Vehicle control device and vehicle control method

Abstract

To prevent a situation in which a second target gets abnormally close to the own vehicle when attempting passing between a first target and the own vehicle.SOLUTION: A vehicle control device 4 comprises: a detection information acquisition unit 11 that acquires first target detection information which is information about a first target that exists within a certain distance range in front of and behind the own vehicle and to a side of the own vehicle, and second target detection information which is information about a second target; and a passing possibility determination unit 14 that determines whether or not there is a possibility that the second target will pass between the own vehicle and the first target based on the first target detection information and the second target detection information, wherein: the vehicle control device comprises: a target route updating unit 15 that updates the target route, which is a planned route along which the own vehicle will travel, the vehicle control device being designed so that a gap distance, which is a distance in a vehicle width direction of the own vehicle between the own vehicle and the first target when the second target is passing between the own vehicle and the first target, is wider than a reference distance for the gap distance if the passing possibility determination unit 14 determines that the second target has the possibility of passing.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] 2. Description of the Related Art There are vehicle control devices that control a vehicle so that the travel route of the vehicle follows a target route. As such a vehicle control device, for example, Patent Document 1 discloses a vehicle control device including a setting unit, a detection unit, and a control unit. The setting unit sets a distance in the vehicle width direction of the host vehicle as an allowable approach distance within which the host vehicle is allowed to approach a target object present around the host vehicle. Examples of the target object include a parked vehicle, a stopped vehicle, a vehicle running parallel to the host vehicle, an oncoming vehicle, or an object other than a vehicle. The detection unit detects targets present around the host vehicle. If the distance between the target object detected by the detection unit and the host vehicle in the vehicle width direction is shorter than the allowable approach distance set by the setting unit, the control unit executes offset control to move the host vehicle in the vehicle width direction so as to move away from the target. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 058465 Summary of the Invention [Problem to be solved by the invention]

[0004] The vehicle control device disclosed in Patent Document 1 has a problem in that, unless the distance in the vehicle width direction between the target (hereinafter referred to as the "first target") detected by the detection unit and the host vehicle is shorter than the approach tolerance distance set by the setting unit, the host vehicle cannot be moved in the vehicle width direction so as to move away from the target. As a result, when another target (hereinafter referred to as the "second target") different from the first target attempts to pass between the first target and the host vehicle, the second target may come abnormally close to the host vehicle.

[0005] The present disclosure has been made to solve the above-mentioned problems, and aims to provide a vehicle control device that can prevent a situation from occurring in which a second target comes abnormally close to the host vehicle when the second target attempts to pass between the first target and the host vehicle. [Means for solving the problem]

[0006] A vehicle control device according to the present disclosure includes a detection information acquisition unit that acquires first target detection information, which is information about a first target that exists to the side of the host vehicle and within a certain distance range in front of and behind the host vehicle, and second target detection information, which is information about a second target, and a passability determination unit that determines whether there is a possibility that the second target will pass between the host vehicle and the first target based on the first target detection information and the second target detection information acquired by the detection information acquisition unit. The vehicle control device also includes a target route update unit that, if the passability determination unit determines there is a possibility that the second target will pass between the host vehicle and the first target, updates a target route, which is a route along which the host vehicle is scheduled to travel, so that a gap distance, which is a distance in a vehicle width direction of the host vehicle between the host vehicle and the first target when the second target passes between the host vehicle and the first target, is wider than a reference distance for the gap distance. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to prevent the occurrence of a situation in which a second target object comes abnormally close to the host vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a configuration diagram showing a vehicle control device 4 according to a first embodiment. [Figure 2] 2 is a hardware configuration diagram showing the hardware of a vehicle control device 4 according to the first embodiment. FIG. [Figure 3] FIG. 1 is a hardware configuration diagram of a computer when the vehicle control device 4 is realized by software, firmware, or the like. [Figure 4] 3 is a flowchart showing a vehicle control method, which is a processing procedure of the vehicle control device 4. [Figure 5] 10 is a flowchart showing a processing procedure of the approach determination unit 13. [Figure 6] 10 is a flowchart showing a processing procedure of a passage possibility determination unit 14. [Figure 7] 10 is a flowchart showing the processing procedure of a target route update unit 15. [Figure 8] FIG. 2 is an explanatory diagram showing an example of a host vehicle, a first target object, and a second target object. [Figure 9] FIG. 2 is an explanatory diagram showing an example of a host vehicle, a first target object, and a second target object. [Figure 10] FIG. 2 is an explanatory diagram showing an example of a host vehicle, a first target object, and a second target object. [Figure 11] FIG. 2 is an explanatory diagram showing an example of a host vehicle, a first target object, and a second target object. [Figure 12] FIG. 2 is an explanatory diagram showing an example of a host vehicle, a first target object, and a second target object. [Figure 13] FIG. 10 is a configuration diagram showing a vehicle control device 4 according to a second embodiment. [Figure 14] FIG. 10 is a hardware configuration diagram showing hardware of a vehicle control device 4 according to a second embodiment. [Figure 15] FIG. 4 is an explanatory diagram showing an example of a host vehicle and a second target; [Figure 16] FIG. 10 is a configuration diagram showing a vehicle control device 4 according to a third embodiment. [Figure 17] FIG. 10 is a hardware configuration diagram showing hardware of a vehicle control device 4 according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] In order to explain the present disclosure in more detail, embodiments of the present disclosure will be described below with reference to the accompanying drawings.

[0010] Embodiment 1 FIG. 1 is a configuration diagram showing a vehicle control device 4 according to the first embodiment. FIG. 2 is a hardware configuration diagram showing the hardware of the vehicle control device 4 according to the first embodiment. In FIG. 1, a first target detection sensor 1 is realized by, for example, a camera or a radar. The first target detection sensor 1 performs a detection process for a first target T1 that exists within a certain distance range in front of and behind the host vehicle and to the side of the host vehicle. The first target T1 is, for example, a parked vehicle, a stopped vehicle, a vehicle traveling parallel to the host vehicle, an oncoming vehicle, or an object other than a vehicle. The certain distance range in front of and behind the host vehicle is, for example, a range from XX meters in front of the host vehicle to △△ meters behind the host vehicle. However, this is merely an example, and the distance behind the host vehicle may be set to zero meters, and the area behind the host vehicle may not be included in the certain distance range in front of and behind the host vehicle. The first target detection sensor 1 outputs to the vehicle control device 4 first target detection information, which is information relating to the first target T1.

[0011] The second target detection sensor 2 is realized by, for example, a camera or a radar. The second target detection sensor 2 performs a detection process for a second target T2 that is a target different from the first target T1. The second target is, for example, a vehicle following the host vehicle or an oncoming vehicle. The second target detection sensor 2 outputs to the vehicle control device 4 second target detection information, which is information relating to the second target T2.

[0012] The lane marking detection sensor 3 is realized by, for example, a camera. The lane marking detection sensor 3 detects, for example, the lane marking DLa on the lane in which the vehicle is traveling, of the two lane markings DLa, DLb in which the first target T1 is located, as shown in Figure 8 described below. The lane marking detection sensor 3 outputs detection information of the lane marking DLa to the vehicle control device 4.

[0013] The vehicle control device 4 includes a detection information acquisition unit 11, a distance calculation unit 12, an approach determination unit 13, a passability determination unit 14, a target route update unit 15, and a vehicle control unit 16. The actuator control unit 5 controls, in accordance with a control signal output from the vehicle control unit 16 of the vehicle control device 4, one or more of the steering, accelerator, and brake of the vehicle, for example.

[0014] The detection information acquisition unit 11 is realized by, for example, a detection information acquisition circuit 21 shown in FIG. The detection information acquisition unit 11 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking line DLa from the lane marking detection sensor 3. The detection information acquisition unit 11 outputs the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12, and outputs the second target detection information to the passability determination unit .

[0015] The distance calculation unit 12 is realized by, for example, a distance calculation circuit 22 shown in FIG. The distance calculation unit 12 acquires, from the detection information acquisition unit 11, the first target detection information and the detection information of the lane marking DLa. The distance calculation unit 12 calculates the target-to-land line distance La, which is the distance in the vehicle width direction between the first target T1 and the lane line DLa, based on the first target detection information and the detection information of the lane line DLa. The distance calculation unit 12 outputs distance information indicating the distance La between the target and lane lines to the passage possibility determination unit 14. Further, the distance calculation unit 12 outputs the first target detection information to the approach determination unit 13.

[0016] The approach determination unit 13 is realized by, for example, an approach determination circuit 23 shown in FIG. The approach determination unit 13 acquires the first target detection information from the distance calculation unit 12. The approach determination unit 13 calculates a host vehicle-to-target distance CL, which is the distance between the host vehicle and the first target T1 in the vehicle width direction of the host vehicle, based on the first target detection information. The approach determination unit 13 compares the host vehicle-to-target distance CL with the approach allowable distance AAD, and determines whether the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD. The approach allowable distance AAD is the distance at which the host vehicle is allowed to approach the first target T1. Information indicating the approach allowable distance AAD may be stored in an internal memory of the approach determination unit 13, or may be provided from outside the vehicle control device 4. The approach determination unit 13 outputs the result of the determination to the target route update unit 15 .

[0017] The passage possibility determination unit 14 is realized by, for example, the passage possibility determination circuit 24 shown in FIG. The passability determination unit 14 acquires the second target detection information from the detection information acquisition unit 11, and acquires the distance information indicating the distance La between the target and lane lines from the distance calculation unit 12. The passability determination unit 14 determines the first reference distance L ref,1 and the distance between the target lane lines La, and the first reference distance L ref,1 It is determined whether the distance La between the target lane lines is shorter than the distance La between the target lane lines. Furthermore, the passage possibility determination unit 14 determines the second reference distance L ref,2 and the distance between the target lane lines La, and the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines.

[0018] First reference distance L ref,1 is a reference distance between the first target T1 and the lane marking DLa in the vehicle width direction, and indicates the minimum distance in the normal distance range. ref,2 is the first reference distance L ref,1 This is a reference distance that is longer than the maximum distance in the normal distance range. The normal distance range is set, for example, taking into account a general deviation from the center of the lane when the vehicle is traveling straight along the lane. First reference distance L ref,1 and the second reference distance L ref,2 The information indicating each of the above may be stored in an internal memory of the passage possibility determination unit 14, or may be provided from outside the vehicle control device 4. The passability determination unit 14 determines the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the second target detection information. The passability determination unit 14 outputs the result of the determination to the target route update unit 15.

[0019] In the vehicle control device 4 shown in FIG. 1, the distance calculation unit 12 and the passability determination unit 14 are provided separately. However, this is merely an example, and the passability determination unit 14 may incorporate the distance calculation unit 12 and calculate the distance La between the target and lane lines. In this case, the passability determination unit 14 determines whether there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the first target detection information, the second target detection information, and the lane line detection information. In this case, the passability determination unit 14 calculates the distance La between the first target T1 and the lane line DLa, assuming that the road on which the host vehicle is traveling has two or more lanes in each direction. For example, if the road on which the host vehicle is traveling is a road with one lane in each direction, the passing possibility determination unit 14 does not need to calculate the target-to-mark line distance La between the first target T1 and the marking line DLa. Therefore, in this case, the passing possibility determination unit 14 determines whether there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the first target detection information and the second target detection information.

[0020] The target route update unit 15 is realized by, for example, a target route update circuit 25 shown in FIG. The target route update unit 15 acquires the determination result from the approach determination unit 13 and acquires the determination result from the passability determination unit 14 . If the approach determination unit 13 determines that the host vehicle-to-target distance CL is shorter than the approach allowable distance ADD, the target route update unit 15 updates the target route, which is the route along which the host vehicle is scheduled to travel, so that the host vehicle-to-target distance CL becomes equal to or greater than the approach allowable distance ADD. If the passing possibility determination unit 14 determines that there is a possibility that the second target T2 will pass, the target route update unit 15 determines that the gap distance GD when the second target T2 passes between the host vehicle and the first target T1 is a reference distance L for the gap distance GD. ref,GD The target route is updated so that it is wider than the target distance GD. The gap distance GD is the distance in the width direction of the host vehicle between the host vehicle and the first target T1. Although the gap distance GD is a distance that is conceptually different from the host vehicle-to-target distance CL, as shown in FIG. 8, the gap distance GD and the host vehicle-to-target distance CL are the same. The target route update unit 15 outputs the updated target route to the vehicle control unit 16.

[0021] The vehicle control unit 16 is realized by, for example, a vehicle control circuit 26 shown in FIG. The vehicle control unit 16 acquires the updated target route from the target route update unit 15. The vehicle control unit 16 outputs a control signal to the actuator control unit 5 to control the host vehicle so that the travel route of the host vehicle follows the updated target route.

[0022] 1, it is assumed that each of the components of the vehicle control device 4, namely, the detection information acquisition unit 11, the distance calculation unit 12, the approach determination unit 13, the passability determination unit 14, the target route update unit 15, and the vehicle control unit 16, is realized by dedicated hardware as shown in Fig. 2. In other words, it is assumed that the vehicle control device 4 is realized by a detection information acquisition circuit 21, a distance calculation circuit 22, an approach determination circuit 23, a passability determination circuit 24, a target route update circuit 25, and a vehicle control circuit 26. Each of the detection information acquisition circuit 21, distance calculation circuit 22, approach determination circuit 23, passability determination circuit 24, target route update circuit 25 and vehicle control circuit 26 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof.

[0023] The components of the vehicle control device 4 are not limited to those realized by dedicated hardware, and the vehicle control device 4 may be realized by software, firmware, or a combination of software and firmware. The software or firmware is stored as a program in the memory of a computer. A computer refers to hardware that executes the program, such as a CPU (Central Processing Unit), GPU (Graphics Processing Unit), central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, processor, or DSP (Digital Signal Processor).

[0024] FIG. 3 is a hardware configuration diagram of a computer when the vehicle control device 4 is realized by software, firmware, or the like. When the vehicle control device 4 is realized by software, firmware, or the like, a program for causing a computer to execute the respective processing procedures of the detection information acquisition unit 11, distance calculation unit 12, approach determination unit 13, passability determination unit 14, target route update unit 15, and vehicle control unit 16 is stored in the memory 31. Then, a processor 32 of the computer executes the program stored in the memory 31.

[0025] 2 shows an example in which each of the components of the vehicle control device 4 is realized by dedicated hardware, and Fig. 3 shows an example in which the vehicle control device 4 is realized by software, firmware, etc. However, this is merely an example, and some of the components in the vehicle control device 4 may be realized by dedicated hardware, and the remaining components may be realized by software, firmware, etc.

[0026] Next, the operation of the vehicle control device 4 shown in FIG. 1 will be described. FIG. 4 is a flowchart showing a vehicle control method, which is a processing procedure of the vehicle control device 4. FIG. 5 is a flowchart showing the processing procedure of the approach determination unit 13. FIG. 6 is a flowchart showing the processing procedure of the passability determining unit 14. FIG. 7 is a flowchart showing the processing procedure of the target route update unit 15. FIG. 8 is an explanatory diagram showing an example of the host vehicle, the first target object, and the second target object. In the example of FIG. 8, on a two-lane road, a first target object is traveling in the left driving lane, and the vehicle itself and a second target object are each traveling in the right passing lane.

[0027] In the vehicle control device 4 shown in FIG. 1, it is assumed that the vehicle is automatically driven so that the travel route of the vehicle follows a set target route. The first target detection sensor 1 performs a process of detecting a first target T1 that exists in a lane different from the lane in which the host vehicle is traveling. Specifically, when the first target T1 is located within a certain distance range in front of and behind the vehicle and is located to the side of the vehicle, the first target detection sensor 1 performs a detection process for the first target T1. If a first target T1 is present, the first target detection sensor 1 detects the first target T1 and outputs first target detection information to the vehicle control device 4. The first target detection information includes, for example, position information indicating the position of the first target T1 and speed information indicating the speed of the first target T1.

[0028] The second target detection sensor 2 performs a process of detecting a second target T2 that exists behind the host vehicle, for example. If the second target T2 is present, the second target detection sensor 2 detects the second target T2 and outputs second target detection information to the vehicle control device 4. The second target detection information includes, for example, position information indicating the position of the second target T2 and speed information indicating the speed of the second target T2. 1, the second target detection sensor 2 performs a detection process for the second target T2 located behind the vehicle, assuming that the second target T2 is a following vehicle. However, this is merely an example, and the second target detection sensor 2 may perform a detection process for the second target T2 located ahead of the vehicle, assuming that the second target T2 is an oncoming vehicle.

[0029] As shown in FIG. 8, the lane marking detection sensor 3 detects the lane marking DLa on the lane in which the host vehicle is traveling, out of the lane markings DLa, DLb on both sides of the lane in which the first target T1 is present. The lane marking detection sensor 3 outputs detection information of the lane marking DLa to the vehicle control device 4. The detection information of the lane marking DLa includes position information indicating the position of the lane marking DLa.

[0030] The detection information acquisition unit 11 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking DLa from the lane marking detection sensor 3 (step ST1 in Figure 4). The detection information acquisition unit 11 outputs the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12, and outputs the second target detection information to the passability determination unit .

[0031] The distance calculation unit 12 acquires, from the detection information acquisition unit 11, the first target detection information and the detection information of the lane marking DLa. The distance calculation unit 12 calculates the target-to-land line distance La, which is the distance in the vehicle width direction between the first target T1 and the lane line DLa, based on the first target detection information and the detection information of the lane line DLa (step ST2 in Figure 4). Specifically, as shown in FIG. 8, the position of the right end of the first target T1 in the vehicle width direction of the host vehicle is x 1a , the position of the vehicle in the width direction on the lane marking DLa is x DLa If so, the distance calculation unit 12 calculates the distance La between the target lane lines as shown in the following equation (1). La=|x 1a -x DLa |(1) The distance calculation unit 12 outputs distance information indicating the distance La between the target and lane lines to the passage possibility determination unit 14. The distance calculation unit 12 outputs the first target detection information to the approach determination unit 13.

[0032] The approach determination unit 13 acquires the first target detection information from the distance calculation unit 12 (step ST11 in FIG. 5). The approach determination unit 13 calculates the host vehicle-to-target distance CL, which is the distance in the vehicle width direction of the host vehicle between the host vehicle and the first target T1, based on the first target detection information. The process of calculating the host vehicle-to-target distance CL itself is a known technique, and therefore a detailed description thereof will be omitted. The approach determination unit 13 compares the host vehicle-to-target distance CL with the approach allowable distance AAD, and determines whether the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD (step ST12 in FIG. 5, step ST3 in FIG. 4). FIG. 8 shows an example in which the host vehicle-to-object distance CL is longer than the allowable approach distance AAD.

[0033] If the host vehicle-to-object distance CL is shorter than the approach allowable distance AAD (step ST12 in Figure 5: YES), the approach determination unit 13 outputs a determination result indicating that the host vehicle-to-object distance CL is shorter than the approach allowable distance AAD to the target route update unit 15 (step ST13 in Figure 5). If the host vehicle-to-target distance CL is not shorter than the approach allowable distance AAD (step ST12 in Figure 5: NO), the approach determination unit 13 outputs a determination result indicating that the host vehicle-to-target distance CL is not shorter than the approach allowable distance AAD to the target route update unit 15 (step ST14 in Figure 5).

[0034] The passability determination unit 14 acquires the second target detection information from the detection information acquisition unit 11, and acquires distance information indicating the distance La between the target and lane lines from the distance calculation unit 12 (step ST21 in FIG. 6). The passability determination unit 14 determines the first reference distance L ref,1 and the distance between the target lane lines La, and the first reference distance L ref,1 It is determined whether the distance La between the target lane lines is shorter than (step ST22 in FIG. 6). The passability determination unit 14 determines the first reference distance L ref,1 If the distance La between the target lane lines is not shorter than the second reference distance L ref,2 and the distance between the target lane lines La, and the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than (step ST23 in FIG. 6).

[0035] The passability determination unit 14 determines the first reference distance L ref,1 The distance La between the target lane lines is not shorter than the second reference distance L ref,2 If the distance La between the target lane lines is not longer than the target lane line distance (step ST23: NO in Figure 6), there is no need to update the target route, so no determination process is performed to determine whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1. The passability determination unit 14 determines the first reference distance L ref,1 If the distance La between the target lane lines is shorter than the second reference distance L (if YES in step ST22 of FIG. 6), or ref,2If the distance La between the target lane lines is longer than the distance La between the target lane lines (step ST23 in Figure 6: YES), based on the second target detection information, it is determined whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1 (step ST25 in Figure 6, step ST4 in Figure 4).

[0036] Specifically, the passability determination unit 14 identifies the width W of the second target T2, the relative speed V between the vehicle and the second target T2, or the lane in which the second target T2 is traveling, based on the second target detection information. If the distance La between the target lane lines is longer than the width W of the second target T2, the passing possibility determination unit 14 determines that there is a possibility that the second target T2 will pass between the vehicle and the first target T1 (step ST26 in Figure 6). If the distance La between the target lane lines is less than or equal to the width W of the second target T2, the passing possibility determination unit 14 determines that there is no possibility that the second target T2 will pass between the vehicle and the first target T1 (step ST24 in Figure 6).

[0037] If the relative speed V is a speed in a direction approaching the host vehicle, the passing possibility determination unit 14 determines that there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 (step ST26 in FIG. 6). If the relative speed V is a speed in a direction away from the host vehicle, the passing possibility determination unit 14 determines that there is no possibility that the second target T2 will pass between the host vehicle and the first target T1 (step ST24 in FIG. 6).

[0038] The passage possibility determination unit 14 determines that there is a possibility that the second target T2 will pass between the vehicle and the first target T1 if the lane in which the second target T2 is traveling is the same lane in which the vehicle is traveling or the same lane in which the first target T1 is located (step ST26 in Figure 6). For example, when the lane in which the vehicle is traveling is an overtaking lane and the lane in which the first target T1 is present is the traveling lane to the left of the overtaking lane, if the lane in which the second target T2 is traveling is the above-mentioned overtaking lane or the above-mentioned traveling lane, it is determined that there is a possibility that the second target T2 will pass between the vehicle and the first target T1. If the lane in which the second target T2 is traveling is a lane different from the lane in which the vehicle is traveling and is a lane different from the lane in which the first target T1 is located, the passage possibility determination unit 14 determines that there is no possibility that the second target T2 will pass between the vehicle and the first target T1 (step ST24 in Figure 6). For example, when the lane in which the vehicle is traveling is an overtaking lane and the lane in which the first target T1 is present is the lane to the left of the overtaking lane, if the lane in which the second target T2 is traveling is the lane to the left of the above-mentioned lane, or the lane to the right of the above-mentioned overtaking lane, it is determined that there is no possibility that the second target T2 will pass between the vehicle and the first target T1.

[0039] The process of determining whether there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 may be performed by the passing possibility determination unit 14, which determines the relative speed between the host vehicle and the first target T1 based on the first target detection information, and only when the relative speed is a speed in the direction approaching the host vehicle. The passability determination unit 14 outputs to the target route update unit 15 a determination result indicating whether or not there is a possibility that the second target T2 will pass. In the example of FIG. 8, it is determined that there is no possibility that the second target T2 will pass between the host vehicle and the first target T1. In the examples of FIGS. 9 and 10, it is determined that there is a possibility that the second target T2 will pass between the host vehicle and the first target T1. 9 and 10 are explanatory diagrams showing an example of the host vehicle, a first target, and a second target, respectively.

[0040] The target route update unit 15 acquires the determination result from the approach determination unit 13 and acquires the determination result from the passability determination unit 14 (step ST31 in FIG. 7). If the approach determination unit 13 determines that the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD (step ST32 in Figure 7: YES), the target route update unit 15 updates the target route so that the host vehicle-to-target distance CL is equal to or greater than the approach allowable distance ADD (step ST34 in Figure 7, step ST5 in Figure 4). Furthermore, when the passing possibility determination unit 14 determines that there is a possibility that the second target T2 will pass (step ST33 in FIG. 7: YES), the target route update unit 15 determines whether the gap distance GD when the second target T2 passes between the host vehicle and the first target T1 is equal to or greater than the reference distance L ref,GD The target route is updated so that the distance between the target route and the lane line DLa becomes wider than the lane line DLa (step ST34 in FIG. 7, step ST5 in FIG. 4). That is, the target route update unit 15 updates the target route so that the target route becomes farther away from the lane line DLa, for example, as shown in FIG. 9 or FIG. 10.

[0041] Specifically, if the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD, the target route update unit 15 calculates the offset amount Offset so that the host vehicle-to-target distance CL' between the host vehicle and the first target T1 on the updated target route becomes the approach allowable distance AAD, for example, as shown in the following equation (2). Offset=AAD-CL' (2) However, this is merely an example, and the target route update unit 15 may calculate the offset amount Offset to be greater than the host vehicle-to-target distance CL', for example.

[0042] The target route update unit 15 updates the first reference distance L ref,1 If it is determined that the second target T2 may pass when the distance La between the target and lane lines is shorter than the first reference distance L, for example, as shown in the following formula (3), the distance La' between the first target T1 and the lane line DLa is set to be shorter than the first reference distance L. ref,1 The offset amount Offset is calculated so that Offset=L ref,1 -La' (3) However, this is merely an example, and the target route update unit 15 may, for example, ref,1 Alternatively, the offset amount Offset may be calculated so as to be larger than the above.

[0043] The target route update unit 15 updates the second reference distance L ref,2x If the distance La between the target and lane lines is longer than the current distance La, and it is determined that there is a possibility that the second target T2 will pass, an offset amount Offset is calculated so that the distance La' between the target and lane lines between the first target T1 and lane line DLb is wider than the current distance La between the target and lane lines on the updated target route. The target route update unit 15 updates the target route of the host vehicle so that the target route is spaced apart from the lane marking DLa by the offset amount Offset. In the examples of FIGS. 9 and 10, the target route of the host vehicle is updated so that it approaches the lane marking line DLc.

[0044] The target route update unit 15 outputs the updated target route to the vehicle control unit 16. 1, when the host vehicle-to-target distance CL is closer than the approach allowable distance AAD and there is a possibility that the second target T2 will pass, the target route update unit 15 updates the target route by prioritizing the offset amount Offset shown in equation (2). This is because avoiding the risk when there is a possibility that the second target T2 will pass is a preventative avoidance, whereas avoiding the risk of the first target T1 coming into contact with the second target T2 is an urgent avoidance. In addition, when the host vehicle-to-target distance CL is closer than the approach allowable distance AAD and there is a possibility that the second target T2 will pass, the timing of updating the target route by the target route update unit 15 when it is determined that the host vehicle-to-target distance CL is closer than the approach allowable distance AAD may be different from the timing of updating the target route by the target route update unit 15 when it is determined that there is a possibility that the second target T2 will pass.

[0045] Specifically, when it is determined that the host vehicle-to-target distance CL is closer than the approach allowable distance AAD, the timing at which the target route update unit 15 updates the target route may be earlier than the timing at which the target route update unit 15 updates the target route when it is determined that there is a possibility that the second target T2 will pass. Furthermore, the speed at which the target route update unit 15 updates the target route when it is determined that the host vehicle-to-target distance CL is closer than the approach allowable distance AAD may be faster than the speed at which the target route update unit 15 updates the target route when it is determined that there is a possibility that the second target T2 will pass. The speed at which the target route is updated means the speed at which the target route is offset. This is because avoiding the risk of the second target T2 possibly passing is a preventative avoidance, while avoiding the risk of the first target T1 coming into contact with the second target T2 is an urgent avoidance.

[0046] If the approach determination unit 13 determines that the host vehicle-to-target distance CL is not shorter than the approach allowable distance AAD (step ST32 in Figure 7: NO), and the passage possibility determination unit 14 determines that there is no possibility that the second target T2 will pass (step ST33 in Figure 7: NO), the target route update unit 15 does not update the host vehicle's target route (step ST35 in Figure 7). In addition, the target route update unit 15 does not update the target route of the vehicle when the approach determination unit 13 determines that the vehicle-to-object distance CL is not shorter than the approach allowable distance AAD (step ST32: NO in Figure 7) and the passability determination unit 14 does not perform a determination process.

[0047] The vehicle control unit 16 acquires the updated target route from the target route update unit 15. The vehicle control unit 16 outputs a control signal to the actuator control unit 5 to control the host vehicle so that the travel route of the host vehicle follows the updated target route (step ST6 in FIG. 4). The actuator control unit 5 receives a control signal from the vehicle control unit 16 . The actuator control unit 5 controls, in accordance with the control signal, for example, one or more of the steering, accelerator, and brake of the host vehicle.

[0048] In the first embodiment described above, the vehicle control device 4 is configured to include a detection information acquisition unit 11 that acquires first target detection information, which is information about a first target that exists within a certain distance range in front of and behind the host vehicle and on the side of the host vehicle, and second target detection information, which is information about a second target, and a passage possibility determination unit 14 that determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target, based on the first target detection information and the second target detection information acquired by the detection information acquisition unit 11. The vehicle control device 4 also includes a target route update unit 15 that, if it is determined by the passage possibility determination unit 14 that there is a possibility that the second target will pass between the host vehicle and the first target, updates a target route, which is a route along which the host vehicle is scheduled to travel, so that a gap distance, which is a distance in the vehicle width direction between the host vehicle and the first target when the second target passes between the host vehicle and the first target, is wider than a reference distance for the gap distance. Therefore, the vehicle control device 4 can prevent a situation from occurring in which the second target comes abnormally close to the vehicle when the second target attempts to pass between the first target and the vehicle.

[0049] In the example of FIG. 8, on a two-lane road, a first target object is traveling in the left driving lane, and the vehicle itself and a second target object are each traveling in the right passing lane. However, this is only one example, and as shown in Figure 11, on a road with three lanes on each side, the first target may be traveling in the leftmost driving lane, and the vehicle and the second target may be traveling in the rightmost passing lane. FIG. 11 is an explanatory diagram showing an example of the host vehicle, the first target object, and the second target object. In this case as well, the approach determination unit 13 compares the permissible approach distance AAD with the host vehicle-to-target distance CL to determine whether the host vehicle-to-target distance CL is shorter than the permissible approach distance AAD. In addition, the passability determination unit 14 also determines the first reference distance L ref,1and determine whether the distance La between the target lane lines is shorter than the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines. Then, the passage possibility determination unit 14 calculates the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the second target detection information. When the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD, the target route update unit 15 updates the target route so that the host vehicle-to-target distance CL becomes equal to or greater than the approach allowable distance ADD. When there is a possibility that a second target T2 will pass between the vehicle and the first target T1, the target route update unit 15 updates the target route of the vehicle so that the target route moves away from the lane marking line DLc by an offset amount Offset.

[0050] In the example of FIG. 8, on a two-lane road, a first target object is traveling in the left driving lane, and the vehicle itself and a second target object are each traveling in the right passing lane. However, this is only one example, and as shown in Figure 12, on a two-lane road, the first target may be traveling in the passing lane on the right, and the vehicle and the second target may be traveling in the driving lane on the left. FIG. 12 is an explanatory diagram showing an example of the host vehicle, the first target object, and the second target object. In this case, the distance calculation unit 12 calculates the target-to-land line distance La in the vehicle width direction of the vehicle between the first target T1 and the lane line DLa based on the first target detection information and the detection information of the lane line DLa. The approach determination unit 13 also compares the permissible approach distance AAD with the host vehicle-to-target distance CL to determine whether the host vehicle-to-target distance CL is shorter than the permissible approach distance AAD. The passability determination unit 14 also determines the first reference distance L ref,1 and determine whether the distance La between the target lane lines is shorter than the second reference distance L ref,2It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines. Then, the passage possibility determination unit 14 calculates the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the second target detection information. When the distance La between the target and lane lines is shorter than the approach allowable distance AAD, the target route update unit 15 updates the target route so that the host vehicle-to-target distance CL becomes equal to or greater than the approach allowable distance ADD. When there is a possibility that a second target T2 will pass between the vehicle and the first target T1, the target route update unit 15 updates the target route of the vehicle so that the target route moves away from the lane marking line DLa by an offset amount Offset.

[0051] 1, the distance calculation unit 12 or the passage possibility determination unit 14 calculates the distance La between the target and the lane marking lines based on the first target detection information and the detection information of the lane marking line DLa. At this time, the first target detection information is information about one first target T1. The first target detection sensor 1 may detect two or more first targets T1 within a certain distance range in the front and rear of the host vehicle. In such a case, for example, the distance calculation unit 12 or the like selects one first target T1 from the two or more first targets T1 in order of the closest distance in the front and rear direction of the host vehicle, and calculates the distance La between the target and lane lines for the selected first target T1. Then, the passing possibility determination unit 14 calculates the distance La between the target and lane lines for the selected first target T1 and the first reference distance L. ref,1 etc., and judges whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1. Alternatively, the distance calculation unit 12 or the like calculates the distance La between the target and lane lines for each of two or more first targets T1. Then, the passing possibility determination unit 14 selects one first target T1 from the two or more first targets T1 in ascending order of the distance La between the target and lane lines, and calculates the distance La between the target and lane lines for the selected first target T1 and the first reference distance L.ref,1 etc., and judges whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1.

[0052] In the vehicle control device 4 shown in FIG. 1, the passability determination unit 14 determines the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 When the distance La between the target lane lines is longer than the distance La between the target lane lines, the passing possibility determination unit 14 determines whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the second target detection information. However, the method for determining whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 is not limited to this, and may be, for example, a determination method based on AI (Artificial Intelligence). In this determination method, for example, a learning omnidirectional image containing the first target T1 and the second target T2 and training data indicating whether or not the second target T2 will pass are provided to a learning model, and the learning model learns whether or not the second target T2 will pass. Then, during inference, the passing possibility determination unit 14 provides the learning model with the omnidirectional image containing the first target T1 and the second target T2, and obtains a determination result indicating whether or not there is a possibility that the second target T2 will pass from the learning model. In addition, instead of such a learning model, a rule base may be created, and the passability determination unit 14 may obtain a determination result from the rule base indicating whether or not there is a possibility that the second target T2 will pass.

[0053] Embodiment 2 In embodiment 2, a vehicle control device 4 is described that is equipped with a passing possibility determination unit 18 that determines whether there is a possibility that a second target T2 will pass beside the vehicle based on second target detection information and road shoulder detection information.

[0054] Fig. 13 is a configuration diagram showing a vehicle control device 4 according to embodiment 2. In Fig. 13, the same reference numerals as in Fig. 1 indicate the same or corresponding parts, and detailed description thereof will be omitted. Fig. 14 is a hardware configuration diagram showing the hardware of the vehicle control device 4 according to embodiment 2. In Fig. 14, the same reference numerals as in Fig. 2 indicate the same or corresponding parts, and detailed description thereof will be omitted. In FIG. 13, the road shoulder detection sensor 6 is realized by, for example, a camera or a radar. The road shoulder detection sensor 6 performs a process of detecting the road shoulder of the lane on which the vehicle is traveling. When the road shoulder detection sensor 6 detects a road shoulder, it outputs road shoulder detection information to the vehicle control device 4.

[0055] The vehicle control device 4 shown in FIG. 13 includes a detection information acquisition unit 17, a distance calculation unit 12, an approach determination unit 13, a passability determination unit 18, a target route update unit 15, and a vehicle control unit 16. The detection information acquisition unit 17 is realized by, for example, a detection information acquisition circuit 27 shown in FIG. The detection information acquisition unit 17 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking line DLa from the lane marking detection sensor 3. Furthermore, the detection information acquisition unit 17 acquires road shoulder detection information from the road shoulder detection sensor 6. The detection information acquisition unit 17 outputs the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12, and outputs the second target detection information and the detection information of the road shoulder to the passability determination unit 18.

[0056] The passage possibility determination unit 18 is realized by, for example, a passage possibility determination circuit 28 shown in FIG. The passability determination unit 18 acquires the second target detection information and the road shoulder detection information from the detection information acquisition unit 17, and acquires the distance information indicating the distance La between the target and lane lines from the distance calculation unit 12. The passage possibility determination unit 18 determines the first reference distance L ref,1 and the distance between the target lane lines La, and the first reference distance L ref,1 It is determined whether the distance La between the target lane lines is shorter than the distance La between the target lane lines. Furthermore, the passage possibility determination unit 18 determines the second reference distance Lref,2 and the distance between the target lane lines La, and the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines. First reference distance L ref,1 and the second reference distance L ref,2 The information indicating each of the above may be stored in an internal memory of the passage possibility determination unit 18, or may be provided from outside the vehicle control device 4. The passage possibility determination unit 18 determines the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the host vehicle and the first target T1 based on the second target detection information. If the detection information acquisition unit 17 outputs road shoulder detection information, the passability determination unit 18 determines that there is no possibility that the second target T2 will pass beside the host vehicle on the road shoulder side. The passability determination unit 18 outputs the result of the determination to the target route update unit 15.

[0057] 13, it is assumed that each of the components of the vehicle control device 4, namely, the detection information acquisition unit 17, the distance calculation unit 12, the approach determination unit 13, the passability determination unit 18, the target route update unit 15, and the vehicle control unit 16, is realized by dedicated hardware as shown in Fig. 14. In other words, it is assumed that the vehicle control device 4 is realized by the detection information acquisition circuit 27, the distance calculation circuit 22, the approach determination circuit 23, the passability determination circuit 28, the target route update circuit 25, and the vehicle control circuit 26. Each of the detection information acquisition circuit 27, distance calculation circuit 22, approach determination circuit 23, passability determination circuit 28, target route update circuit 25 and vehicle control circuit 26 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination of these.

[0058] The components of the vehicle control device 4 are not limited to those realized by dedicated hardware, and the vehicle control device 4 may be realized by software, firmware, or a combination of software and firmware. When the vehicle control device 4 is realized by software, firmware, or the like, a program for causing a computer to execute the respective processing procedures of the detection information acquisition unit 17, the distance calculation unit 12, the approach determination unit 13, the passability determination unit 18, the target route update unit 15, and the vehicle control unit 16 is stored in a memory 31 shown in Fig. 3. Then, a processor 32 shown in Fig. 3 executes the program stored in the memory 31.

[0059] 14 shows an example in which each of the components of the vehicle control device 4 is realized by dedicated hardware, while Fig. 3 shows an example in which the vehicle control device 4 is realized by software, firmware, etc. However, this is merely an example, and some of the components in the vehicle control device 4 may be realized by dedicated hardware, and the remaining components may be realized by software, firmware, etc.

[0060] Next, the operation of the vehicle control device 4 shown in Fig. 13 will be described. However, other than the road shoulder detection sensor 6, the detection information acquisition unit 17, and the passability determination unit 18, the vehicle control device 4 is the same as that shown in Fig. 1. Therefore, here, the operation of the road shoulder detection sensor 6, the detection information acquisition unit 17, and the passability determination unit 18 will mainly be described.

[0061] The road shoulder detection sensor 6 performs a process of detecting the road shoulder of the lane that the vehicle is traveling in. The road shoulder detection process itself is a known technique, so a detailed description thereof will be omitted. For example, as shown in FIG. 15, if there is a shoulder on the left side of the lane in which the host vehicle is traveling, the second target T2 is less likely to pass to the left of the host vehicle than if there is no shoulder on the left side of the lane. FIG. 15 is an explanatory diagram showing an example of the host vehicle and the second target. When the road shoulder detection sensor 6 detects a road shoulder, it outputs road shoulder detection information to the vehicle control device 4.

[0062] The detection information acquisition unit 17 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking line DLa from the lane marking detection sensor 3. Furthermore, the detection information acquisition unit 17 acquires road shoulder detection information from the road shoulder detection sensor 6. The detection information acquisition unit 17 outputs the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12. The detection information acquisition unit 17 outputs the second target detection information and the road shoulder detection information to the passability determination unit 18.

[0063] The passability determination unit 18 acquires the second target detection information and the road shoulder detection information from the detection information acquisition unit 17, and acquires the distance information indicating the distance La between the target and lane lines from the distance calculation unit 12. The passage possibility determination unit 18 determines the first reference distance L ref,1 and the distance between the target lane lines La, and the first reference distance L ref,1 It is determined whether the distance La between the target lane lines is shorter than the distance La between the target lane lines. 1, the passage possibility determination unit 18 determines the second reference distance L ref,2 and the distance between the target lane lines La, and the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines.

[0064] The passage possibility determination unit 18 determines the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the vehicle and the first target T1 based on the second target detection information and the road shoulder detection information. Specifically, when a first target T1 is present ahead of the host vehicle, the passing possibility determination unit 18 determines whether the first target T1 is a first reference distance Lref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, the passing possibility determination unit 14 shown in Figure 1 determines whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1 based on the second target detection information. In addition, for example, when the vehicle is traveling in the leftmost driving lane, if road shoulder detection information is output from the detection information acquisition unit 17, the passability determination unit 18 determines that there is no possibility that the second target T2 will pass beside the vehicle on the road shoulder side. For example, when the vehicle is traveling in the leftmost driving lane, if the detection information acquisition unit 17 does not output road shoulder detection information, the passing possibility determination unit 18 determines that there is a possibility that the second target T2 will pass beside the left side of the vehicle. The passability determination unit 18 outputs the result of the determination to the target route update unit 15.

[0065] The target route update unit 15 acquires the determination result from the approach determination unit 13 and acquires the determination result from the passability determination unit 18 . When the approach determination unit 13 determines that the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD, the target route update unit 15 updates the target route so that the host vehicle-to-target distance CL becomes equal to or greater than the approach allowable distance ADD. When the passing possibility determination unit 18 determines that there is a possibility that the second target T2 will pass between the vehicle and the first target T1, the target route update unit 15 updates the target route of the vehicle so that the target route moves away from the dividing line DLa. In addition, when the passing possibility determination unit 18 determines that there is a possibility that the second target T2 will pass beside the left side of the vehicle, the target route update unit 15 updates the target route of the vehicle so that the target route is shifted to the right.

[0066] In the second embodiment described above, when the detection information acquisition unit 17 acquires road shoulder detection information from the road shoulder detection sensor 6 that detects the road shoulder of the lane on which the host vehicle is traveling, the detection information acquisition unit 17 outputs the road shoulder detection information to the passability determination unit 18. Then, the vehicle control device 4 shown in FIG. 13 is configured so that, when the road shoulder detection information is output from the detection information acquisition unit 17, the passability determination unit 18 determines that there is no possibility that the second target object will pass beside the host vehicle on the shoulder side. Therefore, similar to the vehicle control device 4 shown in FIG. 1, the vehicle control device 4 shown in FIG. 13 can prevent the occurrence of a situation in which the second target object comes abnormally close to the host vehicle, and can also prevent unnecessary update of the target route when there is a road shoulder on the lane on which the host vehicle is traveling.

[0067] In the vehicle control device 4 shown in Figure 13, if road shoulder detection information is output from the detection information acquisition unit 17, the passability determination unit 18 determines that there is no possibility that the second target T2 will pass beside the road shoulder side of the vehicle, and the target route update unit 15 does not update the target route. However, conversely, if road shoulder detection information is output from the detection information acquisition unit 17, the target route update unit 15 may update the target route to a larger extent than if road shoulder detection information is not output from the detection information acquisition unit 17.

[0068] Embodiment 3 In embodiment 3, a vehicle control device 4 is described that is equipped with a passing possibility determination unit 20 that determines whether there is a possibility that a second target T2 will pass beside the vehicle based on second target detection information and lane width detection information.

[0069] Fig. 16 is a configuration diagram showing a vehicle control device 4 according to embodiment 3. In Fig. 16, the same reference numerals as in Fig. 1 and Fig. 13 indicate the same or corresponding parts, and detailed description thereof will be omitted. Fig. 17 is a hardware configuration diagram showing the hardware of a vehicle control device 4 according to embodiment 3. In Fig. 17, the same reference numerals as in Fig. 2 and Fig. 14 indicate the same or corresponding parts, and detailed description thereof will be omitted. In FIG. 17, the lane width detection sensor 7 is realized by, for example, a camera. The lane width detection sensor 7 performs processing to detect the width of the lane on which the vehicle is traveling. When the lane width detection sensor 7 detects the lane width, it outputs the lane width detection information to the vehicle control device 4.

[0070] The vehicle control device 4 shown in FIG. 16 includes a detection information acquisition unit 19, a distance calculation unit 12, an approach determination unit 13, a passability determination unit 20, a target route update unit 15, and a vehicle control unit 16. The detection information acquisition unit 19 is realized by, for example, a detection information acquisition circuit 29 shown in FIG. The detection information acquisition unit 19 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking line DLa from the lane marking detection sensor 3. Furthermore, the detection information acquisition unit 19 acquires detection information of the lane width from the lane width detection sensor 7. The detection information acquisition unit 19 outputs each of the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12, and outputs each of the second target detection information and the detection information of the lane width to the passability determination unit 20.

[0071] The passage possibility determination unit 20 is realized by, for example, a passage possibility determination circuit 30 shown in FIG. The passability determination unit 20 acquires the second target detection information and the lane width detection information from the detection information acquisition unit 19, and acquires the distance information indicating the distance La between the target and lane marking lines from the distance calculation unit 12. The passability determination unit 20 determines the first reference distance L ref,1 and the distance between the target lane lines La, and the first reference distance L ref,1 It is determined whether the distance La between the target lane lines is shorter than the distance La between the target lane lines. Furthermore, the passage possibility determination unit 20 determines the second reference distance L ref,2 and the distance between the target lane lines La, and the second reference distance L ref,2 It is determined whether the distance La between the target lane lines is longer than the distance La between the target lane lines. First reference distance L ref,1 and the second reference distance L ref,2The information indicating each of the above may be stored in an internal memory of the passage possibility determination unit 20, or may be provided from outside the vehicle control device 4. The passability determination unit 20 determines the first reference distance L ref,1 When the distance La between the target lane lines is shorter than the second reference distance L ref,2 If the distance La between the target lane lines is longer than the distance La between the target lane lines, it is determined whether there is a possibility that the second target T2 will pass between the vehicle and the first target T1 based on the second target detection information and the lane width detection information. The passability determination unit 20 outputs the result of the determination to the target route update unit 15.

[0072] 16, it is assumed that each of the components of the vehicle control device 4, namely, the detection information acquisition unit 19, the distance calculation unit 12, the approach determination unit 13, the passability determination unit 20, the target route update unit 15, and the vehicle control unit 16, is realized by dedicated hardware as shown in Fig. 17. In other words, it is assumed that the vehicle control device 4 is realized by the detection information acquisition circuit 29, the distance calculation circuit 22, the approach determination circuit 23, the passability determination circuit 30, the target route update circuit 25, and the vehicle control circuit 26. Each of the detection information acquisition circuit 29, distance calculation circuit 22, approach determination circuit 23, passability determination circuit 30, target route update circuit 25 and vehicle control circuit 26 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination of these.

[0073] The components of the vehicle control device 4 are not limited to those realized by dedicated hardware, and the vehicle control device 4 may be realized by software, firmware, or a combination of software and firmware. When the vehicle control device 4 is realized by software, firmware, or the like, a program for causing a computer to execute the respective processing procedures of the detection information acquisition unit 19, the distance calculation unit 12, the approach determination unit 13, the passability determination unit 20, the target route update unit 15, and the vehicle control unit 16 is stored in a memory 31 shown in Fig. 3. Then, a processor 32 shown in Fig. 3 executes the program stored in the memory 31.

[0074] 17 shows an example in which each of the components of the vehicle control device 4 is realized by dedicated hardware, while Fig. 3 shows an example in which the vehicle control device 4 is realized by software, firmware, etc. However, this is merely an example, and some of the components in the vehicle control device 4 may be realized by dedicated hardware, and the remaining components may be realized by software, firmware, etc.

[0075] Next, the operation of the vehicle control device 4 shown in Fig. 16 will be described. However, other than the lane width detection sensor 7, the detection information acquisition unit 19, and the passability determination unit 20, the vehicle control device 4 is the same as that shown in Fig. 1. Therefore, here, the operation of the lane width detection sensor 7, the detection information acquisition unit 19, and the passability determination unit 20 will mainly be described.

[0076] The lane width detection sensor 7 performs processing to detect the width of the lane that the vehicle is traveling in. The lane width detection processing itself is a known technique, and therefore a detailed description thereof will be omitted. When the lane width detection sensor 7 detects the lane width, it outputs the lane width detection information to the vehicle control device 4.

[0077] The detection information acquisition unit 19 acquires first target detection information from the first target detection sensor 1, acquires second target detection information from the second target detection sensor 2, and acquires detection information of the lane marking line DLa from the lane marking detection sensor 3. Furthermore, the detection information acquisition unit 19 acquires detection information of the lane width W from the lane width detection sensor 7. The detection information acquisition unit 19 outputs the first target detection information and the detection information of the lane marking DLa to the distance calculation unit 12. The detection information acquisition unit 19 outputs the second target detection information and the detection information of the lane width W to the passability determination unit 20.

[0078] When the lane width of the lane in which the host vehicle is traveling is wide, the host vehicle is less likely to protrude into the lane to the right of the lane in which the host vehicle is traveling when the target route of the host vehicle is changed, for example, to the right, than when the lane width is narrow. Therefore, even if the target route of the host vehicle is changed, for example, to the right, the host vehicle is less likely to come into contact with another vehicle traveling in the lane to the right of the lane in which the host vehicle is traveling.

[0079] The passability determination unit 20 acquires the second target detection information and the detection information of the lane width W from the detection information acquisition unit 19, and acquires the distance information indicating the distance La between the target and lane marking lines from the distance calculation unit 12. The greater the lane width W, the smaller the coefficient k by which the passage possibility determination unit 20 multiplies the distance La between the target and lane lines. The coefficient k is, for example, a positive coefficient smaller than 1.0. The passability determination unit 20 determines the first reference distance L ref,1 and the distance between the target lane lines La × k after multiplication by the coefficient, and the first reference distance L ref,1 It is determined whether the distance between the target lane lines La×k is shorter than the distance between the target lane lines La×k. The passability determination unit 20 determines the second reference distance L ref,2 and the distance between the target lane lines La × k after multiplication by the coefficient, and the second reference distance L ref,2 It is determined whether the distance between the target lane lines La×k is longer than the distance between the target lane lines La×k.

[0080] The passability determination unit 20 determines the first reference distance L ref,1 When the distance between the target lane lines La × k is shorter than the second reference distance L ref,2 If the distance La×k between the target lane lines is longer than the distance La×k between the target lane lines, it is determined whether or not there is a possibility that the second target T2 will pass between the vehicle and the first target T1 based on the second target detection information. The passability determination unit 20 outputs the result of the determination to the target route update unit 15.

[0081] The target route update unit 15 acquires the determination result from the approach determination unit 13 and acquires the determination result from the passability determination unit 20 . When the approach determination unit 13 determines that the host vehicle-to-target distance CL is shorter than the approach allowable distance AAD, the target route update unit 15 updates the target route so that the host vehicle-to-target distance CL becomes equal to or greater than the approach allowable distance ADD. When the passing possibility determination unit 20 determines that there is a possibility that the second target T2 will pass between the vehicle and the first target T1, the target route update unit 15 updates the target route of the vehicle so that the target route moves away from the dividing line DLa. At this time, the target route update unit 15 may calculate a larger offset amount Offset as the lane width W becomes wider, thereby updating the target route to a larger extent.

[0082] In the third embodiment described above, when the detection information acquisition unit 19 acquires lane width detection information from the lane width detection sensor 7, which detects the lane width of the lane on which the host vehicle is traveling, the detection information acquisition unit 19 outputs the lane width detection information to the passage possibility determination unit 20. The vehicle control device 4 shown in FIG. 16 is configured so that the passage possibility determination unit 20 determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information and the lane width detection information. Therefore, similar to the vehicle control device 4 shown in FIG. 1, the vehicle control device 4 shown in FIG. 16 can prevent a situation in which the second target abnormally approaches the host vehicle when the second target attempts to pass between the first target and the host vehicle. Furthermore, the vehicle control device 4 shown in FIG. 16 can easily determine that there is a possibility that the second target will pass between the host vehicle and the first target when there is a low possibility of contact between the host vehicle and another vehicle.

[0083] Embodiment 4 In the vehicle control device 4 according to the first to third embodiments, the first reference distance L ref,1 and the second reference distance L ref,2The information indicating each of the above is stored in the internal memory of the passage possibility determination unit 14, for example. In the fourth embodiment, the passability determination unit 14 (or the passability determination units 18 and 20) determines the first reference distance L based on the first target detection information. ref,1 and the second reference distance L ref,2 The vehicle control device 4 that sets each of the above will be described below. The configuration of the vehicle control device 4 according to embodiment 4 is the same as the configuration of the vehicle control device 4 according to any one of embodiments 1 to 3, and the configuration diagram showing the vehicle control device 4 according to embodiment 4 is Figure 1, Figure 13, or Figure 16.

[0084] In the vehicle control device 4 according to the fourth embodiment, the passability determination unit 14 (or the passability determination units 18 and 20) determines the first reference distance L based on the first target detection information. ref,1 and the second reference distance L ref,2 Set each of the following. Specifically, the passage possibility determination unit 14 and the like acquire the vehicle width CW of the first target T1 based on the first target detection information. The normal distance range is set, for example, taking into account the general variation from the center of the lane when the vehicle is traveling straight down the lane, but here, the passability determination unit 14 etc. sets a wider normal distance range the larger the vehicle width CW of the first target T1.

[0085] When a wide normal distance range is set, the first reference distance L ref,1 becomes shorter, and the second reference distance L ref,2 will be long. Therefore, the first reference distance L when the first target T1 is a motorcycle is ref,1 is the first reference distance L when the first target T1 is a passenger car. ref,1 and the second reference distance L when the first target T1 is a motorcycle is longer than ref,2 is the second reference distance L when the first target T1 is a passenger car. ref,2 will be shorter than In addition, the first reference distance L when the first target T1 is a large bus ref,1 is the first reference distance L when the first target T1 is a passenger car. ref,1 When the first target T1 is a large bus, the second reference distance L ref,2 is the second reference distance L when the first target T1 is a passenger car. ref,2 It will be longer than.

[0086] In the above-described fourth embodiment, the vehicle control device 4 is configured such that the passing possibility determination unit 14 and the like set a first reference distance and a second reference distance based on the first target detection information acquired by the detection information acquisition unit 11 and the like, determine whether or not there is a possibility that a second target will pass between the host vehicle and the first target based on the second target detection information if the distance between the target and lane lines is shorter than the set first reference distance, and determine whether or not there is a possibility that a second target will pass between the host vehicle and the first target based on the second target detection information if the distance between the target and lane lines is longer than the set second reference distance. Therefore, the vehicle control device 4 according to the fourth embodiment can prevent the second target from approaching abnormally close to the host vehicle with higher accuracy than the vehicle control devices 4 according to the first to third embodiments.

[0087] Embodiment 5. In the vehicle control device 4 according to the first to third embodiments, the first reference distance L ref,1 and the second reference distance L ref,2 The information indicating each of the above is stored in the internal memory of the passage possibility determination unit 14, for example. In the fifth embodiment, the passability determination unit 14 (or the passability determination units 18 and 20) determines the first reference distance L based on the second target detection information. ref,1 and the second reference distance L ref,2 The vehicle control device 4 that sets each of the above will be described below. The configuration of the vehicle control device 4 according to embodiment 5 is the same as the configuration of the vehicle control device 4 according to any one of embodiments 1 to 3, and the configuration diagram showing the vehicle control device 4 according to embodiment 5 is Figure 1, Figure 13, or Figure 16.

[0088] In the vehicle control device 4 according to the fifth embodiment, the passability determination unit 14 (or the passability determination units 18 and 20) determines the first reference distance L based on the second target detection information. ref,1 and the second reference distance L ref,2 Set each of the following. Specifically, the passage possibility determination unit 14 and the like acquire the vehicle width CW of the second target T2 based on the second target detection information. The normal distance range is set, for example, taking into account general variations from the center of the lane when the vehicle travels straight along the lane, but the narrower the vehicle width CW of the second target T2, the higher the possibility that the second target T2 can pass between the host vehicle and the first target T1. For this reason, the passing possibility determination unit 14 and the like set a wider normal distance range as the vehicle width CW of the second target T2 is narrower.

[0089] When a wide normal distance range is set, the first reference distance L ref,1 becomes shorter, and the second reference distance L ref,2 will be long. Therefore, the first reference distance L when the second target T2 is a motorcycle is ref,1 is the first reference distance L when the second target T2 is a passenger car. ref,1 When the second target T2 is a motorcycle, the second reference distance L ref,2 is the second reference distance L when the second target T2 is a passenger car. ref,2 It will be longer than. In addition, when the second target T2 is a large bus, the second reference distance L ref,2 is the second reference distance L when the second target T2 is a passenger car. ref,2 When the second target T2 is a large bus, the second reference distance L ref,2 is the second reference distance L when the second target T2 is a passenger car. ref,2 will be shorter than

[0090] In the above-described fifth embodiment, the vehicle control device 4 is configured such that the passing possibility determination unit 14 and the like set a first reference distance and a second reference distance based on the second target detection information acquired by the detection information acquisition unit 11 and the like, determine whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information if the distance between the target and lane lines is shorter than the set first reference distance, and determine whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information if the distance between the target and lane lines is longer than the set second reference distance. Therefore, the vehicle control device 4 according to the fifth embodiment can prevent the second target from approaching abnormally close to the host vehicle with higher accuracy than the vehicle control devices 4 according to the first to third embodiments.

[0091] In addition, the present disclosure allows for free combination of the respective embodiments, modification of any of the components of the respective embodiments, or omission of any of the components of the respective embodiments. [Explanation of symbols]

[0092] 1 First target detection sensor, 2 Second target detection sensor, 3 Marking line detection sensor, 4 Vehicle control device, 5 Actuator control unit, 6 Road shoulder detection sensor, 7 Lane width detection sensor, 11 Detection information acquisition unit, 12 Distance calculation unit, 13 Approach determination unit, 14 Passability determination unit, 15 Target route update unit, 16 Vehicle control unit, 17 Detection information acquisition unit, 18 Passability determination unit, 19 Detection information acquisition unit, 20 Passability determination unit, 21 Detection information acquisition circuit, 22 Distance calculation circuit, 23 Approach determination circuit, 24 Passability determination circuit, 25 Target route update circuit, 26 Vehicle control circuit, 27 Detection information acquisition circuit, 28 Passability determination circuit, 29 Detection information acquisition circuit, 30 Passability determination circuit, 31 Memory, 32 Processor.

Claims

1. a detection information acquisition unit that acquires first target detection information, which is information about a first target that exists within a certain distance range in front of and behind the host vehicle and on the side of the host vehicle, and second target detection information, which is information about a second target; a passing possibility determination unit that determines whether there is a possibility that the second target will pass between the host vehicle and the first target, based on the first target detection information and the second target detection information acquired by the detection information acquisition unit; a target route update unit that updates a target route that is a route that the host vehicle is scheduled to travel, such that a gap distance that is a distance in a vehicle width direction of the host vehicle between the host vehicle and the first target when the second target passes between the host vehicle and the first target becomes wider than a reference distance for the gap distance, if the passability determination unit determines that there is a possibility that the second target will pass between the host vehicle and the first target; A vehicle control device comprising:

2. the first target is in a lane different from the lane in which the host vehicle is traveling, The detection information acquisition unit acquiring the first target detection information from a first target detection sensor that detects the first target, acquiring the second target detection information from a second target detection sensor that detects the second target, and acquiring, from a lane marking detection sensor that detects, of the lane markings on both sides of the lane in which the first target is present, lane marking detection information that is information regarding the lane marking on the lane in which the host vehicle is traveling; The passability determination unit 2. The vehicle control device according to claim 1, wherein the vehicle control device determines whether there is a possibility that the second target will pass between the vehicle and the first target based on the first target detection information, the second target detection information, and the lane marking detection information.

3. The passability determination unit 3. A vehicle control device according to claim 2, characterized in that a distance between the first target and the lane-side marking line, which is the distance in the vehicle width direction of the host vehicle between the first target and the lane-side marking line, is calculated based on the first target detection information and the marking line detection information, and if the distance between the target and the lane-side marking line is shorter than a first reference distance for the distance in the vehicle width direction of the host vehicle between the first target and the lane-side marking line, a determination is made based on the second target detection information as to whether there is a possibility that the second target will pass between the host vehicle and the first target.

4. a distance calculation unit that calculates the distance between the target and lane lines based on the first target detection information and the lane line detection information, The passability determination unit 4. The vehicle control device according to claim 3, wherein the distance between the target and lane marking lines calculated by the distance calculation unit is acquired instead of calculating the distance between the target and lane marking lines.

5. a proximity determination unit that calculates a host vehicle-to-target distance, which is a distance between the host vehicle and the first target in a vehicle width direction of the host vehicle, based on the first target detection information, and determines whether the host vehicle-to-target distance is shorter than an approach allowable distance at which approach between the host vehicle and the first target is allowed; The target route update unit 4. The vehicle control device according to claim 3, wherein, if the approach determination unit determines that the distance between the vehicle and the target object is shorter than the approach allowable distance, the target route is updated so that the distance between the vehicle and the target object is equal to or greater than the approach allowable distance.

6. The passability determination unit 4. The vehicle control device according to claim 3, further comprising: a step of determining, based on the second target detection information, whether or not there is a possibility that the second target will pass between the vehicle and the first target if the distance between the target lane lines is longer than a second reference distance that is longer than the first reference distance.

7. The passability determination unit 2. The vehicle control device according to claim 1, further comprising: determining a width of the second target based on the second target detection information; and determining, if the gap distance is longer than the width of the second target, that there is a possibility that the second target will pass between the vehicle and the first target.

8. The passability determination unit 2. The vehicle control device according to claim 1, further comprising: determining a relative speed between the host vehicle and the second target based on the second target detection information; and determining that there is a possibility that the second target will pass between the host vehicle and the first target if the relative speed is a speed in a direction approaching the host vehicle.

9. The passability determination unit 2. The vehicle control device according to claim 1, further comprising: a vehicle control device that identifies the lane in which the second target is traveling based on the second target detection information; and, if the lane in which the second target is traveling is the same lane in which the host vehicle is traveling or the same lane in which the first target is present, determines that there is a possibility that the second target will pass between the host vehicle and the first target.

10. The passability determination unit 2. The vehicle control device according to claim 1, further comprising: determining a relative speed between the host vehicle and the first target based on the first target detection information; and determining whether or not there is a possibility that the second target will pass between the host vehicle and the first target only if the relative speed is a speed in a direction approaching the host vehicle.

11. The detection information acquisition unit When detection information of the road shoulder is acquired from a road shoulder detection sensor that detects the road shoulder of the lane on which the host vehicle is traveling, the road shoulder detection information is output to the passage possibility determination unit, The passability determination unit 2. The vehicle control device according to claim 1, wherein, if the detection information acquisition unit outputs the road shoulder detection information, it determines that there is no possibility that the second target will pass beside the road shoulder side of the vehicle.

12. The detection information acquisition unit When detection information of the road shoulder is acquired from a road shoulder detection sensor that detects the road shoulder of the lane on which the host vehicle is traveling, the road shoulder detection information is output to the target route update unit; The target route update unit 2. The vehicle control device according to claim 1, wherein when the road shoulder detection information is output from the detection information acquisition unit, the target route is updated to a larger extent than when the road shoulder detection information is not output.

13. The detection information acquisition unit When detection information of the lane width is acquired from a lane width detection sensor that detects the lane width of the lane in which the vehicle is traveling, the detection information of the lane width is output to the passage possibility determination unit, The passability determination unit 2. The vehicle control device according to claim 1, further comprising: a determining unit configured to determine whether or not there is a possibility that the second target will pass between the vehicle and the first target based on the second target detection information and the lane width detection information.

14. The detection information acquisition unit When lane width detection information is acquired from a lane width detection sensor that detects the lane width of the lane in which the host vehicle is traveling, the lane width detection information is output to the target route update unit; The target route update unit 2. The vehicle control device according to claim 1, wherein the target route is updated so that the gap distance increases as the lane width increases.

15. The passability determination unit 7. The vehicle control device according to claim 6, wherein the first reference distance and the second reference distance are each set based on the first target detection information, and if the distance between the target and lane marking lines is shorter than the set first reference distance, the device determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information, and if the distance between the target and lane marking lines is longer than the set second reference distance, the device determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information.

16. The passability determination unit 7. The vehicle control device according to claim 6, wherein the first reference distance and the second reference distance are each set based on the second target detection information, and if the distance between the target and lane marking lines is shorter than the set first reference distance, the vehicle control device determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information, and if the distance between the target and lane marking lines is longer than the set second reference distance, the vehicle control device determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target based on the second target detection information.

17. The target route update unit 4. The vehicle control device according to claim 3, further comprising: a calculation unit for calculating an offset amount of a target route of the vehicle based on the distance between the target lane lines and the first reference distance; and updating the target route by adding the offset amount to the current target route.

18. The target route update unit 6. The vehicle control device according to claim 5, wherein an offset amount of a target route of the host vehicle is calculated based on the host vehicle-to-target distance and the permissible approach distance, and the target route is updated by adding the offset amount to the current target route.

19. The target route update unit 6. The vehicle control device according to claim 5, wherein the timing of updating the target route when the approach determination unit determines that the distance between the host vehicle and the target object is shorter than the approach allowable distance is earlier than the timing of updating the target route when the passability determination unit determines that there is a possibility that the second target object will pass.

20. a detection information acquisition unit acquires first target detection information, which is information about a first target that is present within a certain distance range in front of and behind the host vehicle and on the side of the host vehicle, and second target detection information, which is information about a second target; a passing possibility determination unit determines whether or not there is a possibility that the second target will pass between the host vehicle and the first target, based on the first target detection information and the second target detection information acquired by the detection information acquisition unit; If the passing possibility determination unit determines that there is a possibility that the second target will pass, a target route update unit updates the target route, which is a route along which the host vehicle is scheduled to travel, so that a gap distance, which is a distance in the vehicle width direction of the host vehicle between the host vehicle and the first target when the second target passes between the host vehicle and the first target, becomes wider than a reference distance for the gap distance. Vehicle control method.

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