets the value of the specific flag Xsp to "0" in step 625 shown in Fig. 7, proceeds to step 795 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0094] If the own lane SL is not adjacent to the trackbed when the CPU proceeds to step 715, the CPU determines "No" in step 715. Then, the CPU sets the value of the specific flag Xsp to "0" in step 625 shown in Fig. 7, proceeds to step 795 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0095] According to this modified example, it is possible to prevent the position of the target driving line TL from changing frequently. Furthermore, when the specific lane condition is met, even if the vehicle SV is stopped, the possibility that the occupant will feel uneasy and scared when a streetcar passes beside the vehicle SV can be reduced. Furthermore, when the specific lane condition is not met, the target driving line TL is set to the center line LM, so that it is possible to reduce the possibility that the occupant will feel uneasy and scared about other vehicles, etc. traveling in the lane on the opposite side of the trackbed.

[0096] (Second Modification) In this modified example, the specific lane condition is met when both of the following conditions SP5 and SP6 are met. Condition SP5: The own lane SL is adjacent to a large vehicle driving lane. The large vehicle driving lane is a lane in which large vehicles must normally drive except when overtaking other vehicles. Condition SP6: The current time is included in the high frequency time period.

[0097] Regarding condition SP6, the CPU determines that the current time is within the high frequency time period if the number of large vehicles (hereinafter referred to as the "number of large vehicles") heading in the same direction as the vehicle SV within a predetermined range from the current position of the vehicle SV is equal to or greater than a threshold value. The road traffic information transmitted by the ITS spot includes the number of large vehicles, and the ETC2.0 vehicle-mounted unit 60 receives this road traffic information. The CPU identifies the number of large vehicles based on the road traffic information received by the ETC2.0 vehicle-mounted unit 60.

[0098] In addition, the above road traffic information includes a predicted congestion degree of the road including the own lane SL, and the CPU may identify the above predicted congestion degree based on the road traffic information received by the ETC2.0 vehicle unit 60, and determine that the current time is within the high frequency time period if the predicted congestion degree is equal to or greater than a predetermined threshold congestion degree.

[0099] The CPU of the vehicle control ECU 10 of this modified example executes the start / end determination routine shown in Fig. 4 and the LKA routine shown in Fig. 5. When the CPU proceeds to step 520 shown in Fig. 5, it executes the specific lane condition determination subroutine shown in Fig. 8. In the flowchart shown in Fig. 8, the same processes as those in the flowchart shown in Fig. 6 are given the same reference numerals, and the description thereof will be omitted.

[0100] <Specific lane condition judgment subroutine> Therefore, when the CPU proceeds to step 520 in Fig. 5, it starts processing from step 800 in Fig. 8 and proceeds to step 805. In step 805, the CPU uses the map information to determine whether or not a large vehicle driving lane exists within a predetermined range centered on the current position of the host vehicle SV. In detail, the map information includes large vehicle identification information that can identify whether or not the driving lane corresponding to the position of the dividing line is a large vehicle driving lane. The CPU refers to this large vehicle identification information and determines whether or not the position of the large vehicle driving lane is included in the above-mentioned predetermined range.

[0101] If a large vehicle lane exists within the predetermined range, the CPU judges "Yes" in step 805 and proceeds to step 810. In step 810, the CPU judges whether the current time is included in the high frequency time period based on the ETC2.0 information received by the ETC2.0 vehicle-mounted unit 60 as described above.

[0102] If the current time falls within the high frequency time period, the CPU determines "Yes" in step 810 and proceeds to step 815. In step 815, the CPU determines whether the host lane SL is adjacent to a large vehicle driving lane.

[0103] This determination is the same as in step 615. That is, if the distance between the current position of the vehicle SV and the closest position of the dividing line of the large vehicle driving lane is equal to or less than a predetermined distance, and at least one of an image representing a large vehicle driving lane sign and an image representing a large vehicle driving lane road marking is present in the image data, the CPU determines that the vehicle SL is adjacent to the large vehicle driving lane.

[0104] If the own lane SL is adjacent to the large vehicle driving lane, the CPU determines "Yes" in step 815 and proceeds to step 620 shown in Fig. 8, where it sets the value of the specific flag Xsp to "1." After that, the CPU proceeds to step 895, where it temporarily ends this routine, and proceeds to step 525 shown in Fig. 5.

[0105] If there is no large vehicle driving lane within the predetermined range when the CPU proceeds to step 805, the CPU determines "No" in step 805 and proceeds to step 625 shown in Fig. 8. In step 625 shown in Fig. 8, the CPU sets the value of the specific flag Xsp to "0". After that, the CPU proceeds to step 895 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0106] If the current time is not included in the high frequency time period when the CPU proceeds to step 810, the CPU determines "No" in step 810. Then, the CPU sets the value of the specific flag Xsp to "0" in step 625 shown in Fig. 8, proceeds to step 895 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0107] If the own lane SL is not adjacent to a large vehicle driving lane when the CPU proceeds to step 815, the CPU determines "No" in step 815. Then, the CPU sets the value of the specific flag Xsp to "0" in step 625 shown in Fig. 8, proceeds to step 895 to temporarily end this routine, and proceeds to step 525 shown in Fig. 5.

[0108] According to this modified example, it is possible to prevent the position of the target driving line TL from changing frequently. Furthermore, when the specific lane condition is met, even if the vehicle SV is stopped, the possibility that the occupants will feel anxious and scared when a large vehicle passes beside the vehicle SV can be reduced. Furthermore, when the specific lane condition is not met, the target driving line TL is set to the center line LM, so that it is possible to reduce the possibility that the occupants will feel anxious and scared about other vehicles traveling in the lane opposite to the large vehicle driving lane.

[0109] In the following, the bus lane BL, the track bed, and the large vehicle driving lane may be collectively referred to as the "specific traffic lane." Buses, streetcars, and large vehicles may be collectively referred to as the "specific vehicle."

[0110] (Third Modification) The VICS transmitter transmits road traffic information including the positions of bus lanes, track beds, and large vehicle lanes within a predetermined range from the transmitter itself. In step 605 shown in Figure 6, step 705 shown in Figure 7, and step 805 shown in Figure 8, the CPU may use road traffic information received by the VICS receiver 53 to determine whether or not a bus lane BL exists within a specified range centered on the vehicle SV, whether or not a track bed exists within the specified range, and whether or not a large vehicle driving lane exists within the specified range.

[0111] Furthermore, in step 605 shown in Fig. 6, step 705 shown in Fig. 7, and step 805 shown in Fig. 8, the CPU may determine whether or not conditions AC2, AC4, and AC6 are satisfied, respectively. If condition AC2 is satisfied, the CPU determines "Yes" in step 605 shown in Fig. 6, if condition AC4 is satisfied, the CPU determines "Yes" in step 705 shown in Fig. 7, and if condition AC6 is satisfied, the CPU determines "Yes" in step 805 shown in Fig. 8.

[0112] (Fourth Modification) In step 710 shown in FIG. 7, the CPU may determine, based on the road traffic information received by the VICS receiver 53, whether or not the current time is included in the high frequency time period. Specifically, when a trackbed is present near where the VICS transmitter is installed, the VICS transmitter counts the number of tramways that pass over the trackbed in a given period of time (hereinafter referred to as the "tramway count"). The VICS transmitter transmits this tramway count together with road traffic information. When the number of trams is equal to or greater than a predetermined threshold based on the road traffic information received by the VICS receiver 53, the CPU determines that the current time is a high frequency time period.

[0113] (Fifth Modification) The target driving line TL that is set when the specific lane condition is met is not limited to the center line LM, but may be set at any appropriate position in the own lane SL.

[0114] (Sixth Modification) In the above embodiment, the operation state of the LKA can be set to the on state only when the ACC is on, and is set to the off state when the ACC is set to the off state, but this is not limited to this, and the operation state of the LKA may be set independently regardless of the operation state of the ACC.

[0115] (Sixth Modification) This control device can be installed in vehicles such as engine automobiles, hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell electric vehicles (FCEVs), and battery electric vehicles (BEVs). [Explanation of symbols]

[0116] 10...vehicle control ECU, 40...steering ECU, 41...steering actuator, TL...target driving line, LM...center line, LO...offset line.

Claims

[Claim 1] A steering actuator configured to change a steering angle of a steering wheel of the host vehicle; A control unit configured to execute lane keeping control by setting a target driving line in a vehicle lane in which the vehicle is traveling and controlling the steering actuator so that the vehicle travels along the target driving line; Equipped with The control unit When a specific lane condition is met that the lane is adjacent to a specific lane in which a specific vehicle, which is a specific type of vehicle or a streetcar, is more likely to travel than in a normal travel lane, and the current time is included in a high frequency time period in which the specific vehicle is more likely to travel in the specific lane than in a normal time period, the target travel line is set at a position farther away from the specific lane than the target travel line that is set when the specific lane condition is not met. It was configured as follows: Vehicle control device.

Images