Driving control system

Abstract

To provide a travel control device which performs drive support of suppressing the fear of occupants of a vehicle that may occur when the vehicle is traveling while avoiding an obstacle existing in a vehicle travel lane that the vehicle travels.SOLUTION: A travel control device comprises: an obstacle detection unit 10 which detects a travelable width α being a distance between obstacles on both sides in a vehicle travel lane that an own vehicle MV travels and an obstacle reaching distance d being a distance from the own vehicle MV to the obstacle OV; a passability determination unit 20 which determines whether or not the own vehicle MV can avoid the obstacle OV in the vehicle travel lane that the own vehicle is currently traveling on the basis of the travelable width α, a vehicle width γ of the own vehicle MV and a margin β being a distance between the own vehicle MV and the obstacle OV; a surrounding vehicle detection unit 30 which detects surrounding vehicle information being information on a position and travel speed of any one of surrounding vehicles vehicle SV; and a travel control unit 40 which executes travel control for traveling while avoiding the obstacle OV on the basis of the determination result of the passability determination unit 20 and the surrounding vehicle information.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This invention relates to a vehicle control device. [Background technology]

[0002] In recent years, driver assistance systems that support the operation of vehicles, including automobiles, have been put into practical use and have become widely adopted, with the aim of reducing the burden on drivers in operating vehicles and contributing to safe driving.

[0003] In this type of driver assistance system, systems have emerged and are evolving to provide driver assistance in accordance with the driver's driving characteristics, while suppressing any sense of discomfort to the driver (see, for example, Patent Document 1). [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2011-162075 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] However, even in advanced driver assistance systems like the one described in Patent Document 1, when a vehicle is navigating a lane to avoid an obstacle, if the driver assistance system determines that the vehicle can pass alongside the obstacle, it will pass alongside the obstacle without implementing control to reduce the vehicle's speed. Therefore, when passing alongside an obstacle in order to avoid it, a problem arose in the occupants of the vehicle: fear of colliding with the obstacle.

[0006] Therefore, the present invention has been made in view of the above-mentioned problems, and aims to provide a driving control device that provides driving assistance to suppress the fear experienced by the occupants of a vehicle when they are driving while avoiding an obstacle in a lane. [Means for solving the problem]

[0007] Embodiment 1; One or more embodiments of the present invention include: a passability determination unit that determines whether it is possible for the vehicle to avoid an obstacle within the vehicle lane it is currently traveling in, based on the passability width, which is the distance between obstacles on both sides in the vehicle lane in which the vehicle is traveling; the vehicle width of the vehicle; and the clearance, which is the distance between the vehicle and the obstacle when the vehicle passes the obstacle; and a driving control unit that performs driving control to avoid the obstacle, based on the determination result of the passability determination unit, the obstacle arrival distance, which is the distance to the obstacle in the vehicle lane in which the vehicle is traveling; and surrounding vehicle information, which is information on the position and speed of surrounding vehicles traveling in the vehicle lane in which the vehicle is traveling and in adjacent vehicle lanes. The aforementioned margin is determined based on a conversion table created from the results of checking how much distance should be maintained between the vehicle and obstacles at each driving speed to prevent the occupants from feeling fear. The proposed driving control device is characterized in that, if the passage feasibility determination unit determines that the vehicle can avoid the obstacle within the vehicle lane it is currently traveling in, the driving control unit controls the vehicle's speed so that when the vehicle passes the obstacle, the vehicle, surrounding vehicles, and the obstacle do not move side by side.

[0009] form 2 In one or more embodiments of the present invention, if the passage permit / failure determination unit determines that the vehicle cannot avoid the obstacle within the vehicle lane it is currently traveling in, the driving control unit shall The vehicle determines whether there is an adjacent lane it can enter, and if there is an adjacent lane it can enter, Based on the surrounding vehicle information, it is determined whether the surrounding vehicle is approaching from behind at a speed faster than the vehicle's own speed, and if it is determined that the surrounding vehicle is approaching from behind at a speed faster than the vehicle's own speed, The vehicle enters the accessible traffic lane. The proposed driving control device is characterized by performing speed control to increase the driving speed of the vehicle itself so that the difference in driving speed between the vehicle itself and surrounding vehicles is within a predetermined value, and then performing driving control to avoid the obstacle.

[0010] Embodiment 4; One or more embodiments of the present invention propose a driving control device in which, when the driving control unit performs speed control to increase the driving speed of the vehicle, determines whether the vehicle can enter a vehicle lane to avoid the obstacle based on the distance to the obstacle and the surrounding vehicle information, and if it determines that it cannot enter, it executes control to stop the vehicle, and after the surrounding vehicles have passed, the vehicle executes driving control to avoid the obstacle. [Effects of the Invention]

[0011] According to one or more embodiments of the present invention, there is an effect of suppressing the fear experienced by vehicle occupants when navigating around obstacles in a lane of traffic. [Brief explanation of the drawing]

[0012] [Figure 1] This figure shows the configuration of a driving control device according to the first embodiment of the present invention. [Figure 2] This figure shows the information detected by the obstacle detection unit of the driving control device according to the first embodiment of the present invention. [Figure 3] This figure shows the information detected by the obstacle detection unit of the driving control device according to the first embodiment of the present invention. [Figure 4] This figure shows the information detected by the surrounding vehicle detection unit of the driving control device according to the first embodiment of the present invention. [Figure 5] This figure shows the processing flow of the driving control device according to the first embodiment of the present invention. [Figure 6] This diagram schematically shows the speed control process performed by the travel control unit of the travel control device according to the first embodiment of the present invention. [Figure 7] This diagram schematically shows the speed control process performed by the travel control unit of the travel control device according to the first embodiment of the present invention. [Figure 8]It is a diagram schematically showing speed control processing executed by a travel control unit of a travel control device according to a first embodiment of the present invention. [Figure 9] It is a diagram showing a processing flow of a travel control device according to a first embodiment of the present invention. [Figure 10] It is a diagram showing a processing flow of a travel control device according to a first embodiment of the present invention. [Figure 11] It is a diagram showing a configuration of a travel control device according to a second embodiment of the present invention. [Figure 12] It is a diagram showing information detected by an obstacle detection unit of a travel control device according to a second embodiment of the present invention. [Figure 13] It is a diagram schematically showing a course change process of a host vehicle executed by a travel control unit of a travel control device according to a second embodiment of the present invention. [Figure 14] It is a diagram schematically showing a course change process of a host vehicle executed by a travel control unit of a travel control device according to a second embodiment of the present invention. [Figure 15] It is a diagram schematically showing a course change process of a host vehicle executed by a travel control unit of a travel control device according to a second embodiment of the present invention. [Figure 16] It is a diagram showing a processing flow of a travel control device according to a second embodiment of the present invention.

Embodiments for Carrying Out the Invention

[0013] Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 16.

[0014] ]> <First Embodiment> The travel control device 1 according to the present embodiment will be described with reference to FIGS. 1 to 10.

[0015] <Configuration of Travel Control Device 1> As shown in FIG. 1, the travel control device 1 according to the present embodiment includes an obstacle detection unit 10, a passage permission determination unit 20, a surrounding vehicle detection unit 30, and a travel control unit 40.

[0016] The obstacle detection unit 10 detects the drivable width, which is the distance between obstacles on both sides of the traffic lane in which the vehicle MV is traveling, and the obstacle reach distance, which is the distance from the vehicle MV to the obstacle. The obstacle detection unit 10 is, for example, an image analysis device that detects the drivable width and obstacle reach distance mentioned above by analyzing image information in front of the vehicle MV. Furthermore, the obstacle detection unit 10 performs image analysis to determine whether or not the detected obstacle is a vehicle. The obstacle detection unit 10 may also be equipped with a LiDAR or millimeter-wave radar to detect the drivable width and the distance to obstacles.

[0017] Here, we will explain the information detected by the obstacle detection unit 10 using Figure 2. Figure 2 illustrates two examples of obstacles in the traffic lane where the vehicle MV is traveling: a construction road cone (RC) and a vehicle that is stopped halfway into the right-turn lane in order to turn right at the intersection ahead. The obstacle detection unit 10 detects the drivable width α, which is the distance between the road cone RC and the obstacle OV in the vehicle lane on which the vehicle MV is traveling, and the obstacle reach distance d (d1, d2 if there are obstacles on both sides), which is the distance from the vehicle MV to each obstacle. The obstacle detection unit 10 transmits the detected drivable width α to the passability determination unit 20, which will be described later. Furthermore, the obstacle detection unit 10 transmits the value of the detected obstacle reach distance d to the driving control unit 40, which will be described later. Furthermore, if an obstacle is detected on only one side of the vehicle lane, as shown in Figure 3, the distance between the lane without the obstacle (Line1) and the obstacle OV is detected as the drivable width α. Furthermore, the obstacle detection unit 10 detects the obstacle distance (δ1, δ2), which is the distance between the vehicle MV and the obstacle, based on image information in front of the vehicle MV, and transmits the detection result to the driving control unit 40. Furthermore, the obstacle detection unit 10 detects from image information in front of the vehicle MV whether or not there is a vehicle lane adjacent to the vehicle lane currently being driven in, and transmits the detection result to the driving control unit 40, which will be described later.

[0018] The passability determination unit 20 determines whether it is possible for the vehicle MV to avoid an obstacle within the vehicle lane it is currently traveling in, based on the passable width, which is the distance between obstacles on both sides in the vehicle lane in which the vehicle MV is traveling, the vehicle width of the vehicle MV, and the clearance, which is the distance between the vehicle MV and the obstacle when the vehicle MV passes the obstacle. Specifically, the passability determination unit 20 determines whether the vehicle MV can avoid the road cone RC and obstacle OV, which are obstacles, within the traffic lane in which the vehicle MV is currently traveling, based on the drivable width α received from the obstacle detection unit 10, the vehicle width γ of the vehicle MV stored in a memory (not shown), and the margin β, which is the distance between the vehicle MV and the obstacle. More specifically, the passability determination unit 20 compares the value of the vehicle width γ + (allowance β × 2) with the value of the passable width α in order to determine whether or not an obstacle can be avoided within the currently moving vehicle lane. If the vehicle width γ + (allowance β × 2) < drivable width α, it is determined that it is possible to avoid obstacles within the currently operating lane. On the other hand, if vehicle width γ + (allowance β × 2) > drivable width α, it is determined that it is impossible to avoid the obstacle within the currently operating lane. Here, the value of the margin β mentioned above is determined based on the driving speed of the vehicle MV. Furthermore, based on the knowledge that the degree to which an occupant experiences fear changes depending on the speed at which the vehicle MV is traveling when passing an obstacle, the passability determination unit 20 determines the value of the margin β based on the current speed of the vehicle MV and determines whether or not the obstacle can be avoided within the vehicle lane in which the vehicle MV is traveling. Here, the value of the margin β is determined based on the current speed of the vehicle MV, for example, using a speed / margin β conversion table stored in memory (not shown). The conversion table mentioned above is created by checking, at different speeds, how far the vehicle (MV) should be from obstacles to prevent the occupants from feeling fear, and then generating the conversion table based on the results of that check. The passability determination unit 20 transmits the determination result of whether or not it is possible for its own vehicle MV to avoid obstacles within the vehicle lane it is currently traveling in to the driving control unit 40, which will be described later.

[0019] The surrounding vehicle detection unit 30 detects surrounding vehicle information, which is information about the position and speed of surrounding vehicles SV traveling in the lane in which the vehicle MV is traveling and in adjacent lane. The surrounding vehicle detection unit 30 is, for example, an image analysis device that detects the position and speed of surrounding vehicles SV by analyzing image information of the vehicle MV in a 360° direction. Specifically, as shown in Figure 4, when it is detected that a neighboring vehicle SV is traveling in a lane adjacent to the lane in which the vehicle MV is traveling, the distance L between the vehicle MV and the neighboring vehicle SV and the travel speed V of the neighboring vehicle SV are determined. SV It detects speeds such as 40 km / h. Furthermore, the surrounding vehicle detection unit 30 may also be equipped with a LIDAR or millimeter-wave radar to acquire information about surrounding vehicles. The surrounding vehicle detection unit 30 transmits the detected surrounding vehicle information to the driving control unit 40, which will be described later.

[0020] The driving control unit 40 executes driving control to avoid the obstacle OV and drive its own vehicle MV, based on the obstacle detection unit 10's detection distance to the obstacle, the passability determination unit 20's determination result, and the surrounding vehicle detection unit 30's detection of surrounding vehicles. Specifically, if the passability determination unit 20 determines that the vehicle MV can avoid the obstacle OV within the vehicle lane it is currently traveling in, the driving control unit 40 controls the vehicle MV's speed so that when the vehicle MV passes the obstacle OV, the vehicle MV, surrounding vehicles SV, and the obstacle OV are not side-by-side.

[0021] Furthermore, if the travel feasibility determination unit 20 determines that the vehicle MV cannot avoid an obstacle OV within the traffic lane it is currently traveling in, the travel control unit 40 determines, based on surrounding vehicle information, whether a surrounding vehicle SV is approaching from behind at a speed faster than the travel speed of the vehicle MV. Then, when it is determined that a surrounding vehicle SV is approaching from behind at a speed faster than the vehicle MV's own speed, speed control is performed to increase the vehicle MV's speed so that the difference in speed between the vehicle MV and the surrounding vehicle SV is within a predetermined value, and then driving control is performed to cause the vehicle MV to avoid the obstacle OV. Furthermore, if there are surrounding vehicles SV approaching at a faster speed than your own vehicle MV, and you move your vehicle MV into an adjacent lane, the surrounding vehicles SV may come very close to your vehicle MV, potentially causing fear in the driver. Therefore, when the vehicle MV enters an adjacent lane to avoid an obstacle OV, the driving control unit 40 determines whether or not there is a surrounding vehicle SV approaching from behind the lane being entered at a faster speed than the vehicle MV.

[0022] Furthermore, if the driving control unit 40 determines that there is a surrounding vehicle SV approaching at a faster speed than its own vehicle MV, the driving control unit 40 controls the speed of its own vehicle MV to increase its speed, and after confirming that the speed difference between the surrounding vehicle SV and its own vehicle MV is within a predetermined value, it controls the vehicle MV to avoid the obstacle OV. Furthermore, the driving control performed by the driving control unit 40 to avoid obstacles OV includes at least control of the timing of the turn signal illumination and deactivation, steering assistance control, and speed control.

[0023] Furthermore, when the driving control unit 40 performs speed control to increase the driving speed of its own vehicle MV as described above, it takes into account the obstacle approach distance d and surrounding vehicle information (distance L to surrounding vehicle SV and driving speed V). SVBased on this, the system determines whether the vehicle MV can enter the adjacent traffic lane to avoid the obstacle OV. If it determines that it cannot enter, it executes control to stop the vehicle MV, and after the surrounding vehicle SV has passed, it executes driving control to allow the vehicle MV to avoid the obstacle OV.

[0024] <Processing by the travel control unit 40> The processing of the driving control unit 40 will be explained using Figures 5 to 10.

[0025] <Processing when a moving vehicle (MV) avoids an obstacle (OV) within a traffic lane> Using Figure 5, the processing of the driving control unit 40 when the vehicle MV avoids an obstacle OV within the currently moving vehicle lane will be explained.

[0026] The driving control unit 40 determines whether or not an obstacle OV has been detected in the vehicle lane in which the vehicle MV is traveling, based on the detection results received from the obstacle detection unit 10 (step S100). If the driving control unit 40 determines that an obstacle OV has been detected in the vehicle lane in which its own vehicle MV is traveling (YES in step S100), it proceeds to step S110. On the other hand, if the driving control unit 40 determines that no obstacle OV has been detected in the vehicle lane in which its own vehicle MV is traveling (NO in step S100), it returns to step S100 and transitions to the standby state.

[0027] If the driving control unit 40 determines that an obstacle OV has been detected in the lane in which the vehicle MV is traveling (YES in step S100), it determines whether the vehicle MV can avoid the detected obstacle OV in the lane in which it is currently traveling (step S110). Specifically, the driving control unit 40 checks the determination result received from the passability determination unit 20 and determines whether it is possible for its own vehicle MV to avoid the obstacle OV within the vehicle lane it is currently traveling in. If the driving control unit 40 determines that the detected obstacle OV can be avoided by the vehicle MV in the lane it is currently traveling in (YES in step S110), it proceeds to step S140. On the other hand, if the driving control unit 40 determines that the detected obstacle OV cannot be avoided in the currently moving vehicle lane (NO in step S110), it proceeds to step S120.

[0028] If the driving control unit 40 determines that the detected obstacle OV cannot be avoided in the vehicle lane currently being driven in ("NO" in step S110), it determines whether there is an adjacent vehicle lane that the vehicle MV can enter to avoid the obstacle OV (step S120). Specifically, the driving control unit 40 determines, based on the detection results received from the obstacle detection unit 10, whether or not there is an adjacent traffic lane that the vehicle MV can enter in order to avoid the obstacle OV. If the driving control unit 40 determines that there is an adjacent traffic lane that the vehicle MV can enter to avoid the obstacle OV (YES in step S120), it proceeds to step S210, as shown in Figure 9. On the other hand, if the driving control unit 40 determines that there are no adjacent traffic lanes that the vehicle MV can enter to avoid the obstacle OV (NO in step S120), it proceeds to step S130. The processing flow when your vehicle MV enters an adjacent lane to avoid an obstacle OV will be described later.

[0029] If the driving control unit 40 determines that there are no adjacent traffic lanes that the vehicle MV can enter to avoid the obstacle OV (NO in step S120), it executes ACC control (Adaptive cruise control) on the vehicle MV (step S130), and returns to step S100 to continue processing. If there is no lane available for the vehicle MV to enter in order to avoid the obstacle OV, the driving control unit 40 controls the vehicle MV's speed and the distance between the vehicle MV and the obstacle OV to prevent the vehicle MV from colliding with the obstacle OV. Furthermore, when the driving control unit 40 performs speed control of its own vehicle MV using ACC control, it outputs a warning sound and a warning display to the occupants before starting speed control. After starting ACC control, the driving control unit 40 returns to step S100 for its own vehicle MV, because a vehicle waiting to turn right, which is an obstacle OV, may, for example, fully enter the right-turn lane. The unit continuously checks the detection result of the obstacle OV (step S100) and the determination result of avoiding the obstacle OV within the same vehicle lane (step S110).

[0030] If the driving control unit 40 determines that it is possible to avoid the obstacle OV within the same vehicle lane ("YES" in step S110), it determines whether the vehicle MV, the surrounding vehicle SV, and the obstacle OV will be side-by-side when the vehicle MV passes over the obstacle OV (step S140). If the driving control unit 40 determines that its own vehicle MV will not be running alongside the surrounding vehicle SV when passing over the obstacle OV (NO in step S140), it proceeds to step S160. On the other hand, if the driving control unit 40 determines that the vehicle MV, the surrounding vehicle SV, and the obstacle OV are side-by-side when the vehicle MV passes over the obstacle OV (YES in step S140), it controls the speed of the vehicle MV (step S150) and proceeds to step S160. Furthermore, when the driving control unit 40 performs speed control of its own vehicle MV, it outputs a warning sound and a warning display to the occupants before starting speed control.

[0031] Using Figures 6 to 8, the method by which the driving control unit 40 determines whether the vehicle MV, the surrounding vehicle SV, and the obstacle OV are side-by-side when the vehicle MV passes over the obstacle OV will be explained. If the obstacle detection unit 10 detects an obstacle OV in the traffic lane where the vehicle MV is traveling, the driving control unit 40 will use the obstacle reach distance d detected by the obstacle detection unit 10 and the surrounding vehicle information (distance L to surrounding vehicle SV and driving speed V) detected by the surrounding vehicle detection unit 30 to determine the obstacle's reach. SV ) and the driving speed V of the vehicle MV MV Based on this, if the vehicle MV continues to travel while maintaining its current speed, it will be checked whether the vehicle MV will be traveling alongside the surrounding vehicle SV at the time it avoids the obstacle OV.

[0032] For example, as shown in Figure 6, the driving control unit 40 determines whether the vehicle MV, the obstacle OV, and the surrounding vehicle SV will be side-by-side, as shown in Figure 7, when a surrounding vehicle SV traveling ahead of the lane adjacent to the lane in which the vehicle MV is traveling is traveling at 40 km / h, and the vehicle MV continues to travel at 60 km / h. Specifically, the driving control unit 40 determines the time T until the vehicle MV reaches the obstacle OV. MV And the time T until the surrounding vehicle SV reaches the obstacle OV. SV The system calculates the time difference △T, and if this time difference is within a predetermined value, it is determined that the vehicle MV, the obstacle OV, and the surrounding vehicle SV are traveling side by side. On the other hand, if the time difference is greater than or equal to a predetermined value, the driving control unit 40 determines that the vehicle MV, the obstacle OV, and the surrounding vehicle SV will not be aligned side by side. When the driving control unit 40 determines that its own vehicle MV, the obstacle OV, and the surrounding vehicle SV are side by side, it sets the driving speed V of its own vehicle MV so that the time difference △T is greater than or equal to a predetermined value. MV Control. Specifically, as shown in Figure 8, when the driving control unit 40 determines that its own vehicle MV, the obstacle OV, and the surrounding vehicle SV are side by side, it sets the driving speed V of its own vehicle MV so that the time difference △T is greater than or equal to a predetermined value. MV For example, this involves controlling the vehicle to decelerate from 60 km / h to 40 km / h, thereby preventing the vehicle MV, the obstacle OV, and surrounding vehicles SV from traveling side-by-side.

[0033] If the driving control unit 40 determines that when the vehicle MV passes over the obstacle OV, the vehicle MV, the surrounding vehicle SV, and the obstacle OV are not aligned side-by-side (NO in step S140), or if the processing in step S150 is completed, the driving control unit 40 determines whether steering assistance control for the vehicle MV is necessary (step S160). Specifically, the driving control unit 40 determines whether steering assistance control is necessary based on the actual distance between the vehicle MV and the obstacle OV (δ1, δ2 shown in Figure 3) received from the obstacle detection unit 10. More specifically, the driving control unit 40 determines, for example, that steering assistance control is necessary if the difference between δ1 and δ2 is greater than or equal to a predetermined value. If the driving control unit 40 determines that steering assistance control of its own vehicle MV is necessary (YES in step S160), it executes steering assistance control of its own vehicle MV (step S170) and proceeds to step S180. On the other hand, if the driving control unit 40 determines that steering assistance control of its own vehicle MV is not necessary (NO in step S160), it proceeds to step S180.

[0034] The driving control unit 40 determines whether or not speed control of its own vehicle MV is necessary (step S180). The driving control unit 40 considers, for example, that the speed of the vehicle MV may increase or the obstacle OV may move due to driver operation or road conditions such as slopes, and until the vehicle MV avoids the obstacle OV, it compares a margin β based on the current driving speed of the vehicle MV with the actual distance (δ1, δ2) between the vehicle MV and the obstacle OV to determine the need for speed control. Specifically, the driving control unit 40 determines that it is necessary to control the speed of its own vehicle MV if (δ1 + δ2) / 2 < margin β. In other words, if the driving control unit 40 determines that avoiding and passing over the obstacle OV at the current driving speed would cause fear in the occupants, it determines that it is necessary to control the driving speed of its own vehicle MV to slow it down. The driving control unit 40 refers to the driving speed / margin β conversion table, determines the driving speed from the value of (δ1+δ2) / 2, and performs speed control so that the driving speed of its own vehicle MV becomes the determined driving speed. If the driving control unit 40 determines that speed control of its own vehicle MV is necessary (YES in step S180), it executes control to reduce the speed of its own vehicle MV (step S190) and proceeds to step S200. Furthermore, when the driving control unit 40 performs speed control of its own vehicle MV, it outputs a warning sound and a warning display to the occupants before starting speed control. On the other hand, if the driving control unit 40 determines that speed control of its own vehicle MV is not necessary (NO in step S180), it proceeds to step S200.

[0035] The driving control unit 40 determines whether the vehicle MV has avoided the obstacle OV (step S200). The driving control unit 40 checks the detection result received from the obstacle detection unit 10 and determines whether or not the obstacle OV has been avoided. If the driving control unit 40 determines that its own vehicle MV has not avoided the obstacle OV (NO in step S200), it returns to step S110 and continues processing. On the other hand, if the driving control unit 40 determines that its own vehicle MV has avoided the obstacle OV ("YES" in step S200), it terminates the process.

[0036] <Processing when your vehicle (MV) enters an adjacent traffic lane to avoid an obstacle (OV)> Using Figure 9, we will explain the process when your vehicle MV enters a lane adjacent to the lane you are currently traveling in, in order to avoid an obstacle OV.

[0037] If the driving control unit 40 determines that there is an adjacent vehicle lane that can be entered to avoid the obstacle OV (YES in step S120 of Figure 5), it proceeds to step S210.

[0038] Based on the surrounding vehicle information received from the surrounding vehicle detection unit 30, the driving control unit 40 determines whether or not there is a surrounding vehicle SV approaching from behind the vehicle MV at a speed faster than the vehicle MV's driving speed in the vehicle lane into which the vehicle MV is to enter in order to avoid an obstacle OV (step S210). If the driving control unit 40 determines that there are no surrounding vehicles SV approaching from behind its own vehicle MV ("NO" in step S210), it proceeds to step S250. On the other hand, if the driving control unit 40 determines that there is a surrounding vehicle SV approaching from behind its own vehicle MV (YES in step S210), it proceeds to step S220.

[0039] If the driving control unit 40 determines that there is a surrounding vehicle SV approaching from behind the vehicle MV (YES in step S210), it controls the vehicle MV to increase its speed and determines whether it is possible to avoid the obstacle OV (step S220). Here, we will explain how the driving control unit 40 determines whether it can avoid the obstacle OV by executing control to increase the driving speed of its own vehicle MV. Before starting speed control to increase the speed of its own vehicle MV, the driving control unit 40 calculates the acceleration time required until the speed difference between its own vehicle MV and surrounding vehicles SV falls within a predetermined value, and the avoidance time required to move its own vehicle MV to a position where it can avoid obstacles OV. Specifically, acceleration time is calculated based, for example, on a predetermined acceleration (a speed change that does not cause anxiety to the occupants) and the speed difference between the vehicle MV and surrounding vehicles SV. Furthermore, the avoidance time is calculated by adding the time from when the turn signal is activated and the lane change begins, a predetermined lateral movement speed (a lane change speed that does not cause anxiety to the occupants), and the lateral movement distance from the current vehicle position to the position where the obstacle OV is avoided. The driving control unit 40 calculates the expected driving distance, which is the distance the vehicle MV will travel during the sum of the acceleration time and avoidance time, based on the acceleration time, avoidance time, and the current driving speed of the vehicle MV, and compares this calculation result with the obstacle arrival distance d. At this time, if the expected travel distance is greater than the distance to the obstacle, the driving control unit 40 determines that the vehicle MV will reach the obstacle OV before the control to avoid the obstacle OV is completed, and therefore it is not possible to safely avoid the obstacle OV.

[0040] The driving control unit 40 controls the speed of its own vehicle MV to increase its speed, and if it determines that it cannot avoid the obstacle OV (NO in step S220), it moves the process to step S300. On the other hand, the driving control unit 40 controls the speed of its own vehicle MV to increase its speed, and if it determines that it can avoid the obstacle OV (YES in step S220), it controls the speed of its own vehicle MV to increase (step S230) and proceeds to step S240.

[0041] The driving control unit 40 controls the speed of its own vehicle MV to increase its speed, and if it determines that its own vehicle MV cannot avoid the obstacle OV (NO in step S220), it starts control to stop its own vehicle MV within the lane it is currently traveling in (step S300), and proceeds to step S310. In other words, if the driving control unit 40 determines that it cannot safely avoid the obstacle OV by increasing the driving speed of its own vehicle MV to enter in front of a vehicle approaching from behind, it controls the vehicle MV to temporarily stop within the traffic lane it is currently traveling in. The driving control unit 40 controls the driving speed of the vehicle MV and the distance between the vehicle MV and the obstacle OV in front of it, and executes control to stop the vehicle MV, so that the vehicle MV does not collide with the obstacle OV in front of it.

[0042] The driving control unit 40 determines whether or not its own vehicle MV has come to a stop (step S310). Specifically, the driving control unit 40 acquires the driving speed of its own vehicle MV and determines whether or not the vehicle MV has stopped. If the driving control unit 40 determines that its own vehicle MV is not stopped ("NO" in step S310), it returns to step S310 and transitions to the standby state. On the other hand, if the driving control unit 40 determines that its own vehicle MV has stopped (YES in step S310), it returns to step S210 and continues processing. In other words, after confirming that its own vehicle MV has come to a stop, the driving control unit 40, in step S210, determines again whether or not there is a vehicle approaching its own vehicle MV from behind, and then continues processing.

[0043] The driving control unit 40 determines whether the difference between the driving speed of a surrounding vehicle SV approaching the vehicle MV from behind and the driving speed of the vehicle MV itself falls within a predetermined value (step S240). If the driving control unit 40 determines that the difference between the driving speed of a surrounding vehicle SV approaching the vehicle MV from behind and the driving speed of the vehicle MV itself is within a predetermined value (step S240 "YES"), it proceeds to step S250. On the other hand, if the driving control unit 40 determines that the difference between the driving speed of a surrounding vehicle SV approaching the vehicle MV from behind and the driving speed of the vehicle MV is not within a predetermined value (step S240 "NO"), it returns to step S230 and continues the process. In other words, the driving control unit 40 performs control (step S230) to increase the driving speed of the vehicle MV until the difference between the driving speed of the vehicle MV and the driving speed of the vehicle MV is within a predetermined value. Furthermore, while increasing the speed of the vehicle MV until the difference between the speed of surrounding vehicles SV and the speed of the vehicle MV is within a predetermined value, if, for example, a vehicle cuts in front of the vehicle MV or a preceding vehicle in the same lane suddenly decelerates, the driving control unit 40 switches to collision avoidance control and starts control to decelerate the vehicle MV.

[0044] If the driving control unit 40 determines that there are no surrounding vehicles SV approaching the vehicle MV from behind at a speed faster than the vehicle MV ("NO" in step S210), and if it determines that the difference between the driving speed of the surrounding vehicles SV approaching the vehicle MV from behind and the driving speed of the vehicle MV is within a predetermined value ("YES" in step S240), it determines whether the obstacle OV that the vehicle MV is avoiding is a vehicle (step S250). Specifically, the driving control unit 40 determines, based on information from the obstacle detection unit 10, whether or not the obstacle OV that the vehicle MV is to avoid is a vehicle. If the driving control unit 40 determines that the obstacle OV that the vehicle MV is to avoid is a vehicle (YES in step S250), it sets the target lateral position, which is the distance between the vehicle MV and the obstacle OV when the vehicle MV passes the obstacle OV, to "large", starts driving control to move the vehicle MV into the adjacent vehicle lane (step S260), and moves the process to step S400 in Figure 10. On the other hand, if the driving control unit 40 determines that the obstacle OV that the vehicle MV is to avoid is not a vehicle ("NO" in step S250), it sets the target lateral position, which is the distance between the vehicle MV and the obstacle OV when the vehicle MV passes the obstacle OV, to "small" and starts driving control to move the vehicle MV into the adjacent vehicle lane (step S270). When the vehicle MV enters an adjacent lane to avoid an obstacle OV, the driving control unit 40 changes the target distance between the vehicle MV, the obstacle OV, and the obstacle OV, depending on whether the obstacle OV is a vehicle or not. In other words, if the obstacle OV is a vehicle, there is a risk of the vehicle suddenly moving or its doors opening. Therefore, the driving control unit 40 sets a target lateral position so that a collision can be avoided by collision avoidance control, etc., even if a sudden change in the obstacle OV occurs. Furthermore, when the obstacle OV is not a vehicle, the target lateral position is set to a shorter distance than when the obstacle OV is a vehicle. This distance is set so that the occupants do not experience fear when passing over the obstacle OV.

[0045] <Driving control process to move the vehicle MV into an adjacent traffic lane> Using Figure 10, we will explain the process of driving control when the vehicle MV enters an adjacent traffic lane.

[0046] When the driving control unit 40 initiates driving control for its own vehicle MV to enter an adjacent traffic lane, it illuminates the turn signal on the side of the traffic lane being entered in order to avoid the obstacle OV of the vehicle MV (step S400).

[0047] The driving control unit 40 checks the position of the vehicle MV with the target lateral position set in step S260 or step S270, and determines whether steering assistance control is necessary (step S410). If the driving control unit 40 determines that steering assistance control is necessary (YES in step S410), it executes steering assistance control (step S420) and proceeds to step S430. Specifically, the driving control unit 40 performs steering assistance control so that the detection result (δ2) of the obstacle detection unit 10 becomes greater than the distance set for the target lateral position. If the driving control unit 40 determines that steering assistance control is not necessary (YES in step S410), it proceeds to step S430.

[0048] The driving control unit 40 determines whether the vehicle MV has avoided the obstacle OV (step S430). The driving control unit 40 determines whether the vehicle MV has avoided the obstacle OV based on the detection result of the obstacle detection unit 10. If the driving control unit 40 determines that its own vehicle MV has avoided the obstacle OV (YES in step S430), it proceeds to step S440. On the other hand, if the driving control unit 40 determines that its own vehicle MV has not avoided the obstacle OV (NO in step S430), it returns to step S410 and continues processing.

[0049] If the driving control unit 40 determines that its own vehicle MV has avoided the obstacle OV (YES in step S430), it controls the turn signal to turn off (step S440) and terminates the process.

[0050] <Effects and Actions> As described above, the driving control device 1 according to this embodiment includes: an obstacle detection unit 10 that detects the drivable width α, which is the distance between obstacles OV on both sides in the vehicle lane on which the vehicle MV is traveling, and the obstacle reach distance d, which is the distance from the vehicle MV to the obstacle OV; a passability determination unit 20 that determines whether or not it is possible for the vehicle MV to avoid the obstacle OV in the vehicle lane on which it is currently traveling, based on the drivable width α, the vehicle width γ of the vehicle MV, and the margin β, which is the distance between the vehicle MV and the obstacle OV when the vehicle MV passes the obstacle OV; a surrounding vehicle detection unit 30 that detects surrounding vehicle information, which is information on the position and speed of surrounding vehicles SV traveling in the vehicle lane on which the vehicle MV is traveling and in a vehicle lane adjacent to it; and a driving control unit 40 that executes driving control to avoid the obstacle OV based on the determination result of the passability determination unit 20 and the surrounding vehicle information. If the passability determination unit 20 determines that the vehicle MV can avoid the obstacle OV within the vehicle lane it is currently traveling in, the driving control unit 40 controls the driving speed of the vehicle MV so that when the vehicle MV passes the obstacle OV, the vehicle MV, surrounding vehicles SV, and the obstacle OV do not move side by side. In other words, when the passability determination unit 20 determines whether the vehicle MV can avoid the obstacle OV within the traffic lane it is currently traveling in, it makes the determination based on the vehicle width γ of the vehicle MV, the clearance β which is the distance between the vehicle MV and the obstacle OV, and the passable width α. Therefore, when the vehicle MV avoids an obstacle OV, a margin of β is always maintained between the vehicle MV and the obstacle OV, thus suppressing the fear experienced by the vehicle occupants when avoiding an obstacle OV in the traffic lane. Furthermore, the value of the margin β is determined based on the vehicle's MV speed. That is, since the way the fear of the occupant is generated changes depending on the traveling speed of the host vehicle MV when passing by the obstacle OV, the passage determination unit 20 determines the value of the margin β in conjunction with the traveling speed of the host vehicle MV, and determines whether or not the obstacle OV can be avoided within the vehicle passage zone where the host vehicle MV travels. Thereby, when the traveling speed of the host vehicle MV is high, more margin β can be ensured to pass by the obstacle OV, so that the fear of the vehicle occupant generated when avoiding and passing the obstacle OV can be suppressed. In addition, although the traveling control device 1 according to the above-described first embodiment has been described using drawings based on left-hand traffic, even in the case of right-hand traffic, by performing the above-described control with the left and right switched, the fear of the vehicle occupant generated when avoiding and passing the obstacle OV can be suppressed. When the obstacle OV is detected by the obstacle detection unit 10, the traveling control unit 40 checks whether or not the host vehicle MV will be side by side with the surrounding vehicle SV at the timing when the host vehicle MV avoids the obstacle OV, based on the obstacle arrival distance d, the surrounding vehicle information (the position and traveling speed of the surrounding vehicle SV), and the traveling speed of the host vehicle MV, while continuing to travel at the current traveling speed. That is, when the host vehicle MV avoids and passes the obstacle OV, if it travels sandwiched between the obstacle OV and the surrounding vehicle SV, there is a possibility that the driver will feel fear. Therefore, the traveling control unit 40 controls the traveling speed V of the host vehicle MV so that the host vehicle MV, the obstacle OV, and the surrounding vehicle SV do not become side by side. MV to control. Thereby, when the host vehicle MV avoids and passes the obstacle OV, the host vehicle MV, the obstacle OV, and the surrounding vehicle SV do not become side by side, so that the fear of the vehicle occupant generated when avoiding and passing the obstacle OV can be suppressed.

[0051] In addition, when avoiding the obstacle OV, the traveling control unit 40 executes steering assist control based on the position of the current host vehicle MV and the position of the obstacle OV in order to surely secure the margin β. As a result, when the vehicle MV avoids an obstacle OV, a margin of β is always maintained between the vehicle MV and the obstacle OV, thus suppressing the fear experienced by the vehicle occupants when avoiding an obstacle OV in the traffic lane.

[0052] Furthermore, the driving control unit 40 determines the distance between the current obstacle OV and the vehicle MV, and the current driving speed V of the vehicle MV. MV Based on this, it is determined whether or not control is needed to slow down the vehicle MV's driving speed. In other words, if the vehicle's speed increases due to the driver's actions, the safety margin β cannot be secured, causing fear among the occupants. Therefore, control is implemented to slow down the vehicle's speed. As a result, when the vehicle MV is passing through an obstacle OV, its speed is controlled to be linked to the current distance between the obstacle OV and the vehicle MV, thereby suppressing the fear experienced by the vehicle occupants when passing through an obstacle OV.

[0053] Furthermore, in this embodiment, if the travel feasibility determination unit 20 determines that the vehicle MV cannot avoid an obstacle OV within the vehicle lane it is currently traveling in, the travel control unit 40 determines, based on surrounding vehicle information, whether a surrounding vehicle SV is approaching from behind at a speed faster than the vehicle MV's travel speed. If it determines that the surrounding vehicle SV is approaching from behind at a speed faster than the vehicle MV's travel speed, the travel control unit 40 performs speed control to increase the vehicle MV's travel speed so that the difference in travel speed between the vehicle MV and the surrounding vehicle SV is within a predetermined value, and then performs travel control to avoid the obstacle OV. In other words, if a surrounding vehicle SV is traveling at a faster speed than the vehicle MV, and the vehicle MV enters an adjacent lane, the surrounding vehicle SV may come very close to the vehicle MV, potentially causing fear among the occupants of both the surrounding vehicle SV and the vehicle MV. Therefore, when the vehicle MV is avoiding an obstacle OV, the driving control unit 40 determines whether or not there is a surrounding vehicle SV approaching from behind the vehicle lane that the vehicle MV is entering to avoid the obstacle OV, traveling at a faster speed than the vehicle MV. In other words, if the driving control unit 40 determines that there is a surrounding vehicle SV approaching at a faster speed than its own vehicle MV, the driving control unit 40 controls the vehicle MV to increase its own speed, and after confirming that the speed difference between the surrounding vehicle SV and the vehicle MV is within a predetermined value, it executes driving control to enter the adjacent traffic lane. This allows surrounding vehicles (SV) to avoid rapidly approaching the vehicle MV when the vehicle MV enters an adjacent lane to avoid an obstacle (OV), thereby reducing the fear experienced by the occupants.

[0054] Furthermore, when the driving control unit 40 of the driving control device 1 according to this embodiment performs speed control to increase the driving speed of the vehicle MV, it determines whether the vehicle MV can enter a vehicle lane to avoid the obstacle OV based on the obstacle approach distance d and surrounding vehicle information. If it determines that it cannot enter, it executes control to stop the vehicle MV, and after the surrounding vehicles SV have passed, it executes driving control for the vehicle MV to avoid the obstacle OV. Specifically, before starting speed control to increase the speed of its own vehicle MV, the driving control unit 40 calculates the acceleration time required until the speed difference between its own vehicle MV and surrounding vehicles SV falls within a predetermined value, and the avoidance time required to move its own vehicle MV to a position where it can avoid obstacles OV. Furthermore, the driving control unit 40 calculates the expected driving distance, which is the distance the vehicle MV will travel during the sum of the acceleration time and avoidance time, based on the acceleration time, avoidance time, and the current driving speed of the vehicle MV, and compares this calculation result with the obstacle arrival distance d. The driving control unit 40 then determines that if the expected driving distance is greater than the distance to the obstacle, it cannot safely avoid the obstacle because the vehicle MV will reach the obstacle OV before the control to avoid the obstacle OV is completed. In other words, the driving control unit 40 increases the speed of its own vehicle MV to determine if it can safely avoid the obstacle OV. If it determines that it cannot safely avoid the obstacle OV, it stops the vehicle MV in the lane it is currently traveling in, allows surrounding vehicles SV to pass, and then executes driving control to avoid the obstacle OV. This prevents the need to enter dangerous traffic lanes to avoid obstacles, thus reducing the fear experienced by the occupants.

[0055] <Second Embodiment> The driving control device 1A according to this embodiment will be described with reference to Figures 11 to 16. Note that components that are denoted by the same reference numerals as those in the first embodiment have the same function, and therefore, a detailed explanation of them will be omitted. <Configuration of the travel control device 1A>

[0056] As shown in Figure 11, the driving control device 1A according to this embodiment is configured to include an obstacle detection unit 10A, a passability determination unit 20, a surrounding vehicle detection unit 30, and a driving control unit 40A.

[0057] The obstacle detection unit 10A further detects the length of obstacles OV located on both sides of the traffic lane in which the vehicle MV is traveling. Specifically, as shown in Figure 12, if, for example, four parked vehicles are detected as obstacles OV, the obstacle detection unit 10A detects the total length S of the obstacles. The obstacle detection unit 10A transmits the detected value of the obstacle length S to the driving control unit 40A.

[0058] If the passability determination unit 20 determines that the vehicle MV cannot avoid the obstacle OV within the vehicle lane it is currently traveling in, the driving control unit 40A calculates the obstacle passage time, which is the time required to pass over the entire obstacle (four parked vehicles), based on the obstacle length S and the driving speed of the vehicle MV. When the driving control unit 40A moves its own vehicle MV into an adjacent vehicle lane to avoid an obstacle OV, it checks the time it takes to pass the obstacle, and if the time it takes to pass the obstacle is longer than a predetermined time, it controls the vehicle MV to travel at a position with a margin β away from the obstacle. On the other hand, if the time it takes to pass an obstacle is shorter than a predetermined time, the driving control unit 40A controls the vehicle MV to travel within the vehicle lane it is entering.

[0059] Here, the predetermined time used to compare with the obstacle passage time mentioned above can be exemplified by a value such as 3 seconds. Japanese road traffic law mandates that when a vehicle (MV) begins to move laterally in order to change lanes, the turn signal on the side of the lane being entered must be activated at least 3 seconds before the lateral movement begins. In other words, after activating the turn signal, you must remain in your current lane for at least 3 seconds without changing lanes.

[0060] Furthermore, when the vehicle MV avoids an obstacle OV and passes alongside it, depending on the value of the margin β set by the vehicle control system, the vehicle MV may travel in a position that straddles a traffic lane. However, if a vehicle crosses a traffic lane, as shown in Figure 13, it is necessary to continue driving across the traffic lane for at least 3 seconds after passing the obstacle OV. Therefore, to the drivers of surrounding vehicles SV, the vehicle MV may appear as a runaway vehicle. Therefore, if the time to pass over the obstacle is 3 seconds or less, as shown in Figure 14, the driving control unit 40A controls the vehicle to move completely into the vehicle lane it is entering, avoid the obstacle OV, and then controls the vehicle to return to the vehicle lane it was originally traveling in. Furthermore, if the time taken to pass an obstacle is 3 seconds or longer, as shown in Figure 15, the driving control unit 40A controls the vehicle MV to travel across the currently running lane and the incoming lane, avoiding the obstacle OV, and then controls the vehicle MV to return completely to the lane it was originally traveling in. The driving control performed by the driving control unit 40A includes at least turn signal activation / deactivation timing control, steering assistance control to move the vehicle MV to its driving position, and speed control.

[0061] <Processing by the travel control unit 40A> The processing of the travel control unit 40A will be explained using Figure 16. The difference between the processing performed by the driving control unit 40A and the processing performed by the driving control unit 40 lies in the processing performed when the vehicle MV enters a lane adjacent to the lane it is currently traveling in and avoids an obstacle OV. Figure 16 shows the processing flow of the driving control unit 40A when the vehicle MV enters a lane adjacent to the lane it is currently traveling in and avoids an obstacle OV. Only the difference from the processing flow of the driving control unit 40 in Figure 9 will be explained below.

[0062] If the driving control unit 40A determines that the speed difference between its own vehicle MV and the vehicle being driven is within a predetermined value (step S240), it proceeds to step S500.

[0063] The driving control unit 40A determines whether the time taken to pass through an obstacle is longer than a predetermined value (step S500). If the driving control unit 40A determines that the time to pass over the obstacle is longer than a predetermined value ("YES" in step S500), it sets the target lateral position to a margin β and starts driving control to avoid the obstacle OV (step S510), and then proceeds to step S400. On the other hand, if the driving control unit 40A determines that the time to pass over the obstacle is shorter than a predetermined value ("NO" in step S500), it sets the target lateral position within the vehicle lane to be entered and starts driving control to avoid the obstacle OV (step S520), and then proceeds to step S400.

[0064] <Effects and Effects> As described above, the driving control device 1A according to this embodiment includes: an obstacle detection unit 10A that detects the drivable width α, which is the distance between obstacles on both sides in the vehicle lane on which the vehicle MV is traveling; the obstacle reach distance d, which is the distance from the vehicle MV to the obstacle OV; and the obstacle length S, which is the length of the obstacles on both sides in the vehicle lane on which the vehicle MV is traveling; a passability determination unit 20 that determines whether or not it is possible for the vehicle MV to avoid the obstacle OV in the vehicle lane on which it is currently traveling, based on the drivable width α, the vehicle width γ of the vehicle MV, and the margin β, which is the distance between the vehicle MV and the obstacle OV when the vehicle MV passes the obstacle OV; a surrounding vehicle detection unit 30 that detects surrounding vehicle information, which is information on the position and speed of surrounding vehicles SV traveling in the vehicle lane on which the vehicle MV is traveling and in a vehicle lane adjacent to it; and a driving control unit 40A that executes driving control to avoid the obstacle OV based on the determination result of the passability determination unit 20 and the surrounding vehicle information. When the driving control unit 40A moves its own vehicle MV into an adjacent vehicle lane to avoid an obstacle OV, it checks the time it takes to pass the obstacle, and if the time it takes to pass the obstacle is longer than a predetermined time, it controls the vehicle MV to travel at a position with a margin β away from the obstacle OV. On the other hand, if the time it takes to pass an obstacle is shorter than a predetermined time, the driving control unit 40A controls the vehicle MV to travel within the vehicle lane it is entering. In other words, when the vehicle MV moves laterally to an adjacent lane to avoid an obstacle OV, the driving control unit 40A controls the position in which the vehicle MV travels to avoid the obstacle OV, according to the time required to pass the obstacle OV. As a result, if the time to pass over the obstacle is shorter than a predetermined time, the driving control unit 40A will control the vehicle to move completely into the vehicle lane it is entering in order to avoid the obstacle OV. Therefore, it is possible to prevent surrounding vehicles (SV) from mistaking your own vehicle (MV) for a runaway vehicle. Furthermore, when the vehicle MV avoids an obstacle OV, at least a margin β is always secured between the vehicle MV and the obstacle OV, thus suppressing the fear experienced by the vehicle occupants when avoiding an obstacle OV. Furthermore, although the driving control device 1A according to the second embodiment described above was explained using diagrams based on left-hand traffic, even in the case of right-hand traffic, by reversing the left and right sides and performing the control described above, it is possible to suppress the fear experienced by the vehicle occupants when avoiding obstacles OV.

[0065] <Variation> In the above-described driving control devices 1 and 1A, the obstacle detection unit 10 may detect the type of obstacle OV, the state of the obstacle OV, etc., and change the value of the margin β based on the detection result. For example, if the obstacle OV is a vehicle, the obstacle detection unit 10 may detect information such as whether or not there are occupants inside the vehicle and the status of the turn signals. If, for example, it is detected that there are occupants inside the vehicle, the value of the margin β may be set to a longer distance than when there are no occupants inside the vehicle. This can further reduce the fear and danger experienced by the vehicle MV when avoiding obstacles OV.

[0066] In the above-described embodiment, an obstacle detection unit 10 and a surrounding vehicle detection unit 30 were provided within the driving control device 1 as an example. However, the system may also be configured to transfer 360° image information of the vehicle MV and measurement information such as LIDAR and millimeter-wave radar to a server connected to the vehicle MV, and have the server execute the processing of the obstacle detection unit 10 and the surrounding vehicle detection unit 30. By doing so, a large amount of information can be processed quickly, and the status of obstacles (OV), the vehicle itself (MV), and surrounding vehicles (SV) can be accurately detected. Furthermore, since the obstacle detection unit 10 and the surrounding vehicle detection unit 30 need to perform image processing and other operations in real time, they require a SoC (System on Chip) capable of very high-speed computation and resources such as memory for computation. However, by performing the processing of the obstacle detection unit 10 and the surrounding vehicle detection unit 30 on a server, the circuits for the obstacle detection unit 10 and the surrounding vehicle detection unit 30 can be eliminated, thereby reducing the cost of the driving control device 1. Furthermore, since the SoC and memory that perform high-speed computation can be removed, the power consumption of the driving control device 1 can be reduced. Furthermore, since the circuits for the obstacle detection unit 10 and the surrounding vehicle detection unit 30 can be removed, the weight of the driving control device 1 can be reduced.

[0067] While embodiments of this invention have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments and includes designs and the like that do not depart from the spirit of this invention. [Explanation of symbols]

[0068] 1; Driving control device 1A; Travel control device 10; Obstacle detection unit 10A; Obstacle detection unit 20; Passability determination section 30; Surrounding vehicle detection unit 40; Driving control unit 40A; Travel Control Unit MV; Own vehicle SV; surrounding vehicles OV; Obstacle

Claims

1. A passability determination unit determines whether it is possible for the vehicle to avoid the obstacle within the vehicle lane it is currently traveling in, based on the passable width, which is the distance between obstacles on both sides in the vehicle lane in which the vehicle is traveling, the vehicle width of the vehicle, and the clearance, which is the distance between the vehicle and the obstacle when the vehicle passes the obstacle. A driving control unit executes driving control to avoid the obstacle based on the determination result of the passage permit / failure determination unit, the obstacle arrival distance which is the distance to the obstacle in the vehicle lane in which the vehicle is traveling, and the surrounding vehicle information which is information on the position and speed of surrounding vehicles traveling in the vehicle lane in which the vehicle is traveling and in adjacent vehicle lanes. Equipped with, The aforementioned margin is determined based on a conversion table created from the results of checking how much distance should be maintained between the vehicle and obstacles at each driving speed to prevent the occupants from feeling fear. If the passage feasibility determination unit determines that the vehicle can avoid the obstacle within the traffic lane it is currently traveling in, A driving control device characterized in that the driving control unit controls the driving speed of the vehicle such that when the vehicle passes the obstacle, the vehicle, surrounding vehicles, and the obstacle do not run side by side.

2. If the passage permitting determination unit determines that the vehicle cannot avoid the obstacle within the traffic lane it is currently traveling in, The driving control unit determines whether there is an adjacent lane into which the vehicle can enter, and if there is an adjacent lane into which the vehicle can enter, it determines, based on the surrounding vehicle information, whether the surrounding vehicle is approaching from behind at a speed faster than the driving speed of the vehicle itself, and if it determines that the surrounding vehicle is approaching from behind at a speed faster than the driving speed of the vehicle itself, it causes the vehicle to enter the lane into which it can enter, performs speed control to increase the driving speed of the vehicle itself so that the difference in driving speed between the vehicle itself and the surrounding vehicle is within a predetermined value, and then performs driving control to avoid the obstacle, as described in claim 1.

3. The driving control device according to claim 2, wherein when the driving control unit performs speed control to increase the driving speed of the vehicle itself, it determines whether the vehicle can enter a vehicle lane for avoiding the obstacle based on the distance to the obstacle and the surrounding vehicle information, and if it determines that it cannot enter, it executes control to stop the vehicle itself, and after the surrounding vehicles have passed, it executes driving control for the vehicle itself to avoid the obstacle.

4. The driving control device according to claim 2 or 3, wherein when the vehicle enters the adjacent vehicle lane to avoid the obstacle, the driving control unit sets the target lateral position between the vehicle and the obstacle to be greater than when the obstacle is not a vehicle if the obstacle is a vehicle, and sets the target lateral position to be smaller than when the obstacle is not a vehicle if the obstacle is not a vehicle.

5. The driving control unit determines whether steering assistance control is necessary based on a plurality of actual distances between the vehicle and the obstacle, The driving control device according to claim 1, characterized in that it performs steering assistance control for the vehicle when the difference between the plurality of actual distances is greater than or equal to a predetermined value.

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