Driving control method and driving control device

Abstract

The present invention uses a sensor 2 to acquire detection information relating to a rear vehicle V2 traveling in an adjacent lane behind a host vehicle V1, and when the detection information satisfies a prescribed avoidance condition, the host vehicle V1 is caused to perform avoidance driving so that the host vehicle is distanced from the rear vehicle V2. The distance DLV2 from a lane marking TL between the travel lane of the host vehicle V1 and the travel lane of the rear vehicle V2 to the rear vehicle V2 is acquired on the basis of the detection information, and, when the acquired distance DLV2 is relatively short, the avoidance driving is made easier to be performed than when the distance DLV2 is long.

Description

Operation control method and operation control device

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

[0002] There is known a technique for controlling a host vehicle so that it heads in the opposite direction from the other vehicle when the distance between the host vehicle and the other vehicle to the side becomes less than a predetermined value.

[0003] Japanese Patent Application Laid-Open No. 2006-315491

[0004] However, with conventional technology, the behavior of the vehicle may become unstable due to erroneous detection by the sensor or the swaying of other vehicles.

[0005] The problem to be solved by the present invention is to prevent the behavior of the vehicle from being disturbed due to erroneous detection by a sensor or the swaying of another vehicle.

[0006] The present invention solves the above problem by making it easier to execute evasive maneuvering when a predetermined avoidance condition is met, in the execution control of evasive maneuvering to separate the vehicle from a vehicle traveling behind the vehicle in an adjacent lane, if the distance from the lane mark between the vehicle's lane and the vehicle's lane to the vehicle is relatively short, compared to when the distance is relatively long.

[0007] According to the present invention, it is possible to prevent the behavior of the vehicle from being disturbed due to erroneous detection by a sensor or the swaying of another vehicle.

[0008] It is a block diagram showing the hardware configuration of a driving control system. It is a flowchart showing the processing procedure of avoidance driving control. It is a diagram for explaining avoidance driving. It is a diagram for explaining the feasibility of avoidance driving. It is a diagram showing an example of the relationship between the distance between a rear vehicle and a lane mark, the feasibility of avoidance driving, and the threshold value of the avoidance condition.

[0009] 1 shows the configuration of a driving control system 100 equipped with a vehicle driving control device 1 according to this embodiment. The driving control method is implemented using the devices (hardware) of the perception system, judgment and control system, and information system of the driving control system 100, which includes a processor 10 of the driving control device 1.

[0010] As perceptual system devices, the driving control system 100 includes one or more sensors 2, a host vehicle information acquisition device 3, a second vehicle information acquisition device 4, and a rear vehicle recognition device 5. The processor 10 acquires observed values ​​from each perceptual system device and uses known techniques to determine the state and changes in the position, attitude, and movement (speed, acceleration, etc.) of objects including the host vehicle and second vehicles.

[0011] A plurality of sensors 2 are provided on the vehicle, forming a sensor group that cooperates with each other. The sensors 2 detect the presence or absence of objects, including other vehicles, in the entire surroundings of the vehicle, the distance to the objects, and the relative speed and relative acceleration of the objects. The detection information acquired by the sensors 2 is provided to the processor 10. The sensors 2 include one or more cameras 21 arranged on the vehicle. The single or multiple cameras 21 capture images of the surroundings of the vehicle in all directions. The cameras 21 include image sensors with imaging elements such as CCDs, ultrasonic cameras, and infrared cameras. The cameras 21 include at least a front camera that captures images in front of the vehicle, a rear camera that captures images behind or on the rear sides of the vehicle, and left and right side cameras that capture images of the left and right sides, and the front and rear of the left and right sides of the vehicle. The type of the cameras 21 is not limited as long as they can capture images in all directions of the vehicle. A single camera 21 mounted on a base with a rotation mechanism may be used, or multiple other cameras 21 may be used in combination. The sensors 22 include a radar device 22 that detects (measures distance to) the presence, position, and position changes of objects around the vehicle. The radar device 22 measures the distance and direction to an object by emitting electromagnetic waves toward the object and measuring the reflected waves. The radar device 22 includes a laser radar, a millimeter-wave radar (LRF), a light detection and ranging (LiDAR) unit, an ultrasonic radar, and a sonar. The sensor 2 includes a global positioning system (GPS) unit, a gyro sensor, a vehicle speed sensor, and the like, and detects the position of the vehicle at each timing. Each sensor 2 can also acquire information from an in-vehicle device or an external device depending on its function. Each sensor 2 transmits the acquired detection information to the host vehicle information acquisition device 3, the other vehicle information acquisition device 4, the rear vehicle recognition device 5, or the processor 10 in response to a request or command. The processor 10 may acquire the detection information directly from the camera 21 and the radar device 22, or via the host vehicle information acquisition device 3, the other vehicle information acquisition device 4, or the rear vehicle recognition device 5, which will be described later.

[0012] The host vehicle information acquisition device 3 calculates the current position, posture, speed, acceleration, behavior, and direction of travel of the host vehicle based on the detection information acquired from the sensor 2, and provides the calculated information to the processor 10. The other vehicle information acquisition device 4 calculates the position, posture, speed, acceleration, behavior, and direction of travel of objects, including other vehicles, around the host vehicle based on the detection information acquired from the sensor 2, and provides the calculated information to the processor 10. The rear side vehicle recognition device 5 recognizes other vehicles traveling behind the host vehicle in a lane adjacent to the host vehicle's lane based on the detection information acquired from the sensor 2, and recognizes these as "rear side vehicles." Rear side vehicles are located to the rear side of the host vehicle. Only other vehicles that exist within a predetermined distance that the host vehicle should recognize may be recognized as rear side vehicles. The recognition result of the rear side vehicle is provided to the processor 10 as rear side vehicle information. The rear vehicle information includes one or more of the following: the presence of the rear vehicle, the position of the rear vehicle, the lateral position of the rear vehicle in the lane (position in the road width direction), the lateral position of the rear vehicle relative to the lane markings, the speed of the rear vehicle, the acceleration of the rear vehicle, and the vehicle model of the rear vehicle. The vehicle model of the rear vehicle may be a saddle-type vehicle such as a motorcycle or tricycle, a large vehicle, a standard-sized vehicle, or a truck. The type of the rear vehicle can be determined from the shape characteristics of the rear vehicle, such as its width and / or height, and size. The host vehicle information, other vehicle information, and rear vehicle information may be determined by the processor 10 based on the detection information of the sensor 2.

[0013] The driving control system 100 has map information 6 and lane information 61 as information-related devices. The map information 6 and lane information 61 are stored in a storage device accessible by the processor 10 via the communication device 30 and an external server. The map information 6 is high-precision map information that includes the lane information 61, which is referenced when executing autonomous lane change control. The lane information 61 includes identification information that identifies each of multiple lanes belonging to a road. The navigation device 7 references the map information 6 and calculates a route to a set destination. This route includes a target trajectory. The calculated route and target trajectory are provided to the vehicle controller 200 and used for autonomous driving control.

[0014] The vehicle controller 200 includes a steering control device 210 and a drive control device 220. The vehicle controller 200 acquires command values ​​for autonomous driving control according to a driving plan formulated by the processor 10 of the driving control device 1, and controls the host vehicle to travel along a route to a destination. The route is composed of a series of target trajectories associated with command values. The target trajectory includes an avoidance trajectory for avoidance driving. The avoidance trajectory is calculated based on a target lateral position for avoiding a rear vehicle. The command values ​​for driving control are generated by the vehicle controller 200 or the processor 10. The command values ​​include a set speed for driving the vehicle, and the vehicle controller 200 drives the host vehicle according to the set speed. The set speed may be automatically set according to a predetermined standard based on information detected by the sensor 2, such as the distance to the leading vehicle and the relative speed and relative acceleration relative to the leading vehicle, subject to legal regulations, or may be set by the driver via the input / output device 20. The vehicle controller 200 inputs longitudinal and lateral forces for controlling the driving position of the host vehicle based on the command values. According to these inputs, the behavior of the vehicle body and the behavior of the wheels are controlled so that the vehicle autonomously travels along a route to the destination. Based on these controls, at least one of the drive actuator and the brake actuator of the drive mechanism of the vehicle body controlled by the drive control device 220 and the steering actuator of the steering control device 210, which is activated as needed, operate autonomously, and autonomous driving control is executed to make the vehicle autonomously travel along a target trajectory. Of course, the vehicle controller 200 can also perform driving according to command values ​​based on manual operation by the driver input via the input / output device 20.

[0015] The driving control system 100 includes a driving control device 1 and a vehicle controller 200 as devices in the judgment and control system. The driving control device 1 controls autonomous driving, causing the vehicle to travel along a target trajectory. The target trajectory includes an avoidance trajectory for avoidance driving. The processor 10 included in the driving control device 1 includes a ROM (Read Only Memory) 12 that stores a program for controlling autonomous driving, a CPU (Central Processing Unit) 11 that executes the program stored in the ROM 12, and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 implements this driving control method using each piece of hardware in the driving control system 100.

[0016] The processor 10 executes each function by working in cooperation with software for realizing at least a function of determining whether the avoidance conditions are satisfied or not, a function of determining the ease of performing avoidance driving, and an automatic driving function of performing driving control including avoidance driving depending on the ease of performing, and each hardware shown in Figure 1.

[0017] The process of autonomous avoidance driving executed in autonomous driving control will be described based on the flowchart of FIG. 2. Avoidance driving in this embodiment is performed by the host vehicle to avoid approaching the rear vehicle, which is another vehicle traveling behind the host vehicle on a lane adjacent to the host vehicle's driving lane. The rear vehicle may change its lateral position to approach the host vehicle. Although this is undesirable, there are cases where the rear vehicle changes lanes from an adjacent lane to the host vehicle's driving lane without sufficient lane-changing space being secured, or where the rear vehicle changes its lateral position or changes lanes without noticing the presence of the host vehicle. In such cases, the driving control device 1 executes avoidance driving to avoid the rear vehicle through autonomous control. This avoidance driving includes lateral movement of the host vehicle along the width direction of the driving lane.

[0018] The processor 10 acquires detection information from the sensor 2, which includes the camera 21 and the radar device 22 (S1). The detection information includes detection information based on imaging information from the camera 21 and detection information based on observation information from the radar device 22. Each piece of detection information includes an identifier that distinguishes the sensor 2 that performed the detection. The processor 10 distinguishes between the detection information from the camera 21 and the detection information from the radar device 22 by referring to the identifier. The processor 10 acquires host vehicle information, such as the current position and speed of the host vehicle, from the host vehicle information acquisition device 3 as necessary (S2). The processor 10 acquires lane information for the current host vehicle's traveling lane as part of the host vehicle information by referring to the detection information from the sensor 2 or the lane information 61 in the map information 6 (S2). The traveling lane is included in the route to the destination, and this route may be obtained from the navigation device 7. The position of the traveling lane and the positions of lane markers may be obtained from the detection information from the sensor 2. The processor 10 acquires other vehicle information, such as the presence or absence of other vehicles traveling around the host vehicle, their positions (distance), relative speed, and relative acceleration (S3). The other vehicle includes a rear vehicle traveling in a lane adjacent to the lane behind the host vehicle. The processor 10 obtains a determination from the rear vehicle recognition device 5 as to whether or not a rear vehicle traveling in a lane adjacent to the lane behind the host vehicle exists, i.e., whether or not a rear vehicle has been detected (S4). The rear vehicle is a vehicle to be avoided in the driving control of the host vehicle, and therefore may be a vehicle whose distance from the host vehicle or time to collision (hereinafter referred to as TTC: Time-To-Collision) is within a predetermined range. The processor 10 observes objects on the rear side based on the detection information from the sensor 2 until the rear vehicle is detected (NO in S4). The recognition process for the rear vehicle may be performed by the processor 10.

[0019] When a rear vehicle is detected (YES in S4), the processor 10 reads a predefined avoidance condition and determines whether the detection information of the sensor 2 satisfies the avoidance condition (S5). The avoidance condition is a condition for determining whether or not to perform avoidance maneuver to separate the host vehicle from the rear vehicle. The avoidance condition is predefined based on the proximity between the rear vehicle and the host vehicle. The proximity is a risk index indicating the degree of proximity between the host vehicle and the rear vehicle. The higher the proximity, the closer the host vehicle and the rear vehicle are, and the lower the proximity, the farther the host vehicle and the rear vehicle are. When the avoidance condition is defined by the proximity, the avoidance condition is determined to be satisfied when the risk of approach indicated by the proximity is equal to or greater than a predetermined threshold (high approach risk). Because a rear vehicle traveling in an adjacent lane approaches the host vehicle while moving laterally, the proximity may be defined using the lateral distance, lateral speed, and lateral acceleration. The degree of proximity can be expressed using a threshold defined by an index value known at the time of filing, which uses the distance between the host vehicle and the vehicle behind, the lateral distance along the lane width, the TTC value, their reciprocal or differential value, etc. The TTC is an index value based on the time it takes for the host vehicle and the vehicle behind to come into contact, assuming that the current relative speed is maintained.

[0020] When the avoidance condition is satisfied (YES in S5), the processor 10 acquires the distance from the lane mark between the host vehicle's driving lane and the rear vehicle's driving lane to the rear vehicle. The rear vehicle's driving lane is the lane adjacent to the host vehicle's driving lane. For simplicity's sake, the present specification may refer to a lane mark between the host vehicle's driving lane and the rear vehicle's driving lane as a "boundary lane mark." The distance from this boundary lane mark to the rear vehicle may also be referred to as the "approach distance." The approach distance is measured using the detection information from the sensor 2. The rear vehicle recognition device 5 extracts the host vehicle and the rear vehicle from the captured image of the camera 21 or the observation information of the radar device 22, detects the position of the boundary lane mark between the host vehicle and the rear vehicle, calculates the approach distance from the position of the rear vehicle to the position of the boundary lane mark, and provides the calculated distance to the processor 10. The position of the boundary lane mark may be obtained from coordinate values ​​such as latitude and longitude stored in the lane information 61 of the map information 6, or the lane position information may be obtained from an external server or roadside device accessible via the communication device 30.

[0021] The processor 10 evaluates the relative length of the distance (approach distance) from a lane mark (boundary lane mark) between the lane of the host vehicle and the lane of the rear vehicle to the rear vehicle. In this embodiment, when the rear vehicle is approaching the boundary lane mark, the processor 10 makes it easier for the host vehicle to perform evasive maneuvering. When the acquired approach distance is relatively short, the processor 10 makes it easier for the host vehicle to perform evasive maneuvering than when the approach distance is relatively long. Specifically, when the processor 10 recognizes a rear vehicle at an approach distance D1 from the boundary lane mark, the processor 10 sets the ease of performing evasive maneuvering for the host vehicle relatively higher than when the processor 10 recognizes a rear vehicle at a relatively long approach distance D2 (D1 < D2).

[0022] The two approach distances D1 and D2 are distances detected at different times. One of the two approach distances D1 and D2 may be a reference approach distance (hereinafter also referred to as the "reference approach distance") previously set as a comparison target. The "reference approach distance" to be compared can be defined as appropriate. For example, the "reference approach distance" can be set to the distance from the position of the rear vehicle to the boundary lane mark when the rear vehicle is traveling in the center of the traveling lane, the distance from the center of the traveling lane of the rear vehicle to the boundary lane mark, the distance from the position of the host vehicle to the boundary lane mark when the host vehicle is traveling in the center of the traveling lane, the distance from the center of the traveling lane of the host vehicle to the boundary lane mark, or the maximum distance from the position of the rear vehicle to the boundary lane mark at which a lane change is determined to be possible. The position of the rear vehicle at which a lane change is determined to be possible is a position shifted a predetermined distance toward the boundary lane mark from the center of the traveling lane of the rear vehicle.

[0023] The relationship between the approach distances D1 and D2 and the feasibility levels T1 and T2 may be defined in advance. In this correspondence relationship, the feasibility level T1 set at the approach distance D1 (D1<D2) is defined as a higher value (T1>T2) than the feasibility level T2 set at the approach distance D2 (D1<D2). Note that this correspondence relationship may be such that the feasibility level increases stepwise as the approach distance decreases, or such that the feasibility level increases as the approach distance decreases.

[0024] The processor 10 determines whether the acquired distance is relatively short (S6). The processor 10 compares the acquired approach distance with another approach distance to be compared and determines whether the acquired approach distance is relatively short. When a predetermined "reference approach distance" is used as the other approach distance to be compared, the processor 10 compares the newly acquired approach distance with the reference approach distance to be compared in S6 and determines whether the acquired approach distance is shorter than the reference approach distance to be compared (S6). The reference approach distance may be an approach distance acquired at a different time in the past. In that case, the processor 10 acquires the approach distance acquired at the different time (reference approach distance) and the feasibility of the executed avoidance maneuver. When a predefined and stored "correspondence relationship" between the approach distance and the feasibility is used, the processor 10 refers to the correspondence relationship and acquires the feasibility associated with the newly acquired approach distance. The order of the processes of S5 and S6 may be reversed, so that it is determined whether the approach distance is relatively short before determining whether the avoidance condition is met, or the determination processes of S5 and S6 may be executed in parallel (simultaneously).

[0025] Processor 10 sets a different "ease of execution" for the avoidance maneuver depending on whether it is determined that the approach distance from the boundary lane mark between the vehicle's lane and the vehicle's lane behind the vehicle is relatively short or whether it is determined that the approach distance is relatively long. The ease of execution is the ease with which the avoidance maneuver can be executed, and is defined as the level of ease of the avoidance maneuver. Considering the series of steps in which an execution command is generated when the avoidance condition is satisfied, and the avoidance maneuver is executed and completed, the "ease of execution" uses as evaluation indicators the speed at which the avoidance maneuver is started and the speed at which the avoidance maneuver is executed (how short the time required for the avoidance maneuver).

[0026] If processor 10 determines that the approach distance from the boundary lane mark to the rear vehicle is relatively short (YES in S6), it sets the ease of execution of evasive maneuvering to level E1 (> E2) (S7) and proceeds to S9. If processor 10 determines that the approach distance from the boundary lane mark to the rear vehicle is relatively long (NO in S6), it sets the ease of execution of evasive maneuvering to level E2 (< E1) (S8) and proceeds to S9. The ease levels E have a relationship of level E1 > level E2. The ease of execution of evasive maneuvering at level E1 is relatively high, and evasive maneuvering is relatively easy to execute. The ease of execution of evasive maneuvering at level E2 is lower than level E1, and evasive maneuvering is relatively difficult to execute. Through this process, if it is determined that the approach distance from the boundary lane mark to the rear vehicle is relatively short, it is associated with a relatively high ease of execution of level E1, and if it is determined that the approach distance from the boundary lane mark to the rear vehicle is relatively long, it is associated with a relatively low ease of execution of level E2.

[0027] FIG. 3 shows the movements of the host vehicle V1 and the rear vehicle V2 from the decision to execute evasive maneuvering until its completion. The direction indicated by the arrow Y is the longitudinal direction along the traveling direction of the host vehicle V1, and the direction indicated by the arrow X is the lateral direction along the width direction or road width direction of the host vehicle V1. FIG. 3(a) shows the host vehicle V1 (T1) and the rear vehicle V2 (T1) at timing T1. The host vehicle V1 (T1) is traveling in lane L3, and the rear vehicle V2 (T1) is traveling in the adjacent lane L2 behind the host vehicle V1. FIG. 3(b) shows the host vehicle V1 (T2) and the rear vehicle V2 (T2) at timing T2. The processor 10 calculates the proximity between the host vehicle V1 (T2) and the rear vehicle V2 (T2) to determine whether the avoidance condition is satisfied or not. The proximity indicates the risk of approaching the host vehicle V1 and the rear vehicle V2 and is a requirement for defining the avoidance condition. The proximity is calculated based on the distance D, the lateral distance DX, or the longitudinal distance DY between the host vehicle V1 (T2) and the rear vehicle V2 (T2). The processor 10 compares the proximity threshold defined by distance with the actual measured distance to determine whether the avoidance condition is met or not. The proximity may be calculated as a risk assessment value using TTC, which takes into account the relative speed between the host vehicle V1 (T2) and the rear vehicle V2 (T2). The processor 10 compares the proximity threshold defined using TTC with an index value using TTC based on the actual measured value to determine whether the avoidance condition is met or not. The proximity threshold can be set depending on the type of sensor 2. The proximity is not limited to these, and may be calculated based on the distance from the center position of the host vehicle V1's lane to the rear vehicle V2 (the deviation from the lane of the host vehicle V1) or the distance from the center position of the lane of the rear vehicle V2 to the center position of the rear vehicle V2 (the deviation from the lane of the rear vehicle V2). Acquisition of detection information that satisfies this avoidance condition triggers the execution of avoidance driving. Under the avoidance condition, the proximity threshold for the detection information from the camera 21 may be the same as or different from the proximity threshold for the detection information from the radar device 22. At timing T2, the processor 10 detects the lateral position V2X2 of the rear vehicle V2 (T1) and acquires the distance DLX2 from the boundary lane mark TL between the driving lane L3 of the host vehicle V1 and the driving lane L2 of the rear vehicle V2 to the lateral position V2X2 of the rear vehicle V2.The distance DLX2 may be measured based on image information from the camera 21 or based on observation information from the radar device 22. FIG. 3(c) shows a situation in which evasive maneuvering is performed to move the host vehicle V1 (T2) away from the rear vehicle V2 (T2). The evasive maneuvering involves movement to move away from the rear vehicle V2, and therefore includes lateral movement. The evasive maneuvering includes lateral movement within the same lane, lateral movement to change lanes to an adjacent lane, and lateral movement to the shoulder. FIG. 3(c) shows the host vehicle V11 (T3) after completion of evasive maneuvering control, which involves a lateral movement within the driving lane L3, and the host vehicle V12 (T3) after completion of evasive maneuvering control, which involves a lateral movement to the adjacent lane L4. The processor 10 may perform evasive maneuvering to shift the lateral position V1X2 of the host vehicle V1 (T2) to a lateral position V11X3 within the lane L3 in which the host vehicle V1 (T2) is traveling, or may perform evasive maneuvering to move the host vehicle V1 (T2) from the lateral position V1X2 in the lane L3 in which the host vehicle V1 (T2) is traveling to a lateral position V12X3 in the lane L4 adjacent to the lane L3.

[0028] FIG. 4 shows a time chart from the acquisition of information satisfying the avoidance conditions to the completion of evasive maneuvering. Here, the data processing time in the processor 10 is ignored. The timing T2 when the detection information satisfying the avoidance conditions is acquired is the timing when it is decided to perform evasive maneuvering. After the decision to perform evasive maneuvering is made, evasive maneuvering begins at timing TS after a waiting time TR2 has elapsed. The waiting time T2 is set as a confirmation time, rather than the start of movement of the host vehicle immediately after the decision. The execution time TR3 from timing TS when evasive maneuvering begins to timing T3 when evasive maneuvering is completed is the time it takes for the host vehicle V1 to move to the destination calculated to avoid the rear vehicle V2. The start timing of evasive maneuvering can be determined by the start of a lateral position change to separate the host vehicle V1 from the rear vehicle V2, the start of steering control, a change in wheel angle, etc. The completion timing of evasive maneuvering can be determined by the completion of the target lateral position change, the completion of steering control, and the direction of the wheels becoming the vehicle longitudinal direction. The timing of the start of evasive maneuvering involving lane changes can be determined by the fact that one or two front wheels have crossed the lane in addition to the above. The timing of the completion of evasive maneuvering involving lane changes can be determined by the fact that one or two rear wheels have crossed the lane in addition to the above, that the reference position of the vehicle body (center of gravity, etc.) has entered the new lane, that all or part of the vehicle body belongs to the new lane, that the orientation of the vehicle body has returned from a left-right direction (when turning) to a straight-ahead direction, and that the posture of the vehicle body after steering is aligned with the direction of the lane.

[0029] The ease of performing evasive maneuvering, i.e., the ease of performing it, will be described in detail. Ease of performing evasive maneuvering (high ease of performing it) means that the time spent on evasive maneuvering is relatively short. Difficulty performing evasive maneuvering (low ease of performing it) means that the time spent on evasive maneuvering is relatively long. The time spent on evasive maneuvering refers to the total time TR1 from timing T2 when detection information satisfying the avoidance conditions shown in FIG. 4 is acquired to timing T3 when evasive maneuvering is completed. Furthermore, ease of performing evasive maneuvering (high ease of performing it) means that evasive maneuvering is performed relatively early (early, swiftly) and that evasive maneuvering is performed relatively quickly (quickly, fast). Early performance of evasive maneuvering means that the waiting time TR2 from timing T2 when detection information satisfying the avoidance conditions shown in FIG. 4 is acquired to timing TS when evasive maneuvering begins is short. On the other hand, difficulty performing evasive maneuvering (low ease of performing it) means that evasive maneuvering is performed relatively late (lately) and that evasive maneuvering is performed relatively slowly. Delayed execution of evasive maneuvering means that the waiting time TR2 from the timing T2 at which information satisfying the avoidance conditions in FIG. 4 is acquired to the timing TS at which evasive maneuvering begins is long. The waiting time TR2 is a time set aside for processing to check the reliability of the detection information, such as whether noise is included in the information, before evasive maneuvering begins. By shortening the waiting time TR2, the host vehicle can begin moving more quickly during evasive maneuvering. Rapid execution of evasive maneuvering means that the execution time TR3 from the timing TS at which evasive maneuvering begins to the timing T3 at which evasive maneuvering ends in FIG. 4 is short. Avoidant maneuvering with a relatively short overall time TR1, waiting time TR2, or execution time TR3 is evaluated as being easy to execute (high ease of execution), while avoidant maneuvering with a relatively long overall time TR1, waiting time TR2, or execution time TR3 is determined as being difficult to execute (low ease of execution). The fact that avoidance driving is likely to be performed (high ease of execution) means that avoidance driving is performed early (waiting time TR2 is short) and that avoidance driving is performed quickly (execution time TR3 is short).Conversely, "it is difficult to perform evasive maneuvering (low ease of execution)" means that the execution of evasive maneuvering is delayed (long waiting time TR2) or that the execution of evasive maneuvering is performed slowly (long execution time TR3). "It is easy to perform evasive maneuvering (high ease of execution)" means that the total time TR1 required to complete the execution of evasive maneuvering is relatively short. Conversely, "it is difficult to perform evasive maneuvering (low ease of execution)" means that the total time TR1 is relatively long. By shortening the waiting time TR2 and / or the execution time TR3, the total time TR1 can inevitably be shortened. Note that, in cases where careful confirmation or cautious driving is required, it is preferable to make it difficult to perform evasive maneuvering (low ease of execution).

[0030] Returning to S9 in FIG. 2, the processor 10 acquires the details of the evasive maneuver. For convenience, the flowchart in FIG. 2 describes the processing of S6 after S5. However, the processor 10 acquires the approaching distance DLX2 of the rear vehicle V2 simultaneously with or around the timing when it is determined that the avoidance condition is satisfied. In S9, the processor 10 acquires the details of the evasive maneuver associated with the feasibility levels E1 and E2, which are set according to the relative evaluation of the approaching distance DLX2 of the rear vehicle V2. The total time TR1(1) for the evasive maneuver at level E1, which is set when it is determined that the approaching distance DLX2 of the rear vehicle V2 is relatively short, is shorter than the total time TR1(2) for the evasive maneuver at level E2, which is set when it is determined that the approaching distance DLX2 is relatively long. The total time TR1(1) is the time from time T2, when information about the rear vehicle V2 that satisfies the avoidance condition is acquired, to time T3, when the execution of the evasive maneuver is completed. The length of the total time TR1 satisfies the relationship TR1(1)<TR1(2).

[0031] As shown in FIG. 4, the total time TR1 includes a waiting time TR2 and an execution time TR3. The waiting time TR2 is the time from time T2, when information about the rear vehicle V2 that satisfies the avoidance condition is acquired, to time TS, when the execution of the evasive maneuver begins. The execution time TR3 is the time from time TS, when the execution of the evasive maneuver begins, to time T3, when the execution of the evasive maneuver ends. Reducing the waiting time TR2 and / or the execution time TR3 reduces the total time TR1. Therefore, the waiting time TR2(1) in the evasive maneuver at level E1, which is set when the approaching distance DLX2 of the rear vehicle V2 is determined to be relatively short, is shorter than the waiting time TR2(2) in the evasive maneuver at level E2, which is set when the approaching distance DLX2 of the side vehicle V2 is determined to be relatively long. The length of the waiting time TR2 satisfies the relationship TR2(1)<TR2(2).

[0032] Similarly, the execution time TR3(1) for the avoidance maneuver at level E1, which is set when the approach distance DLX2 of the rear vehicle V2 is determined to be relatively short, is shorter than the execution time TR3(2) for the avoidance maneuver at level E2, which is set when the approach distance DLX2 of the rear vehicle V2 is determined to be relatively long. The length of the execution time TR3 satisfies the relationship TR3(1) < TR3(2). The execution time TR3 for the avoidance maneuver can be shortened by increasing the movement speed of the host vehicle V1, particularly the movement speed along the lateral direction (the road width direction) at which the rear vehicle V2 traveling in the adjacent lane approaches the host vehicle V1. Specifically, by increasing the speed, turning speed, and turning acceleration, the lateral movement speed can be improved, allowing the host vehicle V1 to move to the desired avoidance position in a short time. Therefore, the lateral movement speed VL(1) during avoidance maneuvering at level E1, which is set when the approach distance DLX2 is relatively short, is higher than the lateral movement speed VL(2) during avoidance maneuvering at level E2, which is set when the approach distance DLX2 is relatively long. The lateral movement speed VL has a relationship of VL(1) > VL(2). The relationship between the approach distance DLX2 of the rear vehicle V2 and the lateral movement speed VL of the host vehicle V1 is not limited to a specific form. The lateral movement speed VL may be set to be gradually higher when the approach distance DLX2 of the rear vehicle V2 is short than when it is long, or the lateral movement speed VL may be set to be higher as the approach distance DLX2 of the rear vehicle V2 becomes shorter.

[0033] 5A shows the relationship between the distance DLX2 and the total time TR1, waiting time TR2, and execution time TR3. As shown by the relationship Fa1, when the distance DLX2 is relatively short, the total time TR1, waiting time TR2, and execution time TR3 are set relatively short, resulting in an avoidance maneuver that is easy to perform. As shown by the relationship Fa1, the time TR may be gradually shortened when the distance DLX2 is short, or as shown by the relationship Fa2, the time TR may be shortened as the distance DLX2 becomes shorter, or a combination of these may be used, as shown by the relationship Fa3.

[0034] Even if the camera 21 and the radar device 22 have high performance, false detections are unavoidable depending on the detection environment. The detection information of the camera 21 is prone to noise, and the measurement accuracy of distant positions is relatively low. Furthermore, the detection accuracy of the camera 21 and the radar device 22 may be affected by weather. Images captured by the camera 21 may be overexposed due to bright sunlight, its reflected light, and snow accumulation, which may prevent accurate object recognition and position measurement. The emission and reception of electromagnetic waves by the radar device 22 may be affected by rain and snowfall, which may prevent accurate object recognition and position measurement. Furthermore, if the rear vehicle V2 is a saddle-type vehicle such as a narrow motorcycle, the camera 21 may not be able to accurately capture the target, and the radar device 22 may not be able to receive sufficient reflected waves, preventing accurate recognition and distance measurement of the target. If the rear vehicle V2 is a truck with a large width and length, it may not fit within the field of view of the camera 21, resulting in only a portion of the vehicle being recognized, making it difficult to accurately capture its image. The radar device 22 may also be unable to receive reflected waves from the object boundary, making it difficult to accurately recognize and measure the distance to the entire object. Although the accuracy level of the sensor 2 has improved, noise may be introduced depending on the detection environment, resulting in erroneous detection of lateral displacement due to the rear vehicle V2's sway as an approaching vehicle, or erroneous detection of a rear vehicle V2 that is not approaching as an approaching vehicle. While acceleration and deceleration are sufficient to detect a longitudinal approach, movements involving a change in lateral position, such as evasive maneuvering, require securing space in the adjacent lane after lateral movement and waiting for an opportunity to begin lateral movement. Therefore, it is desirable to determine as quickly as possible whether the avoidance conditions that trigger evasive maneuvering are met. Furthermore, from the perspective of appropriately performing evasive maneuvering, it is necessary to determine whether the appropriate avoidance conditions are met based on accurate detection information. Therefore, it is not possible to uniformly change the threshold value to reduce the frequency of false detections.

[0035] In this embodiment, the start of lateral movement of the rear vehicle V2 is predicted by evaluating the state in which the rear vehicle V2 is approaching the boundary lane mark TL between the host vehicle V1 and the rear vehicle V2 based on the approach distance DLX2. When the rear vehicle V2 is approaching the boundary lane mark TL between the host vehicle V1 and the rear vehicle V2, the likelihood of avoidance maneuvering (the ease of execution) is increased relatively compared to when the rear vehicle V2 is not approaching the boundary lane mark TL. This is based on the finding that a rear vehicle V2 attempting to change lanes into the lane of the host vehicle V1 tends to perform driving behavior that approaches the boundary lane mark TL that separates the lanes of the host vehicle V1 and the rear vehicle V2. When such driving behavior is detected, it is determined that there is a high possibility that the rear vehicle V2 will change lanes into the lane of the host vehicle V1. In this way, by associating the ease of execution of evasive maneuvering E1, E2 with the approaching distance DLX2 of the rear vehicle V2 to the boundary lane mark TL, the possibility of the rear vehicle V2 changing lanes can be determined, and if it is determined that the possibility of a lane change is high, evasive maneuvering can be initiated earlier and performed promptly. In order to avoid the rear vehicle V2 changing lanes, the host vehicle V1 may also need to change lanes. In evasive maneuvering involving a lane change, the lateral position displacement is large and the travel distance is long, so it is preferable to start evasive maneuvering early and move to an adjacent lane in a short time. According to the present invention, the possibility of the rear vehicle V2 changing lanes can be determined with the approaching distance DLX2, so evasive maneuvering can be performed in a manner appropriate to the situation while maintaining the configuration of the sensor 2.

[0036] When a slight lateral movement of the rear vehicle V2 is detected, it may be determined that the rear vehicle V2 is swaying and may approach the host vehicle V1. Experiments by the inventors have confirmed that "swaying" behavior may be detected even for the rear vehicle V2 that does not actually move toward the host vehicle V1. Even if there is no intention to change lanes, if the "swaying" behavior of the rear vehicle V2 satisfies the avoidance condition, the host vehicle V1 will initiate evasive maneuvering. If the "swaying" behavior of the rear vehicle V2 that does not intend to change lanes is detected and the host vehicle V1 is instructed to perform evasive maneuvering, but the rear vehicle V2 does not actually change lanes, the evasive maneuvering of the host vehicle V1 will be futile. Such evasive maneuvering without an actual target to avoid appears strange to the occupants of the host vehicle V1. This "swaying" detection can occur whether the rear vehicle V2 is traveling in the center of the traveling lane or at the edge of the traveling lane close to the host vehicle V1. If the avoidance conditions were changed uniformly to prevent the host vehicle V1 from performing evasive maneuvering in response to this "swaying" behavior without the intention to move, the accuracy of detecting "swaying" with the intention to move would also decrease. In this embodiment, when the rear vehicle V2 is approaching the boundary lane mark TL, the system predicts that the rear vehicle V2 has the intention to change lanes, and relatively increases the likelihood (ease of execution) of evasive maneuvering. This allows evasive maneuvering that matches the actual movement of the rear vehicle V2 to be performed early and quickly. On the other hand, when the rear vehicle V2 is not approaching the boundary lane mark TL, the system predicts that the rear vehicle V2 has no intention to change lanes, and relatively decreases the likelihood (ease of execution) of evasive maneuvering. This makes it possible to suppress immediate evasive maneuvering when "swaying" behavior without the intention to change lanes is detected.

[0037] Furthermore, if noise is present in the detection information of the sensor 2, the rear vehicle V2, which is not approaching the host vehicle V1, may be "falsely detected" as an evasive target, which may result in the host vehicle V1 starting evasive maneuver. The evasive maneuver resulting from this false detection may also be unnatural to the occupants of the host vehicle V1. The frequency of false detection depends on the performance and detection environment of the sensor 2 and remains unchanged regardless of whether the rear vehicle V2 is traveling in the center of the lane. If the avoidance conditions were uniformly changed to prevent the execution of evasive maneuvers based on "false detections" that occur with a certain frequency, evasive maneuvers based on behaviors that indicate an intention to change lanes would also be impossible to execute. In this embodiment, when the rear vehicle V2 is approaching the boundary lane mark TL, the likelihood of the rear vehicle V2 intending to change lanes is predicted, and the likelihood of the execution of evasive maneuver (the ease of execution) is relatively increased. This makes it possible to suppress the execution of evasive maneuvers resulting from false detections that occur when the rear vehicle V2 is traveling in the center of the traveling lane. Although it is not possible to completely eliminate the occurrence of false detections, a false detection that occurs when the rear vehicle V2 is traveling in the center of the lane is determined not to be accompanied by an intention to change lanes, and the ease of performing avoidance maneuvering is reduced. This makes it difficult to perform avoidance maneuvering even if a false detection occurs. On the other hand, when the rear vehicle V2 is traveling close to the lane, the detection result is determined to be accompanied by an intention to change lanes, and the ease of performing avoidance maneuvering is increased. As a result, the impact of false detections is reduced, and avoidance maneuvering can be performed in a manner appropriate to the actual behavior of the rear vehicle V2.

[0038] Although it is undesirable, there are quite a few rear vehicles V2 that change lanes without first activating a turn signal such as a blinker. The host vehicle V2 must also perform evasive maneuvering when such a rear vehicle V2 approaches. Because the rear vehicle V2 approaches the boundary lane mark TL due to an active operation by the rear vehicle V2, it is possible to determine the rear vehicle V2's intention to change lanes or approach even if a turn signal or the like is not displayed in advance.

[0039] Evasive evasive maneuvering is likely to be performed when evasive maneuvering is initiated early and completed in a short time. When the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL is relatively short, the waiting time TR2 is shortened compared to when the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL is relatively long. This allows evasive maneuvering to be initiated early. Furthermore, after maneuvering has begun, evasive maneuvering can be performed swiftly by shortening the execution time TR3. The execution time TR3 can be shortened by relatively increasing the speed of lateral movement during evasive maneuvering. As a result, the overall time TR1 is shortened, and the host vehicle V2 can respond sensitively to the detection results and perform evasive maneuvering with smooth and agile movements without hesitation.

[0040] Here, a method for changing the avoidance condition will be described. When the processor 10 determines that the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL is relatively short, the processor 10 lowers the threshold of the avoidance condition compared to when the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL is determined to be relatively long. In other words, the processor 10 lowers the degree of contact risk defined by the proximity of the avoidance condition, making it easier to satisfy the condition and, as a result, easier to perform avoidance maneuver. The avoidance condition is defined by the degree of contact risk based on the proximity between the rear vehicle V2 and the host vehicle V1. When the proximity between the rear vehicle V2 and the host vehicle V1 exceeds the contact risk threshold of the avoidance condition, the processor 10 performs avoidance maneuver. The processor 10 calculates the proximity based on the relative position and relative speed of the rear vehicle V2 with respect to the host vehicle V1. The processor 10 changes the proximity threshold for evaluating the contact risk defined by the avoidance condition to a lower value. When the proximity threshold is defined using one or more index values ​​of the TTC between the rear vehicle V2 and the host vehicle V1, the distance between the rear vehicle V2 and the host vehicle V1, and the distance in the vehicle width direction between the rear vehicle V2 and the host vehicle V1, the proximity threshold defined using these index values ​​is changed so as to lower the risk of contact. By reducing the proximity threshold in the avoidance condition, the avoidance condition becomes more likely to be satisfied, and the host vehicle V1 becomes more likely to perform evasive maneuvering.

[0041] FIG. 5(b) shows the relationship with the proximity threshold Th. As shown by the relationship Fb1, when the distance DLX2 is relatively short, the threshold Th is set relatively low. Setting the proximity threshold Th for assessing the risk of contact relatively low makes it easier for avoidance driving to be performed. As shown by the relationship Fb1, when the distance DLX2 is short, the threshold Th may be set to be gradually lower than when the distance DLX2 is long, or as shown by the relationship Fb2, the threshold Th may be set to a lower value as the distance DLX2 becomes shorter, or a combination of these may be used, as shown by the relationship Fb3.

[0042] If it is determined that the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL is relatively short, it is possible to detect the rear vehicle V2's intention to change lanes, and therefore the threshold value of the avoidance condition can be lowered to make it easier to execute evasive maneuvering. Since the rear vehicle V2's intention to change lanes is determined using the approach distance DLX2 between the rear vehicle V2 and the boundary lane mark TL, it is possible to identify cases where noise is present in the detection information of sensor 2, resulting in a false positive or a false positive that is not actually swaying being detected as swaying. In other words, it is possible to prevent the host vehicle V1 from executing evasive maneuvering when there is no target to avoid.

[0043] 100... driving control system, 1... driving control device, 10... processor, 11... CPU, 12... ROM, 13... RAM, 20... input / output device, 30... communication device, 2... sensor, 21... camera, 22... radar device, 3... vehicle information acquisition device, 4... other vehicle information acquisition device, 5... rear vehicle recognition device, 6... map information, 7... navigation device, 200... vehicle controller, 210... steering control device, 220... drive control device

Claims

1. A driving control method for controlling the driving of a vehicle, used in a driving control device equipped with sensors and a processor, The processor uses the sensor to acquire detection information regarding a rear vehicle that is traveling behind the vehicle in the adjacent lane and approaching the vehicle while moving laterally. If the detection information satisfies predetermined avoidance conditions, the vehicle is instructed to perform an avoidance maneuver, including lateral movement to separate itself from the vehicle behind it, according to the ease of execution of the avoidance maneuver. A driving control method that, based on the detection information, obtains the distance from the lane mark between the driving lane of the vehicle itself and the driving lane of the vehicle behind to the vehicle behind, and if the distance is relatively short, adjusts the ease of performing the evasive maneuver so that the evasive maneuver is easier to perform than when the distance is relatively long, and the shorter the distance, the easier the evasive maneuver is to perform.

2. (delete)

3. The driving control method according to claim 1, wherein the processor shortens the time from when it acquires the detection information that satisfies the avoidance conditions until the avoidance driving is completed, thereby making the avoidance driving easier to perform.

4. The driving control method according to claim 3, wherein the processor shortens the time from the time information of the rear vehicle is acquired until the execution of the avoidance driving is completed, as the distance is shorter.

5. The driving control method according to claim 1 or 3, wherein the processor shortens the time from when it acquires the detection information that satisfies the avoidance conditions until the start of the avoidance driving, thereby making the avoidance driving easier to execute.

6. The driving control method according to claim 5, wherein the shorter the distance, the shorter the time from the time information of the rear vehicle is acquired until the execution of the evasive driving begins.

7. The operation control method according to claim 1 or 3, wherein the processor makes it easier to perform the avoidance operation by shortening the time from the start to the completion of the avoidance operation.

8. The driving control method according to claim 7, wherein the processor reduces the time from the start to the completion of the avoidance driving as the distance decreases.

9. The driving control method according to claim 7 or 8, wherein the processor increases the speed of the lateral movement of the vehicle when the evasive driving is performed.

10. The operation control method according to claim 9, wherein the processor increases the speed of the lateral movement as the distance decreases.

11. The avoidance conditions are defined based on the degree of proximity between the rear vehicle and the vehicle itself. The operation control method according to any one of claims 1 and 3 to 10, wherein the processor lowers the threshold of the proximity of the avoidance condition when the distance is relatively short compared to when the distance is relatively long.

12. The driving control method according to claim 11, wherein the degree of proximity is calculated based on the relative position and relative speed of the rear vehicle with respect to the vehicle itself.

13. The driving control method according to claim 11 or 12, wherein the proximity threshold is defined by an index value using one or more of the following: the contact margin time between the rear vehicle and the self-vehicle, the distance between the rear vehicle and the self-vehicle, and the distance in the vehicle width direction between the rear vehicle and the self-vehicle.

14. A driving control device equipped with sensors and a processor, which controls the driving of the vehicle, The processor uses the sensor to acquire detection information regarding a rear vehicle that is traveling behind the vehicle in the adjacent lane and approaching the vehicle while moving laterally. If the detection information satisfies predetermined avoidance conditions, the vehicle is instructed to perform an avoidance maneuver, including lateral movement to separate itself from the vehicle behind it, according to the ease of execution of the avoidance maneuver. A driving control device that, based on the detection information, obtains the distance from the lane mark between the driving lane of the vehicle itself and the driving lane of the vehicle behind to the vehicle behind, and if the distance is relatively short, adjusts the ease of performing the evasive maneuver so that the evasive maneuver is easier to perform than when the distance is relatively long, and the shorter the distance, the easier the evasive maneuver is to perform.