Vehicle control device

Abstract

PURPOSE: To provide a vehicle control device with improved safety.SOLUTION: A vehicle control device 1 is capable of executing first trace processing for recognizing a travel lane on which a self vehicle is traveling based on information acquired from an on-vehicle sensor to control the self vehicle so that the self vehicle travels along the travel lane. When there is a preceding vehicle traveling in front of the self vehicle under a situation in which the travel lane cannot be recognized during execution of the first trace processing, the vehicle control device controls the self vehicle so that the self vehicle travels along a trajectory of the preceding vehicle. When there is a possibility that another vehicle is traveling in parallel with the self vehicle, the vehicle control device 1 does not execute second trace control.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle control device that causes a host vehicle to travel along a driving lane.

Background Art

[0002] A vehicle control device that causes a host vehicle to travel along a driving lane has been proposed (see, for example, Patent Document 1 below). The vehicle control device of Patent Document 1 includes a camera and a processor. The camera sequentially captures the foreground of the vehicle to acquire image data. The processor analyzes the image data to recognize the driving lane on which the host vehicle is traveling and the position of the host vehicle in the width direction of the driving lane. Then, based on the recognition result, the processor controls the host vehicle (steering device) so that the host vehicle travels along the driving lane.

[0003] In a situation where a vehicle equipped with the vehicle control device of Patent Document 1 is traveling in a section where no lane-dividing line is drawn (for example, an intersection), a section where the lane-dividing line is unclear, a section where snow is piled on the road surface, etc., the processor may not be able to recognize the driving lane. In this case, a vehicle control device has been proposed that controls the host vehicle so that the host vehicle travels along the trajectory of the preceding vehicle (see, for example, Patent Document 2 below). The vehicle control device of Patent Document 2 controls the host vehicle based on the recognized driving lane when the driving lane is recognized, and controls the host vehicle based on the trajectory of the preceding vehicle when the driving lane is not recognized.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

[0005] When the vehicle control device described in Patent Document 2 controls the host vehicle based on the trajectory of the preceding vehicle and the preceding vehicle travels in such a way that its lateral position changes, the host vehicle is controlled so that its lateral position also changes in the same manner as the preceding vehicle. In this case, there is a risk that the host vehicle may approach or contact another vehicle running parallel to the host vehicle. For example, when the host vehicle enters an intersection where no lane markings are displayed, the vehicle control device described in Patent Document 2 controls the running of the host vehicle based on the trajectory of the preceding vehicle. At this time, the preceding vehicle may change its lateral position within the intersection and enter a travel lane adjacent to the travel lane it has been running in after passing through the intersection. If the host vehicle follows the preceding vehicle in such a case, there is a risk that the host vehicle may approach or contact a parallel-running vehicle that has been running in the adjacent lane from the beginning.

[0006] One object of the present invention is to provide a vehicle control device capable of improving the safety of the host vehicle.

[0007] In order to achieve the above object, the vehicle control device (1) of the present invention an in-vehicle sensor (20) that acquires information about an object existing around the host vehicle (V) and information about the running state of the host vehicle; Based on the information acquired from the in-vehicle sensor, it is possible to recognize the travel lane in which the host vehicle is traveling and execute first trace control to control the host vehicle to travel along the travel lane. When there is a preceding vehicle (V0) traveling in front of the host vehicle in a situation where the travel lane cannot be recognized during the execution of the first trace control, it is possible to execute second trace control to control the host vehicle to travel along the trajectory of the preceding vehicle. A processor (10); is provided. The processor is configured not to execute the second trace control when there may be another vehicle running parallel to the host vehicle. and configured to determine that there may be other vehicles traveling parallel to the host vehicle when it is determined that the host vehicle is traveling in a congested section.

[0008] When the host vehicle is traveling in a congested section, there may be other vehicles traveling parallel to it. According to the present invention,When the host vehicle is traveling in a congested section (when there may be other vehicles (parallel traveling other vehicles) traveling parallel to the host vehicle), The processor does not execute second trace control for controlling the host vehicle to travel along the trajectory of the preceding vehicle. Therefore, when there may be other vehicles running parallel, executing the second trace control can prevent the host vehicle from approaching or contacting other vehicles running parallel. Thus, the safety of the host vehicle can be improved.

[0009] In a vehicle control device according to an aspect of the present invention, When the processor detects another vehicle located in a predetermined range (A) including the side of the host vehicle based on the information acquired from the in-vehicle sensor, it determines that there may be another vehicle (V1) running parallel to the host vehicle.

[0010] Based on the information acquired from the in-vehicle sensor, when detecting another vehicle located in a predetermined range around the host vehicle, it is highly likely that the detected other vehicle is a vehicle running parallel. Since the processor does not execute the second trace control in such a case, the safety of the host vehicle can be improved.

[0013] In a vehicle control device according to another aspect of the present invention, When the host vehicle is traveling on a road with two or more lanes in the traveling direction of the host vehicle, the processor determines that there may be another vehicle (V1) running parallel to the host vehicle.

[0014] When the number of lanes in the traveling direction of the host vehicle is two or more, since there are lanes adjacent to the host lane, there may be other vehicles running parallel in the adjacent lanes. In this case, since the processor does not execute the second trace control, the safety of the host vehicle can be improved.

[0015] In a vehicle control device according to another aspect of the present invention, when the processor determines that there may be another vehicle (V1) running parallel to the host vehicle in a situation where the running lane cannot be recognized, the processor stops controlling the host vehicle.

[0016] According to this, when it is determined that there may be another vehicle (V1) traveling parallel to the host vehicle in a situation where the processor cannot recognize the driving lane of the host vehicle, the operation of the host vehicle is entrusted to the driver. Therefore, it is possible to prevent the vehicle control device from continuously controlling the host vehicle while being unable to recognize the driving lane and thus impairing the safety of the host vehicle.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

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Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0018] (Schematic) A vehicle control device 1 according to an embodiment of the present invention is mounted on a vehicle V (hereinafter referred to as the "host vehicle") having an automatic driving function. The vehicle control device 1 has a function of controlling the speed and steering angle of the host vehicle.

[0019] (Specific Configuration) As shown in FIG. 1, the vehicle control device 1 includes a driving support ECU 10, an in-vehicle sensor 20, a driving device 30, a braking device 40, and a steering device 50.

[0020] The driving support ECU 10 includes a CPU 10a, a ROM 10b, a RAM 10c, a timer 10d, etc. The driving support ECU 10 is connected to other ECUs (for example, the ECUs of the driving device 30, the braking device 40, and the steering device 50 described later) via the CAN.

[0021] The in-vehicle sensor 20 includes a surrounding sensor that acquires information about objects existing around the host vehicle. The in-vehicle sensor 20 includes, for example, a millimeter-wave radar 21, a sonar 22, and a camera 23 as surrounding sensors.

[0022] The millimeter-wave radar 21 includes a transmission / reception unit and a signal processing unit. The transmission / reception unit radiates radio waves in the millimeter-wave band (hereinafter referred to as "millimeter waves") forward of the host vehicle and receives the millimeter waves (reflected waves) reflected by a three-dimensional object located within the radiation range. The signal processing unit recognizes the distance between the host vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the host vehicle, etc. based on the time from when the transmission / reception unit radiates the millimeter waves until the reflected waves are received, the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation degree of the reflected waves, etc., and transmits the recognition result to the driving support ECU 10.

[0023] The sonar 22 intermittently radiates ultrasonic waves into the peripheral area of the host vehicle and receives the ultrasonic waves (reflected waves) reflected by a three-dimensional object. The sonar 22 recognizes the distance between the host vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the host vehicle, etc. based on the time from when the ultrasonic waves are transmitted until the reflected waves are received, and transmits the recognition result to the driving support ECU 10.

[0024] The camera 23 includes an imaging device and an image analysis device. The imaging device incorporates, for example, a CCD. The imaging devices are installed at the front, rear, left side face, and right side face of the host vehicle. The imaging devices each capture the peripheral area of the host vehicle at a predetermined frame rate and acquire image data respectively. Each imaging device transmits the image data to the image analysis device. The image analysis device analyzes the acquired image data and recognizes the targets and indications existing around the host vehicle from the image. For example, the image analysis device recognizes other vehicles, guardrails, poles, lane marks (such as the dividing lines that demarcate the driving lanes, curbs, median strips, etc.), and transmits the recognition result to the driving assistance ECU 10.

[0025] Furthermore, the in-vehicle sensor 20 includes a vehicle speed sensor 24. The vehicle speed sensor 24 includes a wheel speed sensor that generates one pulse signal (wheel pulse signal) each time the wheel of the host vehicle rotates by a predetermined angle. The vehicle speed sensor 24 measures the number of pulses in the unit time of the wheel pulse signal transmitted from the wheel speed sensor, calculates the rotational speed (wheel speed) of each wheel based on the measured number of pulses, and calculates the speed (actual vehicle speed) of the host vehicle based on the wheel speeds of each wheel. The vehicle speed sensor 24 transmits the calculation result to the driving assistance ECU 10.

[0026] Furthermore, the in-vehicle sensor 20 includes a switch 25. The switch 25 includes an operating device for the driver to request the vehicle control device 1 to execute various processes. Specifically, the switch 25 includes a push-button type switch 25a and a switch 25b for requesting to execute vehicle speed control and steering angle control, which will be described later, respectively. Note that the switch 25b can be set to the on state only when the switch 25a is in the on state. That is, when the switch 25a is in the off state, the switch 25b cannot be turned on.

[0027] The drive device 30 applies a driving force to the drive wheels. The drive device 30 includes an engine ECU, an internal combustion engine, a transmission, a driving force transmission mechanism that transmits the driving force to the wheels, and the like. The engine ECU acquires information (target value) representing the target driving force from another ECU (the driving assistance ECU 10), and based on the information, drives the throttle valve of the internal combustion engine to control the driving force applied to the drive wheels. The driving force generated by the internal combustion engine is transmitted to the drive wheels via the transmission and the driving force transmission mechanism. Further, the engine ECU acquires information (control signal) regarding the shift position of the transmission provided in the host vehicle, and controls the shift position based on the information.

[0028] Note that when the vehicle to which the vehicle control device 1 is applied is a hybrid vehicle (HEV), the engine ECU can control the driving force of the vehicle generated by either one or both of the "internal combustion engine and the electric motor" as the vehicle drive source. Further, when the vehicle to which the vehicle control device 1 is applied is a battery electric vehicle (BEV), an electric motor ECU that controls the driving force of the vehicle generated by the "electric motor" as the vehicle drive source may be used instead of the engine ECU.

[0029] The braking device 40 applies a braking force to the wheels (brake disks). The braking device 40 includes a brake ECU, a brake caliper, and the like. The brake ECU acquires information (target value) representing the target braking force, and based on the information, controls the brake caliper to control the braking force applied to the brake disk.

[0030] The steering device 50 controls the steering angle of the steering wheels (the left front wheel and the right front wheel). The steering device 50 includes a steering ECU, a steering mechanism, and the like. The steering device 50 further includes an actuator that drives the steering mechanism to change the steering angle. The steering ECU acquires information (target value) representing the target steering angle, and based on the information, drives the actuator to control the steering angle of the steering wheels.

[0031] (Operation) When the switch 25a is in the ON state, the driving support ECU 10 executes the following vehicle speed control. Also, when the switch 25a is in the ON state and the switch 25b is in the ON state, in addition to the vehicle speed control, the driving support ECU 10 executes the following steering angle control.

[0032] <Vehicle speed control> [Cruise control] Based on the information obtained from the in-vehicle sensor 20, the driving support ECU 10 determines whether there is a vehicle (preceding vehicle V0) located in front of the host vehicle and traveling in the same direction as the host vehicle. When the preceding vehicle V0 does not exist, the driving support ECU 10 executes cruise control. Specifically, the driving support ECU 10 controls the drive device 30 and the braking device 40 (hereinafter referred to as "drive device etc.") so that the speed vs of the host vehicle matches a predetermined set speed vd (for example, the speed at which the fuel consumption rate is the lowest). Note that the set speed vd may be changeable. When the preceding vehicle V0 exists, the driving support ECU 10 detects the speed v0 of the preceding vehicle V0. Then, when the detected speed v0 exceeds a predetermined high speed vh, the driving support ECU 10 executes cruise control.

[0033] [Inter-vehicle distance holding control] On the other hand, when the detected speed v0 is equal to or less than a predetermined value vd, the driving support ECU 10 executes inter-vehicle distance holding control. Specifically, based on the information obtained from the in-vehicle sensor 20, the driving support ECU 10 detects (measures) the inter-vehicle distance D between the preceding vehicle V0 and the host vehicle. Further, the driving support ECU 10 calculates a target distance Dd of the inter-vehicle distance D based on the speed vs of the host vehicle, the speed v0 of the preceding vehicle V0, etc. <U+

[0034] When the speed v0 of the leading vehicle V0 with respect to the speed vs of the host vehicle (relative speed vr = v0 - vs) is greater than "0", the inter-vehicle distance D increases. In a state where the inter-vehicle distance D is greater than the target distance Dd, the driving support ECU 10 sets the target acceleration αd of the host vehicle so that the speed vs of the host vehicle becomes greater than the speed v0 of the leading vehicle V0. Then, the drive device etc. is controlled so that the acceleration α (differential value of the speed vs) of the host vehicle matches the target acceleration αd (acceleration control). As a result, the inter-vehicle distance D decreases and approaches the target distance Dd. When the inter-vehicle distance D matches the target distance Dd, the driving support ECU 10 sets the target acceleration αd of the host vehicle to "0". That is, the driving support ECU 10 controls the drive device etc. so that the host vehicle travels at the same speed as the leading vehicle V0.

[0035] On the other hand, when the relative speed vr is less than "0", the inter-vehicle distance D decreases. In a state where the inter-vehicle distance D is less than the target distance Dd, the driving support ECU 10 sets the target acceleration αd of the host vehicle so that the speed vs of the host vehicle becomes less than the speed v0 of the leading vehicle. Then, the driving support ECU 10 controls the drive device etc. so that the acceleration α of the host vehicle matches the target acceleration αd (hereinafter referred to as "deceleration control"). As a result, the inter-vehicle distance D increases and approaches the target distance Dd. When the inter-vehicle distance D matches the target distance Dd, the driving support ECU 10 sets the target acceleration αd of the host vehicle to "0".

[0036] The target distance Dd is correlated with the speed vs of the host vehicle and the speed v0 of the leading vehicle V0. For example, the target distance Dd when the speeds vs and v0 are relatively small is smaller than the target distance Dd when the speeds vs and v0 are relatively large. Data (table) representing the relationship between the speeds vs, v0 and the target distance Dd or parameters defining an arithmetic expression for calculating the target distance Dd are stored in the ROM 10b. The driving support ECU 10 determines the target distance Dd based on the above database or arithmetic expression.

[0037] Note that the above constant speed driving control and inter-vehicle distance holding control may be referred to as Adaptive Cruise Control (ACC).

[0038] <Rudder angle control> [Lane trace control (first trace control)] When the switch 25a is in the on state (while the above cruise control or inter-vehicle distance holding control is being executed) and the switch 25b is in the on state, the driving support ECU 10 executes lane trace control. In this case, the driving support ECU 10 determines whether the vehicle is recognizing the driving lane based on the information acquired from the millimeter-wave radar 21, the sonar 22, and the camera 23. For example, the driving support ECU 10 determines whether it is recognizing the left and right lane marks (such as lane dividers, curbs, median strips, etc.) that demarcate the driving lane based on the information acquired from the camera 23. When the lane marks are recognized, the driving support ECU 10 determines that the driving lane is recognized. When it is determined that the driving lane is recognized, the driving support ECU 10 calculates the target driving line Ld. As shown in FIG. 2, the target driving line Ld is a virtual line that extends substantially parallel to the lane marks MR and ML at the center position between the lane mark MR (such as a lane divider, curb, median strip, etc.) on the right side and the lane mark ML on the left side of the driving lane in which the host vehicle is traveling. Next, the driving support ECU 10 calculates the deviation between the center position CL at the front end of the host vehicle and the target driving line Ld (the deviation to the right or left in the width direction of the driving lane (hereinafter referred to as the "offset value OFS")).

[0039] When the offset value OFS (absolute value) exceeds the threshold value OFSth, the driving support ECU 10 controls the rudder angle θ of the host vehicle so that the offset value OFS decreases and matches "0". That is, the driving support ECU 10 sets the target rudder angle θd and controls the steering device 50 so that the rudder angle θ matches the target rudder angle θd.

[0040] The target steering angle θd is correlated with the offset value OFS and the speed vs of the host vehicle. For example, when the offset value is relatively large, the target steering angle θd is larger than when the offset value is relatively small. Also, when the speed vs is relatively large, the target steering angle θd is smaller than when the speed vs is relatively small. A database (table) representing the relationship between the target steering angle θd, the offset value OFS, and the speed vs, or parameters defining an arithmetic expression for calculating the target steering angle θd are stored in the ROM10b. The driving support ECU10 determines the target steering angle θd based on the above database or arithmetic expression.

[0041] Note that the above driving lane trace control may be referred to as lane trace assist (LTA).

[0042] [Leading vehicle trajectory trace control (second trace control)] For example, in a situation where the host vehicle is traveling in a section where lane lines are not drawn on the road surface (e.g., an intersection), a section where the lane lines are unclear, a section where snow is piled on the road surface, etc., the driving support ECU10 may not be able to recognize either one or both of the lane marks MR and ML. In this case, the driving support ECU10 cannot execute the above driving lane trace control.

[0043] When the driving support ECU10 cannot recognize either one or both of the lane marks MR and ML during the execution of the inter-vehicle distance holding control and the driving lane trace control, the driving support ECU10 controls the host vehicle so that the host vehicle passes through the same area as the area through which the leading vehicle V0 has passed while continuing the inter-vehicle distance holding control. That is, the driving support ECU10 controls the drive device 30, the brake device 40, and the steering device 50 so that the host vehicle travels along the trajectory of the leading vehicle V0.

[0044] Specifically, every time the driving support ECU10 acquires information from the surrounding sensors at a predetermined cycle, it corrects the steering angle θ as follows.

[0045] The driving support ECU 10 estimates the position of the preceding vehicle V0 (for example, the position P0 of the center of gravity G0 (relative position (direction) from the center of gravity G of the host vehicle)) based on the information acquired from the surrounding sensors (see Fig. 2). Note that since the driving support ECU 10 is executing the above inter-vehicle distance holding control, the distance (inter-vehicle distance D) between the host vehicle and the preceding vehicle V0 is maintained at the target distance Dd.

[0046] Next, the driving support ECU 10 calculates a predicted trajectory T (a line through which the center of gravity G of the host vehicle passes) when the host vehicle travels at the current steering angle θ and speed vs. Next, the driving support ECU 10 calculates the deviation Δd (the shortest distance between the predicted trajectory T and the position P0) between the predicted trajectory T and the position P0. Then, the driving support ECU 10 corrects the steering angle θ so that the deviation Δd becomes "0". That is, the driving support ECU 10 calculates a target trajectory T0 passing through the position P0, and calculates a target steering angle θd that allows the host vehicle to travel along the target trajectory T0. Then, the driving support ECU 10 controls the steering device 50 so that the steering angle θ matches the target steering angle θd. For example, when the target trajectory T0 is located on the right side of the predicted trajectory T, the driving support ECU 10 controls the steering angle θ so that the host vehicle steers to the right. On the other hand, when the target trajectory T0 is located on the left side of the predicted trajectory T, the driving support ECU 10 controls the steering angle θ so that the host vehicle steers to the left.

[0047] However, while the driving support ECU 10 is executing the preceding vehicle trajectory tracking control, it does not recognize the driving lane of the host vehicle. Therefore, when the traveling direction of the preceding vehicle V0 changes and the steering angle θ is controlled so that the traveling direction of the host vehicle changes to follow it, there is a risk that the host vehicle may approach or contact another vehicle (parallel traveling other vehicle) V1 that is traveling parallel to the host vehicle. To prevent such approach or contact with the parallel traveling other vehicle V1, when there is a possibility that the parallel traveling other vehicle V1 exists, the driving support ECU 10 does not execute the preceding vehicle trajectory tracking control. Specifically, based on the information acquired from the surrounding sensors, the driving support ECU 10 sequentially determines whether or not to detect another vehicle V1 traveling in the same direction as the host vehicle within an area A (AL, AR) consisting of the lateral area of the host vehicle and the areas before and after it (front lateral area and rear lateral area). When the driving support ECU 10 detects another vehicle V1 within the area A, although it may rarely be a false detection, the probability that the parallel traveling other vehicle actually exists is extremely high. Therefore, in this case, the driving support ECU 10 determines that there is a possibility that the parallel traveling other vehicle exists.

[0048] Note that "the driving support ECU 10 detecting another vehicle V1 within the area A" is merely an example of a condition Y under which the proposition X that "there is a possibility that a parallel traveling other vehicle exists" becomes "true". For example, when the driving support ECU 10 is attempting to change the traveling direction of the host vehicle to the right direction (or left direction) by the preceding vehicle trajectory tracking control, it determines whether or not to detect another vehicle V1 traveling parallel within the area AR (or AL) located on the right side (or left side) of the host vehicle. When the condition Y that "another vehicle V1 traveling parallel within the area AR (or AL) is detected" is satisfied, the driving support ECU 10 determines that "there is a possibility that a parallel traveling other vehicle exists".

[0049] When the condition Y is satisfied, the driving support ECU 10 controls a display, buzzer, etc. (not shown) to notify the driver that the steering angle control and the inter-vehicle distance holding control cannot be executed, and then terminates the execution of the steering angle control and the inter-vehicle distance holding control. Note that in this case, the driving support ECU 10 may execute the constant speed traveling control or may terminate the vehicle speed control.

[0050] Next, referring to FIG. 3, a program PR1 executed by the CPU 10a (hereinafter referred to as "CPU") of the driving support ECU 10 to execute rudder angle control will be described.

[0051] When the switches 25a and 25b are in the ON state, the CPU starts executing the program PR1 at a predetermined cycle. The CPU starts executing the program PR1 from step 100 and proceeds to step 101.

[0052] When the CPU proceeds to step 101, it determines whether the inter-vehicle distance holding control is being executed. If the inter-vehicle distance holding control is being executed (101: Yes), the CPU proceeds to step 102. On the other hand, if the inter-vehicle distance holding control is not being executed (constant speed running control is being executed (101: No)), the CPU proceeds to step 108 and ends the execution of the program PR1.

[0053] When the CPU proceeds to step 102, it determines whether the lane marks ML and MR are recognized. If the CPU recognizes the lane marks ML and MR (102: Yes), it determines that the running lane of the host vehicle is recognized and proceeds to step 103. On the other hand, if the CPU does not recognize either one or both of the lane marks ML and MR (102: No), it determines that the running lane of the host vehicle is not recognized and proceeds to step 104.

[0054] When the CPU proceeds to step 103, it executes the running lane trace control. Then, the CPU proceeds to step 108 and ends the execution of the program PR1.

[0055] When the CPU proceeds to step 104, it determines whether a parallel running other vehicle V1 is detected in the area A consisting of the side, front side, and rear side of the host vehicle, that is, whether the condition Y is satisfied. If the parallel running other vehicle V1 is not detected in the area A (104: No), the CPU proceeds to step 105.

[0056] When the CPU proceeds to step 105, it executes the preceding vehicle trajectory tracking control. FIG. 4 shows a program PR2 that the CPU executes to perform the preceding vehicle trajectory tracking control. As shown in FIG. 4, when the CPU starts executing the preceding vehicle trajectory tracking control at step 200, it proceeds to step 201 and obtains (calculates) the position P0 of the preceding vehicle V0. Then, the CPU proceeds to step 202.

[0057] When the CPU proceeds to step 202, it obtains (calculates) the predicted trajectory T of the host vehicle. Then, the CPU proceeds to step 203.

[0058] When the CPU proceeds to step 203, it obtains (calculates) the target steering angle θd. Then, the CPU proceeds to step 204.

[0059] When the CPU proceeds to step 204, it determines whether or not the angle difference Δθ (absolute value), which is the difference between the target steering angle θd and the current steering angle θ, exceeds a minute threshold value Δθth. If the angle difference Δθ exceeds the threshold value Δθth (204: Yes), the CPU proceeds to step 205. On the other hand, if the angle difference Δθ is equal to or less than the threshold value Δθth (204: No), the CPU proceeds to step 206 and ends the execution of the program PR2.

[0060] When the CPU proceeds to step 205, it corrects the steering angle θ. Thereby, the steering device 50 is controlled so that the steering angle θ coincides with the target steering angle θd. Then, the CPU proceeds to step 206 and ends the execution of the program PR2.

[0061] Also, in step 104 of FIG. 3, when a parallel vehicle V1 is detected within area A (104: Yes), the CPU proceeds to step 106, controls a display device, etc., and notifies the driver that the preceding vehicle trajectory trace control cannot be executed. Then, the CPU proceeds to step 107 and ends the steering angle control. Therefore, if it is determined in step 104 that no parallel vehicle V1 is detected within area A, the preceding vehicle trajectory trace control is not executed. Thereafter, the CPU proceeds to step 108 and ends the execution of program PR1. When the CPU proceeds to step 107, if the steering angle control is not being executed, the CPU skips step 107 and proceeds to step 108.

[0062] (Effect) According to the present embodiment, when there is a possibility that a parallel vehicle exists within area A, specifically, when a parallel vehicle V1 is detected within area A, the preceding vehicle trajectory trace control is not executed. Therefore, it is possible to suppress the own vehicle from approaching or contacting the parallel vehicle V1 by executing the preceding vehicle trajectory trace control. Thus, according to the vehicle control device 1, the safety of the own vehicle can be improved.

[0063] Note that the present invention is not limited to the above embodiment, and various modifications can be adopted within the scope of the present invention.

[0064] <Modification 1> The in-vehicle sensor 20 may include a communication device 26 connected to a predetermined server computer via a wireless communication line. In this case, the driving support ECU 10 receives traffic information regarding the driving lane in which the host vehicle is traveling and / or the congestion situation of the driving lane adjacent to the driving lane from the server computer via the communication device 26 and the wireless communication line. Then, as shown in FIG. 5, the driving support ECU 10 determines whether or not the host vehicle is traveling in a congested section. Specifically, the driving support ECU 10 determines that the host vehicle is traveling in a congested section when the degree of congestion represented by the traffic information (for example, the number of other vehicles located within a region separated from the host vehicle by a predetermined distance in front and rear) exceeds a threshold value. Then, when the condition that "the host vehicle is traveling in a congested section" is satisfied (step 104a: Yes), the driving support ECU 10 determines that there may be other vehicles traveling side by side, and ends the execution of the program PR1a. That is, in this case, the driving support ECU 10 does not execute the preceding vehicle trajectory tracing control.

[0065] <Modification Example 2> The in-vehicle sensor 20 may include a navigation system 27. The driving support ECU 10 acquires information regarding the current location of the host vehicle and the configuration (number of driving lanes) of the surrounding roads from the navigation system 27. Then, as shown in FIG. 6, when the condition Y that "it is detected that the host vehicle is traveling on a road with two or more lanes (there is an adjacent lane)" is satisfied (step 104b: Yes) based on the information, the driving support ECU 10 determines that there may be other vehicles traveling side by side, and ends the execution of the program PR1b. That is, in this case, the driving support ECU 10 does not execute the preceding vehicle trajectory tracing control.

Explanation of Reference Numerals

[0066] 1... Vehicle control device, 10... Driving support ECU, 20... In-vehicle sensor, 30... Driving device, 40... Braking device, 50... Steering device

Claims

【Claim 1】 An in-vehicle sensor that acquires information on an object existing around the host vehicle and information on the driving state of the host vehicle, Based on the information acquired from the in-vehicle sensor, it is possible to recognize the driving lane on which the host vehicle is traveling and execute first trace control to control the host vehicle to travel along the driving lane. When there is a preceding vehicle traveling in front of the host vehicle in a situation where the driving lane cannot be recognized during the execution of the first trace control, a processor capable of executing second trace control to control the host vehicle to travel along the trajectory of the preceding vehicle, A vehicle control device comprising: The processor is configured to: When there is a possibility that there is another vehicle traveling parallel to the host vehicle, not execute the second trace control, and When it is determined that the host vehicle is traveling in a congested section, it is configured to determine that there may be another vehicle traveling parallel to the host vehicle. A vehicle control device.

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