Vehicle control device and vehicle control method

Abstract

In this vehicle control device (10), an occupant recognizing unit (11) determines whether an occupant of a host vehicle is the main driver that independently performs a driving operation or a passenger that does not contribute to the driving operation of the host vehicle. A traffic lane recognizing unit (12) recognizes a traffic lane of the road on which the host vehicle is traveling. A peripheral vehicle recognizing unit (13) recognizes the positions of other vehicles traveling in the periphery of the host vehicle. A control unit (14) operates in a first control mode for avoiding a situation in which another vehicle in an adjacent traffic lane travels side by side with the host vehicle within a first side-by-side travel avoidance region (R1) in the periphery of the host vehicle when a passenger is present, and operates in a second control mode for avoiding a situation in which another vehicle in an adjacent traffic lane travels side by side with the host vehicle within a second side-by-side travel avoidance region (R2) in the periphery of the host vehicle when a passenger is not present. The first side-by-side travel avoidance region (R1) is wider than the second side-by-side travel avoidance region (R2) and encompasses the second side-by-side travel avoidance region (R2).

Description

Technical Field

[0001] The present disclosure relates to automatic driving control of vehicles.

Background Art

[0002] Development of an automatic driving system in which a vehicle automatically performs part or all of the driving control of the vehicle is in progress. For example, Patent Document 1 below discloses an automatic driving system that changes a target route depending on whether there is a passenger in a driverless vehicle or not. The automatic driving system of Patent Document 1 reduces the discomfort of the passenger by setting a target route in which the lateral acceleration and yaw rate generated in the vehicle are suppressed when there is a passenger in the driverless vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technology of Patent Document 1, the presence of other vehicles traveling in adjacent lanes is not considered. Therefore, there is a risk that other vehicles approach from the side of the host vehicle or cut in just in front of the host vehicle. In such a case, sudden braking or sudden turning of the host vehicle is required to avoid other vehicles, resulting in uncomfortable driving for the passengers.

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to provide a technology for performing automatic driving control in consideration of the presence of other vehicles traveling in adjacent lanes.

Means for Solving the Problems

[0006] The vehicle control device according to the present disclosure includes an occupant recognition unit that recognizes the occupants of the host vehicle and determines whether the occupant is the driver who mainly performs the driving operation or a passenger who is not involved in the driving operation of the host vehicle, a lane recognition unit that recognizes the lane of the road on which the host vehicle is traveling, a surrounding vehicle recognition unit that recognizes the positions of other vehicles traveling around the host vehicle, and a control unit that performs automatic driving control of the host vehicle so as to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the passing avoidance area around the host vehicle. When there is an occupant, the control unit operates in a first control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the first passing avoidance area around the host vehicle. When there is no occupant, the control unit operates in a second control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the second passing avoidance area around the host vehicle. The first passing avoidance area is wider than the second passing avoidance area and includes the second passing avoidance area. The first passing avoidance area and the second passing avoidance area Lateral direction passing through the center of the host vehicle are set so that the adjacent lane fits within the first passing avoidance area and the second passing avoidance area.

Advantages of the Invention

[0007] According to the present disclosure, since the automatic driving control of the host vehicle is performed so as to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the passing avoidance area, it is possible to prevent other vehicles from approaching the side of the host vehicle or cutting in front of the host vehicle. In particular, when there is a passenger who is not involved in the driving operation, the first passing avoidance area is set as the passing avoidance area, so that the passing avoidance area expands and the automatic driving control considering the passenger is performed.

[0008] The objectives, features, aspects, and advantages of the present disclosure will become clearer from the following detailed description and the accompanying drawings.

Brief Description of the Drawings

[0009]

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Mode for Carrying Out the Invention

[0010] <Embodiment 1> FIG. 1 is a block diagram of a vehicle system 100 according to Embodiment 1. Hereinafter, the vehicle equipped with the vehicle system 100 is referred to as the "own vehicle", and vehicles other than the own vehicle are referred to as "other vehicles". Also, all persons riding in the own vehicle are referred to as "passengers", the passenger who mainly performs the driving operation of the own vehicle is referred to as the "main driving person", and the passenger who does not participate in the driving operation of the own vehicle is referred to as a "passenger".

[0011] As shown in FIG. 1, the vehicle system 100 includes a vehicle control device 10, and a passenger detection device 21, a surrounding detection device 22, an operation device 23, and a travel control device 24 connected thereto.

[0012] The passenger detection device 21 is a device that detects passengers boarding the host vehicle. The passenger detection device 21 can be composed of, for example, an in-vehicle camera that captures the interior of the vehicle, a seating sensor installed on each seat, and the like.

[0013] The surrounding detection device 22 is a device that detects ground features and other vehicles existing around the host vehicle. The surrounding detection device 22 can be composed of, for example, a surrounding camera that captures the surroundings of the host vehicle, a millimeter-wave radar, a LiDAR (Light Detection and Ranging), and the like.

[0014] The operation device 23 is a device for the driver to manually perform driving operations of the host vehicle, such as a shift lever, a steering wheel (so-called "handle"), a brake pedal, and the like.

[0015] The travel control device 24 is an ECU (Electronic Control Unit) that controls the travel of the host vehicle. The vehicle control device 10 controls the travel of the host vehicle by controlling the travel control device 24 based on the information input from the passenger detection device 21, the surrounding detection device 22, and the operation device 23. For example, when the automatic driving of the host vehicle is implemented, the vehicle control device 10 controls the travel control device 24 based on the information acquired from the passenger detection device 21 and the surrounding detection device 22. Also, when the driver manually operates the host vehicle, the vehicle control device 10 controls the travel control device 24 in accordance with the operations made on the operation device 23.

[0016] Here, the definition of the automation level (automated driving level) of automated driving of a vehicle will be described. According to SAE (Society of Automotive Engineers) International's J3016 (September 2016) and its Japanese reference translation JASO TP18004 (February 2018), the automated driving level of an automated driving system is defined as follows.

[0017] Level 0 (No Driving Automation): The driver performs some or all of the dynamic driving tasks Level 1 (Driving Assistance): The system performs a subtask of vehicle motion control in either the longitudinal or lateral direction in a limited area Level 2 (Partial Driving Automation): The system performs subtasks of vehicle motion control in both the longitudinal and lateral directions in a limited area Level 3 (Conditional Driving Automation): The system performs all dynamic driving tasks in a limited area, but when it is difficult to continue operation, the driver appropriately responds to an intervention request from the system, etc. Level 4 (Highly Automated Driving): The system performs all dynamic driving tasks and responses in case of difficulty in continuing operation in a limited area Level 5 (Full Driving Automation): The system performs all dynamic driving tasks and responses in case of difficulty in continuing operation without limitation (i.e., not within a limited area) Note that "dynamic driving tasks" refer to all operational and tactical functions that need to be performed in real time when operating a vehicle on a road (excluding strategic functions such as trip planning and waypoint selection). Also, "limited area" refers to specific conditions (including geographical constraints, road surface constraints, environmental constraints, traffic constraints, speed constraints, time constraints, etc.) for which the system or its function is designed to operate.

[0018] In the following description, when simply referring to "automated driving", it refers to automated driving at level 1 or above, and level 0 is referred to as "manual driving". Also, "automated driving that does not require a driver" refers to automated driving at level 4 or above, and "automated driving that requires a driver" refers to automated driving at level 3 or below.

[0019] Here, for the sake of simplicity of explanation, it is assumed that the driver can switch between the automatic driving and the manual driving of the host vehicle and specify the automatic driving level at any timing.

[0020] As shown in FIG. 1, the vehicle control device 10 includes a passenger recognition unit 11, a lane recognition unit 12, a surrounding vehicle recognition unit 13, and a control unit 14.

[0021] The passenger recognition unit 11 recognizes the passengers detected by the passenger detection device 21, and determines whether each passenger is a driver who mainly performs the driving operation of the host vehicle or a passenger who does not participate in the driving operation of the host vehicle. That is, the passenger recognition unit 11 determines whether there is a driver and whether there are passengers in the host vehicle. Any method for distinguishing between the driver and the passengers may be used. For example, a simple method may be used, such as determining that a passenger sitting in the driver's seat (the seat where the operation device 23 is installed) is the driver, and determining that a passenger sitting outside the driver's seat is a passenger.

[0022] The lane recognition unit 12 recognizes the lane of the road on which the host vehicle is traveling based on the position of the lane boundary line or the center line of the road detected by the surrounding detection device 22. Further, the surrounding vehicle recognition unit 13 recognizes the position of other vehicles (relative position with respect to the host vehicle) detected by the surrounding detection device 22.

[0023] The control unit 14 controls the running of the host vehicle by controlling the running control device 24 based on the information of the passengers recognized by the passenger recognition unit 11, the information of the lane recognized by the lane recognition unit 12, the information of the positions of other vehicles recognized by the surrounding vehicle recognition unit 13, and the information of the operations performed on the operation device 23. For example, when the host vehicle performs automatic driving, the control unit 14 controls the running control device 24 based on the information recognized by the passenger recognition unit 11, the lane recognition unit 12, and the surrounding vehicle recognition unit 13. Also, when the host vehicle performs manual driving, the control unit 14 controls the running control device 24 based on the information of the operations of the operation device 23. Further, when an automatic driving in which only a part of the driving operation is automated, such as the automatic driving of levels 1 and 2, is performed, the control unit 14 controls the running control device 24 based on both the information recognized by the passenger recognition unit 11, the lane recognition unit 12, and the surrounding vehicle recognition unit 13 and the information of the operations of the operation device 23.

[0024] In the present embodiment, when the control unit 14 performs automatic driving control (control of automatic driving at level 1 or higher) of the host vehicle, it sets a "lane-change avoidance area" around the host vehicle, and controls the running of the host vehicle so as to avoid other vehicles in the adjacent lane from running parallel to the host vehicle within the lane-change avoidance area. Note that the control unit 14 can determine which lane the other vehicle is running in from the information of the lane recognized by the lane recognition unit 12 and the information of the positions of other vehicles recognized by the surrounding vehicle recognition unit 13, and thereby can recognize other vehicles in the adjacent lane.

[0025] In addition, the control unit 14 sets different parallel driving avoidance regions when there is an occupant in the host vehicle and when there is no occupant. Fig. 2 shows an example of the parallel driving avoidance region. When there is an occupant in the host vehicle, the control unit 14 sets a relatively wide first parallel driving avoidance region R1 around the host vehicle. When there is no occupant in the host vehicle, the control unit 14 sets a relatively narrow second parallel driving avoidance region R2 around the host vehicle. That is, when there is an occupant, the control unit 14 operates in a first control mode to avoid other vehicles in the adjacent lane from driving parallel to the host vehicle within the first parallel driving avoidance region R1. When there is no occupant, the control unit 14 operates in a second control mode to avoid other vehicles in the adjacent lane from driving parallel to the host vehicle within the second parallel driving avoidance region R2. Note that the first parallel driving avoidance region R1 is wider than the second parallel driving avoidance region R2, and the first parallel driving avoidance region R1 includes the second parallel driving avoidance region R2.

[0026] For example, at time t1, assume a situation where the host vehicle P is traveling in the middle lane of the three lanes of the road as shown in Fig. 3, and other vehicles Q1 and Q2 are traveling in the adjacent lane on the left. Also, for simplicity of explanation, assume that the host vehicle P is traveling at a speed Vp under a constant speed driving control of level 1 autonomous driving. Also, assume that both other vehicles Q1 and Q2 are traveling at a speed Vq slower than Vp (that is, Vq < Vp).

[0027] When there is an occupant in the host vehicle, the control unit 14 operates in the first control mode and sets the first parallel driving avoidance region R1 around the host vehicle as shown in Fig. 3. The first parallel driving avoidance region R1 is set as a rectangular region with a length of 30 m in the front-rear direction and a width of 10.5 m in the lateral direction, ensuring 20 m in front, 10 m in the rear, and 5.25 m (= 3.5 m + 3.5 m / 2) on the right and left from the center of the host vehicle P, assuming a lane width of 3.5 m (that is, in Fig. 2, R1f = 20 m, R1b = 10 m, R1r = R1l = 5.25 m). Here, the width of the first parallel driving avoidance region R1 is set according to the lane width, but the width of the first parallel driving avoidance region R1 may be a value independent of the lane width (for example, a constant value).

[0028] In the first control mode, the control unit 14 controls the running of the host vehicle so as to prevent other vehicles Q1 and Q2 in the adjacent lane from entering the first parallel running avoidance area R1. At time t1, since other vehicles Q1 and Q2 do not enter the first parallel running avoidance area R1, the control unit 14 continues the constant speed running control for running the host vehicle P at speed Vp.

[0029] Since the speeds Vq of other vehicles Q1 and Q2 are slower than the speed Vp of the host vehicle P, as time passes, the host vehicle P approaches other vehicle Q1 running ahead in the adjacent lane. Then, at time t2, when other vehicle Q1 contacts the first parallel running avoidance area R1 as shown in FIG. 4, the control unit 14 reduces the speed of the host vehicle P so that the host vehicle P does not approach other vehicle Q1 any further, and runs the host vehicle P at the same speed Vq as other vehicle Q1. That is, the control unit 14 controls the running of the host vehicle P so that the state where other vehicle Q1 does not exist in the first parallel running avoidance area R1 is maintained.

[0030] On the other hand, when there is no occupant in the host vehicle, the control unit 14 operates in the second control mode and sets a second parallel running avoidance area R2 around the host vehicle as shown in FIG. 5. The second parallel running avoidance area R2 is set as a rectangular area with a length of 15 m in the front-rear direction and a width of 10.5 m in the lateral direction, securing 10 m in front, 5 m in the rear, and 5.25 m (=3.5 m + 3.5 m / 2) on the right and left sides respectively from the center of the host vehicle P (that is, in FIG. 2, R2f = 10 m, R2b = 5 m, R2r = R2l = 5.25 m). Here, the width of the second parallel running avoidance area R2 is set according to the lane width, but the width of the second parallel running avoidance area R2 may be a value independent of the lane width (for example, a constant value).

[0031] In the second control mode, the control unit 14 controls the running of the host vehicle so as to prevent other vehicles Q1 and Q2 in the adjacent lane from entering the second parallel running avoidance area R2. At time t1, since other vehicles Q1 and Q2 do not enter the second parallel running avoidance area R2, the control unit 14 continues the constant speed running control for running the host vehicle P at speed Vp.

[0032] Since the speeds Vq of other vehicles Q1 and Q2 are slower than the speed Vp of the host vehicle P, as time passes, the host vehicle P approaches the other vehicle Q1 traveling ahead in the adjacent lane. Then, at time t3, when the other vehicle Q1 contacts the second parallel-travel avoidance region R2 as shown in FIG. 6, the control unit 14 decreases the speed of the host vehicle P so that the host vehicle P does not approach the other vehicle Q1 any further, and causes the host vehicle P to travel at the same speed Vq as the other vehicle Q1. That is, the control unit 14 controls the travel of the host vehicle P so that the state where the other vehicle Q1 does not exist in the second parallel-travel avoidance region R2 is maintained.

[0033] Here, an example in which there is another vehicle in the adjacent lane on the left side of the host vehicle has been shown, but the same applies when there is another vehicle in the adjacent lane on the right side. Also, when the level of the autonomous driving of the host vehicle is 2 or higher, it is the same as in the case of level 1.

[0034] FIG. 7 is a flowchart showing the operation of the vehicle control device 10. Hereinafter, the operation of the vehicle control device 10 will be described with reference to FIG. 7.

[0035] When the host vehicle starts traveling, the passenger recognition unit 11 recognizes the passengers detected by the passenger detection device 21, and determines whether each passenger is the driving subject or a passenger (step S1). That is, the passenger recognition unit 11 determines whether there is a driving subject and whether there are passengers in the host vehicle.

[0036] At this time, if the control unit 14 is performing autonomous driving of the host vehicle (YES in step S2), the lane recognition unit 12 recognizes the lane of the road on which the host vehicle is traveling based on the position of the center line of the road, the lane boundary line, etc. detected by the surrounding detection device 22 (step S3). Also, the surrounding vehicle recognition unit 13 recognizes the positions of other vehicles detected by the surrounding detection device 22 (step S4).

[0037] The control unit 14 refers to the determination result in step S1. If it is determined that there is an occupant in the host vehicle (YES in step S5), it operates in the first control mode (step S6). If it is determined that there is no occupant in the host vehicle (NO in step S5), it operates in the second control mode (step S7). In the first control mode, based on the information acquired in steps S3 and S4, the control unit 14 controls the running of the host vehicle to avoid the other vehicle in the adjacent lane from running parallel to the host vehicle within the first parallel - running avoidance region R1. In the second control mode, based on the information acquired in steps S3 and S4, the control unit 14 controls the running of the host vehicle to avoid the other vehicle in the adjacent lane from running parallel to the host vehicle within the second parallel - running avoidance region R2.

[0038] After that, the control unit 14 determines whether to end the running of the host vehicle (step S8). If the running of the host vehicle continues (NO in step S8), it returns to step S1. If the running of the host vehicle ends (YES in step S8), the process of FIG. 7 ends. The determination of whether to end the running of the host vehicle can be made, for example, based on whether the engine or power supply of the host vehicle has been turned off or whether the host vehicle has reached the destination.

[0039] Note that when the host vehicle is being manually driven (YES in step S2), the processes of steps S3 to S7 are not performed, and the process proceeds from step S2 to step S8.

[0040] As described above, according to the vehicle control device 10 according to the first embodiment, since the automatic driving control of the host vehicle is performed to avoid the other vehicle in the adjacent lane from running parallel to the host vehicle within the parallel - running avoidance region, it is possible to prevent the other vehicle from approaching the side of the host vehicle or cutting in immediately in front of the host vehicle.

[0041] In particular, when there is a passenger who is not involved in driving inside the host vehicle, the vehicle control device 10 operates in the first control mode and expands the lane-change avoidance area by setting the first lane-change avoidance area R1 as the lane-change avoidance area. Thereby, since a large distance is ensured between the host vehicle and other vehicles in the adjacent lane, it is possible to prevent uncomfortable automatic driving control for the passenger, such as sudden braking or sudden turning, which is caused by the behavior of other vehicles, to avoid other vehicles. That is, automatic driving control of the host vehicle that takes into account the passenger is performed.

[0042] Further, when there is no passenger who is not involved in driving inside the host vehicle, the vehicle control device 10 operates in the second control mode and narrows the lane-change avoidance area by setting the second lane-change avoidance area R2 as the lane-change avoidance area. Thereby, it is allowed that the distance between the host vehicle and other vehicles in the adjacent lane becomes somewhat small, and efficient automatic driving control of the host vehicle becomes possible. If there is no passenger inside the host vehicle, even if there is a driver, the vehicle control device 10 will operate in the second control mode. Usually, however, the driver pays attention to other vehicles around the host vehicle and can predict the behavior of the host vehicle accompanying the behavior of other vehicles. Since the possibility of losing the posture due to a change in the behavior of the host vehicle is lower than that of a passenger, it is considered that there is no need to consider as much as a passenger.

[0043] [Modification Example 1] In the first embodiment, an example in which the host vehicle does not overtake other vehicles is shown. However, the vehicle control device 10 may execute overtaking when a predetermined condition is satisfied. For example, in FIGS. 3 to 6, when the speed Vq1 of the other vehicle Q1 is slower than the speed Vp of the host vehicle P and the difference between Vq1 and Vp is equal to or greater than a predetermined threshold value (for example, 10 km / h), the vehicle control device 10 may execute overtaking of the other vehicle Q1 by the host vehicle P. The above threshold value may be variable. For example, the threshold value may be increased as the speed of the host vehicle increases. When the host vehicle overtakes other vehicles, since it is inevitable that the host vehicle and other vehicles run side by side, the control unit 14 temporarily allows the host vehicle to run side by side with other vehicles.

[0044] In addition, when overtaking another vehicle in a situation where there is another vehicle in one adjacent lane and no other vehicle in the other adjacent lane, the host vehicle may be run closer to the other adjacent lane, that is, closer to the adjacent lane where no other vehicle exists, while overtaking.

[0045] Alternatively, the host vehicle may be moved to the adjacent lane where no other vehicle exists to create a situation where there are no other vehicles in either of the adjacent lanes on both sides of the host vehicle (that is, a situation where the vehicle to be overtaken is located in the lane two lanes away), then overtaking may be performed, and thereafter, the host vehicle may be returned to the original lane.

[0046] [Modification Example 2] In Embodiment 1, the parallel - driving avoidance regions (the first parallel - driving avoidance region R1 and the second parallel - driving avoidance region R2) are rectangular regions sized considering the lane width of the road. However, the size of the parallel - driving avoidance region may be independent of the lane width, and the shape of the parallel - driving avoidance region may be any shape.

[0047] For example, FIGS. 8 and 9 are examples in which the first parallel - driving avoidance region R1 and the second parallel - driving avoidance region R2 are elliptical. When the parallel - driving avoidance region is elliptical, the longitudinal distance between the host vehicle and the other vehicle in the adjacent lane becomes dependent on the width of the other vehicle. For example, when the other vehicle in the adjacent lane is a wide vehicle such as a trailer, a larger longitudinal distance is ensured compared to when the other vehicle in the adjacent lane is a narrow vehicle such as a motorcycle.

[0048] [Modification Example 3] The control unit 14 may change the width or shape of the parallel - driving avoidance regions (the first parallel - driving avoidance region R1 and the second parallel - driving avoidance region R2) according to the driving state of the host vehicle or the other vehicle in the adjacent lane. For example, as the speed of the host vehicle is higher, the reaction when the behavior of the host vehicle changes is larger, and the posture of the passenger is more likely to collapse. Therefore, the control unit 14 may widen the parallel - driving avoidance region as the driving speed of the host vehicle is higher.

[0049] Also, the slower the speed of another vehicle in an adjacent lane traveling in front of the host vehicle compared to the speed of the host vehicle, the higher the risk of a collision if the other vehicle cuts in right in front of the host vehicle. Therefore, the passing avoidance region may be widened. At this time, only the portion on the other vehicle side in the passing avoidance region may be widened. In this case, the passing avoidance region becomes asymmetric left and right.

[0050] [Modification Example 4] The control unit 14 may change the width or shape of the passing avoidance region (the first passing avoidance region R1 and the second passing avoidance region R2) according to the automatic driving level of the host vehicle or another vehicle in the adjacent lane. For example, a vehicle with a high automatic driving level is considered less likely to make a sudden lane change. Therefore, the higher the automatic driving level of another vehicle in the adjacent lane, the narrower the passing avoidance region may be. At this time, only the portion on the other vehicle side in the passing avoidance region may be narrowed. In this case, the passing avoidance region becomes asymmetric left and right.

[0051] [Modification Example 5] The control unit 14 controls the driving of the host vehicle so as to avoid the other vehicle in the adjacent lane from traveling side by side with the host vehicle within the passing avoidance region. However, in a situation where other vehicles are densely packed around the host vehicle, it is difficult to completely avoid the other vehicle in the adjacent lane from traveling side by side with the host vehicle within the passing avoidance region (hereinafter simply referred to as "the other vehicle traveling side by side with the host vehicle").

[0052] Therefore, when the control unit 14 determines from the situation of other vehicles around the host vehicle that it is impossible to avoid the other vehicle from traveling side by side with the host vehicle, it may temporarily allow the other vehicle to travel side by side with the host vehicle and move the host vehicle to a position where it is possible to avoid the other vehicle from traveling side by side with the host vehicle.

[0053] However, it is also assumed that a position where it is possible to avoid the other vehicle from traveling side by side with the host vehicle cannot be found. For example, as shown in FIG. 10, when other vehicles Q1 to Q6 are densely packed around the host vehicle P, no matter where the host vehicle P is moved, one of the other vehicles Q1 to Q6 will enter the first passing avoidance region R1. In such a case, the control unit 14 may move the position of the host vehicle P as far away as possible from the other vehicles Q1 to Q5.

[0054] For example, as shown in FIG. 10, when the host vehicle P is positioned between the other vehicle Q2 and the other vehicle Q3, the position of the host vehicle P in the longitudinal direction may be set to a position farthest from the other vehicle Q2 and the other vehicle Q2. The "position farthest from the other vehicle Q2 and the other vehicle Q2" here is not necessarily the intermediate position between the other vehicle Q2 and the other vehicle Q3, and may be defined based on the position of the host vehicle in the first parallel-travel avoidance region R1 (or the second parallel-travel avoidance region R2), for example. For example, the ratio of the distance r3 from the center of the host vehicle P to the other vehicle Q3 to the distance r2 from the center of the host vehicle P to the other vehicle Q2 in FIG. 10 is equal to the ratio of the distance R1f from the center of the host vehicle P to the front end of the first parallel-travel avoidance region R1 to the distance R1b from the center of the host vehicle P to the rear end of the first parallel-travel avoidance region R1 in FIG. 2, that is, the position where r3:r2 = R1f:R1b may be defined as the "position farthest from the other vehicle Q2 and the other vehicle Q2". When R1f = 20 m and R1b = 10 m as in the first embodiment, the position where r3:r2 = 20:10 becomes the "position farthest from the other vehicle Q2 and the other vehicle Q2".

[0055] In FIG. 10, the host vehicle P is traveling in the center of the lane, but the host vehicle P may be made to travel closer to the left side of the lane as shown in FIG. 11 so that the distances between the host vehicle P and the other vehicles Q3 and Q5 are increased. That is, the host vehicle P may be made to travel closer to the adjacent lane (the empty adjacent lane) with fewer other vehicles among the left and right adjacent lanes.

[0056] Further, the control unit 14 may move the position of the host vehicle P to a position as far as possible from other vehicles Q1 to Q5 by overtaking other vehicles with the host vehicle P or allowing other vehicles to overtake the host vehicle P. For example, as shown in FIG. 10, when the distance L56 between other vehicles Q5 and Q6 is wider than the distance L23 between other vehicles Q2 and Q3, the control unit 14 moves the host vehicle P between other vehicles Q5 and Q6 as shown in FIG. 12, and may set the position of the host vehicle P in the longitudinal direction to the position farthest from other vehicles Q5 and Q6. The "position farthest from other vehicles Q5 and Q6" mentioned here is not limited to the intermediate position between other vehicles Q5 and Q6, and may be a position where the ratio of r6 to r5 in FIG. 12 is equal to the ratio of R1f to R1b in FIG. 2, that is, a position where r6:r5 = R1f:R1b.

[0057] [Modification Example 6] Even if another vehicle cuts in immediately in front of the host vehicle, if the other vehicle is traveling at a higher speed than the host vehicle, it is unlikely that the host vehicle will collide with the other vehicle. Therefore, the control unit 14 may determine the position where the host vehicle travels while ignoring the influence of the adjacent lane in which only other vehicles slower than the host vehicle exist.

[0058] Therefore, the control unit 14 may set the lane change avoidance regions (the first lane change avoidance region R1 and the second lane change avoidance region R2) only in the adjacent lane where other vehicles slower than the host vehicle exist. That is, assuming the speed of the host vehicle is Vp, the speed of other vehicles in the left adjacent lane is Vl, and the speed of other vehicles in the right adjacent lane is Vr, for example, when Vr > Vp > Vl, the lane change avoidance region may be set only in the left adjacent lane, and when Vl > Vp > Vr, the lane change avoidance region may be set only in the right adjacent lane.

[0059] [Modification Example 7] When autonomous driving that does not require a driver (Level 4 or higher autonomous driving) is being performed, the driver does not need to be involved in driving the host vehicle, so there is no substantial difference between the driver and other passengers. Therefore, when performing autonomous driving control that does not require a driver, the control unit 14 may consider all passengers in the host vehicle as passengers not involved in driving operations. That is, when performing autonomous driving control that does not require a driver, the control unit 14 may operate in the first control mode if there are passengers in the host vehicle, and may operate in the second control mode if there are no passengers in the host vehicle (i.e., in the case of driverless operation).

[0060] Furthermore, there is a steering wheel in the driver's seat, and a passenger sitting in the driver's seat can grasp the steering wheel of the driver's seat when the host vehicle sways. Therefore, it is considered that the posture of a passenger sitting in the driver's seat is less likely to collapse due to the sway of the host vehicle. Therefore, when performing autonomous driving control that does not require a driver, the control unit 14 may make the first parallel driving avoidance area R1 when there is only a passenger in the driver's seat narrower than the first parallel driving avoidance area R1 when there are also passengers outside the driver's seat.

[0061] When autonomous driving that requires a driver (Level 3 or lower autonomous driving) is being performed, there must always be a driver in the host vehicle and it does not become driverless. Therefore, it is preferable that the second parallel driving avoidance area R2 set in the second control mode is somewhat wide. Therefore, the control unit 14 may make the second parallel driving avoidance area R2 (the second parallel driving avoidance area R2 in the case of driverless operation) set in the second control mode when performing autonomous driving control that does not require a driver narrower than the second parallel driving avoidance area R2 (the second parallel driving avoidance area R2 when the only passenger is the driver) set in the second control mode when performing autonomous driving control that requires a driver.

[0062] [Modification Example 8] When the host vehicle is a driverless vehicle such as a robot taxi, the control unit 14 always performs automatic driving that does not require a driver, and all passengers in the host vehicle become passengers who are not involved in driving. Therefore, similar to Modification 7, the control unit 14 may operate in the first control mode if there is a passenger in the host vehicle, and operate in the second control mode if there is no passenger in the host vehicle.

[0063] [Modification 9] The control unit 14 may change the width or shape of the first parallel driving avoidance area R1 according to the state of the passengers in the host vehicle. For example, when the arousal level of the passenger is low, there is a high possibility that the posture will be disrupted by a change in the behavior of the host vehicle. Therefore, the vehicle control device 10 is provided with a function of measuring the arousal level of the passenger, and the control unit 14 may widen the first parallel driving avoidance area R1 as the arousal level of the passenger is lower. In addition, when the passenger is losing their posture or when the passenger is physically weak, etc., the control unit 14 may also widen the first parallel driving avoidance area R1.

[0064] Also, when the passenger is visually recognizing another vehicle in the adjacent lane or the front of the host vehicle, the possibility that the passenger will lose their posture due to a change in the behavior of the host vehicle is low. Therefore, when it is determined that the passenger is visually recognizing another vehicle in the adjacent lane or the front of the host vehicle, the control unit 14 may narrow the first parallel driving avoidance area R1 more than when it is determined that the passenger is not visually recognizing. The direction of the passenger's line of sight can be determined by analyzing the image of the passenger's face captured by the in-vehicle camera as the passenger detection device 21.

[0065] Also, for example, when the passenger is sitting deeply in the chair and the passenger's posture is stable, the possibility that the passenger will lose their posture due to a change in the behavior of the host vehicle is low. Therefore, when it is determined that the passenger's posture is stable, the control unit 14 may narrow the first parallel driving avoidance area R1 more than when it is determined that the posture is not stable. The passenger's posture can also be determined by analyzing the image of the passenger captured by the in-vehicle camera as the passenger detection device 21.

[0066] [Modification 10] The vehicle system 100 may be provided with a wireless communication function with a traffic information server installed outside the host vehicle, and the vehicle control device 10 may be able to acquire information of other vehicles from the traffic information server. In that case, information on the positions of other vehicles located in a range that cannot be detected by the surrounding detection device 22 can be acquired, and in the above-described Modification 1 and Modification 5, it can be used for determining whether or not to overtake other vehicles. The information on the positions of other vehicles acquired from the traffic information server can be used for automatic driving control such as, for example, determining whether or not there is a position where it is possible to avoid the situation where other vehicles cannot avoid running parallel to the host vehicle in front, and if there is a position where it is possible to avoid, overtaking the other vehicle up to that position.

[0067] [Hardware Configuration Example] FIGS. 13 and 14 are diagrams showing examples of the hardware configuration of the vehicle control device 10. Each function of the components of the vehicle control device 10 shown in FIG. 1 is realized by, for example, a processing circuit 50 shown in FIG. 13. That is, the vehicle control device 10 recognizes the passengers in the host vehicle, determines whether the passenger is a driving subject who mainly performs driving operations or a passenger who does not participate in the driving operations of the host vehicle, recognizes the lane of the road on which the host vehicle is traveling, recognizes the positions of other vehicles traveling around the host vehicle, and includes a processing circuit 50 for performing automatic driving control of the host vehicle so as to avoid other vehicles in adjacent lanes from running parallel to the host vehicle within the parallel running avoidance area around the host vehicle. Then, when there is a passenger, the processing circuit 50 operates in a first control mode for avoiding other vehicles in adjacent lanes from running parallel to the host vehicle within the first parallel running avoidance area R1 around the host vehicle, and when there is no passenger, the processing circuit 50 operates in a second control mode for avoiding other vehicles in adjacent lanes from running parallel to the host vehicle within the second parallel running avoidance area R2 around the host vehicle.

[0068] The processing circuit 50 may be dedicated hardware, or may be configured using a processor (also referred to as a central processing unit (CPU), processing device, arithmetic device, microprocessor, microcomputer, DSP (Digital Signal Processor)) that executes a program stored in a memory.

[0069] When the processing circuit 50 is dedicated hardware, the processing circuit 50 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel-programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof. Each function of the components of the vehicle control device 10 may be realized by an individual processing circuit, or these functions may be realized together by one processing circuit.

[0070] FIG. 14 shows an example of the hardware configuration of the vehicle control device 10 when the processing circuit 50 is configured using the processor 51 that executes a program. In this case, the functions of the components of the vehicle control device 10 are realized by software or the like (software, firmware, or a combination of software and firmware). The software or the like is described as a program and stored in the memory 52. The processor 51 realizes the functions of each part by reading and executing the program stored in the memory 52. That is, when executed by the processor 51, the vehicle control device 10 performs a process of recognizing the passengers in the host vehicle and determining whether the passenger is the driver who mainly performs the driving operation or a passenger who does not participate in the driving operation of the host vehicle, a process of recognizing the lane of the road on which the host vehicle is traveling, a process of recognizing the positions of other vehicles traveling around the host vehicle, and a process of performing automatic driving control of the host vehicle so as to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the side-by-side avoidance area around the host vehicle. The vehicle control device 10 further includes a memory 52 for storing a program that will be executed as a result of these processes. In this program, when there is a passenger, the processor 51 operates in a first control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the first side-by-side avoidance area R1 around the host vehicle, and when there is no passenger, the processor 51 operates in a second control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within the second side-by-side avoidance area R2 around the host vehicle. In other words, this program can be said to cause the computer to execute the operation procedures and methods of the components of the vehicle control device 10.

[0071] Here, the memory 52 may be a non-volatile or volatile semiconductor memory such as, for example, RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc) and its drive device, or any storage medium to be used in the future.

[0072] As described above, the functions of the components of the vehicle control device 10 are realized by either hardware or software or the like. However, this is not the only case, and a configuration in which some components of the vehicle control device 10 are realized by dedicated hardware and some other components are realized by software or the like may be adopted. For example, for some components, their functions are realized by the processing circuit 50 as dedicated hardware, and for some other components, the processing circuit 50 as the processor 51 reads and executes a program stored in the memory 52 to realize their functions.

[0073] As described above, the vehicle control device 10 can realize each of the above functions by hardware, software or the like, or a combination thereof.

[0074] <Embodiment 2> FIG. 15 is a block diagram of a vehicle system 100 according to Embodiment 2. The configuration of the vehicle system 100 in FIG. 15 is obtained by adding a high-precision locator 30 to the configuration in FIG. 1.

[0075] The high-precision locator 30 includes a high-precision map database 31 and a high-precision positioning unit 32. The high-precision map database 31 is a storage medium in which high-precision map data including road shape information for each lane is stored. The high-precision positioning unit 32 calculates the position of the host vehicle with sub-meter-level accuracy by comparing the absolute position of the host vehicle calculated from the positioning signals received from GNSS (Global Navigation Satellite System) satellites with the high-precision map data read from the high-precision map database 31.

[0076] The lane recognition unit 12 of the vehicle control device 10 according to Embodiment 2 recognizes the lane of the road on which the host vehicle is traveling based on the position of the host vehicle calculated by the high-precision positioning unit 32 of the high-precision locator 30. Since the high-precision positioning unit 32 can calculate the position of the host vehicle with sub-meter-level accuracy, the lane recognition unit 12 can specify the lane in which the host vehicle is located from the position of the host vehicle calculated by the high-precision positioning unit 32. Therefore, the recognition accuracy of the lane by the lane recognition unit 12 is improved.

[0077] In addition, since the high-precision map data also includes lane shape information, the lane recognition unit 12 can also specify the position of the road lane from the position of the host vehicle and the high-precision map data. Therefore, the lane recognition unit 12 can also recognize the position of a lane in a range that cannot be detected by the surrounding detection device 22.

[0078] In addition, the control unit 14 performs automatic driving control of the host vehicle based on the position of the host vehicle calculated by the high-precision positioning unit 32 and the high-precision map data stored in the high-precision map database 31. Since the high-precision map data also includes lane shape information, the control unit 14 can perform dynamic automatic driving control adapted to the lane shape, such as expanding the parallel driving avoidance area when driving in a lane with a large curvature.

[0079] [Modification Example 1] Instead of the high-precision locator 30, a normal-precision locator that uses normal-precision map data having road shape information for each road, such as a locator of a general navigation system, may be used. High-precision map data has disadvantages such as taking time to map the roads at the national level and requiring a large capacity for the storage medium (the storage medium of the high-precision map database 31) for storing the high-precision map data. When using normal-precision map data, the recognition accuracy of the lanes by the lane recognition unit 12 decreases compared to the case of using high-precision map data, but the problem of the above disadvantages is eliminated.

[0080] Further, both the high-precision locator 30 and the normal-precision locator may be connected to the vehicle control device 10, and the vehicle control device 10 may use the information obtained from them in combination.

[0081] [Modification Example 2] When the control unit 14 performs automatic driving control of the host vehicle using high-precision map data including road shape information for each lane, the control unit 14 can create an automatic driving plan including a plan for the lane in which the host vehicle travels and a plan for the location where lane change is to be performed. In that case, when the host vehicle approaches the location where lane change is to be performed, the control unit 14 may expand the lane change avoidance area in order to create a situation where lane change is easy.

[0082] It should be noted that the embodiments can be freely combined, or the embodiments can be appropriately modified or omitted.

[0083] The above description is illustrative in all aspects, and it is understood that countless modifications not illustrated can be assumed.

Explanation of Reference Numerals

[0084] 100 Vehicle system, 10 Vehicle control device, 11 Occupant recognition unit, 12 Lane recognition unit, 13 Surrounding vehicle recognition unit, 14 Control unit, 21 Occupant detection device, 22 Surrounding detection device, 23 Operating device, 24 Travel control device, 30 High-precision locator, 31 High-precision map database, 32 High-precision positioning unit, P Own vehicle, Q1~Q6 Other vehicles, R1 First parallel driving avoidance area, R2 Second parallel driving avoidance area.

Claims

1. A passenger recognition unit that recognizes a passenger of the host vehicle and determines whether the passenger is a driver who mainly performs a driving operation or a passenger who is not involved in the driving operation of the host vehicle; A lane recognition unit that recognizes a lane of a road on which the host vehicle is traveling; A surrounding vehicle recognition unit that recognizes the positions of other vehicles traveling around the host vehicle; A control unit that performs automatic driving control of the host vehicle so as to avoid other vehicles in an adjacent lane from traveling side by side with the host vehicle within a side-by-side avoidance area around the host vehicle; comprising When the passenger is present, the control unit operates in a first control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within a first side-by-side avoidance area around the host vehicle. When the passenger is not present, the control unit operates in a second control mode to avoid other vehicles in the adjacent lane from traveling side by side with the host vehicle within a second side-by-side avoidance area around the host vehicle. The first side-by-side avoidance area is wider than the second side-by-side avoidance area and includes the second side-by-side avoidance area. The lateral width passing through the center of the host vehicle in the first side-by-side avoidance area and the second side-by-side avoidance area is set so that the adjacent lane is within the first side-by-side avoidance area and the second side-by-side avoidance area. A vehicle control device.

2. When the host vehicle executes overtaking of the other vehicle in the adjacent lane, the control unit temporarily allows the other vehicle in the adjacent lane to travel side by side with the host vehicle. The vehicle control device according to claim 1.

3. The control unit changes the width or shape of the first side-by-side avoidance area or the second side-by-side avoidance area according to the driving state of the host vehicle or the other vehicle in the adjacent lane. The vehicle control device according to claim 1.

4. The control unit changes the width or shape of the first parallel driving avoidance area or the second parallel driving avoidance area according to the automatic driving level of the host vehicle or the other vehicle in the adjacent lane. The vehicle control device according to claim 1.

5. When the control unit determines that it is impossible to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle, it temporarily allows the other vehicle in the adjacent lane to drive parallel to the host vehicle, and moves the host vehicle to a position where it is possible to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle. The vehicle control device according to claim 1.

6. When the control unit determines that it is impossible to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle and no position where avoidance is possible is found, the control unit drives the host vehicle as far away from the other vehicle in the adjacent lane as possible. The vehicle control device according to claim 1.

7. When the control unit performs the unnecessary automatic driving control by the driving subject, it regards all the passengers in the host vehicle as passengers not participating in the driving operation. If there are passengers in the host vehicle, it operates in the first control mode, and if there are no passengers in the host vehicle, it operates in the second control mode. The vehicle control device according to claim 1.

8. A passenger recognition unit that recognizes the passengers in the host vehicle and determines whether the passenger is a driving subject who mainly performs the driving operation or a passenger who does not participate in the driving operation of the host vehicle, A lane recognition unit that recognizes the lanes of the road on which the host vehicle is traveling, A surrounding vehicle recognition unit that recognizes the positions of other vehicles traveling around the host vehicle, A control unit that performs automatic driving control of the host vehicle so as to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within the parallel driving avoidance area around the host vehicle, comprising When there is an occupant, the control unit operates in a first control mode to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within a first parallel-driving avoidance area around the host vehicle. When there is no occupant, the control unit operates in a second control mode to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within a second parallel-driving avoidance area around the host vehicle. The first parallel-driving avoidance area is wider than the second parallel-driving avoidance area and includes the second parallel-driving avoidance area. When the control unit performs the automatic driving control that does not require a driving entity, the control unit makes the first parallel-driving avoidance area when the occupant of the host vehicle is only in the driver's seat narrower than the first parallel-driving avoidance area when the occupant of the host vehicle is also outside the driver's seat. Vehicle control device.

9. When the control unit performs the automatic driving control that does not require a driving entity, the control unit makes the second parallel-driving avoidance area narrower than the second parallel-driving avoidance area when the control unit performs the automatic driving control that requires a driving entity. The vehicle control device according to claim 7.

10. An occupant recognition unit that recognizes an occupant of the host vehicle and determines whether the occupant is a driving entity that mainly performs driving operations or a passenger who does not participate in the driving operation of the host vehicle; A lane recognition unit that recognizes the lane of the road on which the host vehicle is traveling; A surrounding vehicle recognition unit that recognizes the positions of other vehicles traveling around the host vehicle; A control unit that performs automatic driving control of the host vehicle so as to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within a parallel-driving avoidance area around the host vehicle; comprising When there is an occupant, the control unit operates in a first control mode to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within a first parallel-driving avoidance area around the host vehicle. When there is no occupant, the control unit operates in a second control mode to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within a second parallel-driving avoidance area around the host vehicle. The first parallel driving avoidance area is wider than the second parallel driving avoidance area and includes the second parallel driving avoidance area. The control unit changes the width or shape of the first parallel driving avoidance area according to the state of the occupant of the host vehicle. Vehicle control device.

11. When it is determined that the occupant is visually recognizing the other vehicle in the adjacent lane or the front of the host vehicle, the control unit makes the first parallel driving avoidance area narrower than when it is determined that the occupant is not visually recognizing. The vehicle control device according to claim 10.

12. When it is determined that the posture of the occupant is stable, the control unit makes the first parallel driving avoidance area narrower than when it is determined that the posture is not stable. The vehicle control device according to claim 10.

13. The lane recognition unit recognizes the lane of the road on which the host vehicle is traveling based on the position of the host vehicle calculated using high-precision map data including road shape information for each lane. The vehicle control device according to claim 1.

14. The passenger recognition unit of the vehicle control device recognizes the passengers of the host vehicle and determines whether the passenger is the main driver who mainly performs the driving operation or a passenger who does not participate in the driving operation of the host vehicle. The lane recognition unit of the vehicle control device recognizes the lane of the road on which the host vehicle is traveling. The surrounding vehicle recognition unit of the vehicle control device recognizes the positions of other vehicles traveling around the host vehicle. The control unit of the vehicle control device performs automatic driving control of the host vehicle so as to avoid the other vehicle in the adjacent lane from driving parallel to the host vehicle within the parallel driving avoidance area around the host vehicle. The control unit is When the occupant is present, it operates in a first control mode that avoids the other vehicle in the adjacent lane from driving parallel to the host vehicle within the first parallel driving avoidance area around the host vehicle. When there is no occupant, it operates in a second control mode that avoids the other vehicle in the adjacent lane from driving parallel to the host vehicle within a second parallel driving avoidance area around the host vehicle. The first parallel driving avoidance area is wider than the second parallel driving avoidance area and includes the second parallel driving avoidance area. The lateral width passing through the center of the host vehicle in the first parallel driving avoidance area and the second parallel driving avoidance area is set so that the adjacent lane is within the first parallel driving avoidance area and the second parallel driving avoidance area. Vehicle control method.

Images