Vehicle control device and vehicle control method

Abstract

To provide a vehicle controller and a vehicle control method capable of determining whether or not an own vehicle can merge into a main lane from a merging lane, based on a prediction result of behavior of the own vehicle in the merging lane.SOLUTION: A vehicle controller is configured to: predict a speed of an own vehicle in a merging lane; determine whether or not the predicted speed of own vehicle reaches a target speed for merging into a main lane; determine whether or not the own vehicle can urgently stop, based on whether or not distance from a position capable of starting merging to an end edge of the merging lane is equal to or longer than an urgently stopping necessary distance required for urgently stopping the own vehicle; determine whether or not the own vehicle can merge therein, based on a determination result of propriety of reaching a target speed, and a determination result of urgently stopping propriety; and control driving of the own vehicle, based on a determination result of merging propriety.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] 2. Description of the Related Art Conventionally, there is known a vehicle control device that controls the steering and acceleration / deceleration of a vehicle at a merging lane on an expressway to merge from a merging lane onto a main lane.

[0003] For example, the technology of Patent Document 1 sets speed thresholds for multiple areas on a merging lane, and compares the speed of the vehicle with the speed thresholds to determine whether or not the vehicle can merge. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 5434336 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the technology of Patent Document 1, after the vehicle reaches the merging start position, the actual detected speed of the vehicle is compared with the speed threshold value of each area to determine whether or not merging is possible. Therefore, it is not possible to make a proactive determination before reaching the merging start position, and if it is determined that merging is not possible, the vehicle must quickly perform vehicle control for when merging is not possible from a position past the merging start position, which reduces the driver's sense of security.

[0006] Therefore, the present application aims to provide a vehicle control device and a vehicle control method that can predict the behavior of a vehicle in a merging lane and, based on the prediction results, determine whether the vehicle can merge from the merging lane onto a main lane. [Means for solving the problem]

[0007] The vehicle control device according to the present application comprises: a target speed attainment determination unit that predicts a speed of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto a main lane, and determines whether the predicted speed of the host vehicle will reach a target speed for merging onto the main lane; an emergency stop possibility determination unit that determines whether the host vehicle can make an emergency stop in the merging lane based on whether a distance from a merging start position where merging into the main lane can be started in the merging lane to an end of the merging lane is equal to or greater than an emergency stop required distance that is required to make an emergency stop of the host vehicle; a merging possibility determination unit that determines whether the host vehicle can merge from the merging lane onto the main lane based on a determination result by the target speed attainment determination unit as to whether the target speed can be reached and a determination result by the emergency stop feasibility determination unit as to whether an emergency stop is possible; and a vehicle control unit that controls driving of the vehicle based on the result of the merge possibility determination by the merge possibility determination unit.

[0008] The vehicle control method according to the present application comprises: a target speed reaching determination step of predicting a speed of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto the main lane, and determining whether the predicted speed of the host vehicle will reach a target speed for merging onto the main lane; an emergency stop possibility determination step of determining whether the host vehicle can make an emergency stop in the merging lane based on whether a distance from a merging start possible position where merging into the main lane can be started in the merging lane to an end of the merging lane is equal to or greater than an emergency stop necessary distance required to make an emergency stop of the host vehicle; a merging possibility determination step of determining whether the host vehicle can merge from the merging lane onto the main lane based on a determination result of whether the target speed can be reached in the target speed reaching determination step and a determination result of whether an emergency stop is possible in the emergency stop possibility determination step; and a vehicle control step of controlling the driving of the vehicle based on the result of the determination of whether or not merging is possible in the merging possibility determination step. [Effects of the Invention]

[0009] According to the vehicle control device and vehicle control method of the present application, the speed of the host vehicle in the merging lane is predicted based on road information ahead of the host vehicle traveling in the merging lane, and a determination is made as to whether the predicted speed of the host vehicle will reach a target speed for merging onto a main lane. Furthermore, a determination is made as to whether the host vehicle can make an emergency stop in the merging lane based on whether the distance from the merging start position to the end of the merging lane is equal to or greater than the emergency stop distance required to make an emergency stop of the host vehicle. Then, a determination is made as to whether the host vehicle can merge from the merging lane onto the main lane based on the determination results of whether the target speed can be reached and whether the emergency stop can be made, and driving of the host vehicle is controlled based on the determination results of whether the host vehicle can merge. Thus, the behavior of the host vehicle in the merging lane is predicted, and whether the host vehicle can merge is determined based on the prediction result, and vehicle control is performed. Therefore, a proactive determination is made and vehicle control is performed, ensuring safety during merging and a sense of security for the driver. Furthermore, to be able to reach the target speed, it is better to accelerate sufficiently by the merging start position, but to be able to make an emergency stop, it is better not to accelerate too much by the merging start position. In other words, there is a trade-off between being able to reach the target speed and being able to make an emergency stop. Therefore, by determining whether or not merging is possible based on the determination result of whether or not the target speed can be reached and the determination result of whether or not an emergency stop is possible, it is possible to make a decision taking into account the results of both determinations, which are in a trade-off relationship, and thereby improve safety when merging. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic block diagram of a vehicle control device according to a first embodiment. [Figure 2] 1 is a schematic hardware configuration diagram of a vehicle control device according to a first embodiment. [Figure 3] 4 is a flowchart for explaining a schematic process of the vehicle control device according to the first embodiment. [Figure 4] FIG. 2 is a diagram for explaining a host vehicle coordinate system according to the first embodiment. [Figure 5]FIG. 2 is a diagram for explaining a merging lane, a main lane, and the like according to the first embodiment. [Figure 6] 4 is a flowchart for explaining a process of correcting a speed limit based on road shape according to the first embodiment. [Figure 7] FIG. 4 is a diagram for explaining a process for limiting a resultant acceleration according to the first embodiment. [Figure 8] FIG. 4 is a diagram for explaining a process of predicting a predicted speed according to the first embodiment. [Figure 9] FIG. 4 is a diagram for explaining calculation of an emergency stop required distance according to the first embodiment. [Figure 10] 10 is a flowchart for explaining a process for determining whether or not merging is possible according to the first embodiment. [Figure 11] 4 is a flowchart for explaining processing of a vehicle control unit according to the first embodiment. [Figure 12] 10 is a flowchart for explaining processing by a vehicle control unit according to the second embodiment. [Figure 13] FIG. 10 is a schematic block diagram of a vehicle control device according to a third embodiment. [Figure 14] FIG. 11 is a diagram for explaining a determination as to whether or not there is congestion on the main line according to the third embodiment. [Figure 15] 11 is a flowchart for explaining the processing of a main line congestion determination unit and a merging possibility determination unit according to the third embodiment. [Figure 16] FIG. 10 is a schematic block diagram of a vehicle control device according to a fourth embodiment. [Figure 17] 10 is a flowchart for explaining the processing of a low-speed vehicle determination unit and a merging possibility determination unit according to the fourth embodiment. [Figure 18] FIG. 10 is a schematic block diagram of a vehicle control device according to a fifth embodiment. [Figure 19] 13 is a flowchart for explaining the processing of a steering control determination unit and a merging possibility determination unit according to the fifth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] 1. First Embodiment A vehicle control device 50 according to the first embodiment will be described with reference to the drawings. In this embodiment, the vehicle control device 50 is provided in the subject vehicle.

[0012] As shown in FIG. 1, the vehicle is equipped with a surroundings monitoring device 31, a position detection device 32, a vehicle state detection device 33, a map information database 34, a wireless communication device 35, a vehicle control device 50, a drive control device 36, a power plant 8, an electric steering device 7, an electric braking device 9, and a human interface device 37.

[0013] The periphery monitoring device 31 is a device such as a camera or radar that monitors the periphery of the vehicle. The radar may be a millimeter wave radar, a laser radar, an ultrasonic radar, etc. The wireless communication device 35 performs wireless communication with a base station using a cellular wireless communication standard such as 4G or 5G.

[0014] The position detection device 32 is a device that detects the current position (latitude, longitude, altitude) of the vehicle, and uses a GPS antenna or the like that receives signals output from artificial satellites such as the Global Navigation Satellite System (GNSS). Note that various methods may be used to detect the current position of the vehicle, such as a method using the lane number of the vehicle, a map matching method, a dead reckoning method, or a method using detected information around the vehicle.

[0015] The map information database 34 stores road information such as road shapes (for example, the number of lanes, the position of each lane, the shape of each lane, the type of each lane, the road type, the speed limit, etc.), signs, traffic lights, etc. Details will be described later. The map information database 34 is mainly composed of a storage device. The map information database 34 may be provided in a server outside the vehicle connected to a network, and the vehicle control device 50 may obtain necessary road information from the server outside the vehicle via the wireless communication device 35.

[0016] The drive control device 36 includes a power control device, a brake control device, an automatic steering control device, a light control device, etc. The power control device controls the output of a power machine 8 such as an internal combustion engine or a motor. The brake control device controls the braking operation of an electric brake device 9. The automatic steering control device controls the electric steering device 7. The light control device controls turn signals, hazard lights, etc.

[0017] The vehicle state detection device 33 is a detection device that detects the state of the host vehicle, which is the driving state and running state of the host vehicle. In this embodiment, the vehicle state detection device 33 detects the speed, acceleration, yaw rate, steering angle, lateral acceleration, etc. of the host vehicle as the running state of the host vehicle. For example, the vehicle state detection device 33 may be provided with a speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, etc. that detect the rotational speed of the wheels.

[0018] The driving state of the vehicle is detected by detecting acceleration / deceleration operations, steering angle operations, and lane change operations by the driver. For example, the vehicle state detection device 33 is provided with an accelerator position sensor, a brake position sensor, a steering angle sensor (handle angle sensor), a steering torque sensor, a turn signal position switch, and the like.

[0019] The human interface device 37 is a device that receives input from the driver through a speaker, a display screen, an input device, etc., and transmits information to the driver.

[0020] 1-1. Vehicle control device 50 The vehicle control device 50 includes processing units such as an information acquisition unit 51, a target speed achievement determination unit 52, an emergency stop possibility determination unit 53, a merging possibility determination unit 54, and a vehicle control unit 55. Each process of the vehicle control device 50 is realized by a processing circuit included in the vehicle control device 50. Specifically, as shown in Fig. 2, the vehicle control device 50 includes an arithmetic processing device 90 such as a CPU (Central Processing Unit), a storage device 91, an input / output device 92 that inputs and outputs external signals to the arithmetic processing device 90, and the like.

[0021] The arithmetic processing device 90 may be an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, etc. Furthermore, the arithmetic processing device 90 may be a plurality of the same or different types, and each process may be shared and executed. The storage device 91 may be a variety of storage devices, such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, etc.

[0022] The input / output device 92 is equipped with a communication device, an A / D converter, an input / output port, a drive circuit, etc. The input / output device 92 is connected to the surroundings monitoring device 31, the position detection device 32, the vehicle state detection device 33, the map information database 34, the wireless communication device 35, the drive control device 36, the human interface device 37, etc., and communicates with these devices.

[0023] The processing of each of the processing units 51 to 55, etc. provided in the vehicle control device 50, is realized by the arithmetic processing device 90 executing software (programs) stored in the storage device 91 and cooperating with other hardware of the vehicle control device 50, such as the storage device 91 and the input / output device 92. Note that setting data such as the maximum lateral acceleration aymax, maximum longitudinal acceleration axmax, inquiry wait time Twt, thresholds, etc. used by each of the processing units 51 to 55, etc. are stored in the storage device 91, such as an EEPROM.

[0024] Each process of the vehicle control device 50 will be described in detail below with reference to the flowchart of Fig. 3. The process of the flowchart of Fig. 3 is executed, for example, at every predetermined calculation cycle.

[0025] 1-1-1. Information acquisition section 51 In step S01 of FIG. 3, the information acquisition unit 51 acquires movement information of the host vehicle and surrounding vehicles, and road information around the host vehicle.

[0026] The information acquisition unit 51 acquires movement information of the host vehicle. In this embodiment, the information acquisition unit 51 acquires the position, movement direction, speed, acceleration, etc. of the host vehicle based on the position information of the host vehicle acquired from the position detection device 32 and the host vehicle state acquired from the vehicle state detection device 33.

[0027] The information acquisition unit 51 acquires movement information of surrounding vehicles present around the vehicle. In this embodiment, the information acquisition unit 51 acquires the positions, movement directions, speeds, accelerations, etc. of the surrounding vehicles based on the detection information acquired from the periphery monitoring device 31 and the position information of the vehicle acquired from the position detection device 32. Furthermore, the information acquisition unit 51 also acquires information on obstacles, pedestrians, signs, traffic regulations such as lane restrictions, etc. in addition to the surrounding vehicles.

[0028] In this embodiment, the information acquisition unit 51 acquires the relative positions and relative speeds of surrounding vehicles and the like with respect to the host vehicle in a coordinate system of the host vehicle based on the current position of the host vehicle. As shown in FIG. 4, the coordinate system of the host vehicle is a coordinate system having axes in the longitudinal direction X of the current host vehicle and in the lateral direction Y of the host vehicle. Note that the information acquisition unit 51 may also acquire the relative positions and relative speeds of surrounding vehicles in a coordinate system in the longitudinal and lateral directions of the host vehicle's lane in which the host vehicle is traveling. The information acquisition unit 51 may also acquire the absolute position (latitude, longitude), absolute movement direction (orientation), absolute speed, absolute acceleration, etc. of each vehicle.

[0029] The information acquisition unit 51 acquires road information around the vehicle from the map information database 34 based on the vehicle's location information acquired from the position detection device 32. The acquired road information includes information such as the number of lanes, the position of each lane, the shape of each lane, the type of each lane, the road type, and the speed limit. The shape of each lane includes the lane's position, lane curvature, lane longitudinal gradient, lane cross gradient, and lane width. Lane shapes are set at each point along the longitudinal direction of the lane. The types of each lane include merging lanes and main lanes into which merging lanes merge. The lane shapes also include the merging start position where merging lanes can start merging into the main lane and the end position of the merging lane. The information acquisition unit 51 also acquires information on traffic regulations, such as lane restrictions due to construction, from an external server or the like.

[0030] The information acquisition unit 51 also detects the shape and type of road dividing lines, etc., based on detection information of white lines, road shoulders, and other dividing lines acquired from the periphery monitoring device 31, and determines the shape and position of each lane, the number of lanes, and the type of each lane, etc., based on the detected shape and type of road dividing lines, etc. The shape of each lane includes the lane position, lane curvature, lane longitudinal gradient, lane cross gradient, lane width, etc. The type of each lane includes merging lane, main lane, etc. The shape of the lane also includes the position where merging can begin and the end position of the merging lane. The information acquisition unit 51 also determines whether or not there are traffic regulations, such as lane restrictions.

[0031] The information acquisition unit 51 may acquire, via communication from outside the vehicle, movement information of surrounding vehicles (such as the positions, movement directions, and speeds of surrounding vehicles), road information (such as lane information) and traffic information (such as obstacles and congestion levels) around the vehicle. For example, the information acquisition unit 51 may acquire, via wireless communication or the like, movement information of surrounding vehicles, road information and traffic information around the vehicle from surrounding vehicles or a server to which the surrounding vehicles have uploaded information. Furthermore, the information acquisition unit 51 may acquire, via wireless communication or the like, movement information of surrounding vehicles, road information and traffic information in a monitoring area from a roadside device such as a camera that monitors road conditions, etc.

[0032] The information acquisition unit 51 acquires lane information corresponding to the lane in which the vehicle is traveling, based on the position of the vehicle. The information acquisition unit 51 also acquires lane information corresponding to the lane in which each of the surrounding vehicles is traveling, based on the positions of each of the surrounding vehicles. The acquired lane information includes the shape, position, and type of the lane, as well as lane information for the surrounding lanes.

[0033] 1-1-2.Target speed attainment determination unit 52 In step S02 of FIG. 3, the target speed achievement determination unit 52 determines whether the host vehicle is traveling in a merging lane. If the host vehicle is traveling in a merging lane, the process proceeds to step S03. If the host vehicle is not traveling in a merging lane, the process proceeds to step S05. If the lane information of the host vehicle acquired by the information acquisition unit 51 indicates a merging lane, the target speed achievement determination unit 52 determines that the host vehicle is traveling in a merging lane. As shown in FIG. 5, the merging lane also includes connecting lanes such as ramps leading to the merging start possible position Lmgst. In addition, the target speed achievement determination unit 52 determines the main lane into which the merging lane merges from the lanes around the host vehicle acquired by the information acquisition unit 51. The target speed achievement determination unit 52 acquires lane information of the merging lane, movement information of surrounding vehicles traveling in the merging lane, lane information of the main lane, and movement information of surrounding vehicles traveling on the main lane from the information acquisition unit 51.

[0034] In step S03, the target speed attainment determination unit 52 predicts the speed Vpre of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto the main lane, and determines whether the predicted speed Vpre of the host vehicle will reach the target speed Vobj for merging onto the main lane.

[0035] <Setting the target speed Vobj> In this embodiment, the target speed achievement determination unit 52 sets the target speed Vobj based on the main line speed limit Vlmt. For example, as shown in the following equation, the target speed Vobj is set by multiplying the main line speed limit Vlmt by a coefficient smaller than 1 (0.8 in this example). The main line speed limit Vlmt is the main line speed limit acquired by the information acquisition unit 51, and is usually a legal speed limit. With this configuration, the target speed Vobj can be set so as not to interfere with the travel of main line vehicles traveling in accordance with the main line speed limit Vlmt.

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[0036] <Speed ​​prediction taking into account road shape and maximum lateral acceleration> The target speed attainment determination unit 52 predicts the predicted speed Vpre of the host vehicle in the merging lane based on the road shape of the merging lane and the maximum lateral acceleration aymax that the host vehicle is allowed to generate. The speed that the host vehicle can achieve varies depending on the road shape and the maximum lateral acceleration aymax. With this configuration, the predicted achievable speed Vpre of the host vehicle can be predicted based on the road shape and the maximum lateral acceleration aymax, thereby improving the determination accuracy.

[0037] <Calculation of speed limit VlmtR based on road shape> In this embodiment, target speed achievement determination unit 52 calculates a road shape-dependent speed limit VlmtR, which is a speed at which the lateral acceleration ay of the host vehicle will be equal to or less than the maximum lateral acceleration aymax, based on the road shape of the merging lane and the maximum lateral acceleration aymax, and predicts the host vehicle's predicted speed Vpre in the merging lane so that the host vehicle's speed will be equal to or less than the road shape-dependent speed limit VlmtR. This configuration makes it possible to accurately estimate the predicted speed Vpre at which the lateral acceleration ay of the host vehicle will be equal to or less than the maximum lateral acceleration aymax.

[0038] Curvature ρ is used as the road shape of the merging lane. The target speed achievement determination unit 52 calculates the speed limit VlmtR(L0) due to the road shape at each predicted position L0 of the merging lane ahead of the vehicle based on the road curvature ρ(L0) and the maximum lateral acceleration aymax of the road at each predicted position L0. For example, the target speed achievement determination unit 52 calculates the speed limit VlmtR(L0) due to the road shape using the following equation. Here, the maximum lateral acceleration aymax is set in advance based on the vehicle performance, ride comfort, etc. Vc is the upper limit of the speed limit VlmtR due to the road shape, and is set, for example, to the speed limit Vlmt of the merging lane corresponding to each predicted position L0 acquired by the information acquisition unit 51, and is usually set to the legal speed limit. min(A, B) is a function that outputs the smaller of A and B.

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[0039] The target speed achievement determination unit 52 may calculate a speed limit VlmtRj based on the road shape taking lateral jerk into account, which is a speed at which the lateral jerk jy of the host vehicle is equal to or less than the maximum lateral jerk jymax, based on the road shape and the maximum lateral jerk jymax, and may then calculate the final road shape speed limit VlmtR as the smaller of the speed limit VlmtR based on the road shape taking lateral acceleration into account and the speed limit VlmtRj based on the road shape taking lateral jerk into account. For example, as shown in the following equation, the target speed achievement determination unit 52 calculates the speed limit VlmtRj based on the road shape taking lateral jerk into account based on the curvature change rate dρ and the maximum lateral jerk jymax. Here, the curvature change rate dρ may be acquired from the information acquisition unit 51 or may be calculated from the curvature ρ.

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[0040] <Correction process for speed limit VlmtR according to road shape> In this embodiment, the target speed achievement determination unit 52 corrects the speed limit VlmtR determined by the road shape so that the lateral acceleration ay and longitudinal acceleration ax of the host vehicle when traveling at the speed limit VlmtR determined by the road shape fall within their respective limit ranges. With this configuration, the speed limit VlmtR determined by the road shape is corrected taking into account the limit ranges of the lateral acceleration ay and longitudinal acceleration ax, thereby improving prediction accuracy.

[0041] The process of correcting the speed limit VlmtR based on road shape will be explained below using the flowchart in Fig. 6. The process of the flowchart in Fig. 6 is executed for each predicted position L0 of the merging lane ahead of the host vehicle, and if the lateral acceleration ay and longitudinal acceleration ax exceed the limit range, the speed limit VlmtR(L0) based on road shape for each predicted position L0 is corrected. In sections where acceleration occurs, the predicted position L0 is increased forward by a distance dL, and in sections where deceleration occurs, the predicted position L0 is decreased backward by a distance dL.

[0042] In step S11, the target speed achievement determination unit 52 calculates the lateral acceleration aylmtR when traveling at the speed limit VlmtR based on the road shape before correction processing (hereinafter referred to as the lateral acceleration aylmtR of the speed limit before correction processing). For example, the target speed achievement determination unit 52 calculates the lateral acceleration aylmtR(L0) of the speed limit before correction processing for the current predicted position L0 based on the curvature ρ(L0) of the road for the current predicted position L0 and the speed limit VlmtR(L0) based on the road shape for the current predicted position L0.

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[0043] In step S12, the target speed achievement determination unit 52 calculates the longitudinal acceleration axc(L0) (hereinafter referred to as the longitudinal acceleration axc after correction) of the current predicted position L0 such that the resultant acceleration acmp of the host vehicle falls within a limit range set based on the maximum lateral acceleration aymax and the maximum longitudinal acceleration axmax under the condition that the lateral acceleration aylmtR(L0) of the speed limit before correction of the current predicted position L0 is used. Note that the maximum lateral acceleration aymax and the maximum longitudinal acceleration axmax are set in advance taking into consideration vehicle performance, ride comfort, and the like. As shown in the following equation, during acceleration, the maximum longitudinal acceleration axmax is set to the maximum longitudinal acceleration axmaxA on the acceleration side, which is set to a positive value, and during deceleration, the maximum longitudinal acceleration axmax is set to the maximum longitudinal acceleration axmaxD on the deceleration side, which is set to a negative value. The absolute values ​​of the maximum longitudinal acceleration axmaxA on the acceleration side and the maximum longitudinal acceleration axmaxD on the deceleration side may be set to different values ​​or may be set to the same value.

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[0044] In this embodiment, the limit range is set to an elliptical limit range passing through the maximum lateral acceleration aymax and the maximum longitudinal acceleration axmax in a coordinate system consisting of the axis of lateral acceleration ay and the axis of longitudinal acceleration ax, as shown in Figure 7 and the following equation: Note that the rightward lateral acceleration ay is a positive value, and the leftward lateral acceleration ay is a negative value.

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[0045] The target speed attainment determination unit 52 calculates the pre-correction longitudinal acceleration axo(L0) corresponding to the pre-correction speed limit VlmtR(L0) based on the road shape of the current predicted position L0. The target speed attainment determination unit 52 calculates the pre-correction longitudinal acceleration axo(L0) by differential calculation based on the amount of change over time in the pre-correction speed limit VlmtR(L0) based on the road shape of the current predicted position L0, as shown in the following equation: Here, VlmtR(L0-dL) is the pre-correction speed limit VlmtR based on the road shape of the previous predicted position (L0-dL), which is the distance dL behind the current predicted position L0. ΔT is the time interval corresponding to the distance dL between the previous predicted position (L0-dL) and the current predicted position Lo, and in this example, is calculated by dividing the distance dL by the speed limit VlmtR(L0-dL) based on the road shape of the previous predicted position (L0-dL).

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[0046] The target speed achievement determination unit 52 calculates the post-correction longitudinal acceleration axc(L0) of the current predicted position L0 under the condition that the lateral acceleration aylmtR(L0) of the speed limit for the current predicted position L0 is used, such that the resultant acceleration acmp of the host vehicle falls within the limit range of the ellipse of Equation (6). Specifically, as shown in FIG. 7 and the following equation, if the resultant acceleration acmp of the lateral acceleration aylmtR(L0) of the speed limit before correction and the longitudinal acceleration axo(L0) before correction exceeds the limit range, the target speed achievement determination unit 52 corrects the pre-correction longitudinal acceleration axo(L0) so that the resultant acceleration acmp falls within the limit range, and calculates the post-correction longitudinal acceleration axc(L0). If the resultant acceleration acmp does not exceed the limit range, the pre-correction longitudinal acceleration axo(L0) is calculated as the post-correction longitudinal acceleration axc(L0) without any change.

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[0047] In step S13, the target speed achievement determination unit 52 calculates the speed limit VlmtRc(L0) based on the road shape after correction processing for the current predicted position L0, based on the longitudinal acceleration axc(L0) after correction processing for the current predicted position L0.

[0048] In an acceleration section where the pre-correction speed limit VlmtR is accelerating and in a constant speed section with no preceding deceleration section, the target speed attainment determination unit 52 calculates the speed limit VlmtRc(L0) based on the post-correction road shape of the current predicted position (L0) when accelerated by the post-correction longitudinal acceleration axc(L0) of the current predicted position (L0) from the post-correction road shape speed limit VlmtRc(L0) of the current predicted position (L0) at a distance dL behind the current predicted position (L0), as shown in the following equation. The predicted position L0 is moved forward by the distance dL, and the calculation of equation (9) is repeatedly performed. Note that the post-correction speed limit VlmtRc is upper-bounded by the pre-correction speed limit VlmtR so as not to exceed the pre-correction speed limit VlmtR. Note that the post-correction speed limit VlmtRc at the start position of the acceleration section is set to the pre-correction speed limit VlmtR.

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[0049] On the other hand, in the deceleration section where the pre-correction speed limit VlmtR is decelerating and the constant speed section thereafter, the target speed attainment determination unit 52 calculates the speed limit VlmtRc(L0) based on the road shape after correction of the current predicted position (L0) as the speed of the current predicted position (L0) at a distance dL ahead of the current predicted position (L0) when decelerating from the current predicted position (L0) at the post-correction longitudinal acceleration axc(L0) of the current predicted position (L0), as shown in the following equation. The predicted position L0 is moved backward by the distance dL, and the calculation of equation (10) is repeatedly performed. Note that the post-correction speed limit VlmtRc is upper-bounded by the pre-correction speed limit VlmtR so as not to exceed the pre-correction speed limit VlmtR. The corrected speed limit VlmtRc at the end position of the deceleration section is set to the pre-correction speed limit VlmtR.

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[0050] <Prediction of predicted speed Vpre> Then, the target speed attainment determination unit 52 predicts the predicted speed Vpre of the host vehicle in the merging lane so that the speed of the host vehicle will be equal to or less than the speed limit VlmtR based on the road shape (in this example, the speed limit VlmtRc based on the road shape after correction processing).

[0051] In this embodiment, the target speed attainment determination unit 52 calculates the predicted speed Vpre of the host vehicle at each predicted position L0 when accelerating at a preset merging acceleration axmg by limiting the upper limit by the road shape speed limit VlmtR (in this example, the corrected speed limit VlmtRc), as the predicted speed Vpre of the host vehicle, as shown in the following equation. The merging acceleration axmg may be changed depending on the characteristics of the merging lane and the main lane (e.g., the speed difference between the merging lane and the host vehicle's lane, the length of the merging lane). Alternatively, the merging acceleration axmg may be set to the same value as the maximum longitudinal acceleration axmaxA on the acceleration side. The predicted position L0 is moved forward from the current position (L0=0) by an interval dL, and the calculation of equation (11) is repeatedly performed. The predicted speed Vpre(0) at the current position (L0=0) is set to the current speed.

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[0052] The speed limit VlmtRc based on the road shape after correction may be calculated as the predicted speed Vpre. In this case, since there may be a large difference between the predicted speed Vpre at the current position and the current speed, the predicted speed Vpre at the current position may be set to the current speed, and a predicted speed Vpre may be calculated that will reach the corrected speed limit VlmtRc from the current speed at a predetermined acceleration.

[0053] The longitudinal gradient of the merging lane may be used to calculate the predicted speed Vpre. For example, a speed increase / decrease amount according to the longitudinal gradient (e.g., 4 km / h at a gradient of 2%, 6 km / h at a gradient of 4%) may be added to or subtracted from the predicted speed Vpre.

[0054] <Determining whether the target speed can be reached> If the predicted speed Vpre of the vehicle exceeds the target speed Vobj between the merging start position Lmgst and the end point Lmgend of the merging lane, the target speed attainment determination unit 52 determines that the predicted speed Vpre of the vehicle will reach the target speed Vobj, and if not, determines that the predicted speed Vpre of the vehicle will not reach the target speed Vobj.

[0055] <Example of prediction process for predicted speed Vpre> The prediction process of the predicted speed Vpre will be explained using Figure 8. The host vehicle has currently reached the vicinity of the entrance to the merging lane. There is a curved section in the connecting section of the merging lane up to the merging start position, and the absolute value of the curvature ρ is increasing from 0. The speed limit Vc in the connecting section of the merging lane is set relatively low, and the speed limit Vc in the acceleration-allowed section of the merging lane is set relatively high. When the absolute value of the curvature ρ is 0, the speed limit VlmtR determined by the road shape is upper-bound to the speed limit Vc and coincides with the speed limit Vc. The speed limit VlmtR determined by the road shape is reduced from the speed limit Vc in accordance with the increase in the absolute value of the curvature ρ.

[0056] The corrected road shape-based speed limit VlmtRc is reduced and corrected from the road shape-based speed limit VlmtR near the deceleration and acceleration sections of the road shape-based speed limit VlmtR so that the lateral acceleration and longitudinal acceleration of the host vehicle fall within the limit ranges. As explained using equation (10), in the deceleration section of the speed limit VlmtR, the corrected speed limit VlmtRc at the end of the deceleration section is set to the speed limit VlmtR, and the corrected speed limit VlmtRc is calculated sequentially from the end of the deceleration section toward the rear and reduced from the speed limit VlmtR. As explained using equation (9), in the acceleration section of the speed limit VlmtR, the corrected speed limit VlmtRc at the start of the acceleration section is set to the speed limit VlmtR, and the corrected speed limit VlmtRc is calculated sequentially from the start of the acceleration section toward the front and reduced from the speed limit VlmtR.

[0057] In the acceleration-enabled section of the merging lane, the speed limit Vc increases, and the speed limit VlmtR due to road shape also increases, but the speed limit VlmtRc due to road shape after correction processing gradually increases from the start of the acceleration-enabled section so that the lateral acceleration and longitudinal acceleration of the vehicle are within the limit range.

[0058] In the example of FIG. 8, the merging acceleration axmg is set to the same value as the maximum longitudinal acceleration axmaxA on the accelerating side, and the predicted speed Vpre matches the corrected speed limit VlmtRc based on the road shape.

[0059] Since the predicted speed Vpre exceeds the target speed Vobj between the merging start position Lmgst and the end point Lmgend of the merging lane, it is determined that the predicted speed Vpre of the host vehicle will reach the target speed Vobj.

[0060] 1-1-3. Emergency stop determination unit 53 In step S04 of FIG. 3, the emergency stop feasibility determination unit 53 determines whether the vehicle can make an emergency stop in the merging lane based on a determination of whether the distance Dmg (hereinafter referred to as the merging distance Dmg) from the merging start position Lmgst, where merging into the main lane can be started in the merging lane, to the end point Lmgend of the merging lane is equal to or greater than the emergency stop required distance Dstp required to make an emergency stop of the vehicle.

[0061] The emergency stop possibility determination unit 53 calculates the distance required for an emergency stop Dstp based on the predicted speed Vpre and the negative acceleration astp set when emergency stop operation is performed (hereinafter referred to as the negative acceleration astp for emergency stop). With this configuration, the distance traveled during the deceleration period from the start of emergency stop operation to the stop can be calculated with high accuracy based on the predicted speed Vpre and the negative acceleration astp for emergency stop. Since the predicted speed Vpre is used, the calculation accuracy can be improved.

[0062] In this embodiment, as will be described later, when the result of the determination as to whether or not merging is impossible, the vehicle control unit 55 inquires of the driver as to whether or not the driving authority of the vehicle can be delegated to the driver, and if the inquiry result indicating delegation is possible is obtained within the inquiry waiting time Twt after the start of the inquiry, the vehicle control unit 55 is configured to delegate the driving authority to the driver.

[0063] Therefore, the emergency stop possibility determination unit 53 calculates the emergency stop required distance Dstp based on the predicted speed Vpre, the inquiry wait time Twt, and the negative acceleration astp set when emergency stop operation is performed (hereinafter referred to as the emergency stop negative acceleration astp). With this configuration, the emergency stop required distance Dstp can be calculated with high accuracy, taking into account the travel distance during the inquiry wait time Twt that is required for delegating driving authority when merging is not possible.

[0064] 9, the emergency stop feasibility determination unit 53 calculates the emergency stop required distance Dstp as the total distance of the travel distance Dwt during the waiting period when moving from the merging start possible position Lmgst at the predicted speed Vpre for the inquiry waiting time Twt, and the travel distance Ddc during the deceleration period when decelerating at the negative acceleration astp for the emergency stop from the position of the travel distance Dwt during the waiting period until the vehicle comes to a stop. With this configuration, the emergency stop required distance Dstp can be calculated with high accuracy based on the travel distance Dwt during the waiting period and the travel distance Ddc during the deceleration period.

[0065] The emergency stop feasibility determination unit 53 integrates the predicted speed Vpre(L0) of each predicted position L0 after the merging start possible position Lmgst for the inquiry waiting time Twt to calculate the travel distance Dwt during the waiting period. For example, the emergency stop feasibility determination unit 53 calculates the distance D0 when moving at the predicted speed Vpre(Lmgst) at the merging start possible position Lmgst for the infinitesimal time Δt, calculates the distance D1 when moving at the predicted speed Vpre(Lmgst+D0) at the predicted position Lmgst+D0 for the infinitesimal time Δt, and calculates the distance D2 when moving at the predicted speed Vpre(Lmgst+D0+D1) at the predicted position Lmgst+D0+D1 for the infinitesimal time Δt. The emergency stop feasibility determination unit 53 repeats this process of integrating the travel distance during the infinitesimal time Δt Twt / Δt times and calculates the integrated value of the travel distances D0, D1, ... as the travel distance Dwt during the waiting period.

[0066] The emergency stop feasibility determination unit 53 calculates the travel distance during the deceleration period Ddc as the travel distance when decelerating from the predicted speed Vpre at the start position of the emergency stop operation by the negative acceleration astp for emergency stop. In this embodiment, the start position of the emergency stop operation is set to the merging start possible position Lmgst + the travel distance Dwt during the waiting period. For example, the emergency stop feasibility determination unit 53 calculates the travel distance during the deceleration period Ddc using the following equation:

number

[0067] The emergency stop possibility determination unit 53 determines that the vehicle can make an emergency stop in the merging lane if the emergency stop required distance Dstp (= Dwt + Ddc) is less than the merging distance Dmg from the merging start position Lmgst to the end of the merging lane Lmgend, and determines that the vehicle cannot make an emergency stop in the merging lane if the emergency stop required distance Dstp is equal to or greater than the merging distance Dmg.

[0068] 1-1-4. Merge possibility determination unit 54 In step S05 of FIG. 3 , the merging feasibility determination unit 54 determines whether the host vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed reachability determination unit 52 as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit 53 as to whether an emergency stop can be made. With this configuration, in order to be able to reach the target speed, it is better to accelerate sufficiently up to the merging start position, but in order to be able to make an emergency stop, it is better not to accelerate too much up to the merging start position. In other words, there is a trade-off between being able to reach the target speed and being able to make an emergency stop. Therefore, by determining whether the host vehicle can merge based on the determination result of whether the target speed can be reached and the determination result of whether an emergency stop can be made, it is possible to make a determination taking into account the results of both determinations, which are in a trade-off relationship, and thereby improve safety when merging.

[0069] In this embodiment, the merging possibility determination unit 54 ends the determination of merging possibility before the host vehicle reaches the merging start possible position Lmgst.

[0070] In the present embodiment, the merging feasibility determination unit 54 determines the merging feasibility determination result as "yes" if the determination result of whether the target speed can be reached is "yes" and the determination result of whether an emergency stop is "yes" until the host vehicle arrives at a determination position Ljd set at a position before the merging start possible position Lmgst. On the other hand, the merging feasibility determination unit 54 determines the merging feasibility determination result as "no" if the determination result of whether the target speed can be reached becomes "no" or the determination result of whether an emergency stop is "no" before the host vehicle arrives at the determination position Ljd. As described above, in order to be able to reach the target speed, it is better to accelerate sufficiently up to the merging start possible position, but in order to be able to make an emergency stop, it is better not to accelerate too much up to the merging start possible position. In other words, there is a trade-off between being able to reach the target speed and being able to make an emergency stop. Therefore, a state in which the target speed can be reached and an emergency stop is possible represents a state with high safety from both perspectives. Therefore, by determining the merging feasibility determination result as "yes" in this case, safety can be further improved.

[0071] For example, the determination position Ljd is set to a position a threshold distance before the merging start possible position Lmgst. The threshold distance is set to a value obtained by multiplying the predicted speed Vpre(Lmgst) at the merging start possible position Lmgst by a predetermined time (for example, 4 seconds). By determining whether merging is possible before the merging start possible position Lmgst, driving authority can be delegated to the driver with ample time to spare if merging is not possible.

[0072] For example, the processing of the merging possibility determination unit 54 according to this embodiment is configured as shown in the flowchart of Fig. 10. In step S21, the merging possibility determination unit 54 determines whether the result of the determination of whether merging is possible has already been determined to be possible or not in step S25 or step S26, and if it has not been determined to be possible or not, the processing proceeds to step S22, and if it has been determined to be possible or not, the processing ends.

[0073] In step S22, the merging possibility determination unit 54 determines whether the result of the determination by the target speed achievement determination unit 52 as to whether the target speed can be reached is yes or no, and if yes, proceeds to step S23, or if no, proceeds to step S26. In step S23, the merging possibility determination unit 54 determines whether the result of the determination by the emergency stop possibility determination unit 53 as to whether an emergency stop can be made is yes or no, and if yes, proceeds to step S24, or if no, proceeds to step S26.

[0074] In step S24, the merging possibility determination unit 54 determines whether the vehicle has arrived at the determination position Ljd, which is set at a position before the merging start position Lmgst, and if it has arrived, proceeds to step S25, and if it has not arrived, terminates the processing.

[0075] In step S25, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "yes." On the other hand, in step S26, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "no."

[0076] 1-1-5. Vehicle control unit 55 In step S06 of FIG. 3, the vehicle control unit 55 controls the driving of the vehicle based on the result of the determination by the merging possibility determination unit 54 as to whether or not merging is possible.

[0077] <If joining is possible> When the result of the determination as to whether or not merging is possible is "possible," the vehicle control unit 55 performs vehicle control for merging onto the main lane. In this embodiment, the vehicle control unit 55 performs one or both of acceleration / deceleration control and steering control of the host vehicle for merging onto the main lane as vehicle control for merging.

[0078] When performing acceleration / deceleration control, the vehicle control unit 55 accelerates the host vehicle at a merging acceleration axmg so that the host vehicle's speed matches the speed limit of the main lane. In this embodiment, the vehicle control unit 55 sets the host vehicle's predicted speed Vpre or the speed limit VlmtRc based on the road shape after correction processing as the target speed, and changes the output of the power plant 8 and changes the braking force of the electric brake device 9 so that the host vehicle's speed follows the target speed. Furthermore, when changing lanes from a merging lane to the main lane, the vehicle control unit 55 accelerates or decelerates the host vehicle based on movement information of vehicles traveling on the main lane so that the vehicle can merge smoothly.

[0079] When performing steering control, the vehicle control unit 55 changes the steering angle of the electric steering device 7 so that the host vehicle travels within the merging lane. Furthermore, when changing lanes from a merging lane to a main lane, the vehicle control unit 55 changes the steering angle of the electric steering device 7 so that the host vehicle changes lanes. Note that the vehicle control unit 55 controls the vehicle taking into consideration surrounding vehicles, obstacles, etc.

[0080] The vehicle control unit 55 may set a target driving trajectory and control the vehicle so that the vehicle follows the target driving trajectory. The target driving trajectory is a time-series driving plan including the position, direction, and speed of the vehicle at each future point in time.

[0081] The vehicle control unit 55 calculates the target output of the power unit 8, the target braking force of the electric brake device 9, the target steering angle of the electric steering device 7, etc., and transmits them to the drive control device 36. The drive control device 36 is composed of drive control devices 36 such as a power control device, a brake control device, an automatic steering control device, and a light control device. The power control device controls the output of the power unit 8 such as an internal combustion engine or a motor according to the target output. The brake control device controls the braking operation of the electric brake device 9 according to the target braking force. The automatic steering control device controls the electric steering device 7 according to the target steering angle. The light control device controls the turn signal according to an operation command for the turn signal.

[0082] <If you cannot join> If the result of the determination as to whether merging is possible is not possible, the vehicle control unit 55 inquires of the driver as to whether the driving authority of the vehicle can be delegated to the driver, and if the inquiry result indicates that delegation is possible, the vehicle control unit 55 delegates the driving authority to the driver. In this embodiment, if the inquiry result indicates that delegation is possible is obtained before the inquiry wait time Twt has elapsed after the start of the inquiry, the vehicle control unit 55 delegates the driving authority to the driver, and if the inquiry result indicates that delegation is possible even after the inquiry wait time Twt has elapsed after the start of the inquiry, the vehicle control unit 55 performs emergency stop operation of the vehicle.

[0083] In addition, when driving authority is delegated to the driver and the driver drives manually, the vehicle control unit 55 calculates the target output of the power unit 8, the target braking force of the electric brake device 9, the target steering angle of the electric steering device 7, etc. in accordance with instructions from the driver such as accelerator pedal operation, brake pedal operation, and steering wheel operation, and transmits them to the drive control device 36.

[0084] When an emergency stop operation is performed, the vehicle control unit 55 decelerates the host vehicle so that the host vehicle can be stopped by the end of the merging lane. The vehicle control unit 55 changes the braking force of the electric brake device 9 and changes the output of the power machine 8 so that the host vehicle decelerates at a negative acceleration astp for an emergency stop. The vehicle control unit 55 may also change the steering angle of the electric steering device 7 so that the host vehicle does not deviate from the merging lane. If the negative acceleration astp for an emergency stop does not allow the host vehicle to be stopped by the end of the merging lane, the vehicle control unit 55 increases the absolute value of the negative acceleration astp for an emergency stop so that the host vehicle can be stopped.

[0085] <Notification to drivers> The vehicle control unit 55 notifies the driver of the details of the driving control of the vehicle based on the result of the determination of whether or not the vehicle can merge. The vehicle control unit 55 notifies the driver of the details of the driving control via the human interface device 37, such as a speaker or a display screen. By notifying the driver, it is possible to give the driver a sense of security.

[0086] <Flowchart of vehicle control unit 55> For example, the processing of vehicle control unit 55 according to this embodiment is configured as shown in the flowchart of Fig. 11. In step S31, vehicle control unit 55 determines whether or not the result of the determination by merging possibility determination unit 54 on whether or not merging is possible is "yes," and if "yes," proceeds to step S32, and if "no," proceeds to step S35.

[0087] In step S32, the vehicle control unit 55 determines whether the host vehicle has reached the merging start position Lmgst. If the host vehicle has not reached the merging start position Lmgst, the process proceeds to step S33. If the host vehicle has reached the merging start position Lmgst, the process proceeds to step S34. In step S33, the vehicle control unit 55 performs one or both of acceleration / deceleration control and steering control of the host vehicle to cause the host vehicle to travel along the merging lane. The acceleration / deceleration control includes control to accelerate the vehicle for merging. Meanwhile, in step S34, the vehicle control unit 55 performs one or both of acceleration / deceleration control and steering control of the host vehicle to cause the host vehicle to merge from the merging lane onto the main lane.

[0088] On the other hand, in step S35, the vehicle control unit 55 determines whether the vehicle control to be executed when merging is not possible has already been decided to be manual driving by the driver or emergency stop driving, and if not decided, proceeds to step S36, and if decided, proceeds to step S44.

[0089] In step S36, if the vehicle control unit 55 has not yet started inquiring about the delegation of driving authority, it starts inquiring about the delegation of driving authority, and if the inquiry result indicates that delegation is possible, it proceeds to step S37, and if the inquiry result indicates that delegation is possible, it proceeds to step S39.

[0090] In step S37, the vehicle control unit 55 determines that manual driving by the driver will be performed. Then, in step S38, the vehicle control unit 55 performs manual driving. As described above, the vehicle control unit 55 calculates the target output of the power machine 8, the target braking force of the electric brake device 9, the target steering angle of the electric steering device 7, etc. in accordance with instructions from the driver such as accelerator pedal operation, brake pedal operation, and steering wheel operation, and transmits these to the drive control device 36.

[0091] On the other hand, in step S39, the vehicle control unit 55 determines whether or not the inquiry wait time Twt has elapsed after the start of the inquiry. If the inquiry wait time Twt has elapsed, the process proceeds to step S40. If the inquiry wait time Twt has not elapsed, the process proceeds to step S33. In step S39, the vehicle control unit 55 may also determine whether or not the host vehicle has reached the merging start position Lmgst. If the host vehicle has reached the merging start position Lmgst, the process proceeds to step S40. If the host vehicle has not reached the merging start position Lmgst, the process proceeds to step S33. In step S40, the vehicle control unit 55 determines to perform emergency stop driving. If the driver overrides the emergency stop driving while the emergency stop driving is being performed, the vehicle control unit 55 may switch to manual driving by the driver. Furthermore, if the driving authority is not delegated to the driver within the inquiry wait time Twt after the start of the inquiry (or by the time the host vehicle reaches the merging start position Lmgst), the vehicle control unit 55 may continue to query for delegation of driving authority without performing emergency stop driving. Alternatively, the vehicle control unit 55 may determine to perform emergency stop operation if the set autonomous driving level is high (for example, level 4 or higher), and may continue to inquire about the delegation of driving authority without performing emergency stop operation if the autonomous driving level is low (for example, level 3 or lower).

[0092] Then, in step S41, the vehicle control unit 55 determines whether the host vehicle can be stopped by the end of the merging lane using the negative acceleration astp for an emergency stop, and if the host vehicle can be stopped, proceeds to step S42, and if the host vehicle cannot be stopped, proceeds to step S43. The vehicle control unit 55 uses the following equation to calculate a stopping distance Dstpnow until the host vehicle stops based on the negative acceleration astp for an emergency stop and the current vehicle speed Vnow, and determines that the host vehicle cannot stop if the stopping distance Dstpnow is greater than the remaining distance Drmn from the current position of the host vehicle to the end of the merging lane, and determines that the host vehicle can stop if the stopping distance Dstpnow is equal to or less than the remaining distance Drmn.

number

[0093] In step S42, the vehicle control unit 55 executes emergency stop operation using the negative acceleration astp for an emergency stop. Specifically, the vehicle control unit 55 changes the braking force of the electric brake device 9 and changes the output of the power machine 8 so that the host vehicle decelerates at the negative acceleration astp for an emergency stop. The vehicle control unit 55 may also change the steering angle of the electric steering device 7 so as not to deviate from the merging lane.

[0094] In step S43, the vehicle control unit 55 executes an emergency stop operation using the increased negative acceleration astpin. The absolute value of the increased negative acceleration astpin is set to a value greater than the absolute value of the negative acceleration astp for the emergency stop. For example, the increased negative acceleration astpin is set to a negative acceleration that enables the host vehicle to stop before the end of the merging lane. The vehicle control unit 55 sets the increased negative acceleration astpin using the following equation, based on the current vehicle speed Vnow and the remaining distance Drmn from the current position of the host vehicle to the end of the merging lane.

number

[0095] In step S44, if the vehicle control unit 55 has already determined that the vehicle control to be executed when merging is not possible is manual driving, the process proceeds to step S38, and if the vehicle control has already determined that the vehicle control is emergency stop driving, the process proceeds to step S41.

[0096] 2. Second Embodiment Next, a vehicle control device 50 according to a second embodiment will be described. Description of the same components as those in the first embodiment will be omitted. The basic configuration of the vehicle control device 50 according to this embodiment is the same as that of the first embodiment, but the content of vehicle control when it is determined that merging is not possible differs from that of the first embodiment.

[0097] In this embodiment, if the merging possibility determination unit 54 determines that merging is possible, the vehicle control device 50 performs vehicle control for merging possible to merge onto the main line, and if the merging possibility determination unit 54 determines that merging is not possible, it performs vehicle control for merging not possible, which is different from the vehicle control for merging possible.

[0098] In this embodiment, the vehicle control device 50 executes vehicle control for when merging is not permitted, with an assistance level lower than that of vehicle control for when merging is permitted. The assistance level is the degree of assistance provided to assist the driver in driving.

[0099] For example, if the vehicle control for merging is hands-off control, the vehicle control for merging is set to hands-on control. Hands-off control is steering control and acceleration / deceleration control that are performed with the driver's hands off the steering wheel. Hands-on control is steering control and acceleration / deceleration control that are performed with the driver's hands on the steering wheel.

[0100] Alternatively, if the vehicle control for allowing merging is steering control and acceleration / deceleration control, the vehicle control for disallowing merging is set to steering control only or acceleration / deceleration control only.

[0101] With this configuration, if it is determined that merging is not possible, the assistance level is lowered and the driver is encouraged to monitor and intervene in preparation for merging, but vehicle control is not completely stopped, thereby reducing the driver's driving burden.

[0102] For example, the processing of the vehicle control unit 55 according to this embodiment is configured as shown in the flowchart of Fig. 12. In step S51, the vehicle control unit 55 determines whether or not the result of the determination by the merging possibility determination unit 54 on whether or not merging is possible is "yes," and if "yes," the process proceeds to step S52, and if "no," the process proceeds to step S55.

[0103] In step S52, the vehicle control unit 55 determines whether the host vehicle has reached the merging start position Lmgst. If the host vehicle has not reached the merging start position Lmgst, the process proceeds to step S53. If the host vehicle has reached the merging start position Lmgst, the process proceeds to step S54. In step S53, the vehicle control unit 55 performs one or both of acceleration / deceleration control and steering control of the host vehicle to cause the host vehicle to travel along the merging lane as vehicle control for merging. The acceleration / deceleration control includes control for accelerating the vehicle in order to merge. Meanwhile, in step S54, the vehicle control unit 55 performs one or both of acceleration / deceleration control and steering control of the host vehicle to cause the host vehicle to merge from the merging lane onto the main lane as vehicle control for merging.

[0104] In step S55, the vehicle control unit 55 executes vehicle control for when merging is not permitted, which is different from the vehicle control for when merging is permitted. In this embodiment, the vehicle control device 50 executes vehicle control for when merging is not permitted, with an assistance level lower than the assistance level of vehicle control for when merging is permitted.

[0105] 3. Embodiment 3 Next, a vehicle control device 50 according to a third embodiment will be described. Description of components similar to those of the first embodiment will be omitted. The basic configuration of the vehicle control device 50 according to this embodiment is similar to that of the first embodiment, but differs from the first embodiment in that a main line congestion determination unit 56 is further provided and the merging possibility determination unit 54 uses the determination result of whether or not there is congestion on the main line. Fig. 13 shows a block diagram of the vehicle control device 50 according to this embodiment.

[0106] In this embodiment, the main line congestion determination unit 56 determines whether or not the main line is congested based on information about vehicles traveling on the main line.

[0107] As explained in the first embodiment, the information acquisition unit 51 acquires information on surrounding vehicles from detection information of the periphery monitoring device 31, and acquires information on surrounding vehicles from surrounding vehicles and roadside devices, or from a server to which this information has been uploaded, via communication from outside the host vehicle. The main line congestion determination unit 56 determines vehicles traveling on the main line from the information on surrounding vehicles acquired by the information acquisition unit 51, and determines whether or not the main line is congested based on the information on the vehicles on the main line.

[0108] As shown in FIG. 14 , the main lane congestion determination unit 56 predicts the arrival time t1 at which the host vehicle will arrive at the merging start position Lmgst based on the predicted speed Vpre, and predicts the position of each vehicle on the main lane at the arrival time t1 based on the movement information of vehicles on the main lane. For example, the main lane congestion determination unit 56 predicts the position of each vehicle on the main lane at the arrival time t1 if each vehicle on the main lane moves at a constant speed in the current driving lane. Then, the main lane congestion determination unit 56 determines whether each vehicle on the main lane is located within a determination distance range before and after the merging start position Lmgst at the arrival time t1. If the number of vehicles located within the determination distance range is equal to or greater than a determination number (e.g., one vehicle), the main lane congestion determination unit 56 determines that the main lane is mixed, and if the number of vehicles is less than the determination number, the main lane is not mixed. The determination distance and determination number may be changed depending on the speed limit of the main lane, the speed difference between the merging lane and the main lane, etc.

[0109] The merging possibility determination unit 54 further determines whether merging is possible based on the result of the determination of whether or not there is congestion by the main line congestion determination unit 56. According to this configuration, it is possible to more appropriately determine whether or not merging is possible, taking into consideration the result of the determination of whether or not there is congestion on the main line.

[0110] In this embodiment, even if the merging possibility determination unit 54 determines that the vehicle cannot merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit 52 as to whether the target speed can be reached and the determination result of the emergency stop determination unit 53 as to whether an emergency stop can be made, the merging possibility determination unit 54 determines that the vehicle can merge from the merging lane onto the main lane if the determination result of the main lane congestion determination unit 56 as to whether there is congestion is not congestion.

[0111] According to this configuration, if the main lane is not congested, even if the vehicle cannot reach the target speed, it can merge onto the main lane without coming into contact with vehicles on the main lane that are traveling according to the main lane's speed limit, so it can be appropriately determined that it can merge onto the main lane. Also, even if the vehicle cannot stop before the end of the merging lane and enters the main lane, if the main lane is not congested, it can merge onto the main lane without coming into contact with vehicles on the main lane, so it can be appropriately determined that it can merge onto the main lane.

[0112] For example, the processing of the main line congestion determination unit 56 and the merging possibility determination unit 54 according to this embodiment is configured as shown in the flowchart of FIG.

[0113] In step S61, as described above, the main line congestion determination unit 56 determines whether or not the main line is congested based on information about vehicles traveling on the main line.

[0114] In step S62, the merging possibility determination unit 54 determines whether the result of the judgment on whether merging is possible has already been determined to be possible or not in step S67 or step S68, and if it has not been determined to be possible or not, proceeds to step S63, and if it has been determined to be possible or not, ends the processing.

[0115] In step S63, merging possibility determination unit 54 determines whether the result of the determination by target speed achievement determination unit 52 as to whether the target speed can be reached is yes or no, and if yes, proceeds to step S64, and if no, proceeds to step S66. In step S64, merging possibility determination unit 54 determines whether the result of the determination by emergency stop possibility determination unit 53 as to whether an emergency stop can be made is yes or no, and if yes, proceeds to step S65, and if no, proceeds to step S66.

[0116] In step S67, as described above, if the main line congestion determination unit 56 determines that there is no congestion, the merging possibility determination unit 54 proceeds to step S65, and if there is congestion, the merging possibility determination unit 54 proceeds to step S68.

[0117] In step S65, the merging possibility determination unit 54 determines whether the vehicle has arrived at the determination position Ljd, which is set at a position before the merging start position Lmgst, and if it has arrived, proceeds to step S67, and if it has not arrived, terminates the processing.

[0118] In step S67, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "yes." On the other hand, in step S68, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "no."

[0119] 4. Embodiment 4 Next, a vehicle control device 50 according to a fourth embodiment will be described. Description of components similar to those of the first embodiment will be omitted. The basic configuration of the vehicle control device 50 according to this embodiment is similar to that of the first embodiment, but differs from the first embodiment in that a low-speed vehicle determination unit 57 is further provided and the merging possibility determination unit 54 uses the determination result of the presence or absence of a low-speed preceding vehicle. Fig. 16 shows a block diagram of the vehicle control device 50 according to this embodiment.

[0120] In this embodiment, the low-speed vehicle determination unit 57 determines whether or not a low-speed preceding vehicle, which is a preceding vehicle traveling at a speed slower than the predicted speed Vpre of the host vehicle, is present ahead of the host vehicle.

[0121] As explained in the first embodiment, the information acquisition unit 51 acquires information about surrounding vehicles from detection information of the periphery monitoring device 31, and acquires information about surrounding vehicles from surrounding vehicles and roadside devices or a server to which this information has been uploaded via communication from outside the host vehicle. The low-speed vehicle determination unit 57 determines a leading vehicle traveling ahead of the host vehicle in the merging lane from the information about surrounding vehicles acquired by the information acquisition unit 51, and acquires movement information about the leading vehicle.

[0122] For example, if a preceding vehicle exists and the speed difference obtained by subtracting the current speed of the preceding vehicle from the predicted speed Vpre of the subject vehicle predicted at the current position of the preceding vehicle is equal to or greater than a determination speed difference, the low-speed vehicle determination unit 57 determines that a low-speed preceding vehicle exists, and otherwise determines that a low-speed preceding vehicle does not exist. Note that the low-speed vehicle determination unit 57 determines that a low-speed preceding vehicle does not exist if the distance between the subject vehicle and the preceding vehicle is equal to or greater than a determination distance.

[0123] The merging possibility determination unit 54 further determines whether or not merging is possible based on the determination result of the presence or absence of a low-speed preceding vehicle by the low-speed vehicle determination unit 57. With this configuration, it is possible to more appropriately determine whether or not merging is possible, taking into consideration the determination result of the presence or absence of a low-speed preceding vehicle.

[0124] In this embodiment, even if the merging possibility determination unit 54 determines that the vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit 52 as to whether the target speed can be reached and the determination result of the emergency stop determination unit 53 as to whether an emergency stop can be made, if the determination result of the low-speed vehicle determination unit 57 as to whether a low-speed preceding vehicle is present indicates that a low-speed preceding vehicle is present, the merging possibility determination unit 54 determines that the vehicle cannot merge from the merging lane onto the main lane.

[0125] With this configuration, even if it is determined that the vehicle can merge from the merging lane onto the main lane based on the determination results of whether the target speed can be reached and whether an emergency stop is possible, if there is a slow-moving preceding vehicle, the acceleration of the vehicle may be limited by the slow-moving preceding vehicle, and the vehicle may not be able to reach the target speed. Therefore, it is possible to appropriately determine that the vehicle cannot merge onto the main lane.

[0126] For example, the processing of the low-speed vehicle determination unit 57 and the merging possibility determination unit 54 according to this embodiment is configured as shown in the flowchart of FIG.

[0127] In step S81, as described above, the low-speed vehicle determination unit 57 determines whether or not a low-speed preceding vehicle, which is a preceding vehicle traveling at a speed slower than the predicted speed Vpre of the host vehicle, is present ahead of the host vehicle.

[0128] In step S82, the merging possibility determination unit 54 determines whether the result of the judgment on whether merging is possible has already been determined to be possible or not in step S87 or step S88, and if it has not been determined to be possible or not, proceeds to step S83, and if it has been determined to be possible or not, terminates the processing.

[0129] In step S83, the merging possibility determination unit 54 determines whether the result of the determination by the target speed achievement determination unit 52 as to whether the target speed can be reached is yes or no, and if yes, proceeds to step S84, and if no, proceeds to step S88. In step S84, the merging possibility determination unit 54 determines whether the result of the determination by the emergency stop possibility determination unit 53 as to whether an emergency stop can be made is yes or no, and if yes, proceeds to step S85, and if no, proceeds to step S88.

[0130] In step S85, the merging possibility determination unit 54 determines whether the vehicle has arrived at the determination position Ljd, which is set at a position before the merging start position Lmgst, and if it has arrived, proceeds to step S86, and if it has not arrived, terminates the processing.

[0131] In step S86, if the low-speed vehicle determination unit 57 determines whether or not there is a low-speed preceding vehicle, the merging possibility determination unit 54 proceeds to step S88; if there is no low-speed preceding vehicle, the merging possibility determination unit 54 proceeds to step S87.

[0132] In step S87, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "yes." On the other hand, in step S88, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "no."

[0133] 5. Embodiment 5 Next, a vehicle control device 50 according to a fifth embodiment will be described. Description of components similar to those of the first embodiment will be omitted. The basic configuration of the vehicle control device 50 according to this embodiment is similar to that of the first embodiment, but differs from the first embodiment in that a steering control determination unit 58 is further provided and the merging feasibility determination unit 54 uses the determination result of whether steering control for merging is possible. Fig. 18 shows a block diagram of the vehicle control device 50 according to this embodiment.

[0134] In this embodiment, the steering control determination unit 58 determines whether or not to perform steering control for merging based on the validity of the acquired lane information of the merging lane.

[0135] As described in the first embodiment, the information acquisition unit 51 acquires lane information of merging lanes based on detection information of dividing lines such as white lines and road shoulders acquired from the periphery monitoring device 31. Furthermore, the information acquisition unit 51 acquires lane information of merging lanes from the map information database 34 based on position information of the vehicle acquired from the position detection device 32. Furthermore, the information acquisition unit 51 acquires lane information of merging lanes from surrounding vehicles and roadside devices, or from a server to which this information has been uploaded, via communication from outside the vehicle.

[0136] Due to blurring, afternoon sun, backlighting, sharp curves, etc., lane information for the merging lane may not be acquired or the reliability of the acquired lane information may be low. If the lane markings for the merging lane cannot be acquired or the reliability of the acquired lane markings for the merging lane is low, the steering control determination unit 58 determines that the lane information for the merging lane is invalid. For example, the reliability of detection information from a camera or radar may be used. If information on multiple lane markings is obtained from multiple devices, the average reliability of the information on the multiple lane marks may be used.

[0137] If the steering control determination unit 58 determines that the lane information of the merging lane is not valid, it determines that steering control for merging cannot be performed, and if the lane information of the merging lane is valid, it determines that steering control for merging can be performed.

[0138] The steering control determination unit 58 may determine whether or not to perform steering control for merging based on the radius of curvature of the merging lane acquired from the information acquisition unit 51. If the radius of curvature of the merging lane is less than a curvature radius threshold, the steering control determination unit 58 may determine that the lane information of the merging lane is invalid and that steering control for merging cannot be performed. The curvature radius threshold is set to, for example, the smallest curvature radius that can be detected by a camera or radar mounted on the vehicle.

[0139] The merging possibility determination unit 54 further determines whether merging is possible based on the determination result of steering control possibility by the steering control determination unit 58. With this configuration, it is possible to more appropriately determine whether merging is possible by taking into account the determination result of steering control possibility based on the availability of lane information for the merging lane.

[0140] In this embodiment, even if the merging possibility determination unit 54 determines that the vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit 52 as to whether the target speed can be reached and the determination result of the emergency stop determination unit 53 as to whether an emergency stop can be made, if the determination result of the steering control determination unit 58 as to whether steering control is possible is that steering control is not possible, the merging possibility determination unit 54 determines that the vehicle cannot merge from the merging lane onto the main lane.

[0141] According to this configuration, even if it is determined that the vehicle can merge from the merging lane onto the main lane based on the determination result of whether the target speed can be reached and the determination result of whether an emergency stop is possible, if steering control for merging is not possible, it may not be possible to merge onto the main lane through steering control. Therefore, it is possible to appropriately determine that the vehicle cannot merge onto the main lane.

[0142] In this embodiment, as in embodiment 2, if the merging possibility determination unit 54 determines that merging is possible, the vehicle control device 50 performs vehicle control for merging possible to merge onto the main line, and if the merging possibility determination unit 54 determines that merging is possible, it performs vehicle control for merging not possible, which is different from the vehicle control for merging possible.

[0143] In this embodiment, the vehicle control device 50 executes vehicle control for when merging is not permitted, with an assistance level lower than that of vehicle control for when merging is permitted. The assistance level is the degree of assistance provided to assist the driver in driving.

[0144] For example, if the vehicle control for merging is hands-off control, the vehicle control for merging is set to hands-on control. Hands-off control is steering control and acceleration / deceleration control that are performed with the driver's hands off the steering wheel. Hands-on control is steering control and acceleration / deceleration control that are performed with the driver's hands on the steering wheel.

[0145] Alternatively, if the vehicle control for allowing merging is steering control and acceleration / deceleration control, the vehicle control for disallowing merging is set to steering control only or acceleration / deceleration control only.

[0146] With this configuration, if it is determined that merging is not possible due to inability to control steering or the like, the assistance level is lowered and the driver is encouraged to monitor and intervene in preparation for merging, but vehicle control is not completely stopped, thereby reducing the driving burden on the driver.

[0147] Alternatively, the vehicle control device 50 may perform vehicle control for merging prohibition by inquiring about the transfer of driving authority and performing emergency stop control, similar to the first embodiment.

[0148] For example, the processing of the steering control determination unit 58 and the merging possibility determination unit 54 according to this embodiment is configured as shown in the flowchart of FIG.

[0149] In step S91, as described above, the steering control determination unit 58 determines whether or not to perform steering control for merging based on the validity of the acquired lane information of the merging lane.

[0150] In step S92, the merging possibility determination unit 54 determines whether the result of the judgment on whether merging is possible has already been determined to be possible or not in step S97 or step S98, and if it has not been determined to be possible or not, proceeds to step S93, and if it has been determined to be possible or not, terminates the processing.

[0151] In step S93, merging possibility determination unit 54 determines whether the result of the determination by target speed achievement determination unit 52 as to whether the target speed can be reached is yes or no, and if yes, proceeds to step S94, and if no, proceeds to step S98. In step S94, merging possibility determination unit 54 determines whether the result of the determination by emergency stop possibility determination unit 53 as to whether an emergency stop can be made is yes or no, and if yes, proceeds to step S95, and if no, proceeds to step S98.

[0152] In step S95, if the steering control determination unit 58 determines that steering control is possible, the merging possibility determination unit 54 proceeds to step S96, and if steering control is not possible, the merging possibility determination unit 54 proceeds to step S98.

[0153] In step S96, the merging possibility determination unit 54 determines whether the vehicle has arrived at the determination position Ljd, which is set at a position before the merging start position Lmgst, and if it has arrived, proceeds to step S97, and if it has not arrived, terminates the processing.

[0154] In step S97, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "yes." On the other hand, in step S98, the merging possibility determination unit 54 determines that the result of the determination as to whether merging is possible is "no."

[0155] <Other embodiments> The third, fourth, and fifth embodiments may be combined in any manner. For example, the third, fourth, and fifth embodiments may be combined, and the vehicle control device 50 may further include a main lane congestion determination unit 56, a low-speed vehicle determination unit 57, and a steering control determination unit 58. The merging feasibility determination unit 54 may determine whether or not merging is possible based on the determination result of the target speed attainment determination unit 52 as to whether the target speed can be reached, the determination result of the emergency stop feasibility determination unit 53 as to whether or not an emergency stop is possible, the determination result of the main lane congestion determination unit 56 as to whether or not congestion exists, the determination result of the low-speed vehicle determination unit 57 as to whether or not a low-speed preceding vehicle exists, and the determination result of the steering control determination unit 58 as to whether or not steering control is possible. The merging feasibility determination processes described in the third, fourth, and fifth embodiments are combined.

[0156] Alternatively, the third and fourth embodiments may be combined, and the vehicle control device 50 may further include a main line congestion determination unit 56 and a low-speed vehicle determination unit 57. The merging possibility determination unit 54 may determine whether or not merging is possible based on the determination result of the target speed attainment determination unit 52 as to whether or not the target speed can be reached, the determination result of the emergency stop possibility determination unit 53 as to whether or not an emergency stop is possible, the determination result of the main line congestion determination unit 56 as to whether or not congestion exists, and the determination result of the low-speed vehicle determination unit 57 as to whether or not a low-speed preceding vehicle exists. The merging possibility determination processes described in the third and fourth embodiments are combined.

[0157] Alternatively, the fourth and fifth embodiments may be combined, and the vehicle control device 50 may further include a low-speed vehicle determination unit 57 and a steering control determination unit 58. The merging possibility determination unit 54 may determine whether or not merging is possible based on the determination result of the target speed attainment determination unit 52 as to whether or not the target speed can be reached, the determination result of the emergency stop possibility determination unit 53 as to whether or not an emergency stop is possible, the determination result of the low-speed vehicle determination unit 57 as to whether or not a low-speed preceding vehicle is present, and the determination result of the steering control determination unit 58 as to whether or not steering control is possible. The merging possibility determination processes described in the fourth and fifth embodiments are combined.

[0158] <Summary of various aspects of the present application> Various aspects of the present application will be summarized below as appendices. (Appendix 1) a target speed attainment determination unit that predicts a speed of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto a main lane, and determines whether the predicted speed of the host vehicle will reach a target speed for merging onto the main lane; an emergency stop possibility determination unit that determines whether the host vehicle can make an emergency stop in the merging lane based on whether a distance from a merging start position where merging into the main lane can be started in the merging lane to an end of the merging lane is equal to or greater than an emergency stop required distance that is required to make an emergency stop of the host vehicle; a merging possibility determination unit that determines whether the host vehicle can merge from the merging lane onto the main lane based on a determination result by the target speed attainment determination unit as to whether the target speed can be reached and a determination result by the emergency stop feasibility determination unit as to whether an emergency stop is possible; a vehicle control unit that controls driving of the vehicle based on the result of the merger possibility determination unit's determination of whether or not the vehicle can merge.

[0159] (Appendix 2) the merging possibility determination unit determines the result of the determination of whether the target speed can be reached to be "possible" and the result of the determination of whether an emergency stop can be made to be "possible" until the host vehicle arrives at a determination position set to be earlier than the merging start possible position, A vehicle control device as described in Appendix 1, which determines that the judgment result of whether the target speed can be reached is impossible or the judgment result of whether an emergency stop is possible is impossible by the time the vehicle arrives at the judgment position.

[0160] (Appendix 3) The vehicle control device described in Appendix 1 or 2, wherein the emergency stop feasibility determination unit calculates the emergency stop required distance based on the predicted speed and a negative acceleration that is set when performing emergency stop operation to bring the vehicle to an emergency stop.

[0161] (Appendix 4) When the result of the determination of whether or not the vehicle can merge is not possible, the vehicle control unit inquires of the driver whether or not the driving authority of the vehicle can be delegated from the vehicle control unit to the driver, and if a query result indicating that delegation is possible is obtained within a query wait time after the start of the query, the vehicle control unit delegates the driving authority to the driver, and if a query result indicating that delegation is possible is not obtained even after the query wait time has elapsed after the start of the query, the vehicle control unit performs an emergency stop operation of the vehicle, A vehicle control device described in any one of appendices 1 to 3, wherein the emergency stop feasibility determination unit calculates the emergency stop required distance based on the predicted speed, the inquiry wait time, and a negative acceleration set when the emergency stop operation is performed.

[0162] (Appendix 5) The vehicle control device described in Appendix 4, wherein the emergency stop feasibility determination unit calculates the emergency stop required distance as the total distance of the travel distance during a waiting period when moving from the merging start position at the predicted speed for the inquiry waiting time, and the travel distance during a deceleration period when decelerating at the negative acceleration from the position of the travel distance during the waiting period until stopping.

[0163] (Appendix 6) 6. The vehicle control device according to claim 1, wherein the target speed achievement determination unit sets the target speed based on a speed limit of the main road.

[0164] (Appendix 7) 7. The vehicle control device according to claim 1, wherein the target speed attainment determination unit predicts the predicted speed of the host vehicle in the merging lane based on a road shape of the merging lane and a maximum lateral acceleration that is allowed to occur in the host vehicle.

[0165] (Appendix 8) The vehicle control device described in Appendix 7, wherein the target speed achievement determination unit calculates a speed limit due to road shape, which is a speed at which the lateral acceleration of the host vehicle will be equal to or less than the maximum lateral acceleration, based on the road shape of the merging lane and the maximum lateral acceleration, and predicts the predicted speed of the host vehicle in the merging lane so that the predicted speed of the host vehicle will be equal to or less than the speed limit due to the road shape.

[0166] (Appendix 9) 9. The vehicle control device according to claim 8, wherein the target speed achievement determination unit limits the speed limit determined by the road shape to an upper limit of the speed limit of the merging lane.

[0167] (Appendix 10) The vehicle control device according to claim 8 or 9, wherein the target speed attainment determination unit corrects the speed limit determined by the road shape so that the lateral acceleration and longitudinal acceleration of the vehicle when traveling at the speed limit determined by the road shape are within a limit range.

[0168] (Appendix 11) A main line congestion determination unit determines whether or not the main line is congested based on information about vehicles traveling on the main line, The vehicle control device according to any one of Supplementary notes 1 to 10, wherein the merging possibility determination unit further determines whether or not the merging is possible based on a result of the determination of whether or not congestion is present by the main line congestion determination unit.

[0169] (Appendix 12) The vehicle control device described in Appendix 11, wherein the merging feasibility determination unit determines that the vehicle cannot merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, even if the merging feasibility determination unit determines that the vehicle cannot merge from the merging lane onto the main lane if the determination result of the main lane congestion determination unit as to whether congestion is present is no congestion.

[0170] (Appendix 13) a low-speed vehicle determination unit that determines whether or not a low-speed preceding vehicle that is a preceding vehicle traveling at a speed slower than the predicted speed of the host vehicle is present ahead of the host vehicle; The vehicle control device according to any one of appendices 1 to 12, wherein the merging possibility determination unit further determines whether or not the merging is possible based on a determination result of the low-speed vehicle determination unit as to whether or not there is a low-speed preceding vehicle.

[0171] (Appendix 14) The vehicle control device described in Appendix 13, wherein the merging feasibility determination unit determines that the host vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, but if the determination result of the low-speed vehicle determination unit as to whether there is a low-speed preceding vehicle indicates that there is a low-speed preceding vehicle, the host vehicle cannot merge from the merging lane onto the main lane.

[0172] (Appendix 15) The vehicle further includes a steering control determination unit that determines whether steering control for merging is possible based on the validity of the acquired lane information of the merging lane, The vehicle control device according to any one of appendices 1 to 14, wherein the merging possibility determination unit further determines whether or not the merging is possible based on a result of the determination by the steering control determination unit as to whether or not steering control is possible.

[0173] (Appendix 16) The vehicle control device described in Appendix 15, wherein the merging feasibility determination unit determines that the host vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, but determines that the host vehicle cannot merge from the merging lane onto the main lane if the determination result of the steering control determination unit as to whether steering control is possible is that steering control is not possible.

[0174] (Appendix 17) The vehicle control device according to any one of appendices 1 to 16, wherein, when the merging possibility determination unit determines that merging is possible, the vehicle control unit performs vehicle control for merging onto the main line, and when the merging possibility determination unit determines that merging is not possible, the vehicle control unit inquires of the driver about whether or not driving authority of the vehicle can be delegated to the driver, or performs vehicle control for merging that is different from the vehicle control for merging.

[0175] (Appendix 18) The vehicle control device according to claim 17, wherein the vehicle control unit executes vehicle control for when merging is not permitted, with an assistance level lower than that of the vehicle control for when merging is permitted.

[0176] (Appendix 19) The vehicle control device described in Appendix 17, wherein when the merging feasibility determination unit determines that merging is not possible, the vehicle control unit inquires with the driver as to whether the vehicle control unit can delegate driving authority of the vehicle to the driver, and if the inquiry result indicates that delegation is not possible, executes emergency stop control to bring the vehicle to an emergency stop.

[0177] (Appendix 20) the merging possibility determination unit terminates the determination of merging possibility before the host vehicle reaches the merging start position, 20. The vehicle control device according to any one of Supplementary Notes 1 to 19, wherein the vehicle control unit notifies the driver of the content of driving control of the vehicle based on the result of the determination of whether or not the vehicle can merge.

[0178] Although various exemplary embodiments and examples are described in this application, the various features, aspects, and functions described in one or more embodiments are not limited to the application of a particular embodiment, but may be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are contemplated within the scope of the technology disclosed in this specification. For example, this includes cases where at least one component is modified, added, or omitted, or where at least one component is extracted and combined with components of another embodiment. [Explanation of symbols]

[0179] 50 vehicle control device, 52 target speed reaching determination unit, 53 emergency stop possibility determination unit, 54 merging possibility determination unit, 55 vehicle control unit, 56 main line congestion determination unit, 57 low speed vehicle determination unit, 58 steering control determination unit, Dstp emergency stop required distance, Lmgst merging start possible position, Twt inquiry waiting time, Vobj target speed, Vpre predicted speed

Claims

1. a target speed attainment determination unit that predicts a speed of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto a main lane, and determines whether the predicted speed of the host vehicle will reach a target speed for merging onto the main lane; an emergency stop possibility determination unit that determines whether the host vehicle can make an emergency stop in the merging lane based on whether a distance from a merging start position where merging into the main lane can be started in the merging lane to an end of the merging lane is equal to or greater than an emergency stop required distance that is required to make an emergency stop of the host vehicle; a merging possibility determination unit that determines whether the host vehicle can merge from the merging lane onto the main lane based on a determination result by the target speed attainment determination unit as to whether the target speed can be reached and a determination result by the emergency stop feasibility determination unit as to whether an emergency stop is possible; a vehicle control unit that controls driving of the vehicle based on the result of the merger possibility determination unit's determination of whether or not the vehicle can merge.

2. the merging possibility determination unit determines the result of the determination of whether the target speed can be reached to be "possible" and the result of the determination of whether an emergency stop can be made to be "possible" until the host vehicle arrives at a determination position set to be earlier than the merging start possible position, 2. The vehicle control device according to claim 1, wherein if the determination result of whether the target speed can be reached becomes impossible or the determination result of whether an emergency stop is possible becomes impossible by the time the vehicle arrives at the determination position, the determination result of whether the vehicle can merge is determined to be impossible.

3. 2. The vehicle control device according to claim 1, wherein the emergency stop possibility determination unit calculates the emergency stop required distance based on the predicted speed and a negative acceleration that is set when an emergency stop operation is performed to bring the vehicle to an emergency stop.

4. When the result of the determination of whether or not the vehicle can merge is not possible, the vehicle control unit inquires of the driver whether or not the driving authority of the vehicle can be delegated from the vehicle control unit to the driver, and if a query result indicating that delegation is possible is obtained within a query wait time after the start of the query, the vehicle control unit delegates the driving authority to the driver, and if a query result indicating that delegation is possible is not obtained even after the query wait time has elapsed after the start of the query, the vehicle control unit performs an emergency stop operation of the vehicle, The vehicle control device according to claim 1 , wherein the emergency stop possibility determination unit calculates the emergency stop required distance based on the predicted speed, the inquiry waiting time, and a negative acceleration set when the emergency stop operation is performed.

5. The vehicle control device according to claim 4, wherein the emergency stop feasibility determination unit calculates the required emergency stop distance as the total distance of the waiting period when moving from the merging start position at the predicted speed for the inquiry waiting time, and the deceleration period when decelerating at the negative acceleration from the position of the travel distance of the waiting period until stopping.

6. The vehicle control device according to claim 1 , wherein the target speed attainment determination unit sets the target speed based on a speed limit of the main road.

7. 2. The vehicle control device according to claim 1, wherein the target speed attainment determination unit predicts the predicted speed of the host vehicle in the merging lane based on a road shape of the merging lane and a maximum lateral acceleration that is allowed to occur in the host vehicle.

8. 8. The vehicle control device according to claim 7, wherein the target speed attainment determination unit calculates a speed limit due to road shape, which is a speed at which the lateral acceleration of the host vehicle will be equal to or less than the maximum lateral acceleration, based on the road shape of the merging lane and the maximum lateral acceleration, and predicts the predicted speed of the host vehicle in the merging lane so that the predicted speed of the host vehicle will be equal to or less than the speed limit due to the road shape.

9. The vehicle control device according to claim 8 , wherein the target speed attainment determination unit limits the speed limit determined by the road shape to an upper limit of the speed limit of the merging lane.

10. 9. The vehicle control device according to claim 8, wherein the target speed attainment determination unit corrects the speed limit determined by the road shape so that the lateral acceleration and longitudinal acceleration of the host vehicle when traveling at the speed limit determined by the road shape are within a limit range.

11. A main line congestion determination unit determines whether or not the main line is congested based on information about vehicles traveling on the main line, The vehicle control device according to claim 1 , wherein the merging possibility determination unit further determines whether or not the merging is possible based on a result of the determination of whether or not there is congestion by the main line congestion determination unit.

12. 12. The vehicle control device according to claim 11, wherein the merging feasibility determination unit determines that the vehicle cannot merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, even if the merging feasibility determination unit determines that the vehicle cannot merge from the merging lane onto the main lane if the determination result of the main lane congestion determination unit as to whether congestion is present is no congestion.

13. a low-speed vehicle determination unit that determines whether or not a low-speed preceding vehicle that is a preceding vehicle traveling at a speed slower than the predicted speed of the host vehicle is present ahead of the host vehicle; The vehicle control device according to claim 1 , wherein the merging possibility determination unit further determines whether or not the merging is possible based on a result of determination by the low-speed vehicle determination unit as to whether or not there is a low-speed preceding vehicle.

14. 14. The vehicle control device according to claim 13, wherein the merging feasibility determination unit determines that the host vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, but if the determination result of the low-speed vehicle determination unit as to whether there is a low-speed preceding vehicle indicates that there is a low-speed preceding vehicle, the host vehicle cannot merge from the merging lane onto the main lane.

15. The vehicle further includes a steering control determination unit that determines whether steering control for merging is possible based on the validity of the acquired lane information of the merging lane, The vehicle control device according to claim 1 , wherein the merging possibility determination unit further determines whether or not the merging is possible based on a result of the determination made by the steering control determination unit as to whether or not steering control is possible.

16. 16. The vehicle control device according to claim 15, wherein the merging feasibility determination unit determines that the host vehicle can merge from the merging lane onto the main lane based on the determination result of the target speed attainment determination unit as to whether the target speed can be reached and the determination result of the emergency stop feasibility determination unit as to whether an emergency stop is possible, but determines that the host vehicle cannot merge from the merging lane onto the main lane if the determination result of the steering control determination unit as to whether steering control is possible is that steering control is not possible.

17. 2. The vehicle control device according to claim 1, wherein, when the merging possibility determination unit determines that merging is possible, the vehicle control unit performs vehicle control for merging onto the main line, and when the merging possibility determination unit determines that merging is not possible, the vehicle control unit inquires of the driver as to whether driving authority of the vehicle can be delegated to the driver from the vehicle control unit, or performs vehicle control for merging that is different from the vehicle control for merging.

18. The vehicle control device according to claim 17 , wherein the vehicle control unit executes, as the vehicle control for merging prohibition, vehicle control with an assistance level lower than an assistance level of the vehicle control for merging permit.

19. The vehicle control device according to claim 17, wherein when the merging feasibility determination unit determines that merging is not possible, the vehicle control unit inquires of the driver as to whether the vehicle control unit can delegate driving authority of the vehicle to the driver, and if the inquiry result indicates that delegation is not possible, executes emergency stop control to bring the vehicle to an emergency stop.

20. the merging possibility determination unit terminates the determination of merging possibility before the host vehicle reaches the merging start position, The vehicle control device according to claim 1 , wherein the vehicle control unit notifies the driver of the content of driving control of the vehicle based on the result of the determination of whether or not the vehicle can merge.

21. a target speed reaching determination step of predicting a speed of the host vehicle in the merging lane based on road information ahead of the host vehicle traveling in the merging lane merging onto the main lane, and determining whether the predicted speed of the host vehicle will reach a target speed for merging onto the main lane; an emergency stop possibility determination step of determining whether the host vehicle can make an emergency stop in the merging lane based on whether a distance from a merging start possible position where merging into the main lane can be started in the merging lane to an end of the merging lane is equal to or greater than an emergency stop necessary distance required to make an emergency stop of the host vehicle; a merging possibility determination step of determining whether the host vehicle can merge from the merging lane onto the main lane based on a determination result of whether the target speed can be reached in the target speed reaching determination step and a determination result of whether an emergency stop is possible in the emergency stop possibility determination step; a vehicle control step of controlling driving of the vehicle based on the result of the determination of whether or not merging is possible in the merging possibility determination step.

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