Vehicle control device and control method

Abstract

To effectively prevent giving a feeling of uneasiness to an occupant on an own vehicle due to offsetting.SOLUTION: A vehicle control device includes: a longitudinal movement control unit 151 which controls vertical acceleration / deceleration of an own vehicle VH so that a first timing and a second timing are different timings from each other on the basis of a relation between the own vehicle VH and a front target VH1 and a relation between the own vehicle VH and an approaching vehicle VH2 when detecting the front target VH1 in an adjacent region L1 and detecting the approaching vehicle VH2 in an adjacent lane L2; and a lateral movement control unit 152 which controls a lateral speed of the own vehicle VH at each of the first and second timings different from each other such that a lateral position of the own vehicle VH is offset to a target lateral position which is apart from the front target VH1 on a lane L in a lateral direction at the first timing and the lateral position of the own vehicle VH is offset to a target lateral position which is apart from the approaching vehicle VH2 on the lane L in the lateral direction at the second timing.SELECTED DRAWING: Figure 3

Description

Technical Field

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

Background Art

[0002] When a preceding vehicle traveling in an adjacent lane adjacent to the own-lane in which the own vehicle is traveling and having a lower vehicle speed than the own vehicle approaching the own vehicle is detected, offset control is known in which the lateral position of the own vehicle is offset from the center of the own-lane in the direction opposite to the preceding vehicle to secure a distance between the own vehicle and the preceding vehicle.

[0003] For example, in Patent Document 1, when a preceding vehicle traveling in a first adjacent lane and a following vehicle traveling in a second adjacent lane adjacent to the opposite side of the first adjacent lane are detected, execution of offset control for the preceding vehicle is prohibited or the offset control being executed is canceled. An apparatus is disclosed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] In the device described in Patent Document 1, when canceling the offset control by detecting a following vehicle approaching the own vehicle in the second adjacent lane, regardless of the positional relationship between the preceding vehicle or the following vehicle and the own vehicle, the own vehicle is uniformly laterally moved toward the center of the own-lane. Therefore, depending on the timing of canceling the offset control, there is a possibility that the behavior of the own vehicle approaches the preceding vehicle that was the target of the offset control, which may give a sense of uneasiness to the passengers of the own vehicle.

[0006] The technology of the present disclosure aims to effectively prevent giving a sense of uneasiness to the passengers of the own vehicle due to offset.

[0007] The vehicle control device described herein is A vehicle control device that controls the movement of the vehicle so that the vehicle's lateral position becomes a predetermined target lateral position set within the lane, When a forward object approaching the vehicle is detected in an adjacent area adjacent to the lane ahead of the vehicle, and an approaching vehicle is detected in an adjacent lane on the opposite side of the lane from the adjacent area, a longitudinal movement control unit controls the longitudinal acceleration and deceleration of the vehicle so that the first timing, which is the overtaking timing between the vehicle and the forward object, and the second timing, which is the overtaking timing between the vehicle and the approaching vehicle, are different timings, based on the relationship between the vehicle and the forward object and the relationship between the vehicle and the approaching vehicle. The system includes a lateral movement control unit that controls the lateral speed of the vehicle such that, in each of the different first and second timings, in the first timing the lateral position of the vehicle is offset to a target lateral position laterally away from the forward target in the lane, and in the second timing the lateral position of the vehicle is offset to a target lateral position laterally away from the approaching vehicle in the lane. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1A is a schematic diagram showing the hardware configuration of vehicle VH to which the control device according to this embodiment is applied. Figure 1B is a schematic diagram showing the software configuration of the control device according to this embodiment. [Figure 2] This is a schematic diagram illustrating an example of offset control according to this embodiment. [Figure 3] This is a schematic diagram illustrating an example of offset control according to this embodiment. [Figure 4] This is a schematic diagram illustrating an example of offset control according to this embodiment. [Figure 5] This is a schematic diagram illustrating an example of offset control according to this embodiment. [Figure 6]This is a schematic diagram illustrating an example of offset control according to this embodiment. [Figure 7] This is a flowchart illustrating the routine for offset control processing according to this embodiment. [Modes for carrying out the invention]

[0009] The control device and control method of the vehicle according to this embodiment will be described below with reference to the drawings.

[0010] [Hardware configuration] Figure 1A is a schematic diagram showing the hardware configuration of vehicle VH to which the control device according to this embodiment is applied. Hereinafter, vehicle VH may be referred to as "the vehicle itself" when it is necessary to distinguish it from other vehicles, etc.

[0011] Vehicle VH has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, ROM (Read Only Memory) 12, RAM (Random Access Memory) 13, and an interface device 14, etc. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area that is expanded when various programs are executed by the CPU 11. The interface device 14 is a communication device for communicating with external devices.

[0012] The ECU10 is a central device that provides driver assistance such as offset control (Vehicle Lateral Offset: VLO), adaptive cruise control (ACC), and lane trace assist (LTA). Driver assistance is a concept that includes autonomous driving. The ECU10 is connected to the drive unit 20, steering unit 21, braking unit 22, internal sensor device 30, external sensor device 40, etc., in a communication manner.

[0013] The drive unit 20 generates driving force to be transmitted to the drive wheels of the vehicle VH. The steering unit 21 applies steering force to the wheels of the vehicle VH. The braking unit 22 applies braking force to the wheels of the vehicle VH.

[0014] The internal sensor device 30 consists of sensors that detect the state of the vehicle's VH. Specifically, the internal sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, and the like.

[0015] The vehicle speed sensor 31 detects the vehicle speed VH (hereinafter referred to as vehicle speed V). The accelerator sensor 32 detects the amount of accelerator pedal operation by the driver (not shown). The brake sensor 33 detects the amount of brake pedal operation by the driver (not shown). The steering angle sensor 34 detects the rotation angle of the steering wheel or steering shaft of the vehicle VH, i.e., the steering angle (not shown). The internal sensor device 30 transmits the state of the vehicle VH detected by each sensor 31 to 34 to the ECU 10 at a predetermined interval.

[0016] The external sensor device 40 is a set of sensors that recognize object information relating to objects around the vehicle VH. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, and the like. Here, object information can be seen, for example, surrounding vehicles, pedestrians, road markings, fallen objects, stationary structures, and so on.

[0017] The radar sensor 41 detects targets existing around the vehicle VH. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves in the millimeter-wave band (millimeter waves), and receives the millimeter waves (reflected waves) reflected by the targets existing within the radiation range. The millimeter-wave radar obtains the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc., based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, the time from transmitting the millimeter waves to receiving the reflected waves, etc. The lidar sequentially scans pulsed laser light with a shorter wavelength than millimeter waves in a plurality of directions, and receives the reflected light reflected by the target, thereby obtaining the shape of the target detected in front of the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc.

[0018] The camera sensor 42 images the surroundings of the vehicle VH, and obtains target information around the vehicle VH by processing the captured image data. As the camera sensor 42, for example, a digital camera having an imaging element such as a CMOS or a CCD can be used. The target information is information representing the type of the target detected around the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc. The type of the target may be recognized by machine learning such as pattern matching.

[0019] The external sensor device 40 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. The ECU 10 determines the relative relationship between the vehicle VH and the target by synthesizing the relative relationship between the vehicle VH and the target obtained by the radar sensor 41 and the relative relationship between the vehicle VH and the target obtained by the camera sensor 42. Note that the external sensor device 40 does not necessarily have to include both the radar sensor 41 and the camera sensor 42, and may include only the camera sensor 42, for example.

[0020] [Software Configuration] FIG. 1B is a schematic diagram showing the software configuration of the ECU 10 according to the present embodiment. As shown in FIG. 1B, the ECU 10 includes, as functional elements, a lane recognition unit 100, an approaching object recognition unit 110, a lateral position recognition unit 120, an ACC control unit 130, an LTA control unit 140, an offset control unit 150, and the like. Each of these functional elements 100 to 150 is realized by the CPU 11 of the ECU having read out and executed a program stored in the ROM 12 into the RAM 13. Note that all or part of each of the functional elements 100 to 150 may be provided in another ECU separate from the ECU 10, or in an information processing device of a facility (such as a management center) capable of communicating with the vehicle VH.

[0021] The lane recognition unit 100 recognizes a lane in which the host vehicle VH is traveling (hereinafter, the host lane) and a lane adjacent to the host lane (hereinafter, the adjacent lane). The lane recognition unit 100 recognizes, for example, the boundary lines of the host lane and the adjacent lane based on an image or the like around the host vehicle VH acquired by the external sensor device 40. Here, the boundary lines include not only white lines and yellow lines drawn on the road surface but also curbstones, guardrails, and the like. The lane recognition unit 100 recognizes the host lane and the adjacent lane based on the recognized boundary lines.

[0022] The approaching object recognition unit 110 recognizes whether there is an object approaching the host vehicle VH (hereinafter, the approaching object) in the adjacent lane recognized by the lane recognition unit 100 or in an adjacent area such as a road shoulder adjacent to the host lane. Here, the approaching objects include a preceding vehicle whose vehicle speed is lower than that of the host vehicle VH, a following vehicle whose vehicle speed is higher than that of the host vehicle VH, and stationary structures such as pylons and temporary guardrails present in front of the host vehicle VH. The approaching object detection unit 110 recognizes the distance and relative speed between the host vehicle VH and the approaching object based on the detection result of the external sensor device 40. The distance is the distance in the traveling direction of the host vehicle VH. The relative speed is the speed that is the difference between the speed of the host vehicle VH in the traveling direction and the speed of the approaching object.

[0023] The lateral position recognition unit 120 recognizes the lateral position of the vehicle VH. Here, the lateral position of the vehicle VH refers to the position of the vehicle VH in the lane width direction within the vehicle's lane. Hereafter, the lane width direction will be referred to as the lateral direction, and the direction of travel of the vehicle VH perpendicular to the lateral direction will be referred to as the longitudinal direction. The lateral position recognition unit 120 recognizes the lateral position of the vehicle VH within the vehicle's lane based on the position of the vehicle VH relative to the boundary line of the vehicle's lane recognized by the lane recognition unit 100.

[0024] The ACC control unit 130 performs ACC based on the target vehicle speed or target inter-vehicle distance. As ACC itself is well known, it will be briefly explained below. ACC includes two types of control: constant speed driving control and follow driving control. Constant speed driving control is a control that makes the vehicle VH drive at a constant speed according to the target vehicle speed. Follow driving control is a control that makes the vehicle VH follow the preceding vehicle traveling in the same lane so that the actual distance between the vehicle VH and the preceding vehicle SV becomes the target inter-vehicle distance.

[0025] Based on the detection results of the external sensor device 40, the ACC control unit 130 detects a target vehicle to be followed in front of the vehicle VH in the vehicle's lane, as recognized by the lane recognition unit 100. If no target vehicle is present, the ACC control unit 130 performs constant speed driving control. In this case, the ACC control unit 130 controls the operation of the drive unit 20 and brake unit 22 based on a target acceleration calculated from the deviation between the vehicle speed V and the target vehicle speed. The vehicle speed V can be obtained based on the detection results of the vehicle speed sensor 31. On the other hand, if a target vehicle is present in the vehicle's lane, the ACC control unit 130 performs follow driving control. In this case, the ACC control unit 130 controls the operation of the drive unit 20 and brake unit 22 based on a target acceleration calculated from the deviation between the actual distance between vehicles and the target distance between vehicles. The distance between the vehicle VH and the target vehicle to be followed can be obtained based on the detection results of the external sensor device 40.

[0026] The LTA control unit 140 performs LTA control to automatically change the steering angle (steering angle of the steering wheels) so that the lateral position of the vehicle VH is maintained at the target lateral position within the driving lane while ACC is activated. As LTA itself is well known, it will be briefly explained below. The LTA control unit 140 sets the target lateral position of the vehicle VH based on the boundary line of the vehicle lane recognized by the lane recognition unit 100. The target lateral position is set, for example, approximately in the center in the lane width direction of the vehicle lane. The LTA control unit 110 changes the steering angle of the vehicle VH by controlling the operation of the steering device 21 so that the lateral position of the vehicle VH recognized by the lateral position recognition unit 120 is maintained near the target lateral position within the driving lane.

[0027] When predetermined offset conditions are met, the offset control unit 150 executes an offset process to offset the target lateral position used by the LTA control unit 140 to the left or right of approximately the center within the vehicle's lane. A specific example of the offset process will be explained below with reference to Figure 2.

[0028] Figure 2A shows an example of offset processing when the approaching object recognition unit 110 detects a left-leading vehicle VH1 with a slower vehicle speed than the current vehicle VH in the left adjacent lane L1 adjacent to the left of the current vehicle's lane L. When the approaching object recognition unit 110 detects the left-leading vehicle VH1, the offset control unit 150 determines whether the offset condition is met. Specifically, if the vertical distance between the current vehicle VH and the left-leading vehicle VH1 detected by the external sensor device 40 is less than or equal to a predetermined vertical threshold, and the lateral distance between the left-leading vehicle VH1 and the lane boundary line detected by the external sensor device 40 is less than or equal to a predetermined lateral threshold, the offset control unit 150 determines that the offset condition is met.

[0029] The offset control unit 150 generates a path plan that, when the offset condition is met, changes the target lateral position TY from the center L0 of the vehicle's lane L to a position shifted by a predetermined offset amount W in the opposite direction (to the right) from the vehicle preceding to the left VH1. Once the offset control unit 150 generates the path plan, it controls the operation of the steering device 21 so that the lateral position of the vehicle VH is maintained near the changed target lateral position TY. This ensures that the vehicle VH can maintain a safe distance from the vehicle preceding to the left VH1 when it overtakes it. When the offset condition is no longer met, the offset control unit 150 terminates the offset control, that is, returns the target lateral position TY to the center LO of the vehicle's lane L.

[0030] In the example shown in Figure 2A, the case where a vehicle VH1 with a slower speed than the current vehicle VH is detected in the adjacent left lane L1 was described. However, the offset control unit 150 also performs offset control when the approaching object recognition unit 110 detects a vehicle with a slower speed than the current vehicle VH in the adjacent right lane L2. In this case, the target lateral position TY should be offset from the center L0 of the current vehicle lane L in the opposite direction (leftward) from the vehicle with a slower speed to the right. Furthermore, the target of the offset processing is not limited to a vehicle with a slower speed than the current vehicle VH; for example, it may be a stationary structure such as a pylon installed on the shoulder adjacent to adjacent lanes L1, L2, or the current vehicle lane L.

[0031] As shown in Figure 2B, the offset control unit 150 determines whether a predetermined cancellation condition is met when the approaching object recognition unit 110 detects a right-following vehicle VH2 in the right adjacent lane L2 that is moving faster than the current vehicle VH, while the relationship between the left-leading vehicle VH1 and the current vehicle VH satisfies a predetermined offset condition. Specifically, the offset control unit 150 determines that the cancellation condition is met when the distance between the right-following vehicle VH2 and the current vehicle VH is less than or equal to a predetermined distance, or when the TTC (Time to Collision) between the right-following vehicle VH2 and the current vehicle VH is less than or equal to a predetermined time. TTC is the value obtained by dividing the distance between the right-following vehicle VH2 and the current vehicle VH by the relative speed between the right-following vehicle VH2 and the current vehicle VH.

[0032] The offset control unit 150 cancels the offset control even if the relationship between the left preceding vehicle VH1 and the own vehicle VH satisfies the offset condition, if the relationship between the right following vehicle VH2 and the own vehicle VH satisfies the cancellation condition. In other words, if the cancellation condition is met before the start of offset control, offset control is not executed, and if the cancellation condition is met after the start of offset control, offset control is stopped.

[0033] Although a detailed explanation based on the drawings will be omitted, the offset control unit 150 cancels the offset control if the relationship between the vehicle on the right and the vehicle's VH satisfies the offset condition and the relationship between the vehicle on the left and the vehicle's VH satisfies the cancellation condition, or if the relationship between the vehicle's VH and a stationary structure to the front side satisfies the offset condition and the relationship between the vehicle on the opposite side of the stationary structure and the vehicle's VH satisfies the cancellation condition.

[0034] Incidentally, if offset control is performed based on pre-set longitudinal and lateral speeds, depending on the timing when the cancellation condition is met, the vehicle behavior of the own vehicle VH may be such that it approaches the left preceding vehicle VH1, which was the target of the offset control. Figure 2C is a schematic diagram illustrating an example of such vehicle behavior. Specifically, as shown in Figure 2B, suppose that the vehicle VH is offset to the right of the center L0 of the vehicle's lane L with the left preceding vehicle VH1 as the target of the control, and the offset control is canceled because the relationship between the right following vehicle VH2 and the vehicle VH satisfies the cancellation condition. In this situation, if the offset control is canceled without adjusting the lateral or longitudinal speed, as shown in Figure 2C, the vehicle behavior of the own vehicle VH will be such that it approaches the left preceding vehicle VH1 when it returns to the center L0 of the vehicle's lane L, which may cause anxiety to the occupants of the vehicle VH.

[0035] Therefore, in this embodiment, when a right-following vehicle VH2 is detected during the execution of an offset targeting a left-leading vehicle VH1 (or a stationary structure), the vertical and lateral speeds used for offset control are appropriately adjusted based on the relationship between the right-following vehicle VH2 and the own vehicle VH, and the relationship between the left-leading vehicle VH1 (or a stationary structure) and the own vehicle VH. Specifically, as shown in Figure 1B, the offset control unit 150 includes a vertical movement control unit 151 that adjusts the vertical speed and a lateral movement control unit 152 that adjusts the lateral speed. The details of the processing performed by the vertical movement control unit 151 and the lateral movement control unit 152 will be described below. Note that the processing when a left-following vehicle is detected during the execution of an offset targeting a right-leading vehicle (or a stationary structure) of the own vehicle VH is omitted because it only reverses the left and right directions.

[0036] Figure 3A shows an example of a situation where, during the execution of an offset process targeting a left-leading vehicle VH1 with a slower vehicle speed than the current vehicle VH, a right-following vehicle VH2 with a faster vehicle speed than the current vehicle VH is detected, and the relationship between the right-following vehicle VH2 and the current vehicle VH satisfies the cancellation condition. That is, the vehicle speed V of the current vehicle VH is faster than the vehicle speed V1 of the left-leading vehicle VH1, and slower than the vehicle speed V2 of the right-following vehicle VH2 (V2>V>V1).

[0037] In this case, the longitudinal movement control unit 151 determines, based on the distance between the vehicle VH and the following vehicle VH2 to the right and the distance between the vehicle VH and the preceding vehicle VH1 to the left, whether the offset continuation condition is met, which allows the vehicle VH to overtake the preceding vehicle VH1 to the left before the following vehicle VH2 overtakes it, by accelerating the vehicle VH within a range below a predetermined upper limit acceleration (i.e., increasing the longitudinal speed). The timing at which the vehicle VH overtakes the preceding vehicle VH1 to the left is an example of the first timing in this disclosure, and the timing at which the vehicle VH is overtaken by the following vehicle VH2 to the right is an example of the second timing in this disclosure.

[0038] If the conditions for continuing the offset are not met, the offset control unit 150 cancels the offset control by returning the lateral position of the vehicle VH to the center L0 of the vehicle lane L, as shown in Figure 3B. At this time, the longitudinal movement control unit 151 reduces the longitudinal speed of the vehicle VH, i.e., decelerates the vehicle VH, in order to allow the following vehicle VH2 to pass. The deceleration used to decelerate the vehicle VH should be set to a larger deceleration the faster the following vehicle VH2 is traveling. In this case, in order to prevent a large change in the longitudinal behavior of the vehicle VH, the deceleration is set to a value greater than or equal to a predetermined lower limit deceleration.

[0039] As shown in Figure 3C, when the right-following vehicle VH2 overtakes the vehicle VH, the offset control unit 150 resumes offset control with the left-leading vehicle VH1 as the target. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so that a sufficient lateral distance is secured between the left-leading vehicle VH1 and the vehicle VH before the vehicle VH catches up to the left-leading vehicle VH1. In this case, in order to prevent a large change in the lateral behavior of the vehicle VH, the lateral movement is set to a value less than or equal to a predetermined upper limit lateral speed.

[0040] Figure 4A shows an example of a case where the conditions for continued offset are met. In Figure 4A, the vehicle speed V2' of the right-following vehicle VH2 is faster than the vehicle speed V of the own vehicle VH, but slower than the vehicle speed V2 of the right-following vehicle VH2 shown in Figure 3A (V2>V2'>V>V1).

[0041] If the conditions for continuing the offset are met, the offset control unit 150 continues the offset as shown in Figure 4B. At this time, the longitudinal movement control unit 151 increases the longitudinal speed of the vehicle VH, i.e., accelerates the vehicle VH, so that the vehicle VH overtakes the vehicle VH1 on the left before the vehicle VH2 on the right catches up to it. The acceleration used to accelerate the vehicle VH should be set to a larger value the faster the speed of the vehicle VH2 on the right is. In this case, in order to prevent a large change in the longitudinal behavior of the vehicle VH, the acceleration is set to a value less than or equal to a predetermined upper limit acceleration.

[0042] As shown in Figure 4C, when the vehicle VH overtakes the preceding vehicle VH1 on the left, the offset control unit 150 returns the lateral position of the vehicle VH to the center L0 of the vehicle's lane L. At this time, the lateral movement control unit 152 increases the lateral movement speed of the offset control so that the vehicle VH can return to the center L0 of the vehicle's lane L before being overtaken by the following vehicle VH2 on the right. In this case, in order to prevent a large change in the lateral behavior of the vehicle VH, the lateral speed is set to a value less than or equal to a predetermined upper limit lateral speed.

[0043] Figure 5A shows an example of a case where, during the execution of an offset targeting a relatively long stationary structure OJ1 located on the shoulder S (an example of an adjacent area in this disclosure) adjacent to the left side of the vehicle's lane L, a right-following vehicle VH2 with a higher vehicle speed than the vehicle's own vehicle VH is detected, and the relationship between the right-following vehicle VH2 and the vehicle's own vehicle VH satisfies the cancellation condition. Examples of such stationary structures OJ1 include pylons and temporary protective fences installed in conjunction with long-distance road construction.

[0044] If the vertical distance to the stationary structure OJ1 is relatively long, the vertical movement control unit 150A determines that the conditions for continuing the offset are not met. In this case, as shown in Figure 5B, the offset control unit 150 cancels the offset by returning the lateral position of the vehicle VH to the center L0 of the vehicle lane L. At this time, the vertical movement control unit 151 decelerates the vehicle VH to allow the following vehicle VH2 to pass. As shown in Figure 5C, once the following vehicle VH2 overtakes the vehicle VH, the offset control unit 150 resumes the offset with the stationary structure OJ1 as the target of control. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so that a sufficient distance is secured between the stationary structure OJ1 and the vehicle VH before the vehicle VH reaches the stationary structure OJ1.

[0045] Figure 5D shows an example of a case where, during the execution of an offset targeting a relatively short stationary structure OJ2 located on the shoulder S adjacent to the left side of the vehicle's lane L, a vehicle VH2 to the right and behind the vehicle VH with a higher speed than the vehicle VH is detected, and the relationship between the vehicle VH2 and the vehicle VH satisfies the cancellation condition. Examples of such stationary structures OJ2 include parked vehicles on the shoulder S or pylons installed over a short distance.

[0046] If the vertical distance to the stationary structure OJ2 is relatively short, the vertical movement control unit 151 determines that the condition for continuing the offset is met. In this case, as shown in Figure 5E, the offset control unit 150 continues the offset. At this time, the vertical movement control unit 151 accelerates the vehicle VH so that it overtakes the stationary structure OJ2 before the vehicle VH is overtaken by the following vehicle VH2 on the right. As shown in Figure 5F, once the vehicle VH has overtaken the stationary structure OJ2, the offset control unit 150 returns the lateral position of the vehicle VH to the center L0 of the vehicle lane L. At this time, the lateral movement control unit 152 increases the lateral speed of the offset control so that the vehicle VH can return to the center L0 of the vehicle lane L before the following vehicle VH2 on the right is overtaken by the following vehicle VH2.

[0047] Figure 6 shows an example of what happens when, during the execution of an offset targeting a vehicle VH1 to the left that is moving slower than the vehicle VH itself, a vehicle VH3 to the right that is moving slower than the vehicle VH itself and is traveling roughly parallel to the vehicle VH1 is detected. In other words, the vehicle speed V of the vehicle VH is faster than the vehicle speed V1 of the vehicle VH1 to the left and the vehicle speed V3 of the vehicle VH3 to the right, but the vehicle speed V1 of the vehicle VH1 to the left and the vehicle speed V3 of the vehicle VH3 to the right are approximately equal (V>V1≒V3). In such a state, even if the longitudinal and lateral speeds are adjusted, there is a high possibility that a sufficient distance cannot be secured between the vehicle VH and either the vehicle VH1 to the left or the vehicle VH3 to the right when overtaking.

[0048] In such a case, the lateral movement control unit 152 first obtains a first lateral distance D1, which is the distance from the boundary line between the vehicle's lane L and the adjacent left lane L1 to the vehicle ahead on the left VH1, and a second lateral distance D2, which is the distance from the boundary line between the vehicle's lane L1 and the adjacent right lane L2 to the vehicle ahead on the right VH3. If both of these lateral distances D1 and D2 have been obtained, the lateral movement control unit 152 generates a path plan that allows the vehicle VH to pass through an intermediate position between the vehicle ahead on the left VH1 and the vehicle ahead on the right VH3 in the vehicle's lane L, and overtake the vehicle ahead on the left VH1 and the vehicle ahead on the right VH3.

[0049] In the example shown in Figure 6A, the first lateral distance D1 is greater than the second lateral distance D2 (D1 > D2). In this case, the lateral movement control unit 152 generates a path plan that offsets the lateral position of the vehicle VH to the left adjacent lane L1 from the center L0 of the vehicle's lane L, as shown in Figure 6B. On the other hand, if neither the lateral distances D1 nor D2 can be obtained, the lateral movement control unit 150B cannot generate a path plan. In this case, the offset control unit 150 cancels the offset.

[0050] In the example shown in Figure 6, the case where a vehicle VH1 (to the left) and a vehicle VH3 (to the right), both with slower vehicle speeds than the vehicle VH itself, are detected as approaching targets, is explained. However, the same processing is performed when one or both approaching targets are stationary structures, so explanations for those cases are omitted.

[0051] Next, based on Figure 7, the routine for offset control processing by the CPU 11 of the ECU 10 will be explained. This routine is started, for example, when the LTA is running.

[0052] In step S100, the ECU10 determines whether offset control is active or not. If offset control is not active (No), the ECU10 proceeds to step S110. On the other hand, if offset control is active (Yes), the ECU10 proceeds to step S220.

[0053] In step S110, the ECU10 determines whether the offset condition is met. If the offset condition is met (Yes), the ECU10 proceeds to the process in step S120. On the other hand, if the offset condition is not met (No), the ECU10 returns to this routine.

[0054] In step S120, the ECU 10 determines whether or not it has detected an approaching vehicle in the adjacent lane L2 that is approaching its own vehicle VH from behind. If no approaching vehicle is detected (No), the ECU 10 proceeds to step S125 and performs offset control. On the other hand, if an approaching vehicle is detected (Yes), the ECU 10 proceeds to step S130.

[0055] In step S130, the ECU10 determines whether the cancellation condition is met. If the cancellation condition is not met (No), the ECU10 proceeds to step S125 and executes offset control. On the other hand, if the cancellation condition is met (Yes), the ECU10 proceeds to step S140.

[0056] In step S140, the ECU 10 determines whether it can avoid vehicle behavior in which its own vehicle SV approaches a preceding vehicle or stationary structure that is the target of offset control by adjusting the longitudinal and lateral speeds. If it determines that it can be avoided (Yes), the ECU 10 proceeds to step S144 and generates a path plan that adjusts the longitudinal and lateral speeds. Then, in step S148, it controls the movement of its own vehicle VH based on the path plan generated in step S144.

[0057] On the other hand, if it is determined in step S140 that avoidance is not possible (No), the ECU 10 proceeds to step S150. In step S150, it is determined whether or not the first lateral distance D1 of the preceding vehicle or stationary structure that is the target of offset control and the second lateral distance D2 of the approaching vehicle can be detected. If the first lateral distance D1 and the second lateral distance D2 can be detected (Yes), the ECU 10 proceeds to step S154 and generates a path plan based on the first lateral distance D1 and the second lateral distance D2. Next, in step S158, the ECU 10 controls the movement of its own vehicle VH based on the path plan generated in step S154. On the other hand, if the first lateral distance D1 and / or the second lateral distance D2 cannot be detected in step S150 (No), the ECU 10 terminates this routine without performing offset control.

[0058] In step S220, the ECU 10 determines whether or not it has detected an approaching vehicle in the adjacent lane L2 that is approaching its own vehicle VH. If no approaching vehicle is detected (No), the ECU 10 proceeds to step S225 and continues the offset. On the other hand, if an approaching vehicle is detected (Yes), the ECU 10 proceeds to step S230.

[0059] In step S230, the ECU10 determines whether the cancellation condition is met. If the cancellation condition is not met (No), the ECU10 proceeds to step S225 and continues the offset. On the other hand, if the cancellation condition is met (Yes), the ECU10 proceeds to step S240.

[0060] In step S240, the ECU 10 determines whether it can avoid vehicle behavior in which its own vehicle SV approaches a preceding vehicle or stationary structure that is the target of offset control by adjusting the longitudinal and lateral speeds. If it determines that it can be avoided (Yes), the ECU 10 proceeds to step S244 and generates a path plan that adjusts the longitudinal and lateral speeds. Then, in step S248, it controls the movement of its own vehicle VH based on the path plan generated in step S244.

[0061] On the other hand, if it is determined in step S240 that avoidance is not possible (No), the ECU 10 proceeds to step S250. In step S250, it is determined whether or not the first lateral distance D1 of the preceding vehicle or stationary structure that is the target of offset control and the second lateral distance D2 of the approaching vehicle can be detected. If the first lateral distance D1 and the second lateral distance D2 can be detected (Yes), the ECU 10 proceeds to step S254 and generates a path plan based on the first lateral distance D1 and the second lateral distance D2. Next, in step S258, the ECU 10 controls the movement of its own vehicle VH based on the path plan generated in step S254. On the other hand, if the first lateral distance D1 and / or the second lateral distance D2 cannot be detected in step S250 (No), the ECU 10 proceeds to step S260, cancels the offset, and then terminates this routine.

[0062] Although the vehicle control device and control method program according to this embodiment have been described above, this disclosure is not limited to the above embodiments, and various modifications are possible without departing from the purpose of this disclosure. The technology of this disclosure can also be applied to autonomous vehicles that perform some or all of the driving operations automatically.

Claims

1. A vehicle control device that controls the movement of the vehicle so that the vehicle's lateral position becomes a predetermined target lateral position set within the lane, When a forward object approaching the vehicle is detected in an adjacent area adjacent to the lane ahead of the vehicle, and an approaching vehicle is detected in an adjacent lane on the opposite side of the lane from the adjacent area, a longitudinal movement control unit controls the longitudinal acceleration and deceleration of the vehicle so that the first timing, which is the overtaking timing between the vehicle and the forward object, and the second timing, which is the overtaking timing between the vehicle and the approaching vehicle, are different timings, based on the relationship between the vehicle and the forward object and the relationship between the vehicle and the approaching vehicle. The system includes a lateral movement control unit that controls the lateral speed of the vehicle such that, in each of the different first and second timings, in the first timing the lateral position of the vehicle is offset to a target lateral position laterally away from the forward target in the lane, and in the second timing the lateral position of the vehicle is offset to a target lateral position laterally away from the approaching vehicle in the lane. Vehicle control system.

2. A vehicle control device according to claim 1, The vertical movement control unit controls the acceleration and deceleration within a predetermined range of upper and lower limits. If the acceleration and deceleration control does not allow the first timing and the second timing to be different, the lateral movement control unit offsets the lateral position of the vehicle to a target lateral position set based on a first lateral distance, which is the distance from the boundary between the lane and the adjacent area to the forward target, and a second lateral distance, which is the distance from the boundary between the lane and the adjacent lane to the approaching vehicle. Vehicle control system.

3. A vehicle control device according to claim 1, The adjacent region is another adjacent lane that is adjacent to the lane on the opposite side from the adjacent lane. The aforementioned forward target is another vehicle traveling in the other adjacent lane, which is a preceding vehicle traveling at a slower speed than the vehicle in question. The approaching vehicle is another vehicle traveling in the adjacent lane, and is a following vehicle traveling at a higher speed than the vehicle in question. If the vertical movement control unit cannot bring the second timing earlier than the first timing even when accelerating its own vehicle to a predetermined upper limit acceleration, it will decelerate its own vehicle so that the following vehicle overtakes its own vehicle before its own vehicle overtakes the preceding vehicle. The lateral movement control unit increases the lateral speed of the vehicle after the following vehicle has overtaken the vehicle itself by offsetting the vehicle to a target lateral position laterally away from the preceding vehicle before the first timing. Vehicle control system.

4. A vehicle control device according to claim 1, The adjacent region is another adjacent lane that is adjacent to the lane on the opposite side from the adjacent lane. The aforementioned forward target is another vehicle traveling in the other adjacent lane, which is a preceding vehicle traveling at a slower speed than the vehicle in question. The approaching vehicle is another vehicle traveling in the adjacent lane, and is a following vehicle traveling at a higher speed than the vehicle in question. If the vertical movement control unit can make the second timing earlier than the first timing by accelerating the vehicle at an acceleration below a predetermined upper limit acceleration, it will accelerate the vehicle so that the vehicle overtakes the preceding vehicle before the vehicle is overtaken by the following vehicle. The lateral movement control unit increases the lateral speed of the vehicle after it has overtaken the preceding vehicle by offsetting the vehicle to a target lateral position laterally away from the following vehicle before the second timing. Vehicle control system.

5. A vehicle control method that controls the movement of the vehicle so that the lateral position of the vehicle becomes a predetermined target lateral position set within the lane, When a forward object approaching the vehicle is detected in an adjacent area adjacent to the lane, ahead of the vehicle, and when an approaching vehicle is detected in an adjacent lane on the opposite side of the lane from the adjacent area, the longitudinal acceleration and deceleration of the vehicle is controlled such that the first timing, which is the overtaking timing between the vehicle and the forward object, and the second timing, which is the overtaking timing between the vehicle and the approaching vehicle, are different, based on the relationship between the vehicle and the forward object and the relationship between the vehicle and the approaching vehicle. In each of the different first and second timings, the lateral speed of the vehicle is controlled such that, in the first timing, the lateral position of the vehicle is offset to a target lateral position laterally away from the forward target in the lane, and in the second timing, the lateral speed of the vehicle is controlled such that the lateral position of the vehicle is offset to a target lateral position laterally away from the approaching vehicle in the lane. A method for controlling a vehicle.

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