Lane change control-capable vehicle and server device

Abstract

[Problem] To enable a vehicle to perform a lane change from a current lane of travel to a diverging lane. [Solution] This vehicle includes: a memory for recording map data including information on a current lane of travel and a diverging lane; a location-generating device that generates the current location of the vehicle; and a travel control device that controls the travel of the vehicle using the current location generated by the location-generating device and the map data in the memory. On the basis of a prediction of the future location of the vehicle using the current location and the map data, the travel control device sets, in the current lane of travel of the vehicle, a lane change start point for lane change control according to the degree of increase in the lane width of the diverging lane. The travel control device executes the lane change control from the current lane of travel to the diverging lane by using the lane change start point as a reference.

Description

Vehicle capable of lane change control and server device

[0001] The present invention relates to a vehicle capable of lane change control and a server device.

[0002] Development of automated driving systems that include driver assistance for automobiles is progressing. Patent Documents 1 and 2 disclose control for maintaining a vehicle in a lane with a diverging lane. Patent Document 3 discloses a technology for determining when a vehicle is diverging from a current lane into a diverging lane.

[0003] JP-T-2017-520056 A JP-A-2016-172531 A JP-A-2017-166854 A

[0004] As described in Patent Documents 1 to 3, a vehicle such as an automobile may travel in a section in which a diverging lane is provided in the current lane. In this case, the vehicle can travel in the current lane and pass through the section in which the diverging lane is provided using the techniques described in Patent Documents 1 and 2. However, it is desirable for the vehicle to be able to not only travel in the current lane and pass through the section in which the diverging lane is provided, but also to travel from the current lane to the diverging lane using automated driving.

[0005] Thus, it is required for a vehicle to be able to control lane changes from the driving lane to the diverging lane.

[0006] A lane change controllable vehicle according to one embodiment of the present invention is a vehicle capable of controlling the driving of a moving vehicle, including lane change control from the current lane to a diverging lane, and comprises: a memory for recording map data including information on the current lane and the diverging lane; a position generation device for generating information on the current position of the vehicle; and a driving control device for controlling the driving of the vehicle using the current position information of the position generation device and the map data in the memory, wherein the driving control device sets a lane change start point in the current lane of the vehicle for the lane change control, the position of which changes depending on the degree of increase in the lane width of the diverging lane, based on a prediction of the future position of the vehicle using the current position information and the map data, and performs lane change control from the current lane to the diverging lane based on the lane change start point.

[0007] A server device according to one embodiment of the present invention is a server device that generates driving control information that can be used for driving control by a vehicle while the vehicle is traveling and transmits the information from a server communication device to the vehicle, and includes: a server memory that is provided in the vehicle and records map data including information on the traveling lane and diverging lanes; a position acquisition device that acquires information on the current position of the vehicle; and a server driving control device that generates the driving control information that can be used for driving control by the vehicle using the information on the current position acquired by the position acquisition device and the map data in the server memory, and the server driving control device transmits the driving control information to the vehicle while the vehicle is traveling. In the case of generating driving control information for lane change control from the current lane to the diverging lane, a lane change start point for the current lane of the vehicle is generated for the lane of the vehicle, the position of which changes depending on the degree of increase in lane width of the diverging lane, for the lane change control, based on information on the current position of the vehicle while it is moving and a future position prediction of the vehicle using the map data, and the information on the lane change start point, or information for the vehicle to execute lane change control from the current lane to the diverging lane based on the lane change start point, is transmitted from the server communication device as the driving control information.

[0008] In the present invention, vehicle driving is controlled using information about the vehicle's current location and map data including information about the current lane and the diverging lane. Based on a prediction of the vehicle's future location using the current location information and the map data, the present invention sets a lane change start point for the vehicle's current lane, corresponding to the degree of increase in the lane width of the diverging lane, for lane change control. The driving control device also executes lane change control from the current lane to the diverging lane based on the lane change start point. This enables a vehicle running under the control of the present invention to control driving involving lane change control from the current lane to the diverging lane. In particular, the present invention uses a lane change start point based on the degree of increase in the lane width of the diverging lane, rather than the diverging start point of the diverging lane diverging from the current lane, as a reference. In the present invention, lane change control from the current lane to the diverging lane is executed based on the lane change start point, whose position changes depending on the degree of increase in the lane width of the diverging lane. As a result, a vehicle traveling under the control of the present invention can travel in a manner that makes it difficult for the vehicle to approach too closely to the edge of the diverging lane or the lane boundary line on the opposite side of the currently traveling lane. In contrast, if lane change control is performed based on the diverging start point of the diverging lane, for example, and the lane width of the diverging lane immediately after the diverging start point is small, the vehicle will likely approach the edge of the diverging lane or the lane boundary line on the opposite side of the currently traveling lane. The present invention makes it difficult for such approach to occur.

[0009] FIG. 1 is an explanatory diagram of an example of a driving state of a vehicle according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram of another example of a driving state of the vehicle of FIG. 1. FIG. 3 is an explanatory diagram of a main part of a control system provided in the vehicle of FIG. 1. FIG. 4 is an explanatory diagram of a main part configuration for lane change control implemented in the control system of the vehicle of FIG. 3. FIG. 5 is a flowchart of basic main driving control that is steadily and repeatedly executed by the main control unit of FIG. 4 during autonomous driving of the vehicle. FIG. 6 is a flowchart of pre-control for lane change control that is repeatedly executed by the main control unit of FIG. 4 for lane change during autonomous driving. FIG. 7 is a flowchart of diverging driving control that is executed by the main control unit of FIG. 4 to start execution of lane change control. FIG. 8 is an explanatory diagram of driving environment prediction in the main driving control of FIG. 5 when the vehicle of FIG. 1 is located before a section in which a diverging lane is provided at time t1. FIG. 9 is an explanatory diagram of a driving environment prediction in the main driving control of FIG. 5 when the vehicle of FIG. 1 is located before a section in which a diverging lane is provided at time t2, which is after time t1. FIG. 10 is an explanatory diagram of the lane width increase slope of the diverging lane and the lane change end point, which are calculated by the main control unit of FIG. 4 in step ST25 of the diverging driving control of FIG. 7. FIG. 11 is an explanatory diagram of the lane change start point, which is calculated by the main control unit of FIG. 4 in step ST25 of the diverging driving control of FIG. 7. FIG. 12 is an explanatory diagram of the total remaining distance from the vehicle to the lane change start point and the travel time of the total remaining distance, which can be calculated by the main control unit of FIG. 4 in step ST25 of the diverging driving control of FIG. 7. FIG. 13 is an explanatory diagram of the main parts of a server device according to a second embodiment of the present invention.

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] [First embodiment] Fig. 1 is an explanatory diagram of an example of a traveling state of a vehicle 1 according to a first embodiment of the present invention. In Fig. 1, the vehicle 1 is traveling in a current lane 2 of a road on which the vehicle 1 is traveling, toward a diverging section DL where a diverging lane 3 is connected to the current lane 2. Such a diverging lane 3 is provided, for example, at an exit of a highway or an entrance to a service area on the highway.

[0012] When the automobile 1 is traveling in an automated driving mode including driving assistance, the cruise control device 11 (described later) of the automobile 1 controls the traveling of the automobile 1 based on the current position of the automobile 1 and information on the current lane 2 and the diverging lane 3 recorded in the high-precision map data 17. For example, when the automobile 1 is to travel through the diverging section DL in the current lane 2, the cruise control device 11 controls the traveling of the automobile 1 to maintain the current lane 2 using the route information S for the current lane 2 recorded in the high-precision map data 17. The route information S may basically be information based on a line segment indicating the center of the lane width of the corresponding lane, as indicated by the solid arrow in the figure. In this case, the position in the route information S indicates a unique position in the corresponding lane. On the other hand, when the automobile 1 is to travel from the current lane 2 toward the diverging lane 3, the cruise control device 11 controls the traveling of the automobile 1 to change lanes from the current lane 2 to the diverging lane 3 using the route information S for the current lane 2 and information on the diverging lane 3 recorded in the high-precision map data 17.

[0013] In FIG. 1 , the path of the automobile 1 traveling from the current lane 2 to the diverging lane 3 is shown by a dashed line. Here, when the current position of the automobile approaches a diverging start point Ps from the current lane 2 for the diverging lane 3 recorded in the high-precision map data 17, the cruise control device 11 initiates lane change control from the current lane 2 to the diverging lane 3 before the current position of the automobile approaches the diverging start point Ps. In this case, the automobile 1, whose traveling is controlled by automated driving, can start entering the diverging lane 3 immediately after passing the diverging start point Ps of the diverging lane 3. The automobile 1 can travel smoothly from the current lane 2 to the diverging lane 3. Note that in FIG. 1 , the route information S corresponds to the linear current lane 2, and is therefore indicated by a straight arrow. The road on which the automobile 1 is traveling may be curved. In this case, the route information S may be curved along the curved lane. In this case, the curved route information S can be expanded linearly. By using information that expands a curved road into a straight road, the cruise control device 11 can, for example, drive from the curved current lane 2 toward the curved diverging lane 3 by lane change control based on the diverging start point Ps of the diverging lane 3. By such lane change control of the cruise control device 11, the automobile 1 can drive from the current lane 2 toward the diverging lane 3.

[0014] FIG. 2 is an explanatory diagram of another example of the traveling state of the automobile 1 of FIG. 1 . In FIG. 2 , the cruise control device 11 of the automobile 1, similar to FIG. 1 , initiates lane change control to travel from the current lane 2 toward the diverging lane 3 before reaching the diverging start point Ps of the diverging lane 3. As a result, the automobile 1 travels along the path indicated by the dashed line in FIG. 2 , moving from the current lane 2 toward the diverging lane 3. However, the lane width of the diverging lane 3 in FIG. 2 is narrower than that of the diverging lane 3 in FIG. 1 . Even after traveling a while through the diverging section DL away from the diverging start point Ps, the lane width of the diverging lane 3 remains narrower than the vehicle width of the automobile 1. As a result, as indicated by the dashed circle C in the figure, the automobile 1 approaches the edge of the diverging lane 3 after entering the diverging lane 3. When the vehicle approaches the edge of the diverging lane 3 in this way, the occupants of the vehicle 1 may feel uneasy about driving under lane change control by automated driving toward the diverging lane 3. At the exits of expressways and entrances to expressway service areas, the lane width of the diverging lane 3 may narrow as shown in Figure 2 due to restrictions imposed by the topography of the area where they are located.

[0015] In this way, lane change control from lane 2 to diverging lane 3 while driving autonomously is not sufficient if it can simply be performed as in the case of controlling lane changes to avoid other vehicles between multiple parallel lanes on a single road, and further improvement is required.

[0016] FIG. 3 is an explanatory diagram of the main parts of the control system 10 provided in the automobile 1 of FIG. 1 . FIG. 3 shows a cruise control device 11 in the control system 10 of the automobile 1. The cruise control device 11 has a CPU (Central Processing Unit) 12, a memory 13, a timer 14, an input / output port 15, and an internal bus 16 to which these are connected. The input / output port 15 is also connected to a steering control device 21, a drive control device 22, a braking control device 23, a vehicle speed sensor 24, a GNSS (Global Navigation Satellite System) receiver 25, an exterior camera 26, and an exterior communication device 27. The control system 10 of the automobile 1 basically has a structure in which multiple control devices are connected to a vehicle network using a harness or the like. The vehicle network may be a vehicle network conforming to standards such as CAN (Controller Area Network) or LIN (Local Interconnect Network). In this case, the various devices connected to the above-mentioned input / output port 15 may be directly connected to the vehicle network or connected to another control device connected to the vehicle network. The steering control device 21 can exchange information with the various devices described above by connecting an in-vehicle communication device (not shown) to the vehicle network instead of or together with the input / output port 15. Figure 3 shows a simplified view of the main parts of the control system 10 actually provided in the automobile 1.

[0017] The steering control device 21 controls the direction of the steering wheels provided on the automobile 1 based on a steering control value based on, for example, the steering angle of the steering wheel operated by the driver of the automobile 1. As a result, the traveling direction of the automobile 1 can be controlled to a straight line, a right direction, a left direction, etc. The drive control device 22 controls the power source and power transmission mechanism provided on the automobile 1 based on a drive control value based on, for example, the amount of operation of the accelerator pedal operated by the driver of the automobile 1. As a result, the speed of the automobile 1 can be accelerated. The braking control device 23 controls the braking device provided on the automobile 1 based on a braking control value based on, for example, the amount of operation of the brake pedal operated by the driver of the automobile 1. As a result, the speed of the automobile 1 can be decelerated. When the speed of the automobile 1 reaches 0 km / h due to deceleration, the automobile 1 stops. The steering control device 21, drive control device 22, and braking control device 23 allow the automobile 1 to travel on a road under the driving control of the driver, etc.

[0018] The vehicle speed sensor 24 detects the current speed of the automobile 1. The vehicle speed sensor 24 may be an acceleration sensor in addition to a speed sensor. The speed can be obtained by integrating the acceleration detected by the acceleration sensor over time. In this embodiment, the speed sensor is preferably one that can detect not only the longitudinal speed component of the automobile 1 but also the transverse speed component of the automobile 1.

[0019] The GNSS receiver 25 receives radio waves from GNSS satellites launched into Earth's satellite orbit, and generates information on the current position and current time of the automobile 1 in which the GNSS receiver 25 is installed. The GNSS receiver 25 is a position generating device that is installed in the automobile 1 and repeatedly generates information on the current position of the automobile 1 while it is moving.

[0020] The exterior camera 26 captures images of the surroundings outside the automobile 1, particularly the area ahead of the automobile 1. The exterior camera 26 may be a camera capable of capturing an image in a predetermined angle of view from the automobile 1, or a camera capable of capturing an image of the entire area around the automobile 1 in 360 degrees. The automobile 1 may also be equipped with multiple cameras. The multiple cameras equipped on the automobile 1 may have specified angles of view and parallax. Two cameras with specified parallax can calculate the relative distance and direction from the automobile 1 of an external object that they commonly capture. Even with a so-called monocular camera, it is possible to obtain the relative distance and direction from the automobile 1 on a virtual road surface based on the image capture position of the monocular camera.

[0021] The exterior-vehicle communication device 27 establishes a wireless communication path with a base station 51 installed on a road on which the automobile 1 travels. Examples of the base station 51 include those for ADAS (Advanced Driver Assistance Systems) and those for carrier communication networks. It is assumed that base stations for 5G communication will be mainly used in autonomous driving of the automobile 1. When a communicable base station 51 is available, the exterior-vehicle communication device 27 can use the wireless communication path established with the base station 51 to send and receive information to and from a server device 52 connected to a carrier communication network or the Internet. The driving control device 11 can send and receive information to and from the server device 52 using the exterior-vehicle communication device 27.

[0022] The timer 14 measures the time or duration.

[0023] The memory 13 stores programs executed by the CPU 12 and various information used by the CPU 12 during program execution. FIG. 3 shows high-precision map data 17 as information stored in the memory 13. The memory 13 may be, for example, a combination of volatile memory such as a random access memory (RAM) and non-volatile memory such as a read-only memory (ROM) or a hard disk drive (HDD). The high-precision map data 17 includes information on roads on which the vehicle 1 travels. In particular, the high-precision map data 17, which is prepared as a basis for autonomous driving, includes route information S and lane width information for each travel lane in which the vehicle 1 can travel. The high-precision map data 17 includes lane width information for the travel lane 2 and the lane width information for the diverging lane 3 shown in FIG. 1 . Furthermore, for the diverging lane 3, the high-precision map data 17 includes information on the diverging start point Ps. In this way, the memory 13 stores high-precision map data 17 including information on the current lane 2 and the diverging lane 3 .

[0024] The CPU 12 reads and executes programs recorded in the memory 13. This realizes a control unit in the driving control device 11. The control unit may be composed of multiple modules for controlling the driving of the automobile 1. For example, FIG. 4 shows a position acquisition unit 31, a main control unit 32, and an ALC (adaptive lane control) control unit 33 as modules realized in the driving control device 11 by the CPU 12. In this embodiment, the CPU 12 executes driving control involving lane change control from the driving lane 2 to the diverging lane 3 for the traveling automobile 1 through a combination of the position acquisition unit 31, the main control unit 32, and the ALC control unit 33.

[0025] FIG. 4 is an explanatory diagram of the main components for lane change control implemented in the control system 10 of the automobile 1 shown in FIG. 3 . FIG. 4 shows a cruise control device 11 that controls the cruise of the automobile 1 through automatic driving, and a steering control device 21, a drive control device 22, and a braking control device 23 to which cruise control values ​​generated by the cruise control device 11 for automatic driving are input. The cruise control device 11 also includes a memory 13, a position acquisition unit 31, a main control unit 32, and an ALC control unit 33. The memory 13 stores high-precision map data 17, prediction information 34, and a diverging event flag 35. The prediction information 34 and the diverging event flag 35 are information that the CPU 12 dynamically updates in the memory 13 during processing as the main control unit 32. The prediction information 34 is prediction information 34 related to the future position of the automobile 1. The diverging event flag 35 is set when the automobile 1 travels from lane 2 toward diverging lane 3.

[0026] The position acquisition unit 31 acquires the latest current position of the automobile 1 from the GNSS receiver 25. The position acquisition unit 31 may correct the current position and current time of the automobile 1 acquired from the GNSS receiver 25 using information on base stations 51 with which the exterior communication device 27 can communicate, information on the reception status of public radio waves, etc. The current position that the automobile 1 can acquire can have an error accuracy of several tens of centimeters at the highest accuracy.

[0027] The ALC control unit 33 basically generates a cruise control value for driving the vehicle 1 while maintaining the vehicle in the current lane 2, and outputs the value to the steering control device 21. The ALC control unit 33 may also generate and output the cruise control value to the drive control device 22 or the brake control device 23. For example, if it is determined that the vehicle width position of the vehicle 1 in the current lane 2 is not in the center of the lane width of the current lane 2 based on the positions of the left and right lane boundary lines of the current lane 2 in the image captured by the exterior camera 26, the ALC control unit 33 generates a steering cruise control value for returning the vehicle width position of the vehicle 1 to the center of the lane width of the current lane 2, and outputs the steering control value to the steering control device 21. Note that the ALC control unit 33 may also determine whether the vehicle width position of the vehicle 1 is in the center of the lane width of the current lane 2 based on the current position of the vehicle 1 and information on the lane width of the current lane 2 included in the high-precision map data 17. As a result, even if the traveling lane 2 is curved, the automobile 1 can travel while maintaining the center of the lane width of the traveling lane 2, just as it would if the traveling lane 2 were straight. The automobile 1 can travel while keeping the center of the lane width of the traveling lane 2.

[0028] Furthermore, the ALC control unit 33 of this embodiment can stop the lane keeping control described above and perform derail control to move the vehicle 1 from the current lane 2 toward another lane. This allows the ALC control unit 33 to move the vehicle 1 from the current lane 2 toward another lane adjacent to the current lane 2, or from the current lane 2 toward the diverging lane 3 as shown in FIG. 1 . In this case, the ALC control unit 33 may perform derail control based on images captured by the exterior camera 26. Furthermore, the ALC control unit 33 may perform derail control to move the vehicle 1 from the current lane 2 toward another lane, so as not to generate excessive acceleration or moment, at the speed of the vehicle 1 at the time of starting the derail control. When the ALC control unit 33 determines, based on the images captured by the exterior camera 26, that the vehicle 1 has reached the center of the other lane in the vehicle width direction after the derail control, the ALC control unit 33 terminates the derail control and resumes lane keeping control. As a result, the automobile 1 can move to another lane as the new current traveling lane 2 and travel while keeping the center of the lane width of the current traveling lane 2. The ALC control unit 33 functions as an automobile lane changing device.

[0029] The main control unit 32 basically predicts the future position and driving environment of the traveling automobile 1, and generates driving control values ​​for safe driving under the predictions. The main control unit 32 then outputs the generated driving control values ​​to the steering control device 21, the drive control device 22, and the braking control device 23.

[0030] The in-travel lane keeping control by the ALC control unit 33 and the travel control in the current lane 2 by the main control unit 32 allow the vehicle 1 to continue traveling in the current lane 2 while ensuring a certain level of safety. In this embodiment, the travel control device 11 is also capable of executing lane change control from the current lane 2 to the diverging lane 3. Therefore, the ALC control unit 33 executes a drop-off travel to travel from the current lane 2 toward the diverging lane 3. The ALC control unit 33 functions as an automobile lane changing device for the vehicle 1 that executes lane change control from the current lane 2 to the diverging lane 3. In addition to the main travel control to continue traveling in the current lane 2, the main control unit 32 also executes pre-control for lane change from the current lane 2 to the diverging lane 3 and diverging travel control to change lanes from the current lane 2 to the diverging lane 3 using the ALC control unit 33.

[0031] Fig. 5 is a flowchart of basic main driving control that is steadily and repeatedly executed by the main control unit 32 in Fig. 4 during automatic driving of the automobile 1. For automatic driving of the automobile 1, the CPU 12 of the driving control device 11 in Fig. 3 may steadily and repeatedly execute the basic main driving control in Fig. 5 while the automobile 1 is traveling as the main control unit 32 in Fig. 4.

[0032] In step ST1, the main control unit 32 determines whether it is time for the control cycle for the basic main driving control shown in Fig. 5. The control cycle for the main driving control shown in Fig. 5 may be measured by the timer 14. If the elapsed time since the previous control timing measured by the timer 14 is not equal to or greater than the control cycle, the main control unit 32 repeats this process. If the elapsed time since the previous control timing measured by the timer 14 is equal to or greater than the control cycle, the main control unit 32 proceeds to step ST2 to newly execute basic main driving control.

[0033] In step ST2, the main control unit 32 acquires the latest current position of the automobile 1 from the position acquisition unit 31.

[0034] In step ST3, the main control unit 32 acquires the high precision map data 17 from the memory 13. The information acquired from the high precision map data 17 may be, for example, information about the current lane 2 in which the automobile 1 is traveling. However, the acquired information may also include information about the road including the current lane 2, as needed for control.

[0035] In step ST4, the main control unit 32 predicts the future position of the automobile 1 in the current traveling lane 2 using the information acquired in the processing up to step ST3. The main control unit 32 predicts, for example, the future position of the automobile 1 in the current traveling lane 2 after a predetermined time has elapsed if the automobile 1 travels from its current position while maintaining the traveling state under the current control. Here, the predetermined time may be a fixed value equal to or greater than the control cycle of the main traveling control. Alternatively, the predetermined time may be a value that increases or decreases depending on the traveling speed. This allows the main control unit 32 to predict, for example, the future position of the automobile 1 moving from its current position at the current speed in a predetermined time.

[0036] In step ST5, the main control unit 32 predicts the driving environment of the automobile 1 in the current lane 2 from the current position to the future position. Here, the main control unit 32 may predict the driving environment by acquiring information about the driving of other vehicles in the current lane 2 in addition to the information acquired in steps ST3 and ST4. For example, if the section of the current lane 2 from the current position to the future position is straight and no other vehicles are present in that section, the driving environment of the automobile 1 is suitable for maintaining the current driving direction and driving in a straight line. On the other hand, if the section of the current lane 2 from the current position to the future position is curved, the automobile 1 needs to steer so as to drive along the curve of the current lane 2. Furthermore, if another vehicle or the like is stopped in that section due to a malfunction, the automobile 1 needs to stop or change course in front of the malfunctioning vehicle.

[0037] In step ST6, the main control unit 32 generates driving control values ​​for driving in accordance with the predictions made in steps ST4 and ST5. If steering or a course change is required when driving in the predicted driving environment, the main control unit 32 generates a steering driving control value. If acceleration is required, the main control unit 32 generates a driving control value. If deceleration or stopping is required, the main control unit 32 generates a deceleration driving control value.

[0038] In step ST7, the main control unit 32 outputs the various driving control values ​​generated in step ST6 to the respective target control devices. The main control unit 32, for example, outputs a steering driving control value to the steering control device 21. The steering control device 21 controls the direction of the steered wheels provided on the automobile 1 in accordance with the steering driving control value. The main control unit 32 also outputs a driving driving control value to the drive control device 22. The drive control device 22 controls the power source and power transmission mechanism provided on the automobile 1 in accordance with the driving driving control value. The main control unit 32 also outputs a braking driving control value to the brake control device 23. The brake control device 23 controls the braking devices provided on the automobile 1 in accordance with the braking driving control value. This allows the automobile 1 to travel autonomously in the lane 2 or on the road during travel in accordance with the driving control value generated by the main control unit 32 based on the prediction. The main control unit 32 may execute the processes of steps ST6 and ST7 multiple times during the current control cycle.

[0039] In step ST8, the main control unit 32 records the information predicted in the current control cycle in the memory 13. The prediction information 34 may be accumulated and recorded in the memory 13. Thereafter, the main control unit 32 ends this control.

[0040] In this way, the main control unit 32 can repeatedly control the driving of the vehicle 1 for each control period by using the information on the current position of the vehicle 1 acquired from the GNSS receiver 25 via the position acquisition unit 31 and the high-precision map data 17 recorded in the memory 13. Furthermore, the main control unit 32 can repeatedly perform the following operations for each control period: predicting the future position of the vehicle 1 in the current lane 2 while the vehicle 1 is traveling using the information on the current position and the high-precision map data 17, and recording the predicted future position in the memory 13; and executing driving control of the vehicle 1 in accordance with the driving environment of the predicted future position. When the basic main driving control of Figure 5 is executed multiple times, prediction information 34 shown in Figure 4 is accumulated and recorded multiple times in the memory 13.

[0041] FIG. 6 is a flowchart of pre-control for lane change control, which the main control unit 32 of FIG. 4 repeatedly executes for lane change during autonomous driving. The CPU 12 of the driving control device 11 of FIG. 3 may, as the main control unit 32 of FIG. 4 , steadily and repeatedly execute the pre-control for lane change control of FIG. 6 while the vehicle 1 is traveling for autonomous driving. However, the main control unit 32 may execute the pre-control of FIG. 6 at longer intervals than the basic main driving control of FIG. 5 . That is, the main control unit 32 may repeatedly execute the pre-control of FIG. 6 for, for example, multiple control periods for the basic main driving control of FIG. 5 . By executing the pre-control of FIG. 6 separately from the basic main driving control of FIG. 5 at intervals longer than the control period for the basic main driving control of FIG. 5 , in this embodiment, the instantaneous processing load on the CPU 12 for the control of autonomous driving according to FIGS. 5 and 6 can be reduced.

[0042] In step ST11 , the main control unit 32 acquires the latest current position of the automobile 1 from the position acquisition unit 31 .

[0043] In step ST12, the main control unit 32 acquires high-precision map data 17 from the memory 13. The information in the high-precision map data 17 acquired here may include, for example, not only information about the current lane 2 in which the automobile 1 is traveling, but also information about other lanes on the road including the current lane 2, other roads connected to the current lane 2 or the other lanes in the direction of travel of the automobile 1, and other lanes on the other roads. The main control unit 32 may acquire information about these other lanes and roads within a predetermined distance from the current position of the automobile 1 from the high-precision map data 17 in the memory 13. Here, the information about the other lanes and other roads includes not only the respective route information S but also information about the respective branch start points Ps. The main control unit 32 can use the actual travel direction connecting the multiple current positions of the automobile 1 as the traveling direction of the automobile 1.

[0044] In step ST13, the main control unit 32 determines whether there is another lane connected to the current lane 2 in the traveling direction of the automobile 1, such as the diverging lane 3 in FIG. 1 , based on the information acquired from the high-precision map data 17 in step ST12. Here, information about a one-lane road is treated as information about a single lane. For example, as shown in FIG. 1 , if the diverging lane 3 is connected to the current lane 2 within a predetermined distance from the current position of the automobile 1, the main control unit 32 determines that there is another lane connected to the current lane 2, and proceeds to step ST14. On the other hand, if the diverging lane 3 is not connected to the current lane 2 within a predetermined distance from the current position of the automobile 1, the main control unit 32 determines that there is no other lane connected to the current lane 2, and terminates this control. In this case, since there is no other lane connected to the current lane 2, the automobile 1 continues traveling in the current lane 2 within a predetermined distance from the current position of the automobile 1.

[0045] In step ST14, the main control unit 32 determines whether a lane change is necessary for the vehicle. For example, when the main control unit 32 is executing the control of FIG. 5 , the vehicle 1 is traveling toward a destination for automated driving. The destination is set in the vehicle 1 by the driver or the like. In this case, the main control unit 32 may determine whether a lane change to the other lane determined in step ST13 is necessary, for example, based on the current lane 2 in the high-precision map data 17 and the positional relationship between the destination and the other lane determined in step ST13. If the main control unit 32 determines that a lane change to the other lane is necessary, the main control unit 32 proceeds to step ST15. If the main control unit 32 determines that a lane change to the other lane is not necessary, the main control unit 32 terminates this control. In this case, the vehicle 1 continues traveling in the current lane 2 within a predetermined distance range from the current position of the vehicle 1.

[0046] In step ST15, the main control unit 32 sets a diversion event. The main control unit 32 updates the diversion event flag 35 recorded in the memory 13 from an insignificant value to a significant value. Thereafter, the main control unit 32 ends this control.

[0047] In this way, the main control unit 32 determines whether or not the vehicle 1 needs to change lanes from the traveling lane 2 to the diverging lane 3 in the preliminary control of FIG.

[0048] If the diverging event flag 35 having a significant value is recorded in the memory 13 by the preliminary control of FIG. 6 , the main control unit 32 may execute preparatory control for changing lanes from the current lane 2 to the diverging lane 3 in the basic main driving control of FIG. 5 . For example, the main control unit 32 acquires the value of the diverging event flag 35 in step ST5 of FIG. 5 . If the diverging event flag 35 has a significant value, the main control unit 32 generates, in step ST6 of FIG. 5 , steering driving control values ​​and the like for a lane change to change the lane in which the host vehicle is traveling to the lane to which the diverging lane 3 is directly connected, and outputs the steering control device 21 and the like. As a result, the autonomously driven automobile 1 travels in the lane to which the diverging lane 3 is directly connected as the current lane 2 before reaching the diverging lane 3. Here, the main control unit 32 may instruct the ALC control unit 33 to change lanes in the preparatory control, and the ALC control unit 33 may generate steering driving control values ​​and the like for a lane change and output them to the steering control device 21 and the like.

[0049] Fig. 7 is a flowchart of the shunting control executed by the main control unit 32 in Fig. 4 to start the execution of the lane change control. The CPU 12 of the driving control device 11 in Fig. 3 functions as the main control unit 32 in Fig. 4 and repeatedly executes the shunting control in Fig. 7 while the automobile 1 is traveling.

[0050] In step ST21, the main control unit 32 acquires the diversion event flag 35 from the memory 13 and determines whether the diversion event flag 35 is set to a significant value. If the acquired diversion event flag 35 is a significant value, the main control unit 32 determines that the diversion event flag 35 is a significant value and proceeds to step ST22. If the acquired diversion event flag 35 is an insignificant value, the main control unit 32 determines that the diversion event flag 35 is not a significant value and terminates this control. As a result, the main control unit 32 executes the diversion running control from step ST22 onwards when a diversion event flag 35 with a significant value is recorded in the memory 13.

[0051] In step ST22, the main control unit 32 acquires the latest two pieces of prediction information 34 from the memory 13. Information predicted for each control cycle is accumulated and recorded in the memory 13 by the process of step ST8 in Fig. 5. The main control unit 32 may also acquire the latest three or more pieces of prediction information 34 from the memory 13.

[0052] In step ST23, the main control unit 32 acquires the lane width of the diverging lane 3 at each prediction timing from the high-precision map data 17 using the multiple pieces of prediction information 34 acquired in step ST22. Information on the lane width of the diverging lane 3 is recorded in the high-precision map data 17. FIG. 8 illustrates an example of the lane width W(t1) of the diverging lane 3 corresponding to a first future position S(t1) predicted at time t1. FIG. 9 illustrates an example of the lane width W(t2) of the diverging lane 3 corresponding to a second future position S(t2) predicted at time t2, which is a time after time t1. Here, the first future position S(t1) and the second future position S(t2) are not positions based on the path information S of the diverging lane 3, but positions based on the path information S of the currently traveling lane 2. The path information S of the currently traveling lane 2 in FIGS. 8 and 9 is a straight line. The main control unit 32 then obtains from the high-precision map data 17 the lane width W(t1) of the diverging lane 3 determined by a perpendicular line to the route information S of the currently traveling lane 2 at the first future position S(t1), and the lane width W(t2) of the diverging lane 3 determined by a perpendicular line to the route information S of the currently traveling lane 2 at the second future position S(t2).

[0053] In step ST24, the main control unit 32 determines whether a significant lane width has been obtained for each of the multiple lane widths at the multiple prediction timings acquired in step ST23. For example, unlike the first future position S(t1) in FIG. 8 and the second future position S(t2) in FIG. 9 , if a future position at a certain prediction timing has not reached the diverging start point Ps, the high-precision map data 17 will naturally not contain information on the lane width of the corresponding diverging lane 3. In such a case, the main control unit 32 cannot obtain a significant lane width for the multiple lane widths at the multiple prediction timings acquired in step ST23. The main control unit 32 determines that a significant lane width has not been obtained and returns the process to step ST22. The main control unit 32 repeats the processes from step ST22 to step ST24 until a significant lane width is obtained for each of the multiple lane widths at the multiple prediction timings acquired in step ST23. For example, the lane width W(t0) of the diverging lane 3 corresponding to the zeroth future position S(t0) in FIG. 8 is set to "0," indicating that the lane width is insignificant. Therefore, the main control unit 32 returns the process to step ST22 at the predicted timing in Fig. 8. Then, the main control unit 32 advances the process to step ST25 at the predicted timing in Fig. 9.

[0054] In step ST25, the main control unit 32 executes the processes of FIGS. 8 to 12 (described later) using the plurality of significant prediction information 34 acquired in step ST22 to set a lane change start point and the like for the currently traveling lane 2. The lane change start point is a reference position at which the main control unit 32 instructs the ALC control unit 33 to start derail control from the currently traveling lane 2 toward the diverging lane 3. This allows the main control unit 32 to set the lane change start point for the currently traveling lane 2 based on the current position of the vehicle 1 and the map data and plurality of future positions stored in the memory 13. Furthermore, in this embodiment, the main control unit 32 sets a lane change start point for the currently traveling lane 2 that corresponds to the increasing slope of the lane width of the diverging lane 3, as will be described later.

[0055] In step ST26, the main control unit 32 acquires the latest current position of the automobile 1 and determines whether the automobile 1 has reached the lane change start point. If the automobile 1 has not reached the lane change start point, the main control unit 32 repeats this process. When the automobile 1 has reached the lane change start point, the main control unit 32 proceeds to step ST27.

[0056] In step ST27, the main control unit 32 instructs the ALC control unit 33 to start derail control for moving the vehicle 1 from the current lane 2 to the diverging lane 3. This causes the ALC control unit 33 to stop lane keeping control for the current lane 2 and start derail control for moving the vehicle 1 from the current lane 2 to the diverging lane 3. The ALC control unit 33 executes derail control for moving the vehicle 1 from the current lane 2 to the diverging lane 3, without generating excessive acceleration or moment, at the speed of the vehicle 1 at the time the derail control is started. Then, when the ALC control unit 33 determines, based on the image captured by the exterior camera 26, that the vehicle 1 has reached the center of the diverging lane 3 in the vehicle width direction after the derail control, the ALC control unit 33 ends the derail control and resumes lane keeping control. This allows the vehicle 1 to move from the current lane 2 to the diverging lane 3, and to travel in the center of the lane width of the current lane 2, using the diverging lane 3 as the new current lane 2. Thereafter, the main control unit 32 ends this control.

[0057] In this way, when the main control unit 32 determines that a lane change is necessary through the preliminary control of Fig. 6, it executes the diverging driving control of Fig. 7. In the diverging driving control of Fig. 7, the main control unit 32 sets a lane change start point in the currently traveling lane 2 of the vehicle 1 according to the increasing slope of the lane width of the diverging lane 3, based on the current position of the vehicle 1 and information on the high-precision map data 17 and multiple future positions stored in the memory 13. Furthermore, the main control unit 32 instructs the ALC control unit 33 to start lane change control when the vehicle 1 reaches the lane change start point. This allows the main control unit 32 to execute lane change control from the currently traveling lane 2 to the diverging lane 3 based on the lane change start point in the diverging driving control of Fig. 7.

[0058] Next, the setting process of step ST25 will be described in detail with reference to FIGS.

[0059] 8 is an explanatory diagram of the driving environment prediction in the main driving control of Fig. 5 when the vehicle 1 of Fig. 1 is located at time t1 just before the section where the diverging lane 3 is provided. Fig. 8 shows the current lane 2 in which the vehicle 1 is traveling, the diverging lane 3 connected to the current lane 2, and the route information S for the current lane 2.

[0060] The path information S for the currently traveling lane 2 indicates the zeroth future position S(t0) of the vehicle 1 at time t0, the first future position S(t1) of the vehicle 1 at time t1, and the diverging start point Ps. The zeroth lane width W(t0) of the diverging lane 3 is indicated at the end of the dashed perpendicular line at the zeroth future position S(t0) for the path information S for the currently traveling lane 2. The first lane width W(t1) of the diverging lane 3 is indicated at the end of the dashed perpendicular line at the first future position S(t1) for the path information S for the currently traveling lane 2. Here, the zeroth lane width W(t0) is located on the vehicle 1's side of the diverging start point Ps, and therefore is represented as "0," indicating that the width is meaningless. In contrast, the first lane width W(t1) is located on the opposite side of the diverging start point Ps from the vehicle 1, and therefore is a significant width value.

[0061] Fig. 9 is an explanatory diagram of the driving environment prediction in the main driving control of Fig. 5 when the vehicle 1 of Fig. 1 is located just before the section where the diverging lane 3 is provided at time t2, which is after time t1. Like Fig. 8, Fig. 9 shows the current lane 2 in which the vehicle 1 is traveling, the diverging lane 3 connected to the current lane 2, and the route information S for the current lane 2.

[0062] The path information S for the currently traveling lane 2 indicates a first future position S(t1) of the vehicle 1 at time t1, a second future position S(t2) of the vehicle 1 at time t2, and a divergence start point Ps. The first lane width W(t1) of the diverging lane 3 is indicated at the end of the dashed perpendicular line at the first future position S(t1) for the path information S for the currently traveling lane 2. The second lane width W(t2) of the diverging lane 3 is indicated at the end of the dashed perpendicular line at the second future position S(t1) for the path information S for the currently traveling lane 2. The first lane width W(t1) and the second lane width W(t2) are located on opposite sides of the vehicle 1 with respect to the divergence start point Ps, and therefore have significant width values.

[0063] The main control unit 32 accumulates and records the information shown in Figures 8 and 9 in the memory 13 as prediction information 34 by the basic main traveling control of Figure 5. Furthermore, at the timing of time t2 in Figure 9, the main control unit 32 acquires the latest two pieces of information, that is, information related to the first future position S(t1) and information related to the second future position S(t2), from among the information related to the zeroth future position S(t0), information related to the first future position S(t1), and information related to the second future position S(t2) accumulated in the memory 13 by processing steps ST22 and ST23 of the shunting traveling control of Figure 7.

[0064] Fig. 10 is an explanatory diagram of the lane width increase gradient G of the diverging lane 3 and the lane change end point P1 (end) calculated by the main control unit 32 in Fig. 4 in step ST25 of the diverging driving control in Fig. 7. Similar to Fig. 8, Fig. 10 shows the current lane 2 in which the vehicle 1 is traveling, the diverging lane 3 connected to the current lane 2, and route information S for the current lane 2. The first lane width W(t1) and the second lane width W(t2) of the diverging lane 3 are separated by the distance L(dt) traveled by the vehicle 1 during the control period dt in Fig. 5.

[0065] In step ST25, the main control unit 32 first calculates the increasing gradient G of the lane width of the diverging lane 3 with respect to the distance along the current lane 2 using the following equation 1. As a result, the main control unit 32 calculates and obtains the increasing gradient G of the lane width of the diverging lane 3 with respect to the distance along the current lane 2 from the lane width information of the multiple diverging lanes 3 obtained based on the information of the multiple current positions.

[0066] G=(W(t2)-W(t1)) / L(dt)...Formula 1

[0067] Next, the main control unit 32 uses the increasing slope G of the lane width of the diverging lane 3 to calculate the point at which the lane width of the diverging lane 3 becomes the reserved lane width W(tgt) that is preset for the vehicle 1. Here, the reserved lane width W(tgt) may be the width of the vehicle 1. Alternatively, the reserved lane width W(tgt) may be a width that ensures a certain margin relative to the width of the vehicle 1. The main control unit 32 also sets a lane change end point P1(end) for the current lane 2 that corresponds to the calculated point of the diverging lane 3 in the route information S for the current lane 2. In practice, the main control unit 32 simply sets a lane change end point P(end) for control purposes that corresponds to the calculated point of the diverging lane 3 for the route information S for the current lane 2. The lane change end point P1(end) for the current lane 2 corresponds to the lane change end point P(end) in the route information S for the current lane 2.

[0068] FIG. 11 is an explanatory diagram of the lane change start point P1 (start) acquired by calculation by the main control unit 32 of FIG. 4 in step ST25 of the diverging driving control of FIG. 7 . Similar to FIG. 8 , FIG. 11 shows the current lane 2 in which the vehicle 1 is traveling, the diverging lane 3 connected to the current lane 2, and route information S for the current lane 2. The current lane 2 in FIG. 11 also shows a lane change end point P1 (end). The route information S for the current lane 2 also shows a controlled lane change end point P (end) that corresponds to the lane change end point P1 (end). Furthermore, the diverging lane 3 in FIG. 11 shows the lane change end point P1 (end) and an actual lane change end point P2 (end) in the diverging lane 3 that corresponds to the lane change end point P1 (end).

[0069] The main control unit 32 calculates the position of a lane change start point P1 (start) for ending lane change control from the current lane 2 to the diverging lane 3 at a lane change end point P2 (end) in the diverging lane 3. The ALC control unit 33 uses lane change control (Derail ctrl.) to cause the vehicle 1 traveling in the current lane 2 to travel from the lane change start point P1 (start) toward the lane change end point P2 (end). During this lane change control, the vehicle 1 travels a distance L (Derail) along the direction of the current lane 2. The vehicle 1 also travels a width Wy in a direction perpendicular to the direction of the current lane 2. Here, the velocity component of the vehicle 1 along the direction of the current lane 2 is defined as Vx, and the velocity component in the lane width direction perpendicular to Vx is defined as Vy. In this case, the distance L (Derail) can be calculated using the following equation 2. Here, the velocity component Vx may be a velocity component Vx in the longitudinal direction of the automobile 1 with respect to the velocity of the automobile 1. The velocity component Vy may be a velocity component Vx in the transverse direction of the automobile 1 with respect to the velocity of the automobile 1.

[0070] Furthermore, when the automobile 1 is traveling in the center of the lane width direction of the current lane 2 and the lane change end point P2 (end) is the center of the lane width direction of the diverging lane 3, the movement width Wy can be calculated using the following equation 3. Here, the lane width of the current lane 2 and the lane width of the diverging lane 3 at the lane change end point P2 (end) are both assumed to be "WL x 2." In this way, the main control unit 32 can calculate the movement distance L (Drail) during lane change control using the lateral movement time (Wy x Vy) required to complete lane change control from the current lane 2 to the diverging lane 3 and the vehicle speed component Vx along the current lane 2 of the automobile 1, at the timing when the automobile 1 reaches the lane change end point P1 (end) if it continues traveling in the current lane 2.

[0071] L (Derail) = Vx×(Wy×Vy) ...Formula 2 Wy = WL×2 ...Formula 3

[0072] 11 for the distance information S for the currently traveling lane 2, the main control unit 32 actually sets a lane change start point P (start) for control purposes for the distance information S for the currently traveling lane 2. For the distance information S for the currently traveling lane 2, the lane change start point P (start) for control purposes corresponds to the lane change start point P1 (start) for the currently traveling lane 2. The lane change start point P1 (start) is located a distance L (Drail) before the lane change end point P1 (end) for the currently traveling lane 2. Essentially, the main control unit 32 sets the lane change start point P (start) for control purposes obtained by the above processing for the distance information S for the currently traveling lane 2 in step ST25 of the diverging traveling control in FIG. 7, the main control unit 32 determines whether the vehicle 1 has reached the lane change start point P1 (start) in the traveling lane 2. Therefore, instead of the lane change start point P (start) in terms of control, the main control unit 32 may use information that allows easy determination of arrival at the lane change start point P1 (start) and set it as information indicating the lane change start point P1 (start).

[0073] Fig. 12 is an explanatory diagram of the total remaining distance D(all) from the vehicle 1 to the lane change start point P1(start) and the passing time T(all) of the total remaining distance D(all), which can be acquired by calculation by the main control unit 32 in Fig. 4 in step ST25 of the diverging driving control in Fig. 7. Like Fig. 8, Fig. 12 shows the current lane 2 in which the vehicle 1 is traveling, the diverging lane 3 connected to the current lane 2, and the route information S for the current lane 2.

[0074] In FIG. 12 , the lane 2 currently being traveled in shows a lane change start point P1 (start). The route information S for the lane 2 currently being traveled in also shows a lane change end point P (start) for control purposes, which corresponds to the lane change start point P1 (start). In FIG. 12 , the vehicle 1 is located in the lane 2 currently being traveled in, at a remaining distance Lrest from the diverging start point Ps. The lane change start point P1 (start) is also separated from the diverging start point Ps by an in-diverging distance Lin. In this case, the main control unit 32 can calculate the total remaining distance D (all) from the vehicle 1 to the lane change start point P1 (start) using the following equation 4. The main control unit 32 can also calculate the travel time T (all) required to travel from the total remaining distance D (all) to the lane change start point P1 (start) using the following equation 5.

[0075] D(all) = Lrest+Lin...Formula 4 T(all) = D(all)×Vx...Formula 5

[0076] In step ST25 of the diverging traveling control in FIG. 7, the main control unit 32 may set the total remaining distance D(all) or the passing time T(all) as information indicating the lane change start point P1(start).

[0077] Through the above-described series of calculation processes, the main control unit 32 of the cruise control device 11 sets information indicating the lane change start point P1(start) in step ST25 of the diverging travel control of FIG. 7 . That is, the main control unit 32 acquires the diverging start point Ps of the diverging lane 3 diverging from the current lane 2 from the high-precision map data 17. The main control unit 32 also calculates the total remaining distance D(all) from the vehicle 1 to the lane change start point P1(start) based on the diverging distance Lin from the diverging start point Ps to the lane change start point P1(start) and the remaining distance Lrest from the vehicle 1 to the diverging start point Ps. Then, in step ST26 of the diverging travel control of FIG. 7 , the main control unit 32 determines whether the vehicle 1 has passed the lane change start point P1(start) using, for example, the total remaining distance D(all) or the passing time T(all). When the vehicle 1 passes the lane change start point P1 (start), the main control unit 32 instructs the ALC control unit 33 to perform lane change control from the current lane 2 to the diverging lane 3. This causes the ALC control unit 33 to start lane change control (Derail ctrl.). In this way, the main control unit 32 can set a lane change start point P1 (start) for the current lane 2 of the vehicle 1, corresponding to the lane width increase rate G of the diverging lane 3, for lane change control purposes, based on the current position information and the high-precision map data 17. Furthermore, the main control unit 32 can start lane change control from the current lane 2 to the diverging lane 3 based on the lane change start point P1 (start). In the repeatedly executed driving control of each vehicle 1, the main control unit 32 does not start lane change control from the current lane 2 to the diverging lane 3 if, for example, the vehicle 1 has not completed the entire distance and has not yet reached the lane change start point P1 (start). Thereafter, when the automobile 1 has traveled the entire distance and reached the lane change start point P1 (start), the main control unit 32 can start lane change control from the traveling lane 2 to the diverging lane 3.

[0078] As described above, in this embodiment, the automobile 1 includes the memory 13 that stores high-precision map data 17 including information about the current lane 2 and the diverging lane 3, the GNSS receiver 25 that generates information about the current position of the automobile 1, and the cruise control device 11. The cruise control device 11 essentially repeatedly controls the traveling of the automobile 1 using the current position information of the GNSS receiver 25 and the high-precision map data 17 in the memory 13. The cruise control device 11 then sets a lane change start point P1 (start) in the current lane 2 of the automobile 1 for lane change control, the lane change start point P1 (start) corresponding to the degree of increase in the lane width of the diverging lane 3, based on the current position information and the map data. The cruise control device 11 also starts lane change control from the current lane 2 to the diverging lane 3 based on the lane change start point P1 (start). This enables the automobile 1 of the present invention to control traveling involving lane change control from the current lane 2 to the diverging lane 3.

[0079] In particular, in this embodiment, the cruise control device 11 starts lane change control from the current lane 2 to the diverging lane 3 based on a lane change start point P1 (start) corresponding to the lane width increase rate G of the diverging lane 3, rather than based on a divergence start point Ps of the diverging lane 3 diverging from the current lane 2. This makes it less likely that the vehicle 1 in this embodiment will travel too close to the lane edge or lane boundary of the diverging lane 3 on the opposite side of the current lane 2. In contrast, if lane change control is started based on the divergence start point Ps of the diverging lane 3, the lane width of the diverging lane 3 immediately after the divergence start point Ps may be small, as shown in FIG. 2 . In this case, the vehicle 1 may approach the lane edge or lane boundary of the diverging lane 3 on the opposite side of the current lane 2. In this embodiment, such close proximity can be suppressed.

[0080] Second Embodiment Next, a second embodiment of the present invention will be described. Differences from the above-described embodiment will be mainly described below. Features similar to those in the above-described embodiment will be designated by the same reference numerals as in the above-described embodiment, and description thereof will be omitted.

[0081] 13 is an explanatory diagram of the main parts of a server device 52 according to the second embodiment of the present invention. The server device 52 has a server CPU 53, a server memory 54, a server timer 55, a server communication device 56, and a server bus 57 to which these are connected.

[0082] 3, the server communication device 56 transmits and receives information to and from the exterior communication device 27 of the control system 10 of the automobile 1 via the base station 51. The server communication device 56, for example, serves as a location acquisition device and receives and acquires information on the current location of the automobile 1 to be controlled.

[0083] The server timer 55 measures the time or duration.

[0084] The server memory 54 records the programs executed by the server CPU 53 and various information used during the execution of the programs by the server CPU 53. Fig. 13 shows server high-precision map data 58 as information recorded in the server memory 54. The server memory 54 may be, for example, a combination of a volatile memory such as a RAM and a non-volatile memory such as a ROM or HDD.

[0085] The server high-precision map data 58 may be similar to the high-precision map data 17 of the automobile 1 in Fig. 3. Such server high-precision map data 58 includes information on the road on which the automobile 1 is traveling, such as route information S of each driving lane in which the automobile 1 can travel and the diverging lane 3, and lane width information. The server high-precision map data 58 also includes information on the diverging start point Ps for the diverging lane 3.

[0086] The server CPU 53 reads and executes the program recorded in the server memory 54. As a result, a server control unit that controls the operation of the server device 52 is realized in the server device 52. Like the main control unit 32 in the above-described embodiment, this server control unit may execute the basic main driving control of FIG. 5 , the pre-control for the lane change control of FIG. 6 , and the diverging driving control of FIG. 7 . Note that, when the server control unit causes the controlled vehicle 1 to execute lane change control by remote control or road traffic control, it may execute at least the pre-control for the lane change control of FIG. 6 . Furthermore, the server control unit may execute the diverging driving control of FIG. 7 in addition to the pre-control of FIG. 6 . Here, when executing the basic main driving control of FIG. 5 , the server control unit acquires the current position of the controlled vehicle 1 using the server communication device 56 in step ST2, and outputs a driving control value to the controlled vehicle 1 using the server communication device 56 in step ST7. Furthermore, the server control unit accumulates and records the prediction information 34 in the server memory 54 in step ST8. When performing pre-control for the lane change control of FIG. 6 , the server control unit acquires the current position from the controlled vehicle 1 using the server communication device 56 in step ST11. Alternatively, the server control unit may acquire the current position of the controlled vehicle 1 from the server memory 54. Furthermore, the server control unit sets a diverging event in the server memory 54 in step ST15. When performing the diverging driving control of FIG. 7 , the server control unit acquires the diverging event set in the server memory 54 in step ST21. Furthermore, the server control unit may acquire the two most recent prediction information 34 from the controlled vehicle 1 using the server communication device 56, or may acquire the two most recent prediction information 34 from the server memory 54 in step ST22.

[0087] As a result, the server CPU 53 of the server device 52, as a server driving control device, can use the current position information acquired by the server communication device 56 and the server high-precision map data 58 in the server memory 54 to repeatedly generate driving control information, such as lane departure control instructions and driving control values, which can be used by the controlled vehicle 1 to control driving for lane changes, as needed, and transmit this information to the vehicle 1. The controlled vehicle 1 can then execute lane change control from the traveling lane 2 to the diverging lane 3 under the control of the server device 52, by the main control unit 32 controlling the driving of the vehicle using the driving control information received and acquired from the server device 52.

[0088] As described above, in this embodiment, the driving control device 11 of the automobile 1 can start and execute lane change control from the current lane 2 to the diverging lane 3 based on the lane change start point acquired from the server device 52. This enables the automobile 1 of the present invention to control driving that involves lane change control from the current lane 2 to the diverging lane 3.

[0089] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible within the scope of the gist of the invention.

[0090] 1...Automobile (vehicle), 2...Current lane, 3...Diverging lane, 10...Control system, 11...Driving control device, 12...CPU, 13...Memory, 14...Timer, 15...Input / output port, 16...Internal bus, 17...High-precision map data, 21...Steering control device, 22...Drive control device, 23...Braking control device, 24...Vehicle speed sensor, 25...GNSS receiver, 26...External camera, 27...External communication device, 31...Position acquisition unit, 32...Main control unit, 33...ALC control unit, 34...Prediction information, 35...Diverging event flag, 5 1...base station, 52...server device, 53...server CPU, 54...server memory, 55...server timer, 56...server communication device, 57...server bus, 58...server high-precision map data, P(end)...lane change end point in control, P1(end)...lane change end point in the lane currently being driven, P2(end)...lane change end point in the diverging lane, P(start)...lane change start point in control, P1(start)...lane change start point in the lane currently being driven, G...degree of increase in lane width of the diverging lane

Claims

1. A vehicle capable of controlling travel with lane change control from a traveling lane to a diverging lane for a traveling vehicle, a memory for recording map data including information on the current lane and the diverging lane; a position generating device for generating information on the current position of the vehicle; a driving control device that controls driving of the vehicle using information on the current position of the position generating device and the map data in the memory; and The driving control device includes: obtaining an increasing gradient of the lane width of the diverging lane relative to the currently traveling lane based on a future position prediction of the vehicle using the current position information and the map data; Using the increasing slope, a lane change end point is set in the traveling lane, the lane change end point corresponding to a point where the lane width of the diverging lane becomes a reserved lane width set for the vehicle; The lane change start point is set in the traveling lane just before the lane change end point, execute lane change control from the traveling lane to the diverging lane based on the lane change start point; Vehicles with lane change control.

2. the map data includes information on the lane width of the current lane and the lane width of the diverging lane, the position generating device repeatedly generates information about the current position of the vehicle while it is moving; The driving control device includes: For each of the current position information, predict a future position of the vehicle in the current lane; acquiring information on the lane width of the diverging lane corresponding to the future position from the map data; obtaining an increasing gradient of the lane width of the diverging lane with respect to the lane currently being traveled from information on lane widths of the diverging lanes obtained based on information on the current positions of the plurality of diverging lanes; 2. The lane change controllable vehicle according to claim 1.

3. The driving control device includes: obtaining a travel distance during lane change control using a lateral movement time required to complete lane change control from the currently traveling lane to the diverging lane and a vehicle speed of the vehicle; The lane change start point is set in the currently traveling lane so as to be closer to the lane change end point by the movement distance.

3. A vehicle capable of lane change control according to claim 2.

4. The driving control device includes: obtaining, from the map data, a diverging start point of the diverging lane diverging from the currently traveling lane; obtaining a total remaining distance from the vehicle to the lane change start point from the intra-divergence distance from the divergence start point to the lane change start point and a remaining distance from the vehicle to the divergence start point; executing lane change control from the traveling lane to the diverging lane based on the lane change start point using the total remaining distance or the passing time of the total remaining distance; 4. A vehicle capable of lane change control according to claim 2 or 3.

5. the driving control device repeatedly executes driving control of the vehicle using the information on the current position and the map data, In each iteration of driving control, If the vehicle has not completed traveling the entire remaining distance and has not reached the lane change start point, the lane change control from the traveling lane to the diverging lane is not initiated, When the vehicle has traveled the entire remaining distance and reached the lane change start point, lane change control is initiated from the traveling lane to the diverging lane.

5. A vehicle capable of lane change control according to claim 4.

6. The driving control device includes: a main driving control unit that repeatedly performs the following operations: predicting a future position of the vehicle in the lane currently being driven using the current position information and the map data while the vehicle is driving, and recording the predicted future position in the memory; and performing driving control of the vehicle in accordance with the driving environment of the predicted future position; a pre-controller that determines whether or not the vehicle needs to change lanes from the currently traveling lane to the diverging lane; a diverging driving control unit that, when the advance control unit determines that a lane change is necessary, sets the lane change start point corresponding to the increasing gradient of the lane width of the diverging lane to the currently traveling lane of the vehicle based on the current position of the vehicle, the map data stored in the memory, and the plurality of future positions, and executes lane change control from the currently traveling lane to the diverging lane based on the lane change start point; having 6. A vehicle capable of lane change control according to claim 5.

7. the vehicle has an automobile lane change device capable of executing lane change control for the vehicle from the traveling lane to the diverging lane, the diverging travel control unit instructs the automobile lane change device to start lane change control based on the arrival at the lane change start point, thereby executing lane change control from the traveling lane to the diverging lane using the automobile lane change device.

7. A vehicle capable of lane change control according to claim 6.

8. A server device that generates driving control information that can be used by a vehicle to control driving while the vehicle is running and transmits the information from a server communication device, a server memory for recording map data including information on a lane currently travelling in the vehicle and diverging lanes connected to the currently travelling lane; a location acquisition device that acquires information about the current location of the vehicle; a server driving control device that generates the driving control information that can be used by the vehicle for driving control, using the current position information acquired by the position acquisition device and the map data in the server memory; and The server driving control device includes: When generating driving control information for lane change control from the currently traveling lane to the diverging lane for the vehicle that is traveling, obtaining an increasing gradient of the lane width of the diverging lane relative to the currently traveling lane based on information on the current position of the vehicle while it is traveling and a future position prediction of the vehicle using the map data; using the increasing slope of the lane width of the diverging lane, set a lane change end point in the currently traveling lane that corresponds to a point where the lane width of the diverging lane becomes a reserved lane width set for the vehicle; The lane change start point is set in the traveling lane just before the lane change end point, transmitting, from the server communication device, as the driving control information, information on the lane change start point or information for the vehicle to execute lane change control from the traveling lane to the diverging lane based on the lane change start point; Server device.